JPH0231052A - 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:An input shaft 4 is connected through a clutch K1 with a sun gear 1S of a first planetary gear 1, a ring gear 2R of a second planetary gear 2 and a sun gear 3S of a third planetary gear, and through K2 with a ring gear 1R, and through K3 with a carrier 1C, while 1C is connected with a sun gear 2S, and an output shaft 5 is connected with carriers 3C, 2C. First gear speed is obtained by engagement of the clutch K1 with a brake B1, second by K1 with B2, third by K1 with B3, fourth by K1 with K2, fifth by K2 with B3, backing first by K3 with B2, and backing second by K3 with B1. Occurrence of power circulation at advancing third to fifth gear speed which are more likely to be used is eliminated, so fuel consumption ratio is improved, and because speed change to an adjacent changing stage can be achieved by only two engagement elements, control of speed changing is easy, and shock by speed changing can be reduced.

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 M star 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 speed of input, decelerate forward rotation, or decelerate reverse rotation and output. Therefore, conventionally, multiple planetary gears are combined. It constitutes a gear transmission that uses automatic transmission. 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 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. 51127968.

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 gear shifting, and when installed in a vehicle, it may become difficult to drive.

Also, Japanese Patent Application Publication 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. It is not possible to set an overdrive gear below ``, 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 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 not lined up in the same number of gears, and the ratio between each gear ratio varies greatly, 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.

This device is constructed by combining a type planetary gear, but since this device cannot set an overdrive stage with a gear ratio of 1" or less, it is necessary to improve fuel yellowing and quietness during high-speed driving. In addition, it is difficult to connect the output element in a gear train consisting of - set of single pinion type planetary gears and two sets of double pinion type 3m star gears to the ring gear of - set of single pinion type planetary gears. Since this configuration is the basic configuration, when setting the gear ratio to 1'', it is necessary to engage three clutches, and as a result, the gear change control may become complicated.

As described above, conventional devices do not fully satisfy one of the various conditions required for a gear transmission device for an automatic transmission, and as a result, control becomes complicated and shift shock becomes worse. 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 shift and control, have excellent power performance, and are simple in configuration. It is an object of the present invention to provide a gear transmission device for an automatic transmission that can satisfy all of the complex conditions described above.

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 ratio of is 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 and nion type second planetary gear having a double pinion type first M star 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 pinion type third y! having a third sun gear, a third ring gear, and a third carrier holding a pinion gear that meshes with the third sun gear and the third ring gear. 1 star gear, 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 sun gear are integrally connected. The second carrier and the third carrier are integrally connected.
A carrier is connected to the output shaft, and further includes a first clutch means for selectively connecting the first sun gear, the second ring gear, and the third sun gear to the input shaft, and selectively connecting the first ring gear and the input shaft. a second clutch means for selectively coupling the first carrier and the second sun gear with the input shaft; a first brake means for selectively stopping rotation of the third ring gear; a second brake means for selectively stopping rotation of the first brake means;
The present invention is characterized by comprising a third brake means for selectively stopping rotation of the carrier and the second sun gear.

Operation In the device of the present invention, by engaging the first clutch means and the first brake means, input is substantially received from the sun gear of the third planetary gear, and the ring gear is fixed, and in this state, input from the carrier is As a result, the gear ratio in the forward state becomes the first gear, which is the largest. Furthermore, if the second brake means is engaged instead of the first brake means, the first planetary gear and the second M planetary gear will substantially perform a deceleration action, and the rotation of the input shaft will be decelerated and the rotation of the output shaft will be reduced. The transmission is transmitted to the second forward speed. Furthermore, if the third brake means is engaged in place of the second brake means, only the second M star gear will substantially perform the deceleration action and the forward third
become faster. Furthermore, if the second clutch means is engaged instead of the third brake means, or at least any two of the first to third clutch means are engaged, the whole becomes an integral part. The rotating gear ratio is "1", which is the fourth forward speed. If the second clutch means and the third brake means are 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 first planetary gear and the third brake means are engaged. The rotation of the input shaft is increased in speed and transmitted to the output shaft via the two planetary gears, resulting in an overdrive stage with a gear ratio of "1" or less. On the other hand,
When the third clutch means and the 12 brake means are engaged, a reverse gear is set, or when 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 constituted by a double pinion type M gear,
The second and third planetary gears 2.3 are each constituted by a single-binion type planetary gear, and each element in each of these planetary gears L2.3 is connected as follows. That is, the first planetary gear 1 includes a sun gear 1S and a ring gear 1R arranged concentrically with the sun gear 1S.
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.On the other hand, the second planetary gear 2 is Sun Gear 2S,
The main elements 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 2R, and the sun gear 2S is connected to the first M star gear 1. The sun gear 1S of the first planetary gear 1 and the second planetary gear 2
The ring gear 2R is connected to rotate together with the ring gear 2R. Furthermore, like the second M 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. Sun gear 13 of 1st ¥1 star gear 1 and second planetary gear 2
The carrier 3C is connected to the carrier 2C of the second planetary gear 2 so as to rotate together with the ring gear 2R of the second planetary gear 2.

