JPH0226354A - Gear speed change device for automatic transmission - Google Patents

Abstract

PURPOSE:To facilitate the speed change control by mounting a pair of double pinion type planetary gears and two pairs of single pinion type planetary gears to use no less than two engagement elements changed over when the gear position is changed to the next position. CONSTITUTION:During drive at the forward first gear position, a primary clutch means and a primary brake means B1 are engaged with each other so that planetary gears 1 to 3 act to increase or decrease speed. During drive at the forward second gear position, a secondary brake means 82 is engaged so that both a double pinion type primary planetary gear 1 and a single pinion type third planetary gear 3 act to increase or decrease speed. During drive at the forward third gear position, a third brake means B3 is engaged so that the primary and third planetary gears l and 3 act to increase or decrease speed. Then during the drive at the forward fourth gear position with the speed change ratio of 1, a secondary clutch means K2 is engaged. During the reverse drive, a third clutch means K3 is engaged with a secondary brake means B2 are engaged with each other.

Description

DETAILED DESCRIPTION OF THE INVENTION FIELD OF INDUSTRIAL APPLICATION This invention relates to a gear transmission used in an automatic transmission for a vehicle, and more particularly to a gear transmission constructed by combining three sets of planetary gears.

As is well known in the art, a planetary gear has three elements: a sun gear, a ring gear, and a carrier that holds a pinion gear that meshes with these elements.One of these elements is used as an input element, and the other one is used as an output element. By fixing the other members remaining in the roughness, it is possible to increase the input speed, decelerate the forward rotation, or decelerate the input in the reverse direction and output the output. This constitutes a gear shift system for automatic transmissions. In that case, depending on the way the planetary gears are combined, the value of the gear ratio (the ratio of the number of teeth between the sun gear and the ring gear), and whether a single pinion type planetary gear or a double pinion type planetary gear is used, etc. The resulting gear ratios vary widely, but not all combinations are practical, and the possibility of practical use is determined by various conditions such as mountability on vehicles, manufacturing possibilities, transmission characteristics, and required power performance. Gear trains with are limited. In other words, a planetary gear train can be configured in a huge number of ways depending on how the combined gear ratios of the planetary gears are set. Creating fIJ involves great difficulties.

In the past, many gear transmission devices devised against this background have been proposed, among which devices using three sets of planetary gears are disclosed, for example, in Japanese Patent Laid-Open Nos. 50-64660 and 51-17767. Publication No. 51-48062,
It is described in No. 51-108168, No. 51-108170, and No. 51-127968.

Problems to be Solved by the Invention However, the device described in JP-A-50-64660 is capable of setting at least four forward speeds and one reverse speed by combining three sets of single inion type idling gears. However, the ratio of the gear ratios of each gear stage,
In other words, there is a large variation in the ratio of engine speeds before and after gear shifting, and when installed in a vehicle, it may become difficult to drive.

Also, JP-A No. 51-17767, No. 51-4806
Publication No. 2, Publication No. 51-108168, Publication No. 51-10
The devices described in the 8170 publication are constructed by combining one set of double pinion type planetary gears and two sets of single pinion type planetary gears, but in each of these devices, the gear ratio is 1. ``The following overdrive gears cannot be set, and two clutches and brakes are engaged when shifting from 1st forward gear to 2nd gear, and from 2nd gear to 3rd gear. It is necessary to switch from the state to the released state or from the released state to the engaged state, that is, it is necessary to switch and operate a total of three or four engagement means, which worsens the shift shock.
Another problem is that complex control is required to reduce shift shock. In addition to this, the gear ratios at each gear stage are arranged in an equal number of stops, and there is a large variation in the ratio between each gear ratio, so the engine speed changes significantly before and after shifting. As a result, there was a fear that the vehicle would become difficult to drive.

Furthermore, the device described in JP-A-51-127968 is constructed by combining two sets of single-pinion type planetary gears and one set of double-pinion type planetary gears, like the above-mentioned devices. , in this device, the gear ratio is ``1''
``Because it is not possible to set overdrive stages below, it is difficult to improve fuel efficiency or quietness during high-speed driving. The basic configuration is that the output element in the gear train consisting of the gears is connected to the ring gear of the - set of single pinion type planetary gears, so when setting the gear ratio to "1", three clutches are engaged. As a result, there was a risk that the shift control would become complicated.

In this way, conventional @-type gears do not fully satisfy any of the conditions required for gear shifting devices for automatic transmissions, which results in complicated control and aggravation of shift shock. However, there have been problems in that it has become difficult to drive.

This invention was made against the background of the above-mentioned circumstances, and is required for automatic transmissions that can easily reduce shift shock, are easy to control shift, have excellent power performance, and are simple in configuration. It is an object of the present invention to provide a gear transmission for an automatic transmission line that can satisfy multiple conditions.

Means for Solving the Problems In order to achieve the above object, the present invention combines two sets of single pinion type planetary gears and one set of double pinion type cruising gears to change the gear ratios of adjacent gears. It is constructed so that the ratios are as close as possible. More specifically, the present invention includes a first sun gear, a first ring gear, and a first carrier that holds a pinion gear that meshes with the first sun gear and another pinion gear that meshes with the pinion gear and the first ring gear. a single pinion type second planetary gear having a double pinion type first planetary gear, a second sun gear, a second ring gear, and a second carrier holding a pinion gear that meshes with the second sun gear and the second ring gear; A single having a third sun gear, a third ring gear provided concentrically with the third sun gear and connected to the output shaft, and a third carrier holding a pinion gear that meshes with the third sun gear and the third ring gear. a pinion-type 3′f planetary gear;
The sun gear and the second ring gear are integrally connected, the first ring gear and the third carrier are integrally connected, and the first carrier, the second sun gear, and the third sun gear are integrally connected, Further, a first clutch means selectively connects the first sun gear and the second ring gear with the input shaft, a second clutch means selectively connects the first ring gear and the third carrier with the input shaft, and a second clutch means selectively connects the input shaft with the first ring gear and the third carrier. a third clutch means for selectively connecting the first carrier and the second sun gear and the third sun gear to the input shaft;
first braking means for selectively stopping rotation of the carrier;
a second brake means for selectively stopping the rotation of the first ring gear and the third carrier; and a third brake means for selectively stopping the rotation of the first carrier, the second sun gear, and the third sun gear.
The device is characterized in that it is equipped with a pre-key means.

