JPH0280836A - Gear transmission for automatic transmission - Google Patents

Abstract

PURPOSE:To facilitate speed change control by providing a double pinion type first planetary gear and single pinion type second and third planetary gears in order and selectively operating first to third clutches and brakes. CONSTITUTION:A double pinion type first planetary gear 1 and single pinion type second and third planetary gears 2, 3 are coaxially provided in order on an input shaft 4, while linking a first sun gear 1S to a third ring gear 3R, a first carrier 1C, a second ring gear 2R and a third sun gear 3S together, and a first ring gear 1R and a second carrier 2C to an output shaft 5. The first gear is obtained by the operation of a clutch k1 and a brake B1, the second gear by k1 and B2, the third gear by K1 and B3, the fourth gear by K1 and K2, the fifth gear by K2 and B3, while obtaining the backing first gear by K3 and B2 and the backing second gear by K3 and B1. Thereby, the changeover to adjacent speed change stages can be carried out only by the switchover of two engaging devices, to carry out speed change control simply and easily.

Description

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

As is well known in the prior art, a planetary gear has three gears: a lean gear, a ring gear, and a carrier A7 that holds a pinion gear that meshes with these gears, and any one of these elements is used as an input element, and any other By fixing the output elements and the remaining components, the input rotation can be increased in speed, forward rotation deceleration, or reverse rotation deceleration and output. A gear transmission for an automatic transmission is constructed by combining a plurality of free ψ gears. In that case, the method of combining the planetary gears and the gear A7 ratio of the planetary gears (
The resulting gear ratio varies depending on the value (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, but all of the combinations are possible. However, gear trains that can be put to practical use are limited by various conditions such as ease of mounting on vehicles, manufacturing possibilities, shifting characteristics, and required power performance. 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 conditions required for automatic transmissions for vehicles. Creating something involves great difficulties.

In the past, a large number of gear transmission devices devised under such circumstances have been proposed, and among them, a device using three sets of planetary gears is disclosed in, for example, Japanese Patent Application Laid-open No. 5117767 and Japanese Patent Application Laid-open No. 5117767.
1 48062 @ Publication, Publication No. 51-'-108168, Publication No. 51-108170, Publication No. 51-12796
It is described in Publication No. 8.

However, the problems that Kitamon attempts to solve
The devices described in 062, fF5J51-108168, and fF5J51-108170 are constructed by combining one set of double pinion type planetary gears and two sets of single pinion type planetary floats. but,
With any of these devices, it is not possible to set an overdrive gear with a gear ratio of ``1'' or less, and the first forward
When shifting from 1st to 2nd speed, and from 2nd to 3rd speed, the two clutches d3 and J: brakes are switched from an engaged state to a released state, or from a released state to an engaged state. In other words, it is necessary to switch and operate three or four engagement means in total, which worsens the gear shifting or requires complicated control to reduce gear shifting shock. There are problems such as In addition, because the gear ratios at each gear stage are not arranged in a geometric series, and the ratios between each gear ratio vary widely, the engine speed changes significantly before and after shifting. As a result, there is a risk that the vehicle will become difficult to drive.
.

In addition, JP-A-1983-1987. The device described in Japanese Patent No. 127968 has two sets of single pinion type planetary gears and one set of double pinion type planetary gears like the above devices. However, since this device cannot set an overdrive stage with a gear ratio of ``1'' or less, the final reduction gear such as rear differential and
! If the reduction ratio of the il is limited, it is difficult to improve fuel efficiency or quietness during high-speed driving, and it is difficult to improve fuel efficiency or quietness during high-speed driving. The basic structure is that the output element in the float train consisting of a planetary gear is connected to the ring gear of another set of single pinion type planetary gears, so when setting the gear ratio to ``'1'', three It is necessary to engage the clutch, and as a result, there is a risk that shift control becomes complicated.As described above, conventional devices do not meet any of the various conditions required for gear shifting devices for automatic transmissions. However, even if these conditions are fully met, there are problems such as complicated control, worsening of shift shock, and even difficulty in driving.

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

Means for Solving the Problems Each of the inventions of this application achieves the above objects with the following configurations. That is, the invention described in claim 1 of the claims holds a first sun gear, a first ring gear, a pion gear that meshes with the first ring gear, and another pinion gear that meshes with the pinion gear and the first ring gear. A double-binion type first planetary gear having a first carrier, a second gear, a second ring gear, a second gear, and a second carrier holding a pion gear meshing with the second ring gear. a single pinion type second planetary gear having a third sun gear, a third ring gear, and a third carrier that holds and covers a pin A gear that meshes with a 34th non gear and a third ring gear. a single pinion type third planetary gear, the first sun gear and the third ring gear are integrally connected,
The first carrier A7, the second ring gear and the third carrier A7 are integrally connected, the first ring gear and the second carrier are integrally connected, and the first carrier and the third carrier A7 are integrally connected. a first clutch means for selectively coupling the input shaft with the second ring gear and the third ring gear;
a second clutch means for selectively connecting the integrally connected first sangya and third ring gear with the input shaft; a third clutch means for selectively connecting the second sangya and the input shaft; a first braking means for selectively stopping the rotation of the carrier; a second braking means for selectively stopping the rotation of the first and third link gears that are integrally connected; and a second braking means for selectively stopping the rotation of the second link gear. a third brake means for stopping, a first ring gear and a second ring gear integrally connected to each other;
It is characterized by comprising an output shaft connected to the galley A7.

Further, the invention described in claim 2 provides a first sanghya;
A single pinion type first planetary gear having a ring gear, a first carrier A7 holding a pinion gear that meshes with the first gear and the first ring gear A7, a second gear, a second ring gear, and a second ring gear. a single pinion type second planetary gear having a second carrier holding a pion gear meshing with the sun gear and a second link gear;
Sangya, 3rd ringya, pinion gear that meshes with 3rd sangya l7d3 Jζ Hisonogya and 3rd ringya
a tuple pinion type third planetary gear having a third carrier that holds another pinion gear that meshes with the ring gear, the first sun gear, the second sun gear, and the third carrier are integrally connected; , the first carrier and the second carrier
The ring gear is integrally connected, the second carrier and the third ring gear are integrally connected, and the first sun gear, second sun gear, and third carrier are integrally connected to the human power shaft. a first clutch means that selectively connects the input shaft; and a second clutch means that selectively connects the input shaft with a first carrier and a second ring gear that are integrally connected.
a clutch means, a third clutch means for selectively connecting a third sun gear and the human power shaft, a first brake means for selectively stopping rotation of a first carrier and a second ring gear that are integrally connected; A second brake means for selectively stopping the rotation of the first ring gear, and a third brake means for selectively stopping the rotation of the third sun gear, connected to the second carrier and the third ring gear A7, which are integrally connected to each other. The invention is characterized in that it is equipped with an output shaft.

In the device according to claim 1, the first clutch means and the first
By engaging the brake means, the sun gear rotates in unison with the human power shaft in the third Yuhaya-nan car with mo key ↑・su A7 fixed, so that the link gear P is opposite to the input shaft. direction, and this is transmitted to the number gear of the first planetary gear.Therefore, in the first planetary gear, the sun gear rotates in the opposite direction, and the key ↑/rear rotates in unison with the input shaft, so its link The gather, that is, the output shaft is greatly decelerated relative to the input shaft and rotates in the forward direction, resulting in the first forward speed. Also, if the second brake means is engaged instead of the first brake means, the key ↑ will rotate together with the input shaft with the sun gear fixed in the first planetary gear (connected to link gear A7). The output shaft rotates at a reduced speed with respect to the input shaft, and becomes the second forward speed.Furthermore, by engaging the third brake means instead of the second brake means, the sun gear is fixed at the second planetary gear. In this state, the ring gear rotates together with the input shaft, so its carrier, that is, the output shaft connected to it, rotates at a slightly slower speed than the input shaft, resulting in third forward speed.Furthermore, the third brake engaging the second clutch means instead of the clutch means, or engaging the first clutch means instead of the clutch means
If at least two of the third clutch means are engaged, the gear ratio at which the whole unit rotates as one is changed to '
1'', and the fourth forward speed is reached.If the second clutch means and the third brake means are engaged, that is, in the state of the fourth forward speed, the third brake means is engaged instead of the seventh clutch means. If the gear ratio is 1 1 ++ or less, the gear ratio becomes 71=bias drive gear.On the other hand, if the third clutch means and the second brake means are engaged, it becomes the reverse gear or the third clutch means By engaging the first brake means and the first brake means, a reverse gear with a higher gear ratio is established.

