JPH02150532A - Planetary gear type transmission for vehicle - Google Patents

Abstract

PURPOSE:To eliminate the need of input changeover in a low speed gear stage by providing the first and second single-pinion planetary gears and the third double-pinion planetary gear on the same axis and always connecting specified elements or enabling the connection therebetween. CONSTITUTION:The first and second single-pinion planetary gears and the third double-pinion planetary gears 16, 18, 20 are arranged coaxially on input and output shafts 14, 22, the first carrier 16c, the second ring gear 18r and the third sun gear 20s are connected, the first ring gear 16r and the third carrier 20c are connected through a clutch k2, and the second carrier 18c and the third carrier 20r are connected. At a low-speed stage, with the clutch k2 connected, the first speed is obtained by the operation of the brake B1, the second speed by B2, the third speed by B3 and the fourth speed by K3. Further, the fifth speed is attained by K3 and B3, and backward gear stage is attained by the connection of B1 and B3. Thus, speed change control can be made simply and easily.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to an improvement in a planetary gear transmission provided between a prime mover and a drive wheel in a vehicle such as an automobile or a railway vehicle.

In prior art vehicles, planetary gear transmissions are often used, which are suitable for automatically selecting a plurality of predetermined gears. For example, the planetary gear type transmission system for vehicles described in Japanese Patent Publication No. 50-32913 and Japanese Patent Publication No. 51-3012 is an example of such a planetary gear type transmission, in which three sets of planetary gear devices are arranged in series. According to this, the structure is relatively simple, and five forward gears are provided, so that a wide gear ratio range can be ensured. Further, there is an advantage that the outer diameter of the transmission can be made relatively small as long as the gear ratio ρ (number of teeth of sun gear/number of teeth of ring gear) of each planetary gear device is within an appropriate range.

Problems to be Solved by the Invention However, in the conventional planetary gear transmission described above, when changing gears from second speed to third speed or from first speed to second speed, the power input path up to that point is Since so-called input switching is performed in which the next power input path is connected at the same time as the next power input path is disconnected, there is a drawback that control becomes delicate. In other words, if a blank period of power transmission occurs between disconnecting the previous power input path and connecting the next power input path, the engine will rev up, and conversely, when the input is switched, one of the power input paths will be released. If two engaging devices are engaged at the same time, the transmission will lock and the resulting shock will occur. Therefore, delicate switching control that prevents the engine from revving up and the transmission from locking is required. is required, making it difficult to stably perform smooth switching control.

In addition, such inconvenience is particularly caused when changing the low speed gears from 1st to 3rd gears, which have a large gear ratio (rotational speed of input member/rotational speed of output member) in which the speed change is performed in the high rotational speed range of the engine. It becomes noticeable when

The present invention has been made against the background of the above-mentioned circumstances, and its object is to provide a planetary gear type transmission for a vehicle that does not require input switching particularly when changing a low speed gear.

Means for Solving the Problems To achieve the objects, the present invention provides (a) a first sun gear, a first planetary gear that meshes with the first sun gear, a first ring gear that meshes with the first planetary gear, and a single pinion type first J star gear device including a first carrier rotatably supporting the first planetary gear; (b) a second planetary gear device;
a sun gear, a second planetary gear that meshes with the second sun gear;
(C) a single pinion type second planetary gear device including a second ring gear that meshes with the second planetary gear; and a second carrier that rotatably supports the second planetary gear;
The third sun gear meshes with each other and one is the third sun gear.
A double pinion type third planetary gear comprising at least one pair of third planetary gears that mesh with a sun gear, a third ring gear that meshes with the other of the third planetary gears, and a third carrier that rotatably supports the third planetary gear. The first carrier, the second ring gear, and the third It is characterized in that the connection between the sun gear, the first ring gear and the third carrier, and the second carrier and the third ring gear can be connected at all times or by an engagement device. .

Embodiments Hereinafter, some embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1(a) is a schematic diagram of a planetary gear type transmission for a vehicle, which is an embodiment of the present invention. The input shafts 14 are sequentially arranged on a common axis in the transmission case 12 . First planetary gear device 16. Second planetary gear unit 18. Third planetary gear device 20
．． and an output shaft 22. The input shaft 14 is connected to an engine 26 of the vehicle via a torque converter 24, and the output shaft 22 is connected to drive wheels of the vehicle via a differential gear device (not shown). In this embodiment, the input shaft 14 and the output shaft 22 correspond to an input member and an output member, respectively. Note that since the transmission 10 and the torque converter 24 are configured line-symmetrically with respect to the axis, the lower side of the axis is omitted in the skeleton diagram of FIG. 1(a).

The first planetary gear device 16 and the second planetary gear device 18
are well-known single pinion type planetary gear devices, and the first planetary gear device 16 is the first sun gear 1.
6S, first planetary gear 16p.

The first planetary gear t6p, which includes a first carrier 16c and a first ring gear 16r and is rotatably supported by the first carrier 16c, is located between the first sun gear 16s and the first ring gear 16r. It is intertwined with. Further, the second M star gear device 18 includes a second sun gear 18s, a second planetary gear 18p, a second carrier 18c, and a second ring gear 18r, and a second planetary gear rotatably supported by the second carrier 18C. Gear 18p
is located between the second sun gear 18s and the second ring gear 18r and meshes with them.

