JPH0231051A - Gear changer for automatic transmission - Google Patents

Abstract

PURPOSE:To eliminate occurrence of power circulation by combining a first planetary gear of a double pinion type with a second and a third planetary gear of a single pinion type through a first to third clutch means and a first to third brake means. CONSTITUTION:A first planetary gear 1 of a double pinion type connected with an input shaft 4 through a first to third clutches K1-K3 is connected with a third planetary gear 3 of which carrier 3C is connected with an output shaft 5 through a second planetary gear 2 of a single pinion type. First gear speed is obtained with the clutch K1 on and a brake means B1 on, second with K1 and B2 on, third with K1 and B3 on, fourth with K1 and K2 on, fifth with K2 and B3 on, baking first with K3 and B2 on, and backing second with K3 and B1 on. Occurrence of power circulation at advancing third speed and fifth speed which are more likely to be used is thus prevented, so fuel consumption ratio can be improved, and because a speed change to an adjacent changing stage can be achieved by only two engagement elements, control of speed changing is easy, thereby occurrence of shock by speed changing can be restricted.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention 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 remaining other members, it is possible to increase the input speed, decelerate the forward rotation, or decelerate the input in the reverse direction and output the output. It constitutes a gear transmission for a machine. In that case, the benefits will depend on how 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. There are various transmission ratios that can be used, but not all combinations are practical, and the possibility of practical use is determined based on various conditions such as mountability on vehicles, manufacturing possibilities, transmission characteristics, and required power performance. Certain gear trains are limited. In other words, a planetary gear train can be configured in a huge number of ways depending on the combination of planetary gears and the way the gear ratio is set, so it satisfies the various conditions required for automatic transmissions for vehicles. Creating one 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 pinion type planetary gears. 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 shifting, and when mounted on a vehicle, it may become difficult to drive.

Also, JP-A No. 51-17767, No. 51-4806
2M Publication, 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 both of these devices, the gear ratio is ``The following overdrive speeds cannot be set, and two clutches and brakes are engaged when shifting from 1st forward speed to 2nd speed, and from 2nd speed to 3rd speed. It is necessary to switch from the engaged state to the disengaged state or from the disengaged state to the engaged state, that is, it is necessary to switch and operate a total of three or four engagement means, which may worsen the shift shock or reduce the shift shock. There are problems such as the need for complex control in order to do so. In addition to this, the gear ratios at each gear stage are arranged in a geometric series, and the ratio between each gear ratio varies greatly, so the engine speed changes significantly before and after shifting, resulting in , there was a risk that it 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 (d
Since it is not possible to set an overdrive stage below 1 TT, 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 planetary gears is connected to the ring gear of the single pinion type planetary gear set, so when setting the gear ratio to '1'', three clutches must be engaged. As a result, there was a risk that the shift control would become complicated.

In this way, conventional devices do not fully satisfy any of the various conditions required for a gear transmission device for automatic shift d, 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 transmission shock, facilitate transmission control, have excellent power performance, and have a simple configuration. It is an object of the present invention to provide a gear transmission for an automatic transmission 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 planetary 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 third sun gear, a third ring gear, and a single pinion type third planetary gear that holds a pinion gear meshing with the third sun gear and the third ring gear and is connected to the output shaft. The first sun gear, the second ring gear, and the third sun gear are integrally connected, the first carrier and the second sun gear are integrally connected, and the second carrier and the third ring gear are integrally connected. furthermore, the first
a first clutch means for selectively coupling the sun gear, the second ring gear, and the third sun gear to the input shaft;
a second clutch means for selectively connecting a ring gear and the input shaft; a third clutch means for selectively connecting a first carrier and a second sun gear to the input shaft; and a third clutch means for selectively connecting a first carrier and a second sun gear to the input shaft; The first brake means selectively stops the rotation, the second brake means selectively stops the rotation of the first ring gear, and the third brake means selectively stops the rotation of the first carrier and the second sun gear. It is characterized by the fact that

Operation In the device of the present invention, by engaging the first clutch means and the first brake means, the sun gear of the third planetary gear is substantially connected to the input shaft and the ring gear thereof is fixed, and the ring gear is fixed in this state. Output is output from the carrier, and as a result, the gear ratio in the forward state is the highest, which is the first gear. Further, if the second brake means is engaged instead of the first brake means, the second forward speed is achieved. Furthermore, if the third brake means is engaged instead of the second brake means, the third forward speed is achieved. Furthermore, the second clutch means may be engaged instead of the third brake means, or the first to third brake means may be engaged.
When at least any two of the clutch means are engaged, the fourth forward speed is achieved with a gear ratio of "1" in which the whole rotates as a unit. Then, if the second clutch means and the third brake means are engaged, that is, if the third brake means is engaged in place of the first clutch means in the fourth forward speed state, the gear ratio becomes "1". The overdrive stage is as follows. On the other hand, if the third clutch means and the second brake means are engaged, the reverse gear is set, or if the third clutch means and the first brake means are engaged,
It becomes a reverse gear with an even larger gear ratio.