Further, in the device according to claim 2, by engaging the first clutch means and the first brake means, the sun gear rotates integrally with the input shaft while the ring gear is fixed in the second planetary gear. , Part 4 ↑ - The rear or output shaft rotates forward at a lower speed than the input horn shaft, resulting in the first forward speed. Furthermore, if the second brake means is engaged instead of the first brake means, a deceleration effect is generated in the first planetary gear and the second planetary gear, and the output shaft is decelerated relative to the input shaft and rotates, thereby moving forward. This will be the second speed. Furthermore, the second
If the third brake means is engaged instead of the brake means, the third planetary gear d3 and the sun gear are fixed, and the keys ↑ and rear rotate together with the human power shaft. The output shaft connected to this rotates at a slightly slower speed than the human-powered shaft, resulting in third forward speed. Furthermore, by engaging the second clutch means in place of the third brake means, etc., if at least two clutch means are engaged with all the brake means released, the whole can be integrated. The gear ratio is 11111, which is the fourth speed. When the second clutch means and the third brake means are engaged, an acceleration/deceleration action occurs in the second planetary gear and the third planetary gear, and the output shaft rotates at an increased speed with respect to the input shaft,
The fifth forward speed is an overdrive stage with a gear ratio of 1111+ or less.

Then, when the second clutch means and the second brake f stage are engaged again, the rotation of the input shaft is further accelerated by the first planetary gear and the second planetary gear and transmitted to the output shaft, and the speed ratio becomes the 6th forward speed, which is even smaller. On the other hand, when the third clutch means and the second brake means are engaged, the output shaft is decelerated relative to the input shaft and rotates in the opposite direction to the input shaft, resulting in a reverse gear. If the first brake means is engaged instead of the second brake means, a reverse gear with an even larger gear ratio is obtained.

Embodiments Next, embodiments of each invention of this application will be described with reference to the drawings.

FIG. 1 is a schematic diagram showing the principle of an embodiment of the invention as set forth in claim 1, and the gear transmission shown here includes a - set of double pinion type planetary gears and two sets of single pinion type planetary gears. The planetary gears are constructed by connecting each element of each planetary gear as follows. Overturning the first
The planetary gear 1 mainly includes a sun gear 1S, a ring gear 1R, and a rear 1C holding at least one pair of pinion gears 1P disposed between these gears I-IS and 1R and meshing with each other. The second planetary gear 2 has four non-gear 172S and a link gear t72R arranged concentrically with the ring gear 2S.

It is a single pinion type planetary gear mainly composed of a carrier 2C holding a pinion gear 2P meshing with the pinion gear 2R, and the third planetary gear 3, like the second planetary gear 2, has a sun gear 3S, It is a single pinion type planetary gear whose main elements are a link gear t3R arranged concentrically with respect to the sun gear 3S, and a carrier 3C that holds a pinion gear 3P that meshes with these gears 3S and 3R. . The carrier 1C of the first planetary gear 1, the ring gear 2R of the second planetary gear 2, and the third
The sun gear 3S of the planetary gear 3 and the sun gear 3S are connected to rotate together, and the sun gear i7i of the first planetary gear 1
s and the ring gear 3R of the third planetary gear 3 are connected to each other so that they rotate together. Further, the ring gear 1R of the first planetary gear 1 and the key ↑2 rear 2C of the second star gear 2 are connected to each other so as to rotate in unison with each other.

It should be noted that the connection structure for each of the above elements may be a connection structure employed in general automatic transmissions, such as a hollow shaft, a solid shaft, or an appropriate connecting drum.

The input shaft 4 is connected to an engine (not shown) via a power transmission means (not shown) such as a torque converter or a fluid coupling. A first clutch means 1 is provided between the carrier 1C of 1, the ring gear 2R of the second planetary gear 2, and the sun gear 3S of the third planetary gear 3, and the input shaft 4 and the sun gear 1S of the first planetary gear 1 and the ring gear 3R of the third planetary gear 3, which are connected to each other, a second clutch means 2 is provided for selectively connecting these, and further, an input shaft 4 and the sun gear 2S of the second planetary gear 2, a third clutch means 3 is provided for selectively connecting the two.These clutch means 1, 2, and 3 are, in short, The input shaft 4 and each of the above-mentioned members are selectively connected to each other, and the connection is released.
Engagement and
A wet multi-disc clutch that is released, a one-way clutch, or a configuration in which these wet multi-disc clutches and a one-way latch are arranged in series or in parallel can be employed as necessary. In addition, in practical use, there are ten constraints on the arrangement of each component, so each clutch means Kl,
It goes without saying that an appropriate intermediate member such as a connective drum may be interposed as a connecting member for parts 2 and 3.

Further, the first brake means B1 selectively blocks and covers the rotation of the carrier 3C of the third planetary gear 3.
and a 1-transmission case (hereinafter simply referred to as the case) 6. Also, the second brake means B2 selectively prevents the rotation of the sun gear 1S of the first free ψ gear 1 and the link gear t3R of the third planetary gear 3, which are connected to each other, or the sun gear 1S and the ring gear 3R.
and case 6. Furthermore, a third brake means B3 that selectively blocks rotation of the sun gear 2S of the second planetary gear 2 is provided between the sun gear 2S and the case 6. These braking means B1.32.3
3 may be a wet multi-disc brake, a band brake, or a one-way clutch driven by a hydraulic servo machine 4, which has been conventionally adopted in general automatic transmissions, or a one-way clutch, or a combination of these. In addition, in practical use, an appropriate connecting member may be interposed between these brake means 31, 32, 33 and each element to be fixed by these brake means B1, B2, B3 or between the case 6. Of course.

The output shaft 5 that transmits rotation to a propeller shaft and a counter gear (not shown) connects the ring gear 1R of the first planetary gear 1 and the second planetary gear 2 that are connected to each other.
It is connected to the Kitriya 2C.

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, B2.83
This is achieved by engaging 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, B1 = 0.52
9, B2 = 0.312, B3 = 0.355.

Further, in Table 1, the ○ mark indicates the engaged state, the Δ mark indicates that it may be engaged, and the blank column indicates the released state. Below is an explanation of each gear.
Ru.

(This page, hereafter in the margin) (First forward speed) 1 and the first brake means B1 are engaged with the first clutch means. '71, that is, the carrier 1C 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, and the carrier t3C of the third planetary gear 3 is fixed. Therefore, in the third planetary gear 3, since the ring gear 3S rotates together with the input shaft 4 while the carrier 3C is fixed, the ring gear 3R rotates in the opposite direction (rotation in the opposite direction to the input shaft 4. The same applies hereinafter). ), this is transmitted to the gear 1S of the first planetary gear 1, and as a result, the first planetary gear 1 rotates the gear 1S in the opposite direction, and the rear 1C is connected to the input shaft 4. In order to rotate as
R and the output shaft 5 connected thereto are greatly decelerated relative to the input shaft 4 and rotate forward (rotation in the same direction as the input shaft 4).