On the other hand, the third planetary gear device 20 is a double-binion type planetary gear device, and includes a third sun gear 20S, at least a pair of third planetary gears 20p that mesh with each other, a third carrier 20c, and a third ring gear 20r. ,
At least a pair of third planetary gears 20p rotatably supported by the third carrier 20c are located between the third sun gear 20s and the 31st J gear 2Qr, and one of the pair of third planetary gears 20p is rotatably supported by the third carrier 20c. The other gear is meshed with the sun gear 20s, and the other is meshed with the third ring gear 2Or.

Further, in the transmission 10, the input shaft 14 and the second sun gear 18s are integrally connected to each other, and the first carrier 16c, the second ring gear 18r, and the third sun gear 20s are integrally connected to each other.
are integrally connected to each other, the first ring gear 16r and the output shaft 22 are integrally connected to each other, and the second carrier 18c and the third ring gear 20r are integrally connected to each other. A second ring gear selectively connects the first ring gear 16r and the output shaft 22 with the third carrier 20c.
2 to the clutch, the first carrier 16C, the second ring gear 18r, the third sun gear 20s, and the second carrier 18c.
and a third ring gear 20r selectively connected to the third ring gear 20r.
3 to the clutch, a first brake Bl that selectively connects the second carrier 18c and the third ring gear 2Or to the transmission case 12, and a first brake Bl that selectively connects the first carrier 16C3, the second ring gear 18r and the third sun gear 20s to the transmission case 12. A second brake B2 that connects the first sun gear 16s to the transmission case 12, and a third brake B3 that selectively connects the first sun gear 16s to the transmission case 12 are provided. The second clutch 2 is an engagement device that enables connection between the first ring gear 16r and the third carrier 20c.

2. To the second clutch mentioned above. 3 on the third clutch. First brake Bl, second brake B2. The third brake B3 is operated by a hydraulic actuator of a type commonly used in conventional automatic transmission systems for vehicles, such as a multi-disc clutch or one or two windings in opposite directions.
It consists of a band brake with a real band, or a one-way clutch. In addition, 2
and the first ring gear 16r, the output shaft 22. 3rd carrier 2
0c, 3 to the third clutch and the second carrier 18c,
A connecting member may be provided between the third ring gear 20r and the third sun gear 20s as necessary. Similarly,
between the first brake B1 and the second carrier 18c, between the second brake B2 and the first carrier 16c, between the third brake B3 and the first sun gear 16s, or between each planetary gear device 16, 18, 20. A connecting member may be interposed between each of the constituent elements and between the eleventh J-ring gear 16r and the output shaft 22 as necessary.

In the transmission 10 configured as above, for example,
As shown in the operating state by the circle in FIG. 1(b), the second clutch is connected to the 2. 3 on the third clutch. By respectively operating the first brake Bl, the second brake B2, and the third brake B3, a desired speed change gear from five forward speeds and one reverse speed is established. Figure 1 [
]), the gear ratio ρ1 of the first planetary gear device 16
is 0.385, and the gear ratio ρ2 of the second planetary gear device 1B is 0.
．． 355, the gear ratio ρ3 of the third planetary gear device 20 is 0.4
The gear ratio of each gear in the case of 43 (human power shaft 14
rotational speed/rotational speed of the output shaft 22).

This is a single pinion type first planetary gear device 16.
Rotation speed NR of the ring gear in the second planetary gear device 18
, carrier rotation speed Nc, and sun gear rotation speed N,
is expressed by the following equation (1), where the gear ratio is ρ. On the other hand, the rotation speed N of the ring gear, the rotation speed Nc of the carrier, and the rotation speed N of the sun gear in the double pinion type third planetary gear device 20 is expressed by the following equation (2), where ρ is the gear ratio, and is determined based on equations (1) and (2). In addition, the number of teeth of the first sun gear 16s is Z
The number of teeth of the heavy first ring gear 16r is Ztr-, the number of teeth of the second sun gear 18s is 72s, the number of teeth of the second ring gear 18r is Ztr, the number of teeth of the third sun gear 20s is Z3, and the number of teeth of the third ring gear 2Or is If Z31', the gear ratio ρ is Z I-/Z Irs, and the gear ratio ρ2 is Is/Z2.
1. Gear ratio ρ3 is Z , , / Z 3. There is.

N, = (1+ρ)NC-ρNS −...(t)N
++ = (19) Nc+ρNS −...(2)
The operation of each transmission gear will be explained below.

First, in the case of the first gear, the second clutch 2 and the first brake B1 are actuated, so that the first
Ring gear 16r, output shaft 22 and third carrier 20
c and between the second carrier 18c and third ring gear 2Or and the transmission case 12.

As a result, the output shaft 22 is rotated at a reduced speed in the same positive rotation direction as the input shaft 14 at a speed ratio (1-ρ3)/ρ2ρ3.

In the case of second gear, the second clutch
When the brake B2 is operated, the space between the first ring gear 16r and the output shaft 22 and the third carrier 20c, and between the first carrier 16C1 and the second ring gear 18
r, the third sun gear 20s, and the transmission case 12 are connected. As a result, the output shaft 22 rotates in the same positive rotation direction as the input shaft 14 at the gear ratio (l+ρ2
)(1-ρ3)/ρ2.

In the case of third gear, the second clutch
By operating brake B3, first ring gear 16r and output shaft 22 are connected to third carrier 20c, and first sun gear 16s and transmission case 12 are connected. As a result, the output shaft 2
2 is the gear ratio (ρ2) in the same positive rotation direction with respect to the input shaft 14.
(1+ρ.

)+ρ1(1-ρ,-ρ2ρ3))70g(1+ρI)
It is rotated at a reduced speed.