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 constituted by a double pinion type planetary gear, and
2nd and 3rd)! ! ! Each of the star gears 2.3 is constituted by a single pinion type planetary gear, and each element of each of these planetary gears 1.2.3 is connected as follows. That is, the first planetary gear 1 includes a sun gear 1S, a ring gear 1R arranged concentrically with the sun gear 1S, and at least one pair of pinion gears 1 arranged between these gears IS and 1R and meshing with each other.
The second planetary gear 2 is composed of a carrier 1C that holds a carrier P as a main element, and a sun gear 2.
The main components are 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 2H. It is connected to the carrier 1C of the planetary gear 1 so as to rotate as one, and the sun gear 1S of the first planetary gear 1 and the ring gear 2R of the second planetary gear 2 are connected so as to rotate as one. . Further, like the second planetary gear 2, the third planetary gear 3 includes a carrier 3 that holds a sun gear 3S, a ring gear 3R, and a pinion gear 3P that meshes with these.
The sun gear 3S is connected to the sun gear 3 of the first planetary gear 1 and the ring gear 2R of the second planetary gear 2 so as to rotate as one, and the ring gear 3R is 2. The carrier 2C of the two planetary gears 2 is connected to rotate integrally with the carrier 2C.

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 cruising gear 1, the ring gear 2R of the second planetary gear 2, and the sun gear 3S of the third planetary gear 3, and for selectively connecting these. A second clutch means 2 is provided between the input shaft 4 and the ring gear 1R of the first planetary gear 1 to selectively connect the two, and further, the input shaft 4 and the ring gear 1R of the first planetary gear 1 are connected to each other.
Carrier 1 of first planetary gears 1 integrally connected to each other
C and 2nd! A third clutch means 3 is provided between the star gear 2 and the sun gear 2S 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. Requires a wet multi-disc clutch that is engaged and released by a mechanism commonly used in automatic transmissions, a one-way clutch, or a configuration in which these wet multi-disc clutches and one-way clutch are arranged in series or parallel. Can be adopted according to the requirements. 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, carriers 2 of the second planetary gears 2 connected to each other
A first brake means B1 that prevents rotation of the carrier 2C and the ring gear 3R of the third planetary gear 3 is provided between the carrier 2C and the ring gear 3R and the transmission case (hereinafter simply referred to as the case) 6. Also the first
A second brake means B2 for selectively blocking rotation of the ring gear 1R of the planetary gear 1 is provided between the ring gear 1R and the case 6. Furthermore, a third brake means B3 for selectively blocking the rotation of the carrier 1C of the first planetary gear 1 and the sun gear 2S of the second planetary gear 2, which are connected to each other, is provided between the carrier 1C and the sun gear 2S and the case 6. It is provided. These braking means 8
1, B2, and B3 are wet multi-disc brakes, band brakes, or one-way clutches driven by hydraulic servo mechanisms, which are conventionally used in general automatic transmissions,
Furthermore, it is possible to have a configuration in which these are combined, and in practical use, these brake means B1゜82
, B3 and these braking means 81 , 82 .

Between each element to be fixed by B3 or case 6
Of course, an appropriate connecting member may be interposed between the two.

An output shaft 5 that transmits rotation to a propeller shaft and a counter gear (not shown) is connected to the carrier 3C of the third planetary gear 3.

The gear transmission configured as described above has five forward speeds and
It is possible to change gears to 1 reverse gear, 5 forward gears, and 2 reverse gears, and each of these gears has one gear for each of the clutch means described above.
, 2 , 3 and brake means Bl , 82.8
3 as shown in Table 1. Table 1 also shows the gear ratio of each gear stage and its specific value, and the specific value is for each planetary gear 1.
2.3 gear ratio ρ1. ρ2. ρ3, ρ1 = 0.5
50, ρ2 = 0.502, and ρ3 = 0.400.

In addition, the ○ mark in Table 1 indicates the engaged state, and (○)
The mark indicates that it may be engaged, and the blank space indicates that it is in a released state. Each gear stage will be explained below.

(This page, hereafter in the margin) (First forward speed) 1 and the first brake means B1 are engaged with the first clutch means. That is, the sun gear 1S of the first planetary gear 1 and the second. While connecting the ring gear 2R of the planetary gear 2 and the sun gear 3S of the third planetary gear 3 to the input shaft 4,
The carrier 2C of the second planetary gear 2 and the ring gear 3R of the third planetary gear 3 are fixed. Therefore, the first planetary gear 1
The carrier 1C and ring gear 1R are released from the input shaft 4 and case 6, so they do not perform any particular acceleration/deceleration action, and the second planetary gear 2 also has its sun gear 2S released from the input shaft 4 and case 6. As a result, the rotation of the input shaft 4 is decelerated by the third planetary gear 3 and transmitted from the carrier 3C to the output shaft 5.