(The same applies hereafter) and becomes the first gear, which has the largest gear ratio among the forward gears. As shown in Table 1, the gear ratio is expressed as 1/(1-B1 (1+ρ3)), and its specific value is 3.531.

(Second forward speed) The first clutch means 1 and the second brake means B2 are engaged. In other words, in the state of the first forward speed, J3 is engaged (the second brake means B2 is engaged instead of the first brake means 131. Therefore, as in the case of the first forward speed, the first planetary gear 1 is 417st I Ca3 and second planetary gear 2
The link gear i72R and the sun gear 3S of the third planetary gear 3 are connected to the input shaft 4, and the ring gear (71Sd>J) of the first planetary gear 1 and the ring gear 3R of the third planetary gear 3 are fixed thereto. In this case, in the first planetary gear 1, the carrier 871C rotates as four input shafts with the sun gear 1S fixed, so that the ring gear 1R
The output shaft 5 connected thereto is decelerated relative to the input shaft 4 and rotates in the normal direction. In addition, since the sun gear 2S of the second planetary gear 2 is released from the input shaft 4 and the case 6, it does not perform any particular acceleration/deceleration action, and the third planetary gear 3 is also connected to its carrier 173C or to the case 6. Since it is released against the other side, there is no particular increase/decrease action. Therefore, the gear ratio in this case is expressed as 1/(1-ρ1) as shown in Table 1, and its specific value is 2.123. In this case, only the first planetary gear 1 performs the deceleration action, so no power circulation occurs.

(Third forward speed) The first clutch means 1 and the third flake 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, the input shaft 4 is connected to the carrier 1C of the first planetary gear 1 and the second planetary gear 2 as in the case of the first speed and the second speed.
The ring gear 2R and the sun gear 3 of the third planetary gear 3
S, and the sun gear 2S of the second planetary gear 2 is fixed thereto. Therefore, iJ3 is applied to the second planetary gear 2.
Since the ring gear 2R rotates together with the input shaft 4 while the sun gear 2S is fixed, its carry 17
2 C and the output shaft 55 connected thereto are the human power shaft 4.
It rotates forward at a slightly slower speed and roars into third forward gear. In this case, since the lean gear 1S of the first planetary gear 1 is released with respect to the input shaft 4 and the case 6, no particular acceleration/deceleration action is performed, and the third planetary gear 3 also has its carrier 3C.
Since it is open to the case 6, it has no particular effect on increasing or decelerating. Therefore, the gear ratio is expressed as 1+ρ2, and its specific value is 1.312. In this case, only the second planetary gear 2 performs the deceleration action, so no power circulation occurs.

(Fourth forward speed) 1, K2, K for the first to third clutch means
3, for example, the first clutch means and the second clutch means are engaged by 1°K2. In other words, in the third speed state, the third brake means B3 is replaced by the second clap means 2 which is engaged 8. tJ
That is, with all brake means 81, B2, and B3 released, the sun gear IS and carrier t1 of the first planetary gear 1 (z link gear 172R of the second planetary gear 2, sun gear 3S and ring gear 3R of the third planetary gear 3) are connected to the input shaft 4. Therefore, in the first planetary gear, the two elements of the sun gear IS and the carrier 1C rotate together with the human power shaft 4, so the whole rotates integrally, and the second planetary gear 2 Here, the ring gear 2R is connected to the input shaft 4, and the carrier 2C, which is connected to the ring gear 1R of the first planetary gear 1, rotates at the same speed as the input shaft 4, so that the entire gear rotates integrally. , and further the third planetary gear 3
Now, since the sun gear 3S and the ring gear 3R rotate together with the input shaft 4, they all rotate together, and the gear train as a whole rotates as one, so the gear ratio is '1''. In this case as well, 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 above-mentioned fourth speed state, the third brake means B3 is engaged instead of the first clutch means 1. Therefore, the Zanghi i71S of the first planetary gear 1 and the ring gear 3R of the third planetary gear 3 are connected to the input shaft 4, and the sun gear 2S of the second planetary gear 2 is fixed. In this case, in the first planetary gear 1, the sun gear 1S rotates together with the input shaft 4, so that its carrier 1C rotates forward faster than the input shaft 4, and this rotates in the forward direction faster than the input shaft 4.
The signal is transmitted to the ring gear 2R of the planetary gear 2. Accordingly, since the number gear 2S is fixed in the second planetary gear 2, the carrier 2C rotates in the forward direction, and this is transmitted to the ring gear 1R of the first planetary gear 1. As a result, the rotation of the input shaft 4 is increased in speed by the first planetary gear 1 and the second planetary gear 2 and transmitted to the output shaft 5, and the gear ratio becomes ``1''.
The third planetary gear 3 does not increase or decelerate because the carrier 3C is released from the case 6.

Therefore, the gear ratio is expressed as (ρ1-ρ2+ρ1ρ2)/ρ], and its specific value is 0.722. In this case as well, no power circulation occurs.

(Reverse 1st speed) The third clutch means 3 and the second brake means B2 are engaged. In other words, the sun gear 2S of the second planetary gear 2 is connected to the input shaft 4, and the sun gear t7 of the first planetary gear 1 is connected to the input shaft 4.
1 Fix the S and ring gear 3R of the third @ star gear 3. Therefore, in the second planetary gear 2, the carry 1
72C is applied with a load from the output shaft 5, causing the ring gear 2R to rotate in reverse, and this is transmitted to the carrier 1C♂) of the first planetary gear 1 and thus to the sun gear 3S of the third planetary gear 3. Accordingly, in the first planetary gear 1, with the sun gear 1S fixed, the key 71C rotates in the opposite direction, so the ring gear 171R rotates in the opposite direction, and this is transmitted to the carrier 2C of the second planetary gear 2. be done.

As a result, the rotation of the human power shaft 4 is caused by the rotation of the first planetary gear 1 and the second planetary gear.
The speed is decelerated and reversed by the planetary gear 2 and transmitted to the output shaft 5, resulting in a reverse gear. Note that the third planetary gear 3 has a carry i.
73C is released from the case 6, so that no particular acceleration/deceleration action is performed.

And the gear ratio is (ρ1-ρ2+ρIρ2) ρ2 (1-ρ1) The specific value is -2,600.

(Reverse 2nd speed) By engaging the third clutch means 3 and the first brake means B1, the sun gear 2S of the second planetary gear 2 is connected to the input shaft 4, and the carrier 3C of the third planetary gear 3 is engaged. Fixed. In this case, in the second planetary gear 2, since the carrier 2C is subjected to a load from the output shaft 5, the sun gear 2S rotates together with the input shaft 4, causing the ring gear 172R to rotate in the reverse direction. 1st
It is transmitted to the carrier ICJ5 of the planetary gear 1 and the sun gear 3S of the third planetary gear 3. Along with this, the third planetary gear 3
In this case, since the ring gear 3S rotates in reverse with the carrier 3C fixed, the ring gear 3R slowly rotates forward, and this is transmitted to the sun gear 1S of the first planetary gear 1. As a result, the sun gear 1S of the first planetary gear 1 rotates. The ring gear 1R and the output shaft 5 integral therewith rotate slowly in the forward direction, and the carrier 1C rotates in the reverse direction, so that the ring gear 1R and the output shaft 5 integrated therewith are significantly decelerated relative to the input shaft 4 and rotate in the reverse direction, resulting in the second reverse speed. As shown in Table 1, the gear ratio is (ρ1 (1+ρ2)(1+ρ3)-ρ2)ρ2 (1
-ρ1 (1+ρ3)), and its specific value is -7,114. As can be seen from this value, this second reverse speed is suitable for special purposes.