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, the ring gear 2R of the second M star gear 2, and the sun gear 3S of the third M star gear 3, and the input shaft 4 and 1st M star gear 1
A second clutch means 2 is provided between the ring gear 1R and the second clutch means 2 for selectively connecting the two, and the input shaft 4 and the carrier 1C of the first planetary gear 1 are integrally connected to each other.
A third clutch means 3 is provided between the 27th!1st star gear 2 and the sun gear 2S to selectively connect them. These clutch means 1, 2, 3
The point is to selectively connect the input shaft 4 and each pressure member,
It also releases the connection, such as a wet multi-disc clutch that is engaged and released by a grip mechanism conventionally used in automatic transmissions such as a hydraulic servo mechanism, a one-way clutch, or a wet type of these. A configuration in which a multi-plate clutch and a one-way clutch are arranged in series or in parallel can be adopted as necessary. In practical use, since there are restrictions on the arrangement of each component, it goes without saying that a suitable intermediate member such as a connecting drum may be interposed in each clutch means as a connection member for 1°K2, 3, and 3.

Further, a first brake means B1 that prevents rotation of the ring gear 3R of the third planetary gear 3 is provided between the ring gear 3R 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 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 81, 82, 83 are wet multi-disc brakes, band brakes, or one-way clutches driven by hydraulic servo mechanisms conventionally employed in general automatic transmissions, or even obvious ones. In addition, in practical use, between these brake means 31, B2.33 and each element to be fixed by these brake means 81, 82, 83 or between the case 6. It goes without saying that a suitable connecting member may be interposed to separate the parts.

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 shift to two reverse speeds, and each of these speeds is controlled by the clutch means 1 and K2.

This is achieved by engaging K3 and brake means 31, 32, 33 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 = 0.550
, ρ2 = 0.316, ρ3 = 0.400. Further, in Table 1, the O mark indicates the engaged state, the (0) mark indicates that it may be engaged, and the blank column indicates the 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, the ring gear 2R of the second M planetary gear 2, and the sun gear 3S of the third planetary gear 3 are connected to the input shaft 4, and the ring gear 3R of the third planetary gear 3 is fixed. Therefore, in the first planetary gear 1, since its carrier 1C and ring gear 1R are released from the input shaft 4 and the case 6, the first M planetary gear 1 does not particularly perform an acceleration/deceleration action, and the second planetary gear Since the sun gear 2S of the gear 2 is also released from the input shaft 4 and the case 6, it does not perform any particular acceleration or deceleration action, and as a result, the input shaft 4 rotates only at the 33rd! ! !
The output shaft 5 is decelerated by the star gear 3 and transferred from the carrier 3C to the output shaft 5.
transmitted to. The gear ratio in this case is (1+ρ3)/ρ3 as shown in Table 1, and its specific value is 3.500. in this case,
Since power is transmitted only through the third planetary gear 3, no power circulation occurs.