In the case of 4th gear, the 2nd and 3rd clutches are
3 is actuated in the clutch, the gap between the first ring gear 16r and the output shaft 22 and the third carrier 20c, and between the first carrier 16C2 and the second ring gear 18
r and third sun gear 20s are connected to second carrier 18c and third ring gear 20r. As a result, the first planetary gear set 16, the second planetary gear set 18, and the third planetary gear set ff20 are rotated integrally with the input shaft 14, and the output shaft 22 is rotated in the same positive rotation direction with respect to the input shaft 14. is rotated at a gear ratio of 1.

In the case of fifth gear, the third clutch
By operating brake B3, first carrier 16c, second ring gear 18r and third sun gear 2
0s, second carrier 18c and third ring gear 20r
and between the first sun gear 16s and the transmission case 12. As a result, the output shaft 22 rotates in the same positive rotation direction as the input shaft 14 at the gear ratio l.
/(1+ρ1).

In the case of reverse gear, the first brake B1 and the third brake B3 are operated, thereby causing damage between the second carrier 18c and the third ring gear 2Or and the transmission case 12, and between the first sun gear 16s and the transmission case. 12 are connected. As a result, the output shaft 22 is rotated in the opposite rotation direction with respect to the input shaft 14, and the gear ratio -1/ρ2 (1+ρI
) to reduce the rotation speed.

As described in detail above, according to the transmission 10 of the present embodiment, two sets of single pinion type planetary gear devices 16 and 18 are provided.
and a set of double pinion type planetary gear devices 20 are arranged on a common axis, so the structure is relatively simple, while the two clutches have 2. 3. and three brakes Bl, B2. Selective operation of B3 provides 5 forward gears and a wide range of gear ratios, making it possible to achieve both high-speed driving and start/uphill performance. This eliminates the need to increase the engine speed, improving fuel efficiency and quietness.

Furthermore, according to the transmission device 10 of this embodiment, in all the forward gears from 1st to 5th speeds, input switching is not required when switching between adjacent transmission gears, and shift control is extremely simple. And it becomes easier. In particular, in this embodiment, each gear is established by simultaneously operating two of the five clutches and brakes, and at the same time, one of the five clutches and brakes is deactivated and one of the other clutches or brakes is activated. Since gears can be changed simply by operating the gearbox, gearshift control becomes even easier.

Further, according to the transmission 10 of the present embodiment, the gear ratios ρ1. While maintaining ρ2゜ρ3 within an appropriate range, the gear ratios of the first to fourth gears are adjusted based on the characteristics of the engine 26. Since it is set to a value close to the desired geometric series, excellent power performance can be obtained at all vehicle speeds from low to high speeds while keeping the transmission 10 relatively compact.

In addition, each planetary gear device 16°18.2 in this embodiment
0 each planetary gear 16P, tap.

The rotational speed of the 20p relative to the carrier is relatively low, which is advantageous in terms of durability of the bearing and the like.

Furthermore, in this embodiment, the gear ratio of the fifth gear is 0°722.
This setting improves fuel efficiency and quietness during high-speed driving, and provides sufficient power performance during acceleration.

Furthermore, according to the transmission device 10 of this embodiment, the output shaft 22 is located at one end of the transmission on the non-engine side, and the structure allows direct connection of the propeller shaft. Although this is suitably used, by replacing the output shaft 22 with an output gear, it can be easily applied to FF vehicles.

Next, another embodiment of the present invention will be described. In the following embodiments, parts common to those in the above embodiments are designated by the same reference numerals, and explanations thereof will be omitted.

The transmission shown in FIG. 2(a) is different from the above-mentioned transmission IO in that the first clutch that selectively connects the input shaft 14 and the second sun gear 18s is provided with 1, and the third clutch is provided with 3. by changing the first carrier 16C2 second ring gear 18r and third sun gear 20s and second carrier 18c.
and the third ring gear 20r, while the second sun gear 18s and the second carrier 18
c and the third ring gear 2Or are selectively connected. In such a transmission, the second
As shown in the operating state by mark Q in Figure (C), clutch Kl is connected to 2. 3. and brake Bl, B2.
By activating B3 respectively, there are 5 forward speeds.
A desired shift gear stage is established from one reverse gear stage.

The transmission shown in FIG. 3(a) is different from the transmission shown in FIG. 2(a) in that it has a first sun gear 16s and a first ring gear 1.
6r and the output shaft 22, and as shown in the operating state by the circle in FIG. 3. 4. and brake Bl, B2. By respectively activating B3, a desired speed change gear from five forward speeds and two reverse speeds is established.

The transmission shown in FIG. 4(a) differs from the transmission shown in FIG.
The input shaft 14 is selectively connected to the second carrier 18c and the third ring gear 2Or, while selectively connecting the input shaft 14 to the second carrier 18c and the third ring gear 2Or. In such a transmission, the clutch Kl is in a 2. 3. and brake Bl, B2. By respectively operating B3, a desired speed change gear from among six forward speeds and one reverse speed is established. Note that the fifth gear stage and the sixth gear stage
Regarding the high speed gear, by using only one of the two as the 5th gear, 5 forward speeds and 1 reverse speed can be achieved.
It is also possible to create stages.

The transmission shown in FIG. 5(a) has a first sun gear 16s and a first ring gear 1, compared to the transmission shown in FIG. 4(aJ).
6r and the output shaft 22, and as shown in the operating state by the circle in FIG. 3. 4. and brake Bl, B2. By respectively activating B3, a desired speed change gear from six forward speeds and two reverse speeds is established. Regarding the 5th gear and the 6th gear, by using only one of the two as the 5th gear,
It is also possible to create five forward speeds and two reverse speeds.