Operation In the device of the present invention, by engaging the first clutch means and the first brake means, each planetary gear performs an increasing/decelerating action, and the gear ratio in the forward state becomes the first speed, which is the largest. Further, if the second brake means is engaged instead of the first brake means, the first M star gear and the third planetary gear perform an increasing/decelerating action to attain the second forward speed. Furthermore, if the third brake means is engaged in place of the second brake means, the first idling gear and the third idling gear perform the acceleration/deceleration action in this case as well, resulting in the third forward speed. Furthermore, the second clutch means may be engaged instead of the third brake means, or the first clutch means may be engaged instead of the third brake means.
If at least any two of the first to third clutch means are engaged, the gear ratio at which the entire unit rotates as one becomes the fourth forward speed of Pa1''.Then, the second clutch means and If the third brake means is engaged,
That is, if the third brake means is engaged instead of the first clutch means in the state of the fourth forward speed, the speed is increased at the third planetary gear, and the gear ratio becomes an overdrive stage with a gear ratio of "1" or less. On the other hand, if the third clutch means and the second brake means are engaged, a reverse gear is set, or if the third clutch means and the first brake means are engaged, a reverse gear with a higher gear ratio is set. .

Example Next, embodiments of the invention will be described with reference to the drawings.

FIG. 1 is a schematic diagram showing the principle of an embodiment of the present invention, and the gear transmission shown here has a first planetary gear 1.
is constructed by a double pinion type idling gear, and the second and third idling gears 2.3 are each constituted by a single pinion type idling gear, and each of these I! The face gear is constructed by connecting each element in 2.3 as follows. That is, the first planetary gear 1 is the sun gear 1S.
and the ring gear 1 arranged concentrically with the sun gear 1S.
R and a carrier 1C that holds at least one pair of pinion gears 1P disposed between these gears 1S and 1R and meshing with each other. 2 is composed of a sun gear 2S, a ring gear 2R arranged concentrically with respect to the sun gear 2S, and a carrier 2C holding a pinion gear 2P that meshes with these gears 2S and 211. 2S is the first idle gear 1
The ring gear 2R is connected to the sun gear 1S of the 1yIi star gear 1 so as to rotate together with the carrier 1C. Furthermore, like the second planetary gear 2, the third planetary gear 3 is configured mainly of a sun gear 3S, a ring gear 3R, and a carrier 3C that holds a pinion gear 3P that meshes with these. Carrier 1C of the first planetary gear 1 and sun gear 2S of the second planetary gear 2
The carrier 3C is connected to the ring gear 1R of the first idling gear 1 so as to rotate together.

Note that as a connection structure for each of the above-mentioned elements, a connection structure used in general automatic transmissions such as a hollow shaft, a solid shaft, or an appropriate connecting drum can be used.

The input shaft 4 is connected to an engine (not shown) via a connecting means (not shown) such as a torque converter or a fluid coupling. A first clutch means 1 is provided between the sun gear 1S of the planetary gear 1 and the ring gear 2R of the second planetary gear 2 to selectively connect them, and is integrally connected to the input shaft 4. 131 [Second clutch means 2 is provided between the ring gear 1R of the gear 1 and the carrier 3C of the third planetary gear 3 to selectively connect them, and further connected to the input shaft 4. A third clutch means 3 is provided between the carrier 1C of the first planetary gear 1, the sun gear 2S of the second planetary gear 2, and the sun gear 3S of the third planetary gear 3 to selectively connect them. .

These clutch means 1, 2, and 3 are for selectively connecting the input shaft 4 and each of the above-mentioned members, and for releasing the connection. Wet-type multi-disc clutches that are engaged and released by the S structure commonly used in automatic transmissions, one-way clutches, or configurations in which these wet-type multi-disc clutches and one-way clutches are arranged in series or parallel. It can be adopted as needed. In practical use, since there are restrictions on the arrangement of each component, it is of course possible to interpose an appropriate intermediate member such as a connecting drum in each clutch means as a connection member for 1, 2, and 3. .

Further, a first brake means B1 for preventing rotation of the carrier 2C of the second idling gear 2 is provided between the carrier 2C and a transmission case (hereinafter simply referred to as the case) 6. Further, a second brake means B2 for selectively blocking the rotation of the ring gear 1R of the first planetary gear 1 and the carrier 3C of the 311th gear 3, which are connected to each other, is provided between the ring gear 1R and the carrier 3C and the case 6. It is provided. Furthermore, the sun gear 2S of the 2′F planetary gear 2 and the third cruising gear 3 are connected to each other.
, 3S and the carrier 1C of the first planetary gear 1 are provided between the sun gears 23, 3S and the carrier 1C and the case 6.

These brake means 31, 32, and 33 are wet multi-disc brakes, band brakes, or one-way clutches driven by hydraulic servo mechanisms conventionally employed in general automatic transmissions, or a combination of these. In practical use, these brake means 81, 82.

Of course, an appropriate connecting member may be interposed between the case 6 and the respective elements to be fixed by the brake means 81, 82, 83 or the case 6.

An output shaft 5 that transmits rotation to a propeller shaft and a counter gear (not shown) is connected to the ring gear 3R of the 3rd II star gear 3.

The output shaft 5, which is integral with the gear 3R, rotates at a slightly faster speed than in the first speed, resulting in the second forward speed.

In this case, since the carrier 2C of the second idling gear 2 is released from the case 6, the second idling gear 2 does not perform any particular acceleration/deceleration action. As shown in Table 1, the gear ratio is expressed as 1-ρ1 ρ1ρ3, and its specific value is 2.114.