(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 21st star gear 2
R and the sun gear 3S of the third planetary gear 3 are connected to the input shaft 4, whereas the ring gear 1 of the first planetary gear 1
R is fixed. In this case, in the first and second star gears 1, the sun gear 1S rotates in the same direction as the input shaft 4 while the ring gear 1R is fixed, so the carrier 1C rotates in the opposite direction (rotation in the opposite direction to the input shaft 4. The same applies hereinafter). ) and this is the second
It is transmitted to the sun gear 2S of the M star gear 2. Accordingly, in the second M star gear 2, the ring gear 2R rotates at the same time as the input shaft 4 while the sun gear 2S rotates in the opposite direction.
The carrier 2C rotates forward at a lower speed than when the sun gear 2S is fixed. Incidentally, since the ring gear 3R of the third M star gear 3 is released from the case 6, it does not particularly perform an acceleration/deceleration action.

Therefore, the output shaft 5 connected to the carrier 2C1 of the second planetary gear 2 rotates at a slightly faster speed than in the first speed, resulting in the second forward speed. As shown in Table 1, the gear ratio is expressed as (1-ρ1) (1+ρ2) 1-ρ1 (1+ρ2), and its specific value is 2.144.

(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 M star 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 moved forward.

In this case, the ring gear 1R of the first planetary gear 1 is released from the input shaft 4 and the case 6, and the third planetary gear 1R is released from the input shaft 4 and the case 6.
In the f1 star south wheel 3, since its ring gear 3R is released from the case 6, these planetary gears 1.3 do not perform any particular acceleration/deceleration action. That is, in the second planetary gear 2, since the ring gear 2R rotates at the same time as the input shaft 4 with the sun gear 2S fixed, the carrier 2
C, that is, the output shaft 5 rotates forward at a slightly lower speed than the ring gear 2R. Therefore, the gear ratio in this case is expressed as (1+ρ2), and its specific value is 1.316. In addition,
In this case, as described above, power is transmitted from the input shaft 4 to the output shaft 5 only in the second M star gear 2, 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, 82, 83 released, the sun gear 1S and ring gear 1R of the first planetary gear 1
is connected to the input shaft 4. Therefore the 1st y! 1 star gear 1
Since the sun gear 1S and ring gear 1R rotate together, the whole unit rotates as a whole, and accordingly, in the second planetary gear 2, the sun gear 2S, which is integrated with the carrier 1C of the first planetary gear 1, rotates with the ring gear 2R. Since the shaft rotates at a constant speed, the entire shaft rotates integrally, and as a result, the output shaft 5 rotates in the same direction and at the same speed as the input shaft 4. Although the ring gear 3R of the third TI star gear 3 is released from the case 6, since the sun gear 3S and carrier 3C rotate at the same speed, the entire gear rotates as a unit. Therefore, the gear ratio in this case is 1". Also in this case,
Naturally, 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 M planetary gear 1 and the sun gear 2S of the second planetary gear 2 are fixed. Here, 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 in the forward direction, which is transmitted to the ring gear 2R of the second planetary gear 2. Therefore, in the 2nd ¥1 star gear 2, with the sun gear 2S fixed, the ring gear 2R
Since the carrier 2C rotates in the forward direction at an increased speed, the carrier 2C is slightly decelerated relative to the ring gear 2R and rotates in the forward direction at a faster rotation speed than the input shaft 4. Note that the third M star gear 3 does not particularly perform an increasing/decelerating action because the ring gear 3R is released from the case 6. Therefore, the second planetary gear 2
The output shaft 4 connected to the carrier 2C rotates in the forward direction with increased speed relative to the input shaft 4, and its gear ratio is expressed as ρ1 (1 + ρ2), as shown in Table 1, and its specific value is becomes 0.724. 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 second
The sun gear 2S of the M star gear 2 is connected to the input shaft 4, and the ring gear 1R of the first planetary gear 1 is fixed. Therefore, in the first M star gear 1, the carrier 1C rotates at the same time as the input shaft 4 with the ring gear 1R fixed.
The sun gear 1S is decelerated and rotates in the opposite direction, and the ring gear 2R of the second planetary gear 2 is decelerated and reversely rotated together with the sun gear 1S of the first planetary gear 1. The carrier 2C rotates at the same time as the input shaft 4, and as a result, the carrier 2C rotates in the opposite direction at a low speed. Note that the third M star gear 3 does not particularly perform an increasing/decelerating action because its ring gear 3R is released from the case 6. Therefore, the output shaft 5, which is integral with the carrier 2C of the second planetary gear 2, is decelerated with respect to the input shaft 4 and rotates in the opposite direction, resulting in the first reverse speed. That is, the gear ratio in this case is expressed as -ρ1 (1+ρ2) 1-ρ1 (1+ρ2) as shown in Table 1, and its specific value is -2,621.