The transmission shown in FIG. 6(a) differs from the transmission shown in FIG. 4(a) in that the first clutch does not have a clutch 1 and the second sun gear 18s and the input shaft 14 are integrally connected to each other. The clutch is in a 2. 3° and brake Bl,
B2. By respectively operating B3, a desired speed change gear from five forward speeds and one reverse speed is established.

The transmission shown in FIG. 7(a) has a first sun gear 16s and a first ring gear 1, compared to the transmission shown in FIG. 6(a).
6r and the output shaft 22 are selectively connected to each other, and the fourth clutch 4 is provided with a numeral 4, and as shown in FIG. 3. 4. and brake Bl.

B2. By respectively activating B3, a desired speed change gear from five forward speeds and two reverse speeds is established.

The transmission shown in FIG. 8(a) moves the first planetary gear unit 1G to the outside of the third planetary gear unit 20 (to the right in the figure), compared to the transmission shown in FIG. 2(a). With,
2 is changed to the second clutch so that the selective connection between the first ring gear 16r and the output shaft 22 and the third carrier 20c becomes constant connection, while the second clutch 18c and the third ring gear 20r are selectively connected. It was designed to do so. In such a transmission, the clutch Kl is applied with a 2°K3. and brake Bl, B2. By respectively operating B3, a desired speed change gear from five forward speeds and one reverse speed is established.

Incidentally, reference numeral 2 in the second clutch is an engagement device that enables connection between the second carrier 18C and the third ring gear 2Or. In addition, 3 in the third clutch in this embodiment is:
The first brake B1 is provided to selectively connect the second sun gear 18s and the second carrier 18c, and the first brake B1 is provided to selectively connect the second carrier 18c and the transmission case 12.

The transmission shown in FIG. 9(a) is different from the transmission shown in FIG. 8(a) in that it has a first sun gear 16s and a first ring gear 1.
6r, the third carrier 20c, and the output shaft 22 are selectively connected to each other. Kl, 2. 3°K4. and brake Bl
, B2. By respectively activating B3, a desired speed change gear from five forward speeds and two reverse speeds is established.

The transmission shown in FIG. 10(a) differs from the transmission shown in FIG. 8(a) in that the third clutch is changed to 3 to selectively connect the second sun gear 18s and the second carrier 18c. The input shaft 14 and its second carrier 18c are selectively connected to each other. In such a transmission, clutch Kl is in a 2. 3. and brake Bl.

B2. By respectively operating B3, a desired speed change gear from seven forward speeds and one reverse speed is established.

The transmission shown in FIG. 11(a) selectively controls the first sun gear 16s, the first ring gear 16r, the third carrier 20c, and the output shaft 22, compared to the transmission shown in FIG. 10(a). 4I is provided on the fourth clutch to be connected, and as shown in the operating state by the O mark in FIG. 11(b), the clutch Kl is set at 2°K3.
4. and brake Bl, B2. By respectively operating B3, a desired speed change gear from among seven forward speeds and two reverse speeds is established.

The transmission shown in FIG. 12(a) differs from the transmission shown in FIG. 10(a) in that the first clutch 1 is omitted and the second sun gear 18s and the input shaft 14 are integrally connected to each other. The clutch was operated at 2°K3. and brake Bl, B2. By respectively operating B3, a desired speed change gear from five forward speeds and one reverse speed is established.

The transmission shown in FIG. 13(a) selectively connects the first sun gear 16s, the first ring gear 16r, the third carrier 20C1, and the output shaft 22, compared to the transmission shown in FIG. 12(a). 4 is provided on the fourth clutch, and as shown in the operating state by the O mark in FIG. 13(b), the clutch is equipped with 2. 3°K4. and brake Bl
, B2. By respectively activating B3, a desired speed change gear from five forward speeds and two reverse speeds is established.

The transmission shown in FIG. 14(a) differs from the transmission shown in FIG. 8(a) in that the third clutch is changed to 3 to selectively connect the second sun gear 18s and the second carrier 18c. The second sun gear 18S and the third ring gear 2Or are selectively connected to each other. In such a transmission, clutch Kl is in a 2. 3. and brake Bl, B2. By respectively operating B3, a desired speed change gear from five forward speeds and one reverse speed is established.

The transmission shown in FIG. 15(a) selectively controls the first sun gear 16s, the first ring gear 16r, the third carrier 20c, and the output shaft 22, compared to the transmission shown in FIG. 14(a). 4 is provided on the fourth clutch to be connected, and as shown in the operating state by the O mark in FIG. 15(b), the clutch Kl is rotated 2 degrees and 3 degrees. 4. and brake Bl, B2. By respectively activating B3, a desired speed change gear from five forward speeds and two reverse speeds is established.

The transmission shown in FIG. 16(a) differs from the transmission shown in FIG. 14(a) in that the third clutch is changed to 3 to selectively connect the second sun gear 18s and the third ring gear 2Or. while blocking the input shaft 14 and its third ring gear 20.
r is selectively connected. In such a transmission, the clutch Kl is in a 2. 3.
and brake Bl, B2. By respectively operating B3, a desired speed change gear from among six forward speeds and one reverse speed is established. In addition, regarding the 1st clutch 1 and the 2nd clutch 2 indicated by (○) in the 5th and 6th gears, gears that are not involved in power transmission rotate at an unnecessarily high speed. This means that there is no problem in operating either one of the two clutches in order to prevent this from occurring.