(Third forward speed) The first clutch means 1 and the third brake means B3 are engaged. In other words, in the state of the second forward speed, the third brake means B3 is engaged instead of the second brake means B2.

That is, as in the case of the first speed and the second speed, the sun gear 1S of the first planetary gear 1 and the ring gear 2R of the second planetary gear 2 are connected to the input shaft 4, whereas the carrier of the eleventh planetary gear 1 is connected to the input shaft 4. 1C, and sun gears 2s and 3s of the 21st planetary gear 2 and the 3rd planetary gear 3 are fixed. Therefore the 1st y! In the planetary gear 1, since the sun gear 1S rotates at the same time as the input shaft 4 with the carrier 1C fixed, its ring gear 1R rotates forward at a lower speed than the input shaft 4, and this is transmitted to the carrier 3C of the third MN gear 3. be done. Therefore, in the 3rd M% gear 3, the sun gear 3S
Since the carrier 3C is rotated slowly in the forward direction while the gear is fixed, the ring gear 3R, that is, the output shaft 5, rotates in the forward direction at a slightly slower speed than the input shaft 4, resulting in the third forward speed.

In this case as well, since the second planetary gear is open to its carrier 20 case 6, it does not perform any particular acceleration or deceleration action. The gear ratio in this case is expressed as ρ1 (1+ρ3), and its specific value is 1.311.

(Fourth forward speed) 1, K2, K for the first to third clutch means
3, for example, the first and second clutch means, are engaged by 1°K2. In other words, in the third speed state, the third brake means B
2 is engaged in the second clutch means instead of 3. That is, with all brake means 81, B2, and B3 released, the sun gear 1S and ring gear IR of the first planetary gear 1, the ring gear 2R of the second planetary gear 2, and the carrier 3C of the third planetary gear 3 are connected to the input shaft 4. Connect to. Therefore, in the first planetary gear 1, since its sun gear 1S and ring gear 1R rotate together, the whole unit rotates, and accordingly, in the second planetary gear 2, the sun gear 2
Since S rotates at a constant speed in the same direction as the ring gear 2R, the whole rotates integrally, and in the third L star gear 3, its carrier 3C is directly connected to the input shaft 4, while the first idling gear 1 Since the sun gear 3S integrated with the carrier 1C rotates at the same speed as the carrier 3C, the whole rotates integrally. In other words, since the entire gear train rotates as one, no acceleration/deceleration action occurs, and the gear ratio becomes "1".

(Fifth forward speed) The second clutch means 2 and the third brake means B2 are engaged. In other words, in the state of 4th speed, 1 is applied to the first clutch means.
Instead, the third brake means B3 is engaged. Therefore, the ring gear 1R of the first planetary gear 1 and the carrier 3C of the third planetary gear 3 are connected to the input shaft 4, and the first
Carrier 1C of planetary gear 1 and second planetary gear 2 and third planetary gear
The sun gears 2s and 3s are fixed with the idling gear 3, and as a result, in the first planetary gear 1, the sun gear 1S is released with respect to the input shaft 4 and the case 6 together with the ring gear 2R of the second MNm wheel 2. In addition, in the second planetary gear 2, the carrier 2C is also released from the case 6, so these idler gears 1.2 do not perform any particular acceleration/deceleration action. And in the third planetary gear 3,
Since the carrier 3C rotates at the same time as the input shaft 4 with the sun gear 3S fixed, the ring gear 3R
Rotates forward at higher speed than C. That is, the rotation of the input shaft 4 is accelerated by the third idle gear 3 and transmitted to the output shaft 5, resulting in an overdrive stage. The gear ratio in this case is expressed as 1/(1+ρ3), as shown in Table 1, and its specific value is 0.721.

(Reverse 1st speed) The third clutch means 3 and the second brake means B2 are engaged. That is, the carrier 1C of the first planetary gear 1, the second M star m wheel 2, and the third y! Sun gear 2S with planetary gear 3
, 3S to the input shaft 4, and the first idling gear 1
The ring gear 1R and the carrier 3C of the third planetary gear 3
to be fixed. Therefore, in this case as well, in the first planetary gear 1, the sun gear 1S and the ring gear 1R are released from the input shaft 4 and the case 6, and in the second planetary gear 2, the carrier 2C and the ring gear 2R are released from the input shaft 4 and the case 6. Since these planetary gears 1.2 do not particularly perform an increasing or decelerating action, only the third planetary gear 3 has a decelerating action. In other words, in the third idling gear 3, the carrier 3C
Since the sun gear 3S rotates at the same time as the input shaft 4 with the input shaft 4 fixed, the ring gear 3R, that is, the output shaft 5, is decelerated relative to the input shaft 4 and rotates in the opposite direction, resulting in a reverse gear.

The gear ratio in this case is as shown in Table 1. −1/ρ3 The specific value is -2,584.

(Reverse 2nd speed) By engaging the third clutch means 3 and the first brake means B1, the carrier 1C of the first planetary gear 1 and the sun gear of the second planetary gear 2 and the third planetary gear 3 are engaged. 2
S, 38 is connected to the input shaft 4, and the carrier 2C of the second planetary gear 2 is fixed. In this case, in the second M% gear 2, the sun gear 2S rotates the same as the input shaft 4 with the carrier 2C fixed, so the ring gear 1R rotates in the opposite direction, which causes the sun gear 1S of the first planetary gear 1 to rotate in the opposite direction.
transmitted to. Accordingly, in the first idling gear 1, the carrier 1C rotates at the same time as the input shaft 4 while the sun gear 1S rotates in reverse at a low speed, so the ring gear 1
R rotates forward at a lower speed than the input shaft 4, and this is transmitted to the carrier 3C of the third planetary gear 3. As a result, in the third planetary gear 3, the sun gear 3S rotates at the same time as the input shaft 4 with the carrier 3C slowly rotating in reverse.
The ring gear 3C, that is, the output shaft 5 is greatly decelerated relative to the input shaft 4 and rotates in the opposite direction. The gear ratio in this case is expressed as ρ1 (1+ρ2)(1+ρ3)-1, and its specific value is -6,859. As can be seen from this value, this second reverse speed is suitable for special purposes.