The gear ratio in this case is (1+ρ3)/as shown in Table 1.
ρ3, and its specific value is 3.500. in this case,
Since torque transmission occurs only in the third planetary gear 3, power does not circulate.

(Second forward speed) The first clutch means 1 and the second brake means B2 are engaged. That is, in the state of the first forward speed, the second brake means B2 is engaged instead of the first brake means B1. Therefore, as in the case of the first forward speed, the sun gear 1S of the first planetary gear 1 and the ring gear 2 of the second planetary gear 2
R and the sun gear 3S of the 3312th star gear 3 are connected to the input shaft 4, to which the ring gear 1R of the first planetary gear 1 is fixed. In this case, in the first planetary gear 1, since the sun gear 1S rotates at the same time as the input shaft 4 with the ring gear 1R fixed, the carrier 1C rotates in the opposite direction (
Rotation in the opposite direction to input shaft 4. (The same applies hereinafter) and this is transmitted to the sun gear 2S of the second planetary gear 2. Accordingly, in the second planetary gear 2, the ring gear 2R rotates at the same time as the input shaft 4 while the sun gear 2S, which is integrated with the carrier 1C of the first planetary gear 1, rotates in the opposite direction.
The carrier 2C rotates forward, and this is transmitted to the ring gear 3R of the third planetary gear 3. And in the third planetary gear 3,
Since the sun gear 3S rotates at the same time as the input shaft 4 while the ring gear 3R rotates forward, the carrier 3C, that is, the output shaft 5, rotates at a slightly faster speed than the first speed in which the ring gear 3R is fixed, and the second forward speed is achieved. becomes. As shown in Table 1, the gear ratio is (1-ρ1)(1+ρ2)(1+ρ3)(1+ρ3)(
It is expressed as 1-ρ1 (1+ρ2))+ρ2ρ3, and its specific value is 2.130.

(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, the ring gear 2R of the second planetary gear 2, and the sun gear 3S of the third planetary gear 3 are connected to the input shaft 4. On the other hand, the carrier 1C of the first planetary gear 1 and the sun gear 2S of the second planetary gear 2 are fixed. Therefore, since the ring gear 1R of the first planetary gear 1 is released from the input shaft 4 and the case 6, the first planetary gear 1 does not perform any particular acceleration/deceleration action, whereas the second planetary gear 2 has the sun gear 2S fixed. ring gear 2R with
Since the carrier 2C rotates at the same time as the input shaft 4, the carrier 2C rotates forward at a lower speed than the ring gear 2R. In the third planetary gear 3, the carrier 2C of the second planetary gear 2
Since the sun gear 3S rotates at the same time as the input shaft 4 while the ring gear 3R, which is integrated with the
In the case of high speed, the motor rotates forward at a faster speed and becomes the third forward speed.

Therefore, the gear ratio in this case is expressed as (1+ρ2)(1+ρ3) 1+ρ3+ρ2ρ3, and its specific value is 1.314. In addition,
In this case, the power is transmitted in the same manner as the rotation transmission described above, so no power circulation occurs.

(Fourth forward speed) First to third clutch means Kl, K2, K
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 31, 32, 33 released, the sun gear 1S and ring gear 1R of the first planetary gear 1
, a ring gear 2R of the second planetary gear 2, and a sun gear 3S of the third planetary gear 3 are connected to the input shaft 4. Therefore, in the first planetary gear 1, since its sun gear 1S and ring gear 1R rotate together, the whole rotates as a unit. Therefore, in the second planetary gear 2, the sun gear 1C and the carrier 1C of the first planetary gear 1 are integrally rotated. Since the ring gear 2S rotates at the same speed as the ring gear 2R, the whole rotates integrally, and in the 3rd M ring gear 3, the ring gear 3R is integral with the carrier 2C of the second planetary gear.
rotates at the same speed as sun gear 3S, so the whole unit rotates as a unit. In other words, since the entire gear train rotates as one, no acceleration/deceleration action occurs, and the gear ratio becomes "1".

Naturally, in this case, no power circulation occurs.