The transmission shown in FIG. 17(a) selectively controls the first sun gear 16s, the first ring gear 16r, the third carrier 20c, and the output shaft 22, compared to the transmission shown in FIG. 16(a). 4 is provided on the fourth clutch to be connected, and as shown in the operating state by the circle mark in FIG. 17(b), the clutch Kl and K3. 4. and brake Bl, B2. By respectively activating B3, a desired speed change gear from six forward speeds and two reverse speeds is established. In addition, for the first clutch 1 and the second clutch 2 indicated by (0) in the 5th gear and the 6th gear, operate either one of the two clutches. This means that there is no problem.

Compared to the transmission shown in FIG. 16(a), the transmission shown in FIG. 18(a) eliminates 1 in the first clutch and integrally connects the second sun gear 18s and the input shaft 14 to each other. The clutch was rotated 2 degrees to 3 degrees as shown in the operating state by the O mark in Figure 18, etc. and brake B
l, B2. By each of B3 being activated,
A desired speed change gear is established from among five forward speeds and one reverse speed.

The transmission shown in FIG. 19(a) selectively controls the first sun gear 16s, the first ring gear 16r, the third carrier 20c, and the output shaft 22, compared to the transmission shown in FIG. 18(a). 4 is provided on the fourth clutch to be connected, and the operating state is indicated by the circle in Fig. 19). 3°K4. and brake Bl,
B2. By respectively activating B3, a desired speed change gear from five forward speeds and two reverse speeds is established.

The transmission shown in FIG. 20(a) differs from the transmission shown in FIG. 8(a) in that the second clutch is changed to 2 to selectively connect the second carrier 18c and the third ring gear 20r. are always connected, while the first carrier 16c, second ring gear 18r, and third sun gear 20s are selectively connected. In such a transmission, clutches Kl, K2. K3. By operating the brakes B1, B2 and B3, a desired gear is established from five forward speeds and one reverse speed. The second clutch 2 includes a first carrier 16c, a second ring gear 18r, and a third sun gear 2.
This is an engagement device that allows connection between the 0s and the 0s.

The transmission shown in FIG. 21(a) selectively connects the first sun gear 16s, the first ring gear 16r, the third carrier 20C9, and the output shaft 22, compared to the transmission shown in FIG. 20(a). 4 is provided on the fourth clutch, and as shown in the operating state by the circle in FIG. 4. By respectively operating the brakes Bl and 82B3, a desired speed change gear is established from among five forward speeds and two reverse speeds.

The transmission shown in FIG. 22(a) differs from the transmission shown in FIG. 20(a) in that the third clutch is changed to 3 and the second sun gear 18s, second carrier 18c and third ring gear 2Or are connected. while blocking the selective connection of the input shaft 14.
and those second carrier 18c and third ring gear 20
rk is selectively connected. In such a transmission, the clutch Kl is in a 2. 3.
and brake Bl, B2. By respectively operating B3, a desired speed change gear from among six forward speeds and one reverse speed is established.

The transmission shown in FIG. 23(a) selectively controls the first sun gear 16s, the first ring gear 16r, the third carrier 20c, and the output shaft 22, compared to the transmission shown in FIG. 22(a). 4 is provided on the fourth clutch to be connected, and as shown in the operating state by the O mark in FIG. 4. and brake Bl, B2. By respectively activating B3, a desired speed change gear from six forward speeds and two reverse speeds is established.

The transmission shown in FIG. 24(a) differs from the transmission shown in FIG. 22(a) in that the first clutch 1 is omitted and the second sun gear 18s and the input shaft 14 are integrally connected to each other. As shown in the operating state indicated by the circle in Figure 24 (b), the clutch was set to 2°K3. and brake Bl, B2. By respectively operating B3, a desired speed change gear from five forward speeds and one reverse speed is established.

The transmission shown in FIG. 25(a) selectively controls the first sun gear 16s, the 11th J gear 16r, the third carrier 20c, and the output shaft 22, compared to the transmission shown in FIG. 24(a). 4 is provided on the fourth clutch to be connected, and as shown in the operating state by the circle in FIG. 25(b), the clutch is equipped with 2. 3°K4. and brake B
l, B2. By each of B3 being activated,
A desired speed change gear is established from among five forward speeds and two reverse speeds.

The transmission shown in FIG. 26(a) differs from the transmission shown in FIG. 8(a) in that the third clutch is changed to 3 to selectively connect the second sun gear 18s and the second carrier 18C2. On the other hand, the second sun gear 18S and the first carrier 1
6c, second ring gear 18r.

and third sun gear 20s are selectively connected. Further, in this embodiment, an output gear 28 is provided instead of the output shaft 22, and the first
A brake B1 is provided by moving to the outside of the output gear 28 (to the right end in the figure). In such a transmission,
As shown in the operating state by the O mark in FIG. 26(b), the clutch Kl is connected to the 2. 3. and brake Bl,
By respectively operating B2 and B3, a desired speed change gear from five forward speeds and one reverse speed is established.

The transmission shown in FIG. 27(a) selectively connects the first sun gear 16s, the first ring gear 16r, the third carrier 20C2, and the output gear 28, compared to the transmission shown in FIG. 26(a). 4 is provided on the fourth clutch Kl, 2, 3, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4 of 4, respectively, for clutch Kl, Kl, Kl, 2, 3, and 4, respectively. 4. and brake Bl, B2. By respectively activating B3, a desired speed change gear from five forward speeds and two reverse speeds is established.