As is clear from the above (about each gear stage), in the gear transmission shown in Figure 1, the gear ratios of each gear stage from 1st to 4th gear have a relationship close to a geometric series. Therefore, the ratio of the engine speeds before and after the shift is approximately constant, making it possible to provide an automatic transmission that is easy to drive. Furthermore, the gear ratio of the overdrive stage is 0.722, which can be set to a small value within a practical range, ensuring power performance while lowering the engine speed during high-speed driving, improving fuel efficiency and quietness. It's important to make it something.

As mentioned in the explanation of each gear, when shifting to another adjacent gear, one of the engagement means is released,
In addition, since it is only necessary to engage the other engaging means, that is, the two engaging means can be switched to change the speed, it is possible to easily control the speed change and reduce the shift shock. Moreover, since power circulation does not occur in the 11a forward 2M to 5th speeds, it is possible to use a transmission system that is advantageous in terms of low power loss and low fuel consumption. On the other hand, in the gear transmission described above, three sets of planetary gears are sufficient, and each planetary gear 1
．． The gear ratio in () in 2.3 can be set to 0.3 to 0.53, which allows a balanced configuration, and the diameter of the star gear does not increase accordingly. According to the gear shift g@ described above, the overall configuration can be simplified and the size can be reduced.

By the way, when the transmission is installed in a vehicle with an engine and a device, it is preferable to arrange the input shaft 4 and the output shaft 5 close to each other. When mounted on a type of vehicle, the clutch means is equipped with 1. 2.

It is preferable to arrange the brake means B1 and B2.83 as shown in FIG. In addition, the notification number 7 in FIG. It is connected to 9. The rest of the structure is the same as in Fig. 1, and the same reference numerals as in Fig. 1 are given in Fig. 2, and the explanation thereof will be omitted.
Ru.

An embodiment of the invention set forth in claim 2 will now be described with reference to FIG.

1- That is, in the float transmission shown in FIG.
is composed of tuffle pinion type planetary gears, and each element in each of these planetary gears 1, 2.3 is connected as follows.

The first planetary gear 1 includes a sun gear 1S and its supporting gear IS.
Ring gear 1R arranged concentrically with
The main element is a carrier 1C that holds a pinion gear 1P that meshes with S and IR. Also the second
Similar to the 11th star south gear 1, the planetary gear 2 is the 1st south gear 2.
The main elements are a ring gear 2R arranged concentrically with respect to the gear t2S, and a carrier 2C that holds a pinion gear 2P that meshes with these gears 2S and 2R. On the other hand, the third planetary gear 3G
The main components are a ring gear 3S, a ring gear 3R, and a carrier 3C that holds at least one pair of pinion gears r3P disposed between these gears 3S and 3R and meshing with each other. and the first planetary gear 1
The sun gear 1S of the second planetary gear 2 and the third sun gear 2S of the second planetary gear 2
'The planetary gear 3 and the carrier 3C are connected to rotate together, and the key ↑r rear 1C of the first planetary gear 1 and the ring gear 2R of the second planetary gear 2 rotate together. are connected to each other so that Roughly the carrier 2C of the second planetary gear 2 and the ring gear 3 of the 31st #l wheel 3
The R grooves are connected so that they rotate together.

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

The input shaft 4 is connected to an engine (not shown) via a power transmission means (not shown) such as a torque converter or a fluid coupling.
Between the sun gear 1s of the planetary gear 1, the clutch 2s of the second planetary gear 2, and the carrier 3C of the third planetary gear 3, a first clutch means 1 is provided to selectively connect these. The input shaft 4 and the first
A second clutch means 2 is provided between the Av clear C of the planetary gear 1 and the ring gear l' 2 R of the second planetary gear 2 to selectively connect them, and a second clutch means 2 is provided between the Av clear C of the planetary gear 1 and the ring gear l'2R of the second planetary gear 2, A third clutch means 3 is provided between the sun gear 3s of the south center 3 and the third clutch means for selectively coupling and covering both.

These clutch means 1°K2 and 3 are for selectively connecting the input shaft 4 and each of the above-mentioned members, and also for releasing the connection, for example, a hydraulic servo mechanism, etc. Conventionally used in automatic transmissions are wet-type multi-disc clutches that are engaged and released by a mechanism, one-way clutches, and configurations in which these wet-type multi-disc clutches and one-way clutches are arranged in series or parallel. can be adopted as necessary. 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 connecting member for 1, 2, and 3. It is.

In addition, a first brake means B1 selectively prevents the rotation of the carrier 1C of the first planetary gear 1 and the ring gear 2R of the second planetary gear 2, which are connected to each other. is established between. Further, a second brake means B2 for selectively blocking rotation of the ring gear 1R of the first planetary gear 1 is provided between the ring gear IR and the case 6. Furthermore, a third brake means B3 for selectively blocking the rotation of the third gear t73S of the third planetary gear 3 is provided between the third gear 3S and the case 6. These brake means 31, 32, 133 are wet multi-disc brakes or band brakes driven by a hydraulic servo mechanism, which are conventionally employed in automatic transmissions, or one-way claps.
Furthermore, it is possible to adopt a configuration that combines these, and in practical use, these brake means B1
, B2, B3 and these braking means B1, B2
, B3, it goes without saying that an appropriate connecting member can be interposed between each element to be fixed or between the case 6 and the case 6.

The output shaft 5 that transmits rotation to the propeller shaft and the counter gear (respectively -U shown in the figure) is connected to the key 1 of the second planetary inner wheel 2 that is connected to each other. It is connected to the rear 2C and the ring gear 3R of the third planetary gear 3.

The above-mentioned southeast transmission with the J and U configuration is capable of shifting into 5 forward gears and 1 forward gear (1 forward gear or 6 forward gears and 2 reverse gears), and each of these gears is controlled by each of the clutch means described above. 1, 2, 3 and brake means B1, B2
．． This is achieved by engaging 83 as shown in Table 2. Table 2 also shows the gear ratio of each gear stage and its specific value, and the specific value is the gear ratio ρ1... of each planetary gear 1.2.3. ρ2. ρ3, ρ1 = 0
．． 317, ρ2 = 0.400, ρ3 = 0.27
This is the value when it is set to 5.

Further, in Table 2, the ○ mark indicates the engaged state, the Δ 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. In other words, the sun gears IS and 2S of the first planetary gear 1 and the second planetary gear 2 and the carrier 3 of the third planetary gear 3
C is connected to the input shaft 4, and the carrier tIC of the first planetary gear 1 and the ring gear 2R of the second planetary gear 2 are fixed. In this case, the ring gear 1R of the first planetary gear 1 is released from the case 6, so it does not particularly increase or decelerate, and the third planetary gear 3 also has its lean gear 2S connected to the input shaft 4 and the case 6. Since the pair is released, no particular acceleration or deceleration action is performed. In the second planetary gear 2, since the sun gear 2S rotates together with the input shaft 4 while the ring gear 2R is fixed, the carrier 2C, that is, the output shaft 5 integrated therewith, is significantly larger than the input shaft 4. It is decelerated and rotates forward, reaching the first forward speed. As shown in Table 2, the gear ratio is expressed as (1+ρ2)/ρ2, and its specific value is 3.500.

(Second forward speed) The first clutch means is once engaged with the second pulley means B2. J3 is in the first forward speed state, and the second brake means B2 is engaged instead of the first brake means B1. Therefore, similarly to the case of the first forward speed, the numbers tIS, 2S of the first planetary gear 1 and the second planetary gear 2 and the third
A carrier 3C of the planetary gear 3 is connected to the input horn shaft 4,
In contrast, the link gear 171R of the first planetary gear 1 is fixed.