As is clear from the above description of each gear, in the gear transmission shown in Figure 1, the gear ratio at each gear from 1st to 4th gear has a close relationship to the number of equal stop plates. Since the ratio of the engine speeds before and after the gear change is approximately constant, the automatic transmission can be easily operated. Furthermore, the gear ratio of the overdrive stage is 0.721, which allows it to be set to a small value within the practical range (generally considered to be around 0.7 to 0.85), allowing it to maintain high speed while ensuring power performance. The engine speed during driving can be lowered to improve fuel efficiency and quietness. As described in the explanation of each gear stage, by releasing any one of the engagement means and engaging the other engagement means, that is, by switching between the two engagement means, the adjacent Since the gear position can be set to 1, shift control is easy and shift shock can be reduced. On the other hand, in the above-mentioned gear transmission, three sets of planetary gears are sufficient, and the gear ratio of each planetary gear 1, 2.3 can be made into a well-balanced configuration of about 0.4 to 0.55. value,
Accordingly, the diameter of the planetary gear does not increase, and therefore, according to the gear transmission described above, the overall configuration can be simplified and downsized. Furthermore, in the gear transmission shown in Fig. 1, the output shaft 5 can be disposed at one end in the axial direction, so it can be used in front engine front wheel drive (FF) vehicles and front engine rear wheel drive (FR) vehicles. It can be easily applied to both. In other words, if it is placed horizontally with the engine and drives the front wheels,
By passing the output shaft through the shaft center or by using a counter drive shaft, the output end is set closer to the input shaft 4, and the differential is set. Just connect it to the Rental Gear. When driving the rear wheels, it can be connected to the professional gear shaft via a bevel gear instead of a differential gear. Also, when driving the front wheels with the engine mounted vertically, the output end can be moved closer to the input shaft 4 by passing the output shaft through the shaft center or by using a counter drive shaft. , and connect it to the differential gear.

Furthermore, when the rear wheels are driven in a vertical position, the output shaft 5 may be connected to the propeller shaft at the shaft end side of the gear transmission. Furthermore, in the gear transmission shown in FIG.
As is clear from the figure, the brake means 81, B2
.

Since B3 can be arranged in a concentrated manner, the diameter of the portion on the rear side (output shaft side) can be reduced, and the ease of mounting on the vehicle can be improved.

By the way, the desired characteristics of automatic transmissions include smooth gear shifting, easy elimination of shift shock, and engine braking when necessary. In order to do this, the above-mentioned clutch means Kl, 2, and 3 wear brake means 81, 82 are used.

In addition to configuring B3 with only a multi-disc clutch or a multi-disc brake, specifically, it is preferable to have the following configuration.

(1) The first clutch means 1 is configured to be a combination of a one-way clutch and a multi-disc clutch.

That is, from the input shaft 4 to the ring gear 1S of the first idling gear 1
Alternatively, a configuration in which a one-sided clutch 10 and a multi-plate clutch 11 capable of transmitting torque to the ring gear 2R of the second planetary gear 2 are arranged in series (FIG. 2 (^)), and other configurations for this combination. This is a configuration in which multi-disc clutches 12 are arranged in parallel (FIG. 2(B)).

Among these configurations, in the configuration shown in FIG. 2(A) and in the configuration shown in FIG. 2(8) with the multi-disc clutches 12 arranged in parallel released, it is difficult to reduce the throttle opening while driving. When the engine speed is reduced and the speed of the sun gear 1S and ring gear 2R becomes faster than the speed of the input shaft 4, the connections between these gears IS, 2R and the input shaft 4 are automatically released. In addition, the engine is not forced to rotate, which improves fuel efficiency and quietness. Further, 1 is engaged with the first clutch means in the first to fourth forward speeds to transmit torque to the sun gear 1S and the ring gear 2R, whereas in the fifth forward speed, the rotational speed of the sun gear 1S and the ring gear 2R is becomes equal to or higher than the rotational speed of the input shaft 4, so when shifting up to the 5th speed, the rotational speed of the sun gear 1S and ring gear 2R increases as the third brake means B3 is engaged, thereby increasing the rotational speed of the one-sided clutch. 10 is naturally disengaged, and conversely, the third brake means B3 is released and the rotational speed of the sun gear 1S and ring gear 2R decreases.
The one-way clutch 10 is naturally engaged to set the fourth speed, and therefore, upshifting to and downshifting from the fifth speed are achieved by engaging and disengaging only the third brake means B3. Therefore, there is no need to wait for adjustment of the shift timing, and the shift can be performed with less shift shock. Incidentally, if the multi-disc clutches 12 arranged in parallel in the configuration shown in FIG. 2(B) are engaged, the engine brake can be applied.

(2) The second clutch means 2 is a combination of a one-way clutch and a multi-disc clutch.

In other words, input shafts 4 to 13! Ring gear 1 of star gear 1
A configuration in which a one-sided clutch 20 and a multi-disc clutch 21 capable of transmitting torque to the carrier 3C of the third planetary gear 3 are arranged in series (Fig. 3 (^)), This is a configuration in which plate clutches 22 are arranged in parallel (FIG. 3(B)).

2 is engaged with the second clutch means in the fourth forward speed and the fifth forward speed.
However, if the engine speed is reduced by reducing the throttle opening in these gears, the configurations shown in Figure 3 (A) and Figure 3 (B) will be arranged in parallel. When the multi-plate clutch 22 is released,
Since the rotational speed of the ring gear 1R and the carrier 3C becomes faster than the input shaft rotational speed and the one-sided clutch 20 naturally releases, the engine is not forced to rotate, thus improving fuel efficiency and quietness. can. Incidentally, if the multi-disc clutches 22 arranged in parallel in the configuration shown in FIG. 3(8) are engaged, the engine brake can be applied.