(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. , the ring gear 3R of the third M star gear 3 is fixed. Therefore, the 1'gi star gear 1 is the ring gear 1R.
Since it is released from the input shaft 4 and the case 6, no particular acceleration/deceleration action is performed.On the other hand, in the second M star gear 2, the load from the output shaft 5 is applied to the carrier 2C. The ring gear 2R attempts to rotate in the opposite direction, and as a result, the 311th star gear 3 connected to the ring gear 2R
Sun gear 3S attempts to rotate in the opposite direction. Therefore, the 3rd M
In the star gear 3, the sun gear 3S is rotated in the opposite direction while the ring gear 3R is fixed, so that the carrier 3C
is decelerated relative to sun gear 3S and rotated in the opposite direction. This carrier 3C and the carrier 2 of the second M star gear 2
Since C is connected, the second y! In the one-star gear 2, the carrier 2C rotates in the reverse direction, causing the ring gear 2R to rotate in the reverse direction at an even slower speed, and as a result, the output shaft 5, which is integrated with each of the carriers 2C and 3C, is greatly decelerated and rotates in the reverse direction. The gear ratio in this case is expressed as (1-ρ2ρ3)/ρ2ρ3, and its specific value is -6,911. 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 gear transmission 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 shifting The ratio of the engine speed during engine speed becomes almost constant, making it possible to create an automatic transmission vehicle that is easy to drive. Furthermore, the gear ratio of the overdrive stage is 0.724, 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 speed during high-speed driving while ensuring power performance, improving fuel efficiency and quietness. be able to. 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. It is also possible to integrate the sun gears 1S and 3S of the first planetary gear 1 and the third planetary gear 3 into a long union, 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 0.35 to 0.55fj degrees, 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. Furthermore, in the gear transmission shown in Fig. 1,
Since the output shaft 5 can be placed at one end in the axial direction, front engine front wheel drive is possible! It can be easily applied to both 1J (FF) vehicles and front engine rear wheel drive 11J (FR) vehicles. 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, replace the differential gear with
It can be connected to the propeller shaft via a bevel 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. You can set it to the side 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, brake means 31.32.33
can be placed between the input shaft 4 and the output shaft 5, so by adopting such a configuration, the diameter of the rear side (output shaft side) can be reduced, improving vehicle mountability. be able to.

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 clutch means 1, 2, 3 and brake means 131, 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 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 sun gear 1S of the 1y1 star gear 1
A configuration in which a one-sided clutch 10 and a multi-disc clutch 11 capable of transmitting torque are arranged in series (FIG. 2(A)),
In addition, another multi-disc clutch 12 is arranged in parallel to this combination (FIG. 2(B)).

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. It does not have to be rotated, so it is possible to improve burial 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, 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 that can transmit torque are arranged in series (Fig. 3 (A))
, the configuration is such that another multi-disc clutch 22 is arranged in parallel to this rough combination (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 configuration of FIG. 3(A) and the configuration of FIG. 3(8) are released, the rotational speed of the ring gear 1R becomes faster than the input shaft rotational speed, and the one-sided clutch 20 becomes free. The engine is not forced to rotate, which improves fuel efficiency and quietness. In addition, Figure 3 (B
) 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 another one-way clutch 32 whose engagement direction is opposite to the one-way clutch 3o is arranged in parallel to these combinations (FIG. 4 (8)). .

With such a configuration, each one-way clutch 30.32
Since the engaging directions of the multi-plate clutch 37 are opposite to each other, the multi-disc clutch 37
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. Therefore, fuel efficiency and quietness can be improved.
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 are arranged in parallel, which are engaged when the carrier 1C of the first M star gear 1 rotates forward faster than the input shaft 4 (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-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 (It) 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 noise, the noise level 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.