The transmission shown in FIG. 28(a) differs from the transmission shown in FIG.
8r and third sun gear 20s, while input shaft 14 and their first carrier 16c,
Second ring gear 18r.

and third sun gear 20s are selectively connected. In such a transmission, clutches Kl, K2. K3. and brake Bl, B2
．． By respectively operating B3, a desired speed change gear from five forward speeds and one reverse speed is established. Furthermore, in the 5th gear, the numbers 1 for the first clutch and 2 for the second clutch indicated by (○) mean that there is no problem in operating either one of the two clutches. are doing.

The transmission shown in FIG. 29(a) selectively connects the first sun gear 16s, the first ring gear 16r, the third carrier 20C9, and the output gear 28, compared to the transmission shown in FIG. 28(a). 4 is provided on the fourth clutch, and as shown in the operating state by the circle in FIG. 4. and brake Bl, B2. By respectively activating B3, a desired speed change gear from five forward speeds and two reverse speeds is established. Note that in the fifth gear (0
) indicates that the first clutch is 1 and the second clutch is 2, which means that either one of the two clutches may be operated.

The transmission shown in FIG. 30(a) differs from the transmission shown in FIG. 28(a) in that the first clutch 1 is omitted and the second sun gear 18s and the input shaft 14 are integrally connected to each other. The clutch was operated at 2°K3. and brake Bl, B2. By respectively operating B3, a desired speed change gear from five forward speeds and one reverse speed is established.

The transmission shown in FIG. 31(a) selectively connects the first sun gear 16s, the first ring gear 16r, the third carrier 20C3, and the output gear 28, compared to the transmission shown in FIG. 30(a). 4 is provided on the fourth clutch, and as shown in the operating state by the O mark in FIG. 31(C), the clutch is equipped with 2. 3, 4. and brake B
l, B2. By each of B3 being activated,
A desired speed change gear is established from among five forward speeds and two reverse speeds.

The transmission shown in FIG. 32(a) differs from the transmission shown in FIG. 26(a) in that the second clutch is changed to 2 to selectively connect the second carrier 18c and the third ring gear 20r. are always connected, while the first carrier 16c and the second carrier
The ring gear 18r and the third sun gear 20s are selectively connected. In such a transmission, clutch Kl is in a 2. 3. and brake Bl
, B2, and B3, a desired speed change gear is established from five forward speeds and one reverse speed. Incidentally, reference numeral 2 in the second clutch is an engagement device that enables connection between the first carrier 16c, the second ring gear 18r, and the third sun gear 20s.

The transmission shown in FIG. 33(a) selectively connects the first sun gear 16s, the first ring gear 16r, the third carrier 20C2, and the output gear 28, compared to the transmission shown in FIG. 32(a). 4 is provided in the fourth clutch Kl, 2, 3, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4 of 4, respectively. 4. and brake Bl, B2. By respectively activating B3, a desired speed change gear from five forward speeds and two reverse speeds is established.

The transmission shown in FIG. 34(a) differs from the transmission shown in FIG. 32(a) in that the third clutch is changed to 3 and the second sun gear 18s, first carrier 16c, and second ring gear 18r are connected. while blocking the selective connection of the input shaft 14.
and the first gear and rear gear 16c and the second ring gear 18.
r is selectively connected. In such a transmission, the 34th. As shown in the operating state by the O mark in Figure (b), the clutch Kl is connected to the 2. to 3
．． and brake Bl, B2. By respectively operating B3, a desired speed change gear from five forward speeds and one reverse speed is established. Furthermore, in the 5th gear, the numbers 1 for the first clutch and 2 for the second clutch indicated by (○) mean that there is no problem in operating either one of the two clutches. are doing.

The transmission shown in FIG. 35(a) selectively connects the first sun gear 16s, the first ring gear 16r, the third carrier 20C2, and the output gear 28, compared to the transmission shown in FIG. 34(a). 4 is provided on the fourth clutch Kl, 2, 3, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4 of 4, respectively. 4. and brake Bl, B2. By respectively activating B3, a desired speed change gear from five forward speeds and two reverse speeds is established. In addition, in the 5th gear stage (0)
1 for the first clutch and 2 for the second clutch shown in , means that either one of the two clutches may be operated.

The transmission shown in FIG. 36(a) differs from the transmission shown in FIG. 34(a) in that the first clutch 1 is omitted and the second sun gear 18s and the input shaft 14 are integrally connected to each other. The clutch was operated at 2°K3. and brake Bl, B2. By respectively operating B3, a desired speed change gear from five forward speeds and one reverse speed is established.

The transmission shown in FIG. 37(a) has a first sun gear 16s, an 11th J gear 16r, a third carrier 20C9, an output gear 28, and
4 is provided on the fourth clutch that selectively connects the 2. 3, 4. and brake Bl, B2. By respectively activating B3, a desired speed change gear from five forward speeds and two reverse speeds is established.

Compared to the transmission shown in FIG. 2(a), the transmission shown in FIG. 38(a) moves the first idler gear 16 to the outside of the third planetary gear 20 (to the right in the figure). At the same time, the first clutch is changed to 1 to cut off the selective connection between the input shaft 14 and the second sun gear 18s, while the first carrier 16C2, the second ring gear 18r, and the third sun gear 20s are connected to the input shaft 14. 3 is changed to the third clutch to connect the second sun gear 18s selectively.
selective connection between the second carrier 18c and the third ring gear 20r, while the second sun gear 18s
The first carrier 16c, the second ring gear 18r, and the third sun gear 20s are selectively connected to each other. Further, in this embodiment, an output gear 28 is provided in place of the output shaft 22, and the second brake B2 and third brake B3 are provided by being moved to the outside of the output gear 28 (to the right end in the figure). There is. In such a transmission, the clutch Kl is in a 2. 3, and brake Bl, B2. By respectively disabling B3, a desired speed change gear is established from among five forward speeds and one reverse speed.