In this case, since the sun gear 3s of the third planetary gear 3 is released from the input shaft 4 and the case 6, no particular acceleration/deceleration action is performed. Then, when J3 is placed on the first planetary gear 1, the link gear 171R is fixed.
71S rotates together with the input shaft 4, the carrier 1c is decelerated relative to the human power shaft 4 and rotates in the forward direction, which is transmitted to the ring gear 2R of the second planetary gear 2. Therefore, in the second planetary gear 2, the sun gear 2S rotates integrally with the human power shaft 4 while the link gear I72R is rotated slowly in the forward direction. The output shaft 5 rotates forward at a lower speed than the input shaft 4, resulting in the second forward speed. As shown in Table 2, the gear ratio is expressed as (1+ρI)(1+ρ2)ρl''ρ2+ρ1ρ2, and its specific value is 2.185.

(Forward 3rd's) 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 gears IS, 2S of the first planetary gear IJ5 and the second planetary gear 2
and the carrier "173C" of the third planetary gear 3 are connected to the input shaft 4, and the sun gear 3S of the third planetary gear 3 is fixed to this. In this case, the first planetary gear 1 has its link gear A71R connected to the case. 6, and since the kitriya 1C is released from the input shaft 4 and the case 6, no particular acceleration/deceleration action is performed, and the ring gear 2R of the second planetary gear 2 also Since the third planetary gear 3 is open to the case 6, no acceleration or deceleration action is performed.Then, in the third planetary gear 3, the carrier 3C rotates together with the input shaft 4 while the sun gear 3S is fixed, so the ring gear 3R and the output shaft 5 connected to it
is slightly decelerated relative to the input shaft 4 and rotates in the forward direction.
Becomes faster. Therefore, the gear ratio in this case is 1/(1-
−ρ3), and its specific value is 1.379.

(Fourth forward speed) First to third clutch means Kl, K2, K
3, for example first and second clutch means Kl.

Engage K2. If you switch to 3rd gear, it will be in 3rd gear.
The second clutch means 2 is engaged instead of the brake means B3. Namely all braking means B1.82.83
1 non-gear of the first planetary gear 1 with released
S d'3 J, Hikari 171C1 2nd planetary gear 2
Zangi T 2 S iJ3 Yohi Link Gi R2R1 3rd
Each ring gear to 73S of the planetary gear 3 is connected to the human power/'I2 shaft 4. Therefore, in the first planetary gear 1, the two main parts, the sun gear 1S and the carrier 1C, are connected to the human power shaft 4, so that the whole rotates as one, and the second planetary gear 2 also has the sun gear 172S and the carrier 1C. Since the two elements, including the ring gear 2R, are connected to the human power shaft 4, the whole rotates as a unit.

Further, the third planetary gear 3 has the kit I rear 3C connected to the input shaft 4, and the kit I rear 3C of the second planetary gear 2 is connected to the input shaft 4.
Since the ring gear 3R connected to the gear 2C rotates at the same speed as the human power shaft 4, the third planetary gear 3 also rotates as a whole. In the end, since the entire float train rotates as one, the gear ratio becomes "'1".

(Fifth forward speed) The second clutch means 2 and the third brake means B3 are engaged. That is, in the fourth speed state described above, the third brake means B3 is engaged instead of the first clutch means 1.

As a result, the carrier 1C of the first planetary float 1 and the ring gear 2R of the second planetary gear 2 are connected to the input shaft 4, and the sun gear 3S of the star gear 3 is fixed at 13%.

In this case, in the third planetary gear 3, the ring gear (73S is fixed δ
As a result, carrier 3C and ring gear 3R rotate in the forward direction, and the rotational speed of carrier 3C is equal to link gear 1.
Therefore, in the second planetary gear 2, the carrier 2C and the ring gear 1-28 rotate forward, and the rotational speed of the sun gear 2S connected to the gear t73C of the third planetary gear 2 increases. Since the rotation speed is faster than the rotation speed of the carrier 2C connected to the ring gear 3R of the third planetary float 3, the carrier 2C and the gear 72S rotate in the forward direction faster than the input shaft 4. As a result, the second planetary gear 2
carrier 172C and ring gear 3 of third planetary gear 3
The output shaft 5 connected to R is increased in speed relative to the input shaft 4 and rotates in the forward direction, and becomes the 5th forward speed, which is an overdrive stage with a gear ratio of ``1'' or less.J3, this If the first
Since the ring gear 1R of the planetary gear 1 is open to the case 6, no particular acceleration or deceleration action is performed. Therefore, the gear ratio in this case is expressed as (1-ρ3-ρ2ρ3)/<1-ρ3)'14, as shown in Table 2, and its specific value is 0.848.

(Sixth forward speed) The second clutch means 2 and the second brake means B2 are engaged. That is, in the state of the fifth speed mentioned above, the second brake means B2 is engaged instead of the third brake means B3.

Once the carrier 1C of the first planetary gear 1 and the ring gear 2R of the second planetary float 2 are connected to the input shaft 4, the ring gear 1R of the first planetary gear 1 is fixed. As a result, in the first planetary gear 1, the ring gear IR
Since the carrier 1C rotates together with the input shaft 4 in a fixed state, the sun gear 1S is accelerated with respect to the input shaft 4 and rotates in the forward direction, which is transmitted to the sun gear 2S of the second planetary gear 2. Therefore, in the second planetary gear 2, while the sun gear 2S is rotating in the forward direction faster than the input shaft 4, the ring gear 2R
rotates together with the input shaft 4, so the carrier 2C
The output shaft 5 connected thereto rotates in the forward direction faster than the input shaft 4, resulting in the sixth forward speed, which is an overdrive stage. It should be noted that the third planetary gear 3 does not particularly perform an acceleration/deceleration action because the sun gear 3S is released from the input shaft 4 and the ground 6. In other words, the gear ratio is expressed as ρ1 (1+ρ2) ρ1+ρ2+ρ1ρ2, and its specific value is 0.526.

(First reverse speed) The third clutch means is engaged with the second brake means B2. That is, the sun gear 3S of the third W south wheel 3 is connected to the human power shaft 4, and the ring gear 1R of the first planetary gear 1 is fixed. In this case, in the third planetary gear 3, since the load from the output shaft 5 is applied to the link gear t3R, the sun gear 3S is connected to the input shaft 4, so that the key ↑・st3C is applied to the input shaft 4. It is decelerated and reversely rotated, and this is transmitted to each sun gear IS, 2S of the first planetary float 1 and the second planetary gear 2. Therefore, in the first planetary gear 1, the sun gear 1S rotates slowly in the opposite direction with the ring gear 1R fixed, and accordingly, the carrier A71C rotates in the reverse direction at an even lower speed.
transmitted to. Therefore, in the second planetary gear 2, since the sun gear 2S rotates in reverse and the ring gear 2R rotates in reverse at a lower speed, the carrier A72C and the output shaft 5 integrated therewith are cut into the input shaft 4 and decelerated. The car rotates in the opposite direction, and the reverse gear makes a loud noise. As shown in Table 2, the gear ratio is 1-1 ρ3 (1-1 ρ101-+ ρ2 ) ρ3
It is expressed as (ρI + ρ2 + ρIρ2), and its specific value is -2,124.

(Second reverse speed) By engaging the third clutch means 3J5 and the first brake means B1, the sun gear 3S of the third planetary gear 3
is connected to the input shaft 4, and fixedly covers the carrier t7C of the first planetary gear 1 and the ring gear 2R of the second planetary gear 2. In this case, since the ring gear 1R is released from the case 6, the first planetary gear 1 does not perform any particular acceleration/deceleration action. And in the third planetary gear 3, the ring gear 3
Since the load from the output shaft 5 is applied to R, the carrier 3 is connected to the input shaft 4 by the sun gear 3S.
C rotates in the reverse direction at a lower speed than the input shaft 4, and this is transmitted to the sun gear 2S of the second planetary gear 2.