(3) The third clutch means 3 is configured by combining a one-way clutch and a multi-plate clutch. An example of this is as follows.

■A one-sided clutch 30 and a multi-disc clutch 31 capable of transmitting torque from the input shaft 4 to the carrier 1C of the 1'f planetary gear 1 are arranged in series, and the engagement direction is set for these combinations. A configuration in which another one-way clutch 32 opposite to the one-way clutch 30 is arranged in parallel (FIG. 4(^)).

With such a configuration, each one-way clutch 30.32
Since the engaging directions of the multi-plate clutch 31 are opposite to each other,
By engaging the input shaft 4 and the carrier 1C, the input shaft 4 and the carrier 1C are completely connected, so that the reverse gear can be set and the engine brake can be applied in this state. Furthermore, if the multi-disc clutch 31 is released, only the other one-way latch '32 arranged in parallel will act, and in this case, in the fourth forward speed, the input shaft 4 and the carrier 1C
By rotating at a constant speed, the two are substantially connected, and when shifting up to fifth gear from this state, the rotation of the carrier 1C is stopped, so the engagement of the one-sided clutch 32 is naturally disengaged. Shifting between the 4th M and 5th speeds can be performed smoothly without requiring special timing adjustment.

(2) A configuration in which the other one-sided clutch 32 is replaced with a multi-disc clutch 33 (FIG. 4(B)).

Release the other multi-disc clutch 33 arranged in parallel.
For example, since only torque transmission from the input shaft 4 to the carrier 1C is possible, the fourth speed and reverse gear can be set, and in these gears, the output shaft 5 side can be set by reducing the throttle opening, etc. When torque is input in the opposite direction, the one-way clutch 30 is disengaged and the engine is not forcibly rotated, so fuel efficiency and quietness can be improved. In addition,
If the other multi-disc clutch 33 is engaged, the input shaft 4
Since the carrier 1C and the carrier 1C are substantially integrated, engine braking can be applied.

(2) A configuration in which a one-sided clutch 34 and a multi-plate clutch 35, which are engaged when the carrier 1C of the first idling gear 1 rotates forward faster than the input shaft 4, are arranged in parallel (FIG. 4(C)).

This is the multi-plate clutch 31 of the configuration shown in Figure 4 (^).
This is a configuration in which the one-sided clutch 30 arranged in series with the one-sided clutch 30 is removed. Therefore, if the multi-disc clutch 35 is released, it is possible to smoothly shift between the fourth speed and the fifth speed without requiring any special timing adjustment.

(2) A configuration in which a one-sided clutch 36 and a multi-plate clutch 37 that can transmit torque from the input shaft 4 to the carrier 1C are arranged in series (FIG. 4(D)).

This is a configuration in which the other multi-disc clutch 33 arranged in parallel from the configuration shown in FIG. 4(B) is removed.

Therefore, in reverse gear, if torque is input from the output shaft 5 side by reducing the throttle opening, etc., the one-way clutch 36 is automatically released, and as a result, the engine is forced to rotate. Because there is no engine, fuel efficiency and quietness can be improved.

(4) The first brake means B1 is constructed by combining a one-way clutch and a multi-disc brake, or by a band brake, or by a combination of a band brake and a multi-disc brake. An example of this is as follows.

■A configuration in which a one-sided clutch 40 and a multi-disc brake 41, which are engaged when the carrier 2C of the second planetary gear 2 is about to rotate in reverse, are arranged in series (FIG. 5(^)).

In this configuration, by engaging the multi-disc brake 41, the one-sided clutch 40 is engaged in the case of the first forward speed, fixing the carrier 2C of the second idling gear 2, and adjusting the desired gear ratio. Obtainable. On the other hand, when the carrier 2C is driven from the output shaft 5 side in the first forward speed state, the carrier 2C rotates in the forward direction, so the directional clutch 40 is disengaged, and therefore the engine brake is not effective, but at the same time it improves fuel efficiency and quietness. can be improved. Further, the carrier 2C tries to rotate in the reverse direction in the first forward speed and rotates forward in the second to fifth speeds, so when shifting up from the first speed to another forward speed, the one-way clutch 40 is activated. If the engagement naturally disengages, or if you shift down to 1st gear, the carrier 2
Since the one-sided clutch 40 is naturally engaged by changing the rotational direction of C, smooth gear shifting can be performed without requiring special gear shifting timing adjustment.

(2) Another one-way clutch 42 whose engagement direction is opposite to the one-way clutch 40 and a multi-disc brake 43 are arranged in series, and this combination is combined with the one-way clutch 40 and multi-disc brake 41. (FIG. 5(B)).

In this configuration, if the multi-plate brake 43 added to the configuration of FIG. 5(A) is released, it can be operated in the same manner as the configuration of FIG. It aims to improve fuel efficiency and quietness, and also enables smooth gear shifting. On the contrary, if the left multi-disc brake 41 in FIG. 5(B) is released and the other multi-disc brake 43 is engaged, the one-way characteristic is opposite to that in FIG. 5(A). occurs. That is, when the carrier 2C of the second MTJ gear 2 is about to rotate forward, the one-sided clutch 42 engages and prevents the rotation, so that the desired gear ratio can be obtained in the second reverse speed. In addition, if there is an opposite input from the output shaft 5 side in this state, the carrier 2C tries to rotate in the opposite direction, causing the one-sided clutch 42 to disengage, and therefore engine braking is not effective, but fuel efficiency and quietness are improved. can be done.

■A configuration in which a one-sided clutch 42 and a multi-disc brake 43, which are engaged when the carrier 2C is about to rotate forward, are arranged in series, and another multi-disc brake 44 is arranged in parallel (a fifth Figure (C)).

This is the configuration shown in Figure 5(B), with the one-sided clutch 40 on the left side
Therefore, if the other multi-disc brake 44 is released, it is possible to move backward in the same manner as when the left multi-disc brake 41 in FIG. 5(B) is released. Fuel efficiency and quietness in second gear can be improved. On the other hand, by engaging another multi-plate brake 44, engine braking can be applied.