(Fifth forward speed) The second clutch means 2 and the third brake means B3 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 is connected to the input shaft 4, and the carrier 1C of the first planetary gear 1 and the sun gear 2S of the second planetary gear 2 are fixed. , since the ring gear 1R rotates at the same time as the input shaft 4 with the carrier 1C fixed, the sun gear 1S is accelerated and rotates forward, which is the second:! The signal is transmitted to the ring gear 2R of the two-star gear 2. Along with that, the second
In the 11-star south wheel 2, the ring gear 2R rotates at the same speed as the sun gear 1S with the sun gear 2S fixed, so the carrier 2C is decelerated relative to the ring gear 2R and rotates at a higher rotational speed than the input shaft 4. Rotate. Furthermore, in the third planetary gear 3, the sun gear 1 of the first planetary gear 1
S and the sun gear 3S connected to the ring gear 2R of the second planetary gear 2 rotate forward at a rotation speed faster than the input rotation speed, while the ring gear 3R connected to the carrier 2C of the second planetary gear 2 rotates slightly slower than the sun gear 3S. Since the carrier 3C, ie, the output shaft 5, rotates at an increased speed, the carrier 3C, that is, the output shaft 5, rotates at an increased speed with respect to the input shaft 4. In this case, the gear ratio is the first
As shown in the table, it is expressed as ρl (1+ρ2) (1+ρ3) 1+ρ3 +ρ2 ρ3, and its specific value is 0.722. In addition,
In this case as well, power is transmitted in the same manner as the rotation transmission described above, so no power circulation occurs.

(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 and the sun gear 2S of the second planetary gear 2 are connected to the input shaft 4, and the ring gear 1R of the first planetary gear 1 is fixed.

Therefore, in the 11i star gear 1, the carrier 1C rotates the same as the input shaft 4 with the ring gear 1R fixed, so the sun gear 1S rotates in the opposite direction, and this rotates the ring gear 2R of the second planetary gear 2 and the third planetary gear 2R. The signal is transmitted to the sun gear 3S of the gear 3. Therefore, in the second planetary gear 2,
With the ring gear 2R rotating in the opposite direction, the sun gear 2S rotates at the same time as the input shaft 4, and as a result, the carrier 2C rotates in the reverse direction at a low speed.

In the third planetary gear 3, the ring gear 3R connected to the carrier 2C of the second planetary gear 2 rotates in reverse at low speed, whereas the sun gear 1S of the first planetary gear 1 and the ring gear of the second planetary gear 2 Since the sun gear 3S integrated with the gear 2R rotates in reverse at a faster speed than the ring gear 3R, the carrier 3C, that is, the output shaft 5, is decelerated relative to the input shaft 4 and rotates in the reverse direction, resulting in a reverse gear. The gear ratio in this case is as shown in Table 1.
3, and its concrete value is -2,603.

(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 2S of the second planetary gear 2 are connected to the input shaft 4. At the same time, the carrier 2C of the second planetary gear 2 and the ring gear 3R of the third planetary gear 3 are fixed. Therefore, in the first planetary gear 1, the ring gear IR is released from the input shaft 4 and the case 6, so that no particular acceleration/deceleration action is performed.On the other hand, in the second planetary gear 2, the carrier 2C
Since the sun gear 2S rotates at the same time as the input shaft 4 while the input shaft 4 is fixed, the ring gear 2R rotates in the opposite direction. Further, in the third planetary gear 3, the ring gear 2 of the second planetary gear 2
Since the ring gear 3R is fixed while the sun gear 3S connected to the input shaft R is rotated in the reverse direction, the carrier 3C, that is, the output shaft 5 is greatly decelerated relative to the input shaft 4 and rotates in the reverse direction. The gear ratio in this case is expressed as (1+ρ3)/ρ2ρ3, and its specific value is -6,972. As can be seen from this value, this second reverse speed is suitable for special purposes.

As is clear from what has been said about each gear stage above,
In the eight-position gear shift shown in FIG. 1, power circulation does not occur in the forward third, fourth, and fifth forward speeds, which are extremely frequently used, so that power loss can be prevented and fuel efficiency can be improved. Furthermore, as is clear from comparing the gear ratios at each gear stage from 1st to 4th gear, the gear ratios at each gear stage have values that are close to a geometric series, so before and after shifting The ratio of the engine rotational speeds at 1 and 2 becomes almost constant, making it possible to create an automatic shift line that is easy to drive. Furthermore, the gear ratio of the overdrive stage is 0.722, which is within the practical range.
Since it can be set to a small value (generally considered to be around 0.7 to 0.85), it lowers the engine rotation speed during high-speed driving while ensuring power performance and improves fuel efficiency and quietness. I can do it. 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 gear transmission described above, three sets of planetary gears may be used. The first planet I again! It is also possible to integrate the sun gears 1S and 3S of the fI 1 and the third planetary gear 3 into a long pinion, which reduces the number of shaft members to be rotatably fitted. Furthermore, the gear ratio of each planetary gear 1, 2.3 may be set to a value of about 0.3 to 0.55, which allows a balanced configuration, and the diameter of the planetary gear does not increase accordingly. According to the gear transmission described above, the overall configuration can be simplified and the size can be reduced. In addition, in the gear transmission shown in FIG. 1, the output shaft 5 can be disposed at one end in the axial direction, so that it can be used for front-engine front-wheel drive (FF) vehicles and front-engine rear wheels. 11 (FR) cars can be easily applied. In other words, when the engine is installed horizontally and drives the front wheels, the output end is set closer to the input shaft 4 by passing the output shaft through the axis, or by using a counter drive shaft, and the differential Just connect it to the gear. When driving the rear wheels, it may be connected to the propeller 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, in the case of driving the rear wheels in a vertical position, the output shaft 5 may be connected to the professional gear shaft at the shaft end side of the gear transmission. Furthermore, in the gear transmission shown in FIG.
As is clear from the figure, brake means 31, 32, 33
Since the components can be arranged in a concentrated manner, the diameter of the rear side (output shaft 5 side) can be reduced, and the ease of mounting on the vehicle can be improved.