Therefore, in the second planetary gear 2, the sun gear 2S slowly rotates in reverse with the ring gear 2R fixed, so the key ↑
Norya 2CiJ3 and the output shaft 5 connected thereto are significantly decelerated relative to the input shaft 4 and rotate in the opposite direction, resulting in second reverse speed. As shown in Table 2, the gear ratio is expressed as (1-ρ3-ρ2ρ3)/ρ2ρ3, and the specific value thereof is -5,591. As can be seen from this value, this second reverse speed is suitable for special purposes.

As is clear from the above description of each gear stage, in the gear transmission shown in Fig. 3, the gear ratios of each gear stage from 1st to 4th gear have a relationship close to a geometric series. Therefore, the ratio of the engine speeds before and after the gear shift is almost constant, making it possible to create an automatic transmission that is easy to drive. Furthermore, the gear ratio of the overdrive stage is approximately 0.85, which is an appropriate value within the practical range, so it is possible to lower the engine speed during high-speed driving while ensuring power performance, improving fuel efficiency and quietness. It can be made into a good one. As mentioned in the explanation of each gear, when shifting to another adjacent gear, it is only necessary to release one of the engagement means and engage the other engagement means. Since the gear can be changed by switching between the different engagement means, the gear change control is easy and the gear change shock can be reduced. On the other hand,
In the above gear transmission, three sets of planetary gears are sufficient, and the gear ratio of each planetary float 1.2.3 is 0.27 to 0.
．． A value that allows a well-balanced configuration of about 4 is sufficient, and the planetary gear does not have to increase in diameter accordingly.
Therefore, according to the gear transmission described above, the overall configuration can be simplified and the size can be reduced. Also, the sun gear 1S of the first planetary gear 1 and the second planetary gear 2
It is possible to manufacture the Zangi T 2 S as an integrated product (it is also possible to make it into a longer pion, so the number of parts can be reduced).
: and assembly] The number of parts can be reduced by two.

Also, in the V-configuration transmission shown in FIG. 3, when it is installed in a vehicle with a horizontally mounted engine, it is preferable to arrange the human power shaft 4 and the output shaft 5 close to each other. , when the transmission having the configuration shown in FIG. 3 is mounted on a vehicle with a horizontal engine, the clutch means Kl
, ni 2 , ni 3 and brake means [31, 32, [3
3 is preferably arranged as shown in FIG. In addition,
Reference number 7 in FIG. 4 is a counter gear, and the output shaft 5
is connected via this counter gear 7 to a ring gear 9 of a differential gear mechanism 8 such as a center differential, a front differential, or a rear differential cell. The rest of the configuration is the same as that in FIG. 3, and the same reference numerals as in FIG. 3 are given in FIG. 4, and the explanation thereof will be omitted.

By the way, in each of the embodiments described above, each clutch means Kl
, 2, and 3 are shown with the symbol of a multi-disc clutch, and each brake means Bl, B2, and B3 is shown with the symbol of a multi-disc brake. In order to meet these requirements, the clutch means described above must have the following features:
K2.

In addition to simply using K3 and brake means 31, 32, and 33 with a multi-disc clutch or 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-plate clutch.

That is, there is a configuration in which a directional clutch 10 capable of transmitting torque from the input shaft 4 and a multi-disc clutch 11 are arranged in series (FIG. 5 (8)), and another multi-disc clutch 12 is arranged for this combination. This is a configuration in which they are arranged in parallel (FIG. 5(B)).

These configurations are shown in Figure 1 or Figure 2.
Among these configurations, the V @ configuration shown in Figure 5 (8) and Figure 5 (B) are adopted as 1 for the clutch means.
When the multi-disc clutches 12 arranged in parallel in the configuration shown in the figure are released, the engine speed is reduced to 122 while driving.
2 If the number of rotations is reduced and the number of rotations of the carrier 1C, ring gear 2R, and sun gear 3S become faster than the number of rotations of the input shaft 4, these keys ↑? 71C and ring gear 2R, the connection between the Hini Nangya 3S and the input shaft 4 is automatically released, so the 1 engine is not forced to rev at 8, which improves fuel efficiency and quietness.
- I can do it. Further, 1 is engaged with the first clutch means at the forward first speed to the fourth speed to transmit the torque from 1 to the carrier 1C, the ring gear 2R'J, and the sun gear 3S, Now, since the rotational speed of the carrier 1C, ring gear 2R, and sun gear 3S exceeds the rotational speed of the human power shaft 4, it is necessary to shift up to 5th gear.
When the third flake means [33] is disengaged, the rotational speed of the key ↑7, the ring gear 2R, and the sun gear A73S increases, so that the directional clutch 10 is naturally disengaged. On the other hand, if the third brake means 83 is released and the rotation speeds of the carry 171C, the ring gear t2R, and the gear 3S decrease, the one-way clutch 10 is automatically engaged and the fourth speed is set. Therefore, the first shift to the fifth gear and the downshift from the fifth gear are achieved by engaging and disengaging only the third brake means B3, so there is no particular need to adjust the shift timing, and there is no shift shock. It is possible to shift gears with less noise.

Furthermore, when adopted as the first clutch means 1 in the illustrated device shown in FIG. 3 or FIG. 3C and the input shaft 4 and their release in the same manner as in the example in section 2 above, fuel efficiency and quietness are improved, and the connection between the 5th gear and the lower gears is improved. In addition to being able to smoothly shift gears, it is also possible to shift smoothly between the 6th speed and the 4th or lower gears for the same reason as described above.

Note that if the multi-disc clutches 12 arranged in parallel in the configuration shown in FIG. 5CB) are engaged, either the device shown in FIG. 1 or 2 or the device shown in FIG. Even if there is, engine braking can be applied.

(2) The second clutch means has a structure in which a one-way clutch and a multi-plate clutch are combined.

In other words, a configuration in which a directional clutch 20 and a multi-disc clutch 21 capable of transmitting 1-lux from the input shaft 4 are arranged in series.
FIG. 6 (/l)), and a configuration in which another multi-disc clutch 22 is arranged in parallel to this combination (FIG. 6 (B)).

These configurations are shown in the second part of the apparatus shown in FIG.
When the clutch means 2 is adopted, the second clutch means is engaged in the fourth forward speed and the fifth forward speed to transmit input torque, but in these speeds, the throttle speed is reduced and the engine is When the rotation speed is reduced, Fig. 6 (
When the multi-disc clutches 22 arranged in parallel in the configuration shown in ^) and the configuration shown in FIG. Since the engine is released naturally, the engine is not forced to rotate, thus improving fuel efficiency and quietness.

Also shown in Figure 3 or Figure 4? When the second clutch means 2 is adopted as 2 in the I device, the second clutch means 2 is engaged at the fourth forward speed to the sixth forward speed to connect the carrier 1C of the first planetary gear 1 and the second planetary gear. The input torque is transmitted to the ring gear 2R of No. 2, but in these gears, the configuration aj of FIG. 6 (8) and the configuration of FIG. 6 (B) are performed.
When a driving force is received from the output shaft 5 side with the multi-disc clutches 22 arranged in parallel in the configuration described above being released, the carrier 1
Since the rotational speed of C and ring gear 2R becomes faster than the input shaft rotational speed and the one-way latch 20 releases naturally, the engine is not forced to rotate, thus improving fuel efficiency and quietness. Something will happen.