■A configuration in which the one-sided clutch 4o and the multi-disc brake 41, which are engaged when the carrier 2C is about to rotate in reverse, are arranged in series, and another multi-disc brake 45 is arranged in parallel with these (the Figure 5 (0)).

This is a configuration in which another multi-disc brake 45 is arranged in parallel to the configuration shown in FIG. 5(A), so if the other multi-disc brake 45 is released, the configuration shown in FIG. As with the configuration of
You can smoothly downshift to higher speeds.

On the other hand, if the other multi-disc brake 45 is engaged, the directional characteristic disappears, so engine braking can be applied.

(2) A configuration using a band brake 46 in which the reverse rotation of the brake drum is in the energy direction (the direction in which the brake band is wound up) (FIG. 5(E)).

When the frictional force between the drum and the band is small, if the drum rotates in the energy direction, it will involve the band and cause a braking action, but if the drum rotates in the deenergistic direction, there will not be a sufficient braking action, and therefore Band brakes have some unidirectional characteristics. Therefore, the fifth
In the configuration shown in Figure (E), a sufficient braking action is generated against the reverse rotation of the carrier 2C, allowing the desired gear ratio to be set, and sluggishness occurs in the forward rotation direction, resulting in insufficient braking. Therefore, although engine braking is not effective in the first gear, fuel efficiency and quietness can be improved, and the shift to and from the first gear can be performed smoothly.

■Band brakes 46 whose energy directions are opposite to each other.
47 (FIG. 5(F)).

If both band brakes 46 and 47 are applied, unidirectional characteristics will not occur in either the forward or reverse direction, but as shown in Fig. 5 (E
) If a band brake 46 similar to the band brake 46 in the above case is applied, it is possible to improve the fuel efficiency and quietness in the first forward gear, and to ensure a smooth shift to the first gear. . If the opposite band brake 47 is applied, the one-way characteristics will be reversed, so engine braking in the second reverse gear will be eliminated, improving fuel efficiency and quietness in the second reverse gear. be able to.

■A configuration in which a band brake 46 and a multi-plate brake 45 are arranged in parallel (FIG. 5 (G)).

The first brake means B1 is engaged in the first forward speed and the second reverse speed, but in the case of the forward speed, by engaging the band brake 46, the one-way characteristic of the band brake 46 is utilized to enable engagement and release. The timing is optimized to reduce shift shock, and since the torque is large in reverse gear, the multi-disc brake 4
5. Therefore, it is possible to optimize the shift timing and the capacity of the engagement means.

(5) The second brake means B2 is configured by combining a one-sided clutch and a multi-disc brake, or by a band brake, or by a combination of a band brake and a multi-disc brake.

An example of this is as follows.

■A one-sided clutch 50 and a multi-disc brake 51 that are engaged when the ring gear 1R of the first planetary gear 1 and the carrier 3C of the third planetary gear 3 are about to rotate in reverse are arranged in series, and A configuration in which a series arrangement of a one-sided clutch 52 and a multi-disc brake 53, which are engaged when the carrier 3C and the ring gear 1R are about to rotate forward, are arranged in parallel (FIG. 6(A)).

When both multi-disc brakes 51, 53 are engaged, both one-way clutches 50, 52 with different engagement directions act, so no one-way characteristic occurs.
If only the left multi-plate brake 51 shown in A) is engaged, only the reverse rotation of the carrier 3C and the ring gear 1R is prevented, so that the carrier 3C and the ring gear 1R are fixed at the second forward speed. When a predetermined gear ratio is set and there is an opposite input from the output shaft 5 side in this state, the carrier 3C and ring gear 1R try to rotate forward, so the one-sided clutch 50 engages naturally. As a result, although engine braking is not effective, fuel efficiency and quietness can be improved.

Furthermore, the engagement and disengagement of the one-way clutch 50 is carried out by the carrier 3C.
And since this is done automatically depending on which direction ring gear 1R is going to rotate, upshifting from 2nd gear and downshifting to 2nd gear can be done smoothly without the need for special timing adjustment. I can do it.

On the contrary, if only the multi-disc brake 53 on the right side shown in FIG. Since the one-way clutch 52 is automatically disengaged if there is an input from the engine, engine braking is not effective, but fuel efficiency and quietness can be improved.

■One-sided clutch 52 and multi-disc brake 5 that engage when carrier 3C and ring gear 1R are about to rotate forward
3 are arranged in series, and another multi-disc brake 54 is arranged in parallel with this combination (see Fig. 6 (B)).
)).

This configuration is the same as the configuration shown in FIG. 6(A) except that the one-sided clutch 50 that is engaged when the carrier 3C and the ring gear 1R are about to rotate in the reverse direction is removed, and therefore the other configuration shown in FIG. If the multi-disc brake 54 is released, the one-way clutch 52 will be activated, so as mentioned above, the engine brake cannot be applied in the first reverse gear, but this improves fuel efficiency and quietness. be able to. In other words, by engaging the other multi-disc brake 54, the engine brake can be applied in the first reverse speed, and the second forward speed can be set.

■Contrary to the above example, one-sided clutch 50 and multi-disc brake 51, which are engaged when carrier 3C and ring gear 1R are about to rotate in reverse, are arranged in series, and other A configuration in which multi-plate brakes 55 are arranged in parallel (FIG. 6(C)).

This configuration is similar to the configuration shown in FIG. 6(A) described above, except that the one-sided clutch 52 that is engaged when the carrier 3C and the ring gear 1R are about to rotate forward is removed. If the multi-disc brake 55 is released, the one-way clutch 50 will be activated, so the second forward
Although engine braking cannot be applied at high speeds, it can improve fuel efficiency and quietness, and also allows smooth upshifts from 2nd gear and downshifts to 2nd gear without the need for special timing adjustments. can be done. Naturally, if the other multi-disc brake 55 is engaged, the engine brake can be applied at the second forward speed, and the first reverse speed can be set.