By the way, the desired characteristics of automatic gear shifting 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, 3 and brake means 31, 32 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 has a combination of a one-way clutch and a multi-disc clutch.

That is, for a configuration in which a one-sided clutch 10 and a multi-disc clutch 11 capable of transmitting torque from the input shaft 4 toward the sun gear 1S of the first planetary gear 1 are arranged in series (FIG. 2(A)), and for this combination. In addition, another multi-disc clutch 12 is arranged in parallel (FIG. 2 (8)).

Among these configurations, in the case of the configuration shown in FIG. 2(A) and in the case of the configuration shown in FIG. 2(B) with the multi-disc clutches 12 arranged in parallel released, the throttle opening degree may be reduced while driving. When the engine rotation speed is reduced and the rotation speed of the sun gear 1S becomes faster than the rotation speed of the input shaft 4, the connection between the sun gear 1S and the input shaft 4 is automatically released, and the engine is forced to stop. There is no need for rotation, and therefore fuel efficiency and quietness can be improved. Further, 1 is engaged with the first clutch means in the first to fourth forward speeds to transmit torque to the sun gear 1S, whereas in the fifth forward speed, the rotation speed of the sun gear 1S is the same as the rotation speed of the input shaft 4. Therefore, when shifting up to 5th speed, the sun gear 1S is engaged by engaging the third brake means B3.
When the rotational speed of the sun gear 1S increases, the one-way clutch 10 is naturally disengaged, and conversely, when the third braking means B3 is released and the rotational speed of the sun gear 1S decreases, the one-way clutch 10 is naturally engaged. Therefore, the shift up to and downshift from the fifth speed is achieved by engaging and disengaging only the third brake means B3, so adjusting the shift timing is particularly important. is not necessary, and gear shifts 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.

That is, from the input shaft 4 to the ring gear 1R of the first planetary gear 1
A configuration in which a one-sided clutch 20 and a multi-disc clutch 21 capable of transmitting torque are arranged in series (FIG. 3(A)),
This combination has a configuration in which another multi-disc clutch 22 is arranged in parallel (FIG. 3(B)).

The second clutch means 2 is engaged in the fourth forward speed and the fifth forward speed to transmit the input torque, but when the engine speed is reduced by reducing the throttle opening in these gears, When the multi-disc clutches 22 arranged in parallel in the configurations shown in FIG. 3(A) and FIG. 3(B) are released, the rotational speed of the ring gear 1R becomes faster than the input shaft rotational speed, and the one-sided clutch 20 automatically rotates. The engine is not forced to rotate, which improves fuel efficiency and quietness. In addition, Figure 3 (8
) If the multi-disc clutches 22 arranged in parallel are engaged, engine braking 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.

■One-sided clutch 30 and multi-plate clutch 3 capable of transmitting torque from input shaft 4 to carrier 1C of first planetary gear 1
1 are arranged in series, and with respect to these combinations, another one-way clutch 32 whose engagement direction is opposite to the one-way clutch 30 is arranged in parallel (see FIG. 4(A).
)).

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, when the multi-disc clutch 31 is released, only the other one-sided clutch 32 arranged in parallel acts, and in this case, the input shaft 4 and the carrier 1C rotate at the same speed in the fourth forward speed. to substantially connect the two,
When shifting up to 5th gear from this state, the rotation of the carrier 1C is stopped, so the one-sided clutch 32 is naturally disengaged, and therefore a special timing adjustment is required for shifting between 4th and 5th gears. It can be done smoothly without any need.

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

If the other multi-disc clutch 33 arranged in parallel is released, only the torque can be transmitted from the input shaft 4 to the carrier 1C, so the fourth gear and reverse gear can be set, and in these gears If torque is input from the output shaft 5 in the opposite direction due to, for example, reducing the throttle opening, the one-way clutch 30 will be disengaged and the engine will not be forced to rotate. ,
Fuel efficiency and quietness can be improved. Note that if the other multi-disc clutch 33 is engaged, the input shaft 4 and the carrier 1C become substantially integrated, so that 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 planetary gear 1 rotates forward faster than the input shaft 4, are arranged in parallel (FIG. 4(C)).