The transmission shown in FIG. 39(a) differs from the transmission shown in FIG.
4 is provided on the clutch, and O in Fig. 39(b)
Clutch Kl, as the operating state is indicated by the mark.
2. 3. 4. and brake Bl, B2. By respectively operating B3, there are 5 forward speeds and 2 reverse speeds.
A desired shift gear stage is established from among the stages.

The transmission shown in FIG. 40(a) differs from the transmission shown in FIG.
8r and the third sun gear 20s, while selectively connecting the input shaft 14 and the second sun gear 18s. In such a transmission, the clutch Kl is in a 2. 3. and brake Bl.

B2. By respectively operating B3, a desired speed change gear from five forward speeds and one reverse speed is established. Furthermore, in the 5th gear, the numbers 1 for the first clutch and 2 for the second clutch indicated by (○) mean that there is no problem in operating either one of the two clutches. are doing.

The transmission shown in FIG. 41(a) differs from the transmission shown in FIG.
4 is provided on the clutch, and O in Fig. 41(b)
Clutch Kl, as the operating state is indicated by the mark.
K2. K3. K4. and brake Bl, B2.
By activating B3 respectively, there are 5 forward speeds.
A desired shift gear is established from among the two reverse gears. Furthermore, regarding 1 for the first clutch and 2 for the second clutch indicated by (0) in the 5th gear,
This means that there is no problem in operating either one of the two clutches.

The transmission shown in FIG. 42(a) differs from the transmission shown in FIG. 40(a) in that the third clutch 3 is eliminated and the second sun gear 18s and the input shaft 14 are integrally connected to each other. The clutch Kl is in an operating state as indicated by the O mark in Fig. 42 (Small).

K2. and brake Bl, B2. By respectively operating B3, a desired speed change gear from five forward speeds and one reverse speed is established.

The transmission shown in FIG. 43(a) is different from the transmission shown in FIG.
4 is provided on the clutch, and O in Figure 43 (c)
Clutch Kl, as the operating state is indicated by the mark.
2. 4. and brake Bl, B2. By respectively activating B3, a desired speed change gear from five forward speeds and two reverse speeds is established.

On the other hand, clutch Kl in each of the above embodiments is 2 and 3.
．． 4. and brake Bl, B2. B3 has a multi-disc clutch and a band brake, respectively.

It can be configured by a combination of a one-way clutch, a one-way clutch, etc., and typical examples thereof are shown in FIGS. 44 to 54.

FIG. 44 shows a clutch consisting of a multi-disc clutch 44 and a one-way clutch 46 provided in series, and a multi-disc clutch 48 provided in parallel to them. Figure 45 shows the fourth
In place of the one-way clutch 46 in FIG. 4, a one-way clutch 50 whose engagement direction is opposite to that of the one-way clutch 46 is provided. FIG. 46 shows a multi-disc clutch 44 and a one-way clutch 46 provided in series,
A multi-disc clutch 48 and a one-way clutch 50 provided in series are connected in parallel to each other. FIG. 47 shows a clutch consisting of a multi-disc clutch 44 and a one-way clutch 46 that are arranged in series.

FIG. 48 shows multi-disc clutches 44 provided in parallel with each other.
and a one-way clutch 50. FIG. 49 shows a clutch consisting of a multi-disc clutch 44 and a one-way clutch 46 provided in series, and a one-way clutch 50 provided in parallel with them. FIG. 50 shows a clutch consisting of a multi-disc clutch 44 and a one-way clutch 46 that are provided in parallel with each other. FIG. 51 shows a clutch consisting of a multi-disc clutch 44 and a one-way clutch 50 provided in series, and a one-way clutch 46 provided in parallel to them. FIG. 52 shows a one-way clutch 46 and a one-way clutch 50 that are provided in parallel with each other.

FIG. 53 shows a drum 5 fixed to a member whose rotation is to be braked.
2 is a band brake in which a single band 54, one end of which is fixed to the transmission case 12, is wrapped around it. FIG. 54 shows a pair of bands 58a, 58 each having one end fixed to the transmission case 12 on a drum 56 fixed to a member to be rotationally braked.
This is a band brake in which the parts b are wound in opposite directions.

and 2. to the clutch Kl. 3. 4, brake Bl, B2. By adopting such an engagement device as B3, for example, engine braking is eliminated during descent or coasting, improving fuel efficiency and quietness of the vehicle, and engine braking can be applied as necessary. It becomes possible to Further, when changing the gear position, the engagement of the one-way clutch is automatically released, thereby eliminating delicate control of the gear change timing.

Although several embodiments of the present invention have been described above in detail based on the drawings, these are just one specific example, and the present invention can be implemented in still other embodiments.

For example, although the torque converter 24 is used in the above embodiment, a torque converter with a lock-up clutch, a fluid coupling, a magnetic powder type electromagnetic clutch, a multi-disc or single-disc friction clutch, or the like may be used instead.

Further, the first planetary gear device 16. Second planetary gear device 1
It is also possible to change the arrangement order of B and the third planetary gear device 20.

Further, in the embodiment described above, the output shaft 22 or the output gear 28 is located on the opposite side from the engine 26 and the torque converter 24, but the input shaft 14 is arranged to pass through the axis of each planetary gear device. It is also possible to extract output from the engine 26 and torque converter 24 by replacing the output shaft 22 with an output gear 28.

Further, the gear ratio of each planetary gear device, the speed ratio of each speed change gear, and the number of speed change gears in each of the above embodiments may be set as appropriate.