(2) A configuration using a band brake 56 in which the reverse rotation of the brake drum is in the energy direction (the direction in which the brake band is wound) (FIG. 6 (0)).

When the frictional force between the drum and the band is small, if the drum rotates in the energy direction, it will involve the band and cause a braking action, but if the drum rotates in the deenergistic direction, there will not be a sufficient braking action, and therefore A band brake will have some unidirectional characteristics. Therefore, in the configuration shown in FIG. 6(0), a sufficient braking action is generated against the reverse rotation of the carrier 3C and the ring gear 1R, and the desired gear ratio can be set, and slippage occurs against the forward rotation. Although engine braking is not effective in 2nd forward gear because braking is insufficient in 2nd forward gear, fuel efficiency and quietness can be improved. It can be done smoothly.

■Band brakes 56 whose energy directions are opposite to each other, .
57 (FIG. 6(E)).

If both band brakes 56 and 57 are applied, unidirectional characteristics will not occur in either the forward or reverse direction, but as shown in Fig. 6 (0
), if the burnt brake 56 similar to the band brake 56 in
It is possible to improve fuel efficiency and quietness at high speeds, and ensure smooth shifting to second speed. If the opposite band brake 57 is applied, the one-way characteristics will be reversed, so 1. It is possible to eliminate engine braking in first forward speed and improve fuel efficiency and quietness in first reverse speed.

〆■A configuration in which a band brake 56 and a multi-plate brake 55 are arranged in parallel (Fig. 6 (F)).

The second brake means B2 is engaged in the second forward speed and the first reverse speed, but in the case of the forward speed, by engaging the band brake 56, the one-way characteristic of the band brake 56 is utilized to control engagement and release. The timing is optimized to reduce shift shock, and since the torque is large in reverse gear, the multi-disc brake 5
5. Therefore, it is possible to optimize the shift timing and the capacity of the engagement means.

(6) The third brake B3 is constructed by combining a one-sided clutch and a multi-disc brake, or by a band brake, or by a combination of a band brake and a multi-disc brake. An example of this is as follows.

■Sun gear 28 of the second idling gear 2 and third idling gear 3
, 38 are arranged in series, and are engaged when the sun gears 2S and 38 are about to rotate in the forward direction. A configuration in which a combination of a one-sided clutch 62 and a multi-disc brake 63 arranged in series is arranged in parallel (Fig. 7 (^)).

If both multi-disc brakes 61, 63 are engaged, both one-way clutches 60, 62 whose engagement directions are different from each other are activated, so no one-way characteristic occurs.
If only the left multi-disc brake 61 shown in A) is engaged, only the reverse rotation of the sun gears 2s and 3s will be prevented, and therefore the sun gear 28.3S will be fixed at the third forward speed and will not move to a predetermined position. When the gear ratio is set and there is an opposite input from the output shaft 5 side in this state, the one-sided clutch 60 will naturally disengage as the sun gears 2S and 3S try to rotate forward. As a result, although engine braking is not effective, fuel efficiency and quietness can be improved. Also, the engagement and release of the one-way clutch 6o is as follows:
This is done automatically depending on which direction the sun gears 28 and 3S are going to rotate, so upshifting from 3rd gear and downshifting to 3rd gear can be done smoothly without the need for special timing adjustments. be able to.

On the contrary, if only the multi-disc brake 63 on the right side shown in FIG.
, 3s can be fixed, and if there is an input from the output shaft 5 side at that gear stage, the one-way clutch 62 will naturally disengage, so engine braking will not work, but fuel efficiency and quietness can be improved. can.

■A configuration in which a one-sided clutch 62 and a multi-disc brake 63, which are engaged when the sun gears 2s and 3s are about to rotate forward, are arranged in series, and another multi-disc brake 64 is arranged in parallel with this combination. (Figure 7(B)).

This configuration is the same as the configuration shown in FIG. 7(^) except that the one-sided clutch 60 that is engaged when the sun gears 2S and 3S are about to rotate in reverse is removed, and therefore If the plate brake 64 is released, the one-way clutch 62 will be activated, so as mentioned above, the engine brake cannot be applied in the fifth forward speed, but on the other hand, fuel efficiency and quietness can be improved. I can do it. In other words, by engaging the other multi-disc brake 64, the engine brake can be applied at the fifth forward speed, and the third forward speed can be set.

■Contrary to the above example, a one-sided clutch 60 and a multi-disc brake 61 that are engaged when the sun gears 28, 3S are about to rotate in reverse are arranged in series, and other multi-disc brakes are arranged in series for this combination. A configuration in which brakes 65 are arranged in parallel (7th
Figure (C)).

This configuration is the same as the one-sided clutch 62 that is engaged when the sun gear 28, 38 is about to rotate forward in the configuration shown in FIG. If the multi-disc brake 65 is released, the one-way clutch 60 is activated, so while engine braking cannot be applied in the third forward speed, fuel efficiency and quietness can be improved, and This allows for smooth upshifts and downshifts to third gear without the need for special timing adjustments. Also, of course,
If the other multi-disc brake 65 is engaged, the forward third
The engine brake can be applied at high speeds, and the fifth forward speed can be set.

■A configuration using a band brake 66 in which the reverse rotation of the brake drum is in the energy direction (direction that wraps the brake band) (Fig. 7 (0)).

When the frictional force between the drum and the band is small, if the drum rotates in the energy direction, it will involve the band and cause a braking effect, but if the drum rotates in the de-energy direction, a sufficient braking effect will not occur, and therefore A band brake will have some unidirectional characteristics. Therefore, in the configuration shown in FIG. 7(0), sufficient braking action is generated against the reverse rotation of the sun gear 28.3S, allowing the desired gear ratio to be set, and slipping occurs against the forward rotation direction. Although engine braking is not effective in 3rd gear due to insufficient braking, fuel efficiency and quietness can be improved, and downshifts to 3rd gear and upshifts from 3rd gear can be performed smoothly. be able to.

■Band brakes with opposite energy directions 66.6
7 (FIG. 7(E)).