This is the multi-disc clutch 31 of the configuration shown in FIG. 4(A).
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-disc clutch 37 capable of transmitting torque from the input shaft 4 to the carrier 1C are arranged in series (FIG. 4 (0)).

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.

■Carrier 2C of second planetary gear 2 and third planetary gear 3
A configuration in which a one-sided clutch 40 and a multi-disc brake 41, which are engaged when the ring gear 3R is about to rotate in reverse, are arranged in series (FIG. 5(A)).

In this configuration, by engaging the multi-disc brake 41, the one-sided clutch 40 is engaged in the first forward speed to fix the carrier 2C of the second planetary gear 2 and the ring gear 3R of the third planetary gear 3. Therefore, the desired gear ratio can be obtained. On the other hand, when driven from the output shaft 5 side in the first forward speed state, the carrier 2C and ring gear 3R rotate forward, so the one-way clutch 40 is disengaged, and therefore the engine brake does not work. Fuel efficiency and quietness can be improved. Further, the carrier 2C and the ring gear 3R tend to rotate in the reverse direction in the first forward speed, and rotate forward in the second to fifth speeds, so when shifting up from the first speed to another forward speed, the carrier 2C and the ring gear 3R tend to rotate in one direction. The clutch 40 is naturally disengaged, and conversely, when shifting down to first gear, the one-sided clutch 40 is naturally engaged due to a change in the rotational direction of the carrier 2C and ring gear 3R, resulting in a special shift. Smooth gear shifting can be performed without the need for 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. The configuration is arranged in parallel to the other (FIG. 5 (8)).

In this configuration, if the multi-disc brake 43 added to the configuration shown in FIG. 5(A) is released, it can be operated in the same manner as the configuration shown in 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 planetary gear 2 and the ring gear 3R of the third planetary gear 3 are about to rotate in the forward direction, the one-sided clutch 42 engages and prevents the rotation. It is possible to obtain the gear ratio of the following period. In addition, if there is a reverse input from the output shaft 5 side in this state, the carrier 2C and ring gear 3R will attempt to rotate in the opposite direction, causing the one-sided clutch 42 to disengage. can improve sex.

■One-sided clutch 42 and multi-disc brake 4 that engage when carrier 2C and ring gear 3R are about to rotate forward
3 is arranged in series, and another multi-plate brake 44 is arranged in parallel (FIG. 5(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.

■One-sided clutch 40 and multi-disc brake 4 that engage when carrier 2C and ring gear 3R attempt to rotate in reverse
1 are arranged in series, and another multi-plate brake 45 is arranged in parallel to these (Fig. 5 (D)).
.

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 effect, but if the drum rotates in the de-energy direction, a sufficient braking effect will not occur, and therefore Band brakes have some unidirectional characteristics. Therefore, the fifth
In the configuration shown in Figure (E), sufficient braking action is generated against reverse rotation of the carrier 2C and ring gear 3R, allowing the desired gear ratio to be set, and slippage occurs in the forward rotation direction, resulting in no braking. Although the engine brake is not effective in the first gear, it is possible to improve fuel efficiency and quietness, and to smoothly shift to and from the first gear.

■Band brakes with opposite energy directions 46.4
7 (Fig. 5 (')).

If both band brakes 46 and 47 are applied, unidirectional characteristics will not occur in either the forward or reverse direction, but if the band brake 46 similar to the band brake 46 in Figure (E) is applied, As in the above case, it is possible to improve fuel efficiency and quietness in the first forward speed, and to ensure a smooth shift to the first speed. 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.

■One-sided clutch 50 and multi-disc brake 51 that are engaged when ring gear 1R of first planetary gear 1 is about to rotate in reverse
are arranged in series, and a combination in which a one-way clutch 52 and a multi-disc brake 53 are arranged in series, which are engaged when the ring gear 1R is about to rotate forward, is arranged in parallel with this combination ( Figure 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 ring gear 1R is prevented, and therefore the ring gear 1R is fixed in the second forward speed and a predetermined gear ratio is set. At the same time, if there is an opposite input from the output shaft 5 side in this state, the ring gear 1R
As the engine attempts to rotate in the forward direction, the one-sided clutch 50 is naturally disengaged, and as a result, engine braking is not effective, but fuel efficiency and quietness can be improved. Furthermore, since the engagement and disengagement of the one-way clutch 50 is carried out automatically depending on which direction the ring gear 1R is about to rotate, upshifting from 2nd speed and downshifting to 2nd speed can be performed with special care. This can be done smoothly without the need for timing adjustment. On the contrary, Figure 6 (
By engaging only the right multi-disc brake 53 shown in 8), the ring gear 1R can be fixed in the first reverse gear, and
If there is an input from the output shaft 5 side at that gear stage, the one-way clutch 52 is automatically disengaged, so engine braking is not effective, but fuel efficiency and quietness can be improved.