If the multi-disc clutches 22 arranged in parallel in the configuration shown in FIG. 6(B) are not engaged, the device shown in FIG. 1 or 2 or the one shown in FIG. 3 or 4 is used. Engine braking can also be applied in either position of the device.

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

■One-way latch 3 capable of transmitting torque from input shaft 4
0 and a multi-disc clutch 31 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 (7th Figure (^)).

If such a configuration is adopted as the third clutch means 3 of one device shown in FIG. 1 or FIG. By engaging the input shaft 4 and the sun gear 2S of the second planetary inner wheel 2, the input shaft 4 and the sun gear 2S of the second planetary inner wheel 2 are completely connected, so that the reverse gear can be set and the engine brake can be applied in this state. Moreover, if the multi-disc clutch 31 is released and covered, only the other one-sided clutch 32 arranged in parallel will act, and in this case, the input shaft 4 and the sun gear 2S rotate at the same speed in the fourth forward speed. As a result, when the two are substantially connected, and the gear is shifted up from this state to fifth gear, the rotation of the ring gear 2S is stopped, and the engagement of the one-way gear 32 is naturally disengaged. It is possible to smoothly shift between speeds without the need for special timing adjustment.

Also shown in Figure 3 or Figure 4? If adopted as 3 for the third clutch means (pulling) in the l device, the third planetary gear 3
Since the sun gear 3S and the input shaft 4 can be connected and released in the same manner as in the above example, the reverse gear can be set by engaging and disengaging the multi-disc clutch 31. By releasing the multi-disc clutch 31, it is possible to smoothly shift between forward gear 4'a and 5th gear. Shifts between the two can be performed smoothly without the need for special timing adjustments.

(2) A configuration in which the other one-sided clutch 32 is replaced with a multi-disc clutch 33 (FIG. 7(B)).

If such a configuration is adopted as the third clutch means 3 of the device shown in FIG. 1 or 2, if the other multi-disc clutch 33 arranged in parallel is released, the input shaft 4 will be directed toward the sun gear 2S. (Since only one torque transmission is possible, 4th gear and reverse gear can be set, and in these gears, torque can be reversely input from the output shaft 5 side by narrowing the slots 1 and 2. In this case, the one-way clutch 30 is disengaged and the engine is not forced to rotate, so fuel efficiency and quietness can be improved. 33 is engaged, the input shaft 4 and the sun gear 2S become substantially integrated, so engine braking can be applied.

Also shown in Figure 3 or Figure 4? 3rd in l device
If adopted as clutch means 3, the above-mentioned sun gear i72 can connect and release the sun gear 3S and input shaft 4.
Since it can be performed in the same manner as S, it is possible to obtain the same action and effect as in case 2.

■A configuration in which a one-way latch 34 and a multi-disc clutch 35, which can transmit torque toward the input shaft 4, are arranged in parallel (seventh
Figure (C)).

This is the multi-plate clutch 31 of the configuration shown in FIG. 7 (8).
This is a configuration in which the one-way clutch 30 arranged in series with the engine is removed. Therefore, if 3 is adopted as the third clamping means of the device 1 shown in FIG. This can be done smoothly without the need for timing adjustment. In addition, if 3 is adopted as the third clutch means in the device shown in FIG. 3 or 4, in addition to shifting between the fourth and fifth speeds, the fourth and sixth It is also possible to smoothly shift between the two speeds.

■One-way clutch 3 capable of transmitting torque from input shaft 4
6 and a multi-plate clutch 37 are arranged in series (FIG. 7(D)).

This is a configuration in which the other multi-disc clutch 33 arranged in parallel from the configuration shown in FIG. 7(B) is removed.

Therefore, when 3 is adopted as the third clutch means in the device shown in Fig. 1 or Fig. 2, when torque is applied from the output shaft 5 side by reducing the throttle opening in reverse gear, , one-way clutch 3
6 is released naturally and the engine is not forced to rotate, improving fuel efficiency and quietness. The same applies to the case where the third clutch means 3 is employed in the device shown in FIG. 3 or 4.

(4) The first brake means B1 is configured by a combination of a one-way clutch and a multi-disc brake, a band brake, or a combination of a band brake and a multi-disc brake.

An example of this is as follows.

■One-way clutch 40 and multi-disc brake 4 that engage when the target member attempts to rotate in the opposite direction relative to case 6
1 in series (Fig. 8 (8)).

When this configuration is adopted as the first brake means B1 of the j-device shown in FIG. 1 or FIG. 2, by engaging the multi-disc brake 41, the one-way clutch 40 is engaged in the first forward speed. Then, key ↑・su A73C of the third planetary gear 3
can be fixed to obtain the desired gear ratio. On the other hand, when driven from the output shaft 5 side in the first forward speed state, the carry 173C rotates forward with respect to the case 6, so the one-way clutch 40 is disengaged, and therefore the engine brake does not work. On the other hand, fuel efficiency and quietness can be improved. Further, the carrier 3C tries to rotate in reverse at the first forward speed and rotates forward at the second to fifth speeds, so when shifting up from the first speed to another forward speed, the one-way clutch 40 is Since the one-way clutch 40 will naturally disengage and, conversely, shift down to first gear, the one-way clutch 40 will naturally engage due to a change in the rotational direction of the carrier 3C, so a special shift timing adjustment is required. Smooth gear shifting can be performed without needing to shift. Such actions and effects can be obtained even when the configuration shown in FIG. 8 (8) is adopted as the first brake means B1 in the device having the configuration shown in FIG. , 1st ffl star gear 1
Since the carrier 171C and the ring gear t2R of the second planetary gear 2 are fixed and released in the same manner as the carrier 3C, they can be obtained in the same way.

(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. 8(B)).

In this configuration, if the multi-disc brake 43 added to the configuration shown in FIG. 8(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. 8 (CB) is released and the other multi-disc brake 43 is engaged, the one-way characteristic opposite to that in Fig. 8 (A) will be obtained. arise. That is, in the device shown in FIG. 1 or 2, the third planetary gear 3
When the carrier 3C attempts to rotate in the forward direction, the one-way latch 42 engages and prevents the rotation, thereby obtaining the desired gear ratio in the second reverse speed. Furthermore, if there is an input in the opposite direction from the output shaft 5 side in this state, the carrier 3C tries to rotate in the opposite direction, so the one-way clutch 42
Although the engine brake is not effective, fuel efficiency and quietness can be improved. This action and effect can be similarly obtained even when the configuration shown in FIG. 8(B) is employed in the apparatus shown in FIG. 3 or 4.

■One-way latch 42 and multi-plate brake 43 that engage when the target member attempts to rotate forward relative to case 6
and other multi-disc brakes 4 for combinations arranged in series.
4 arranged in parallel (Fig. 8(C)).

This is the configuration shown in Figure 8 (B), with the one-way latch 40 on the left side.
The configuration is the same as the one with the 100 mm removed, and therefore, whether it is adopted in one device shown in FIG. 1 or 2 or in the device shown in FIG. 3 or 4, other If the multi-disc brake 44 on the left side is released, the fuel efficiency and quietness in second reverse speed will be improved as shown in FIG. In contrast, by engaging another multi-disc brake 44, engine braking can be applied.

■One-way latch 40 and multi-disc brake 4 that engage when the target member attempts to rotate in the opposite direction relative to the case 6
1 are arranged in series, and another multi-plate brake 45 is arranged in parallel with these brakes (Fig. 8 (D)).
.

This is a TF4 configuration in which another multi-disc brake 45 is arranged in parallel with the configuration shown in FIG. As with the configuration (^), it improves fuel efficiency and quietness in the first forward gear, and also improves the upshift J3 from the forward box 1.
You can shift to first gear smoothly. On the other hand, if the other multi-disc brake 45 is engaged, the directional characteristic disappears, so that engine braking can be applied. Such actions and effects are the same regardless of whether the device is employed in the device shown in FIG. 1 or 2 or in the device shown in FIG. 3 or 4.