Furthermore, it goes without saying that the locations of the brakes and clutches can be changed as necessary.

Although other examples are not provided, the present invention can be implemented with various modifications and improvements based on the knowledge of those skilled in the art.

Effects of the Invention As described in detail above, according to the planetary gear type transmission device for a vehicle of the present invention, input switching is not necessarily required when switching between adjacent transmission gears, making shift control simple and easy. becomes possible.

[Brief explanation of the drawing]

FIG. 1(a) is a schematic diagram of a planetary gear type transmission for a vehicle, which is an embodiment of the present invention. Figure 1 (b) is the same as Figure 1 (a).
) is a diagram showing the gears and the latches and brakes required to establish them. Figure 2 (
a), Fig. 3(a), Fig. 4(a), Fig. 5(a). Figure 6 (a), Figure 7 (a), Figure 8 (a), Figure 9 (
a), Fig. 10 (a), Fig. 11 (a), Fig. 12 (a)
), Figure 13(a). Fig. 14(a), Fig. 15(a), Fig. 16(a), Fig. 17(a), Fig. 18(a), Fig. 19(a), Fig. 2
Figure 0 (a), Figure 21 (a), Figure 22 [a), Figure 23
Figure (a), Figure 24 (a). Figure 25 (a), Figure 26 (a), Figure 27 (a), Figure 28 (a), Figure 29 (a), Figure 30 (a), Figure 3
Figure 1 (a), Figure 32 (a), Figure 33 (a), Figure 34
Figure (a), Figure 35 (a). Figure 36 (a), Figure 37 (a), Figure 38 (a), Figure 39 (a), Figure 40 (a), Figure 41 (a), Figure 4
FIG. 2(a) and FIG. 43(a) are schematic diagrams showing other embodiments of the present invention, respectively. Figure 2 (b), Figure 3 (b)
), Fig. 4 (b), Fig. 5 (■), Fig. 6 (shi), Fig. 7 (
b), Figure 8 O)), Figure 9 (B), Figure 10 (B),
Figure 11 (6), Figure 12 (6), Figure 13 (b), Figure 14 Q)), Figure 15 (b), Figure 16 (b). Fig. 17 (c), Fig. 18 (c), Fig. 19 (b), Fig. 20 et al.), Fig. 21 0)), Fig. 22 (b), Fig. 23
Figure (b), Figure 24 (c), Figure 25 (b), Figure 26 (c), and Figure 27 (b). Fig. 28 Φ), Fig. 29 et al.), Fig. 30 (b), Fig. 31
Figure (b), Figure 32 (with), Figure 33 (c), Figure 34
Figure (b), Figure 35 (c), Figure 36 Φ), Figure 37 (
c), Figure 38). Figure 39 (c), Figure 40 (shi), Figure 41 (b), Figure 4
Figure 2 (b), Figure 43, etc.) are Figure 2 (a), respectively.
Figure 3(a). Figure 4(a), Figure 5(a), Figure 6(a), Figure 7(
a), Figure 8 (a), Figure 9 (a), Figure 10 (a),
Fig. 11(a), Fig. 12(a), Fig. 13(a), Fig. 14(a), Fig. 15(a). Fig. 16(a), Fig. 17(a), Fig. 18(a), Fig. 19(a), Fig. 20(a), Fig. 21(a), Fig. 2
Figure 2 (a), Figure 23 (a), Figure 24 (a), Figure 25
Figure (a), Figure 26 (a). Figure 27 (a), Figure 28 (a), Figure 29 (a), Figure 30 (a), Figure 31 (a), Figure 32 (a), Figure 3
Figure 3 (a), Figure 34 (a), Figure 35 (a), Figure 36
Figure (a), Figure 37 (a). 38(a), 39(a), 40(a), 41(a), 42(a), and 43(a). This is a diagram showing the latches and brakes required to accomplish this. 44th
54 are diagrams each showing an example of a clutch and a brake that can be suitably employed in the vehicular planetary gear type transmission of the present invention. 6s 6c 8s 8c Vehicle planetary gear type transmission input shaft (input member) First planetary gear device Second planetary gear device Third planetary gear device output shaft (output member) Output gear (output member): First sun gear 16p: 1st planetary gear: 1st carrier 16r: 1st ring gear: 2nd sun gear 18p: 2nd planetary gear: 2nd carrier 18r: 2nd ring gear 2
0S: 3rd sun gear 20p: 3rd planetary gear 20c: 3rd carrier 20r = 3rd ring gear 2: 2nd clutch (engaging device)

Claims (1)

[Scope of Claims] A first sun gear, a first planetary gear that meshes with the first sun gear, a first ring gear that meshes with the first planetary gear, and a first carrier that rotatably supports the first planetary gear. a single pinion type first planetary gear device, a second sun gear, a second planetary gear that meshes with the second sun gear, a second ring gear that meshes with the second planetary gear, and the second sun gear.
a single-pinion type second planetary gear device including a second carrier rotatably supporting a planetary gear; a third sun gear; at least a pair of third planetary gears that mesh with each other and one of which meshes with the third sun gear; A third ring gear meshing with the other of the three planetary gears, and a double pinion type third planetary gear device including a third carrier rotatably supporting the third planetary gear are provided on the same axis, and the input member In a vehicular planetary gear transmission of a type in which rotation is changed in stages and transmitted to an output member, between the first carrier, the second ring gear and the third sun gear, and between the first ring gear and the third sun gear. 1. A planetary gear transmission for a vehicle, characterized in that the carrier and the second carrier and the third ring gear can be connected at all times or by an engagement device.