■A one-sided clutch 52 and a multi-disc brake 53 that are engaged when the ring gear 1R is about to rotate forward are arranged in series, and another multi-disc brake 54 is arranged in series for this combination.
A configuration in which these are distributed in parallel (Figure 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 ring gear 1R is about to rotate in reverse is removed, and therefore the other multi-disc brake If 54 is released, the one-way clutch 52 will be activated, so as mentioned above, although engine braking cannot be applied in the first reverse gear, fuel efficiency and quietness can be improved. . 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, the one-sided clutch 50 and the multi-disc brake 51 that are engaged when the ring gear 1R is about to rotate in reverse are arranged in series, and the other multi-disc brake 55 is arranged in series for this combination. A configuration in which the 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 ring gear 1R is about to rotate forward is removed. If the brake 55 is released, the one-way clutch 50 is activated, so while engine braking cannot be applied in the second forward speed, fuel efficiency and quietness can be improved, and the shift from the second speed can be improved. Upshifting and downshifting to second gear can be performed smoothly without the need for special timing adjustment. Naturally, if the other multi-disc brake 55 is engaged, the engine brake can be applied in the second forward speed, and the engine brake can be applied in the first reverse speed.
You can set the speed.

■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 rolled up) (FIG. 6(D)).

When the l1fl 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 de-energy direction, a sufficient braking action will not occur, and therefore A band brake will have some unidirectional characteristics. Therefore, in the configuration shown in Fig. 6 CD), sufficient braking action is generated against the reverse rotation of the ring gear 1R, allowing the desired gear ratio to be set, and slippage occurs in the forward rotation direction, resulting in failure of braking. Although engine braking is not effective in the second forward speed, fuel efficiency and quietness can be improved, and downshifts to the second forward speed and upshifts from the second forward speed can be performed smoothly. I can do it.

■Band brakes with opposite energy directions 56.5
7 (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 (D
) If the band brake 56 similar to the band brake 56 in ) is applied, it is possible to improve fuel efficiency and quietness in the second forward speed, and to ensure a smooth shift to the second speed, as in the above case. . If the opposite band brake 57 is applied, the one-way characteristics will be reversed, so engine braking in the first reverse gear will be eliminated, improving fuel efficiency and quietness in the first reverse gear. be able to.

■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.

■Carrier 1C of first planetary gear 1 and second planetary gear 2
A one-sided clutch 60 and a multi-disc brake 61 that are engaged when the sun gear 2S is about to rotate in the reverse direction are arranged in series, and in contrast to this combination, when the carrier 1C and the sun gear 2S 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 which are engaged with each other and which are arranged in series are arranged in parallel (FIG. 7(A)).

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 carrier 1C and the sun gear 2S is prevented.
C and sun gear 2S are fixed and a predetermined gear ratio is set, and if there is an opposite input from the output shaft 5 side in this state, carrier 1C and sun gear 2S will try to rotate forward, so The direction clutch 60 is naturally disengaged, and as a result, although engine braking is not effective, fuel efficiency and quietness can be improved. Furthermore, since the engagement and disengagement of the one-way clutch 60 is performed automatically depending on which direction the carrier 1C and the sun gear 2S are going to rotate, upshifting from 3rd gear and downshifting to 3rd gear can be performed smoothly without the need for special timing adjustments.

On the contrary, if only the multi-disc brake 63 on the right side shown in FIG. If there is an input from the engine, the one-way clutch 62 will naturally disengage, so engine braking will not work, but fuel efficiency and quietness can be improved.

■One-sided clutch 62 and multi-disc brake 63 that engage when carrier 1C and sun gear 2S are about to rotate forward
are arranged in series, and another multi-disc brake 64 is arranged in parallel with this combination (Fig. 7(B)).
).

This configuration is the same as the configuration shown in FIG. 7(A) except that the one-sided clutch 60 that is engaged when the carrier 1C and the sun gear 2S are about to rotate in reverse is removed.
Therefore, if the other multi-disc 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 at the same time it will improve fuel efficiency and quietness. can improve sex. 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, carrier 1C and sun gear 2
One-sided clutch 6 that engages when S is about to rotate in reverse
7(C)). In this configuration, a multi-disc brake 61 and a multi-disc brake 61 are arranged in series, and another multi-disc brake 65 is arranged in parallel with this combination.