■One-way latch 4o and multi-plate brake 41 that engage when the ring gear 3R of the third planetary car 3 attempts to rotate in reverse
A configuration in which these are arranged in series and combined (FIG. 5(A)).

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 ring gear 3R of the third gear 3, and changing the desired gear ratio. Obtainable. On the other hand, when driven from the output shaft 5 side in the first forward speed state, the ring gear 3R rotates forward, so the one-way clutch 40 is disengaged, and therefore engine braking is not effective, but at the same time it reduces fuel consumption and quietness. can improve sex. Furthermore, the ring gear 3R 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 engaged. The alignment will naturally deviate,
On the other hand, when shifting down to 1st speed, the direction of rotation of the ring gear 3H changes and the one-sided clutch 4
Since 0 engages naturally, smooth gear changes can be performed without the need for special gear change timing adjustments.

(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(8) 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 ring gear 3R of the third planetary garden vehicle 3 attempts to rotate forward, the one-sided clutch 42 engages and prevents the rotation, so that it is impossible to obtain the desired gear ratio in the second reverse gear. can. In addition, if there is a reverse input from the output shaft 5 side in this state, the ring gear 3R will try to rotate in the opposite direction, causing the one-sided clutch 42 to disengage, and therefore the engine brake will not work, but this will improve fuel efficiency and quietness. can be done.

■A configuration in which a one-sided clutch 42 and a multi-disc brake 43, which are engaged when the ring gear 3R attempts to rotate forward, are arranged in series, and another multi-disc brake 44 is arranged in parallel (see Fig. 5). C)).

This is the configuration shown in Figure 5 (8), 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 (8) 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 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, and another multi-disc brake 45 is disposed in parallel with these (fifth Figure (D)).

This is a configuration in which another multi-disc brake 45 is arranged in parallel with 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 the reverse rotation of the ring gear 3H, and the desired gear ratio can be set
In addition, in the forward direction of rotation, slippage occurs and braking is insufficient, so engine braking is not effective in 1st gear, but it improves fuel efficiency and quietness, and also improves speed change to 1st gear and You can smoothly shift gears from

■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 as shown in Fig. 5 (E
) If the band brake 46 similar to the band brake 46 in ) is applied, it is possible to improve fuel efficiency and quietness in the first forward speed, and to ensure a smooth shift to the first speed, as in the above case. . 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 (^)).

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-disc brake 51 shown in A) is engaged, only the reverse rotation of the ring gear 1H 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 automatically performed 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 This can be done smoothly without the need for timing adjustment. On the contrary, Figure 6 (
By engaging only the right multi-plate brake 53 shown in A), 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 alignment.
are arranged in parallel (Fig. 6(B)).

This configuration is the same as the configuration shown in FIG. 6(A) except that the directional 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 54 If you release the one-way clutch 5,
2, as mentioned above, the engine brake cannot be applied in the first reverse speed, but 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.

(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 up) (FIG. 6 (O)).

11 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 de-energizing direction, sufficient braking action will not occur. Therefore, the band brake has some degree of one-way characteristics. Therefore, in the configuration shown in FIG. 6(D), 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 no braking. Although engine braking is not effective in 2nd forward gear, fuel efficiency and quietness can be improved, and engine braking is not effective when downshifting to 2nd forward gear and in 2nd forward gear.
You can smoothly shift up from high speed.

■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 and fuel efficiency and quietness will be improved in the first reverse gear. I can do it.

■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.

■ A one-sided clutch 60 and a multi-disc brake 61 that are engaged when the carrier 1C of the first planetary gear 1 and the sun gear 2S of the second planetary gear 2 are about to rotate in reverse are arranged in series, and this combination On the other hand, a configuration in which a combination of a one-sided clutch 62 and a multi-disc brake 63, which are engaged when the carrier 1C and the sun gear 2S are about to rotate in the normal direction and are arranged in series, is arranged in parallel (FIG. 7(A)).