If both band brakes 66 and 67 are applied, unidirectional characteristics will not occur in either the forward or reverse direction, but as shown in Fig. 7 (D
) If a band brake 66 similar to the band brake 66 in ) is applied, it is possible to improve fuel efficiency and quietness in the third forward speed, and to ensure a smooth shift to the third speed, as in the above case. . If the opposite band brake 67 is applied, the one-way characteristics will be reversed, so engine braking in 5th forward speed will be eliminated, and - fuel efficiency and quietness will be improved in 5th forward speed. can be done.

■A configuration in which a band brake 66 and a multi-plate brake 65 are arranged in parallel (FIG. 7(F)).

The third brake means B3 is engaged in the third forward speed and the fifth forward speed, but in the case of the fifth speed, a small torque is required, so the band brake 66 is engaged, and in the case of the third speed, the band brake 66 is engaged. The multi-disc brake 65 is engaged because the torque is larger than that in 5th gear. By doing so, the capacity of the engagement means can be optimized.

Several examples of configurations that can be used as clutch means and brake means have been described above, but it goes without saying that the present invention is not limited to the above examples, and the 'F! star gear 1
．． Of course, the arrays including 2.3 are not limited to the arrays shown in the above examples.

FIG. 8 is a schematic diagram showing an example in which a suitable one of the above-mentioned engaging means is applied to the device shown in FIG. 1, and each engaging element in the gear transmission shown in FIG. As shown in the table, the gears are engaged to set the first through fifth forward speeds, the first reverse speed, and the second reverse speed. In Table 2, the ○ mark indicates the engaged state, the Δ mark indicates the engaged state during engine braking, and the blank column indicates the disengaged state.

Table 2 Also, for horizontal engine front wheel drive vehicles, the input shaft 4 and...
Since it is preferable to arrange the output shaft 5 close to each other, in such a case, the arrangement may be made as shown in FIG. 9. In addition, regarding the structure of FIG. 9, the same members as those in FIG. 1 are given the same reference numerals as in FIG. 1, and a description thereof will be omitted.

Effects of the Invention As is clear from the above description, the gear transmission of the present invention requires a total of three sets of planetary gears: - set of double pinion type idling gears and two sets of single pinion type idling gears. Therefore, it is possible to obtain a transmission with four forward speeds or five forward speeds and one or two reverse speeds without increasing the size. Also, shifting to an adjacent gear,
In other words, the number of engagement elements that need to be switched at most is two when changing gears to aircraft height and low gears, which not only facilitates shift control but also has an advantageous effect on reducing shift shock. I can do it. Furthermore, in the gear transmission of the present invention, the gear ratio of each planetary gear can be set to about 0.4 to 0.55, and the gear train can be made compact accordingly. The gear ratio at the overdrive stage can be set to a value close to the number of equal stop plates, making it easy to drive the vehicle, and the gear ratio at the overdrive stage can be set to 0.7.
Since it can be set to a small value of about 21, it is possible to secure power performance, suppress the engine rotation speed during high-speed driving, and improve fuel efficiency and quietness. Since the output shaft can be placed at the end in the axial direction, it can be suitably adopted for both FF and FR cars, and furthermore, the braking means can be centrally placed, so this type of By doing so, it becomes possible to reduce the diameter of the rear portion in the axial direction and improve vehicle mountability.

[Brief explanation of the drawing]

FIG. 1 is a skeleton diagram showing the principle of an embodiment of the present invention, FIGS. 2A and 8 are schematic diagrams showing a specific example of the first clutch means, and FIG. ) are schematic diagrams showing specific examples of the second clutch means, and FIG.
) to 0) are each a schematic diagram showing a specific example of the third clutch means, FIG. 5(A) to G) are each a schematic diagram showing a specific example of the first brake means, and FIG. (A
) to F) are schematic diagrams each showing a specific example of the second braking means, each of FIGS. 7(A) to F) is a schematic diagram showing a specific example of the third braking means, and FIG. FIG. 9 is a skeleton diagram showing another embodiment of the invention, and FIG. 9 is a skeleton diagram showing an example in which the arrangement is changed to be suitable for a transverse engine front-wheel drive vehicle. 1...First planetary gear, 2...Second planetary gear, 3
...Third planetary gear, 4...Input shaft, 5...Output shaft, B1...First brake means, B2...Second
Brake means, 83...Third brake means, K1
...first clutch means, K2...second clutch means, K3...third clutch means. Applicant Toyota Motor Corporation Representative Patent Attorney Kan 1) Taketo (1 idiot) Figure 3 (A) (B) (A) (B) District 2 Figure 6 Figure 7 Figure 9

Claims (1)

[Scope of Claims] A double pinion type device having a first sun gear, a first ring gear, and a first carrier that holds a pinion gear that meshes with the first sun gear and another pinion gear that meshes with the pinion gear and the first ring gear. a single pinion type second planetary gear having a first idling gear, a second sun gear, a second ring gear, and a second carrier holding a pinion gear that meshes with the second sun gear and the second ring gear; and a third sun gear. , a single pinion type third carrier having a third ring gear provided concentrically with the third sun gear and connected to the output shaft, and a third carrier holding a pinion gear meshing with the third sun gear and the third ring gear. 3
The first sun gear and the second ring gear are integrally connected, the first ring gear and the third carrier are integrally connected, and the first carrier and the second ring gear are integrally connected.
The sun gear and the third sun gear are integrally connected, and the first clutch means selectively connects the first sun gear and the second ring gear to the input shaft, and the first clutch means connects the first ring gear and the third carrier to the input shaft. The second
a clutch means, a third clutch means for selectively coupling the first carrier and the second sun gear, and a third sun gear and the input shaft; a first brake means for selectively stopping the rotation of the second carrier; a second brake means for selectively stopping rotation of the ring gear and the third carrier;
A gear transmission device for an automatic transmission, comprising a carrier and a third brake means for selectively stopping rotation of the second sun gear and the third sun gear.