This configuration is similar to the configuration shown in FIG. 7(A) described above, except that the one-sided clutch 62 that is engaged when the carrier 1C and the sun gear 2S are about to rotate forward is removed. If the multi-disc brake 65 is released, the one-way clutch 60 will act, so while engine braking cannot be applied in the third forward speed, fuel efficiency and quietness can be improved, and It is possible to smoothly shift up from 3rd gear and downshift to 3rd gear without requiring any special timing adjustment. Naturally, if the other multi-disc brake 65 is engaged, the engine brake can be applied at the third forward speed, and the fifth forward speed can be set.

(2) A configuration using a band brake 66 in which the reverse rotation of the brake drum is in the energy direction (the direction in which the brake band is rolled up) (FIG. 7(D)).

When the [12 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 de-energizing direction, a sufficient braking action will not occur. Therefore, the band brake has some degree of one-way characteristics. Therefore, in the configuration shown in Fig. 7 CD), sufficient braking action is generated against the reverse rotation of the carrier 1C and sun gear 2S, and the desired gear ratio can be set, and slippage does not occur in 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 the 5th forward speed will be eliminated, improving fuel efficiency and quietness in the 5th forward speed. be able to.

■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 this invention is not limited to the above examples, and the planetary gears 1.2
．． Of course, the arrays including 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, in a front-wheel drive vehicle with a horizontal engine, it is preferable to arrange the input shaft 4 and output shaft 5 close to each other.
In such a case, the array may be arranged as shown in FIG. 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 planetary gears: one set of double pinion type planetary gears and two sets of single pinion type planetary gears. Because it is a set, it is possible to obtain a transmission with 4 forward speeds or 5 forward speeds and 1 reverse speed or 2 reverse speeds without increasing the size, and also in the frequently used 3rd to 5th forward speed! Since lJh circulation does not occur, it can be advantageous in improving the fuel efficiency of the vehicle in which it is installed. Furthermore, since the number of engagement elements that need to be switched is only two when shifting to an adjacent gear, that is, shifting to a lower gear, it becomes easier to control the gear and reduces gear shift shock. It can be made to have an advantageous effect on the 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, and at the same time, each of the forward speeds from the first to the fourth forward speed can be changed. The gear ratio in the overdrive gear can be set to a value close to a geometric series, making the vehicle easy to drive, and the gear ratio in the overdrive gear can be set to a small value of about 0.722. , it is possible to secure power performance and suppress engine speed during high-speed driving, improving fuel efficiency and quietness. In addition, in this invention, it is possible to have a wide range of gear ratios (the ratio of gear ratios between first forward speed and overdrive gear), and the number of gears that can be set can be increased. It is possible to improve pitching performance and driving performance in medium and high speed ranges.

Furthermore, in this invention, when switching to an adjacent gear,
Since all of the clutch means that have been engaged are not released, that is, there is no need to switch the input, it can be advantageous in reducing shift shock. Furthermore, in this invention, since the output shaft can be arranged at the end in the axial direction, it can be suitably adopted for both FF cars and FR cars, and furthermore, the braking means can be arranged centrally. By doing so, it is 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 2B are schematic diagrams showing a specific example of the first clutch means, and FIGS. ) are schematic diagrams showing specific examples of the second clutch means, and FIG.
) to FD) are each a schematic diagram showing a specific example of the third clutch means, FIG. 5(A) to fG) are each a schematic diagram showing a specific example of the first brake means, and FIG. 6(A)
Each of (A) to F) is a schematic diagram 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 an example in which the arrangement is changed to be suitable for a transverse engine front-wheel drive vehicle. 1... 1st "fi star gear, 2... 2nd planetary gear,
3...Third planetary gear, 4...Input shaft, 5...
・Output shaft, B1...first brake means, B2...
second brake means, B3... third brake means,
K1...first clutch means, K2...second clutch means, K3...third clutch means. Figure 1 Figure 3 (A) (B) Figure 6 Figure 7 Figure 7 Figure 8

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 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 third sun gear; , a third ring gear, a single pinion type third idling gear that holds a pinion gear meshing with the third sun gear and the third ring gear, and has a third carrier connected to the output shaft, the first sun gear and The second ring gear and the third sun gear are integrally connected, the first carrier and the second sun gear are integrally connected, and the second carrier and the third ring gear are integrally connected, and further, a first clutch means that selectively connects a first sun gear, a second ring gear, and a third sun gear to an input shaft; a second clutch means that selectively connects a first ring gear and the input shaft;
a third clutch means for selectively coupling the first carrier and the second sun gear with the input shaft; a first brake means for selectively stopping the rotation of the second carrier and the third ring gear; A gear transmission device for an automatic transmission, comprising: a second brake means for selectively stopping the rotation of the first carrier and the second sun gear; and a third brake means for selectively stopping the rotation of the first carrier and the second sun gear.