If both multi-disc brakes 61 and 63 are engaged, both one-sided clutches 6o and 62, which engage in different directions, will act, so a one-way characteristic will not occur.
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 in the forward direction. 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
0 and a multi-disc brake 61 are arranged in series, and another multi-disc brake 65 is arranged in parallel with this combination (FIG. 7(C)).

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 be activated, so while engine braking cannot be applied in 3rd gear, fuel efficiency and quietness can be improved. 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 frictional force between the drum and the band is small, if the drum rotates in the energy direction, it will involve the pan h and cause a braking action, but if the drum rotates in the deenergetic 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(D), a sufficient braking action is generated against the reverse rotation of the carrier 1C and the sun gear 2S, and the desired gear ratio can be set, and slippage occurs against the forward rotation direction. Although engine braking is not effective in 3rd gear because braking becomes insufficient in 3rd gear, fuel efficiency and quietness can be improved, and downshifts to 3rd gear and upshifts from 3rd gear can be made smoother. can be done.

■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 (0
) 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.

Although several examples of configurations that can be used as clutch means and brake means have been described above, it goes without saying that the present invention is not limited to the above examples, and the 'fl star gear 1
, 2.3 is not limited to the arrangement shown in the above example.

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 O 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 explanation, according to the gear transmission of the present invention, the required planetary gears are one set of double pinion type M star gears and two sets of single pinion type! Since there are three sets in total with the star gear, 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 the frequently used 3rd forward speed Since power circulation does not occur in the first to fifth speeds, it is possible to advantageously improve the fuel efficiency of the vehicle equipped with the motor. Furthermore, shifting to the adjacent gear stage, that is, the height
Since only two engagement elements need to be switched when shifting to a low gear, shift control becomes easier and shift shock can be advantageously reduced.

Furthermore, in the gear transmission device of the present invention, the gear ratio of each planetary gear can be set to about 0.32 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 0.724. , it is possible to secure power performance and suppress engine speed during high-speed driving, improving fuel efficiency and quietness. In addition, with this invention, it is possible to have a wide range of gear ratios (the ratio of the gear ratio between the first gear and the 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, according to the gear transmission of the present invention, since the output shaft can be disposed at the end in the axial direction, it can be suitably employed in both FF vehicles and FR vehicles, and furthermore, the gear transmission device can be suitably used in both FF vehicles and FR vehicles. Since they can be arranged in a concentrated manner, it is possible to reduce the diameter of the rear portion in the axial direction, thereby improving 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. 4 (^
) to D) are schematic diagrams each showing a specific example of the third clutch means, each of FIG. 5(8) to G) is a schematic diagram showing a specific example of the first brake means, and FIG. )
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 of the transverse engine front wheel portion is changed to be suitable for a VJ vehicle. 1... 1st 'f1 star gear, 2... 2nd planetary gear,
3...Third planetary gear, 4...Input shaft, 5...
・Output shaft, B1...first play soil means, B2...
second brake means, B3... third brake means,
K1...first clutch means, K2...second clutch means, K3...third clutch means. Applicant Toyota Motor Corporation Agent Patent Attorney Susumu 1) Substitution (1 other person) Figure 1 Figure 3 (A) (B) Figure 2 Figure 4 (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, and a third ring gear that holds a pinion gear that meshes with the third sun gear and the third ring gear.
a single pinion type third planetary gear having a carrier, the first sun gear, the second ring gear, and the third sun gear are integrally connected, and the first carrier and the second sun gear are integrally connected. Further, the second carrier and the third carrier are integrally connected, and the second carrier and the third carrier are connected to the output shaft, and further, the first sun gear and the second ring gear, and the third sun gear and the input shaft. a first clutch means that selectively connects the first ring gear and the input shaft; a second clutch means that selectively connects the first carrier and the second sun gear with the input shaft; a third clutch means for selectively stopping the rotation of the third ring gear; a second brake means for selectively stopping the rotation of the first ring gear; and a third clutch means for selectively stopping the rotation of the first ring gear. A gear transmission device for an automatic transmission, characterized in that it is equipped with a third brake means for stopping the automatic transmission.