■A configuration using a band brake 46 in which the reverse rotation of the brake drum is in the energy direction (direction that wraps the brake band) (Fig. 8 ([)).

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-energization direction, the braking force will be reduced and the braking effect will occur. There is a time delay in action and therefore the band brake has a certain one-way character. Therefore, when the configuration shown in FIG. 8([) is adopted as the first brake means B1 of the device shown in FIG. 1 or FIG. 2, or the first brake means B1 of the device shown in FIG. 3 or FIG. In either case, sufficient braking action is generated against the reverse rotation of the carrier 3C or the reverse rotation of the carrier 1C, Jζ and ring gear 2R, and the desired gear ratio can be set. Although engine braking is not effective in 1st gear because slippage occurs in the direction of rotation and braking is insufficient, it improves fuel efficiency and quietness, and also improves speed shifting to and from 1st gear. 3゜■■Band brakes with opposite nudge directions for smooth gear shifting 46.4
7 (Fig. 8 ([)).

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. 8 ([
), if a band brake 46 similar to the pull band brake 46 is applied, the first forward movement
It is possible to improve fuel efficiency and quietness at high speeds, and ensure smooth shifting to 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.

This action and effect will be obtained when the configuration shown in Fig. 8 () is adopted in the device shown in Fig. 7 or Fig. 2, or when it is adopted in the device shown in Fig. 3 or Fig. 4. The same is true for either.

■A configuration in which a band brake 46 and a multi-plate brake 45 are arranged in parallel (FIG. 8 (G)).

The first brake means BI is forward 13i even if it is the device shown in M1 or FIG. 2 or the device shown in FIG. 3 or 4! However, in the case of forward gear, the band brake 46 is engaged and its one-way characteristic is utilized to optimize the timing of engagement and disengagement to reduce shift shock. Also, in the reverse gear, since the torque is large, the multi-disc brake 45 is engaged.

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.

■If the target member rotates in the opposite direction relative to case 6,
One-way latch 5o and multi-plate brake 5 that engage when
1 are arranged in series, and for this combination, a one-sided clutch 52 and a multi-disc brake 53 are engaged when the target member is about to rotate forward relative to the case 6.
A configuration in which a combination of series and parallel arrangement (9th
Figure (^)).

If this configuration is adopted as the second Brugi means B2 of the device shown in FIG. 1 or 2, both multi-disc brakes 5
If 1.53 is engaged, both one-way clutches 5o and 52 with different engagement directions act, so one-way characteristics do not occur. If only the brake 51 is engaged, υ of the 11th star gear 1
Only the reverse rotation of the sun gear 1S and the third ring gear 173R is prevented. Therefore, in the second forward speed, the sun gear 1S and the ring gear 3R are fixed and a predetermined gear ratio is set, and in this state, the output shaft If there is an input in the opposite direction from the 5 side, the one-way clutch 50 will naturally disengage as the 4 non-gear l5J5 yohi ring gear (73R) tries to rotate forward, and as a result, the engine brake will not work. However, it is possible to improve fuel efficiency and quietness.Furthermore, the engagement and release of the directional clutch 50 is
This is done automatically depending on which direction the sun gear 1S and ring gear 3 are going to rotate.
It is possible to smoothly shift up from 2nd speed and downshift to 2nd speed without requiring any special timing adjustment. On the contrary, if only the multi-plate brake 53 on the right side shown in FIG. 9(^) is engaged, the sun gear 1S and ring gear 3R are 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.

In addition, the above configuration can be applied to the apparatus shown in FIG. 3 or 4.
When the second brake means B2 is adopted as the second brake means B2, the ring gear 1R of the first planetary gear 1 is fixed and released in the same manner as the above-mentioned fixation and release of the sun gear 1S and ring gear 173R. Therefore, in addition to obtaining the above-mentioned functions and effects, by engaging only the multi-disc brake 51 on the left side of the figure, it is possible to smoothly shift to and from the 6th forward speed. can be done.

■One-way latch 52 and multi-plate brake 53 that engage when the target member tries to rotate forward relative to case 6
are arranged in series, and another multi-disc brake 54 is arranged in parallel with this combination (Fig. 9(B)).
).

This configuration is the same as the one shown in FIG. 9 (8) except that the one-sided clutch 50 that engages during reverse rotation is removed, and therefore the device shown in FIG. Regardless of whether it is adopted in the device shown in FIG. 3 or FIG. 4, if the multi-disc brake 54 is released, the one-way clutch 52 will be activated. Therefore, as mentioned above, although it is not possible to apply the engine brake by shifting to J3 in 1st gear when shifting to '41, it is possible to improve fuel efficiency and quietness.

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 (fastest) forward speed and the sixth forward speed can be set.

■Contrary to the above example, the one-way clutch 50 and the multi-disc brake 51, which are engaged and released when the target member is about to rotate in the opposite direction with respect to the case 6, are arranged in series. A configuration in which another multi-plate brake 55 is arranged in parallel to the combination (FIG. 9(C)).

This configuration is similar to the configuration shown in FIG. 9 (8) described above, except that the one-way latch 52 that engages during forward rotation is removed, and therefore the device shown in FIG. 1 or 2, 3 or 4, if the other multi-disc brake 55 is released, the directional clutch 50 is activated, so that the second forward speed is reached. Although engine braking cannot be applied in (and 6th gear), fuel efficiency and quietness can be improved, and special timing adjustments can be made for upshifting from 2nd gear and shifting down to 2nd gear. It can be done smoothly without any need. Of course, if the other multi-disc brake 55 is not engaged, the second forward speed (and the sixth
speed), the engine brake can be applied, and the first reverse speed can be set.

■A configuration using a band play 156 in which the reverse rotation of the brake drum occurs in the negative direction (the direction in which the brake band is rolled up) (FIG. 9(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 band and cause a braking action, but if the drum rotates in the deenergistic direction, there will not be a sufficient braking action, and therefore A band brake will have some degree of unidirectional characteristics. Therefore, the configuration shown in FIG. 9(D) is adopted in the device shown in FIG. 1 or 2 or the device shown in FIG.
1 (or when the ring gear 1R rotates in the reverse direction, a sufficient braking action is generated and the desired gear ratio can be set, and in the forward rotation direction, slippage occurs and braking is insufficient, so the forward rotation of the second Although engine braking does not work when the vehicle is in 2nd gear (and 6th gear), it can improve fuel economy and quietness, and it is also effective in shifting to 2nd (2nd and 6th) forward gears and from 2nd gear. You can shift up smoothly.

■Band brakes with opposite energy directions 56.5
7 (Fig. 9 ([)).

When this configuration is adopted in the rJ device shown in FIG. 1 or 2 or the device shown in FIG. Although no unidirectional characteristic occurs in Fig. 9 (D)
If a band brake 56 similar to the band brake 56 is applied, the fuel efficiency and quietness in the second forward speed (and the sixth speed) will be improved in the same way as in the above case.
In addition, smooth gear shifting from 2nd speed to 6th speed can be ensured. 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 flake 55 are arranged in parallel (FIG. 9 (1)).

In the η-device shown in FIG. 1 or FIG. 2, the second brake means B2 is engaged in the second forward speed and the first reverse speed, but in the case of the forward gear, the band brake 56 is engaged. By doing so, the one-way characteristic is used to optimize the timing of engagement and release, thereby reducing shift shock, and in the reverse gear, the multi-disc brake 55 is engaged because the torque is large. Therefore, it is possible to optimize the shift timing and the capacity of the engagement means.

Further, in the device shown in FIG. 3 or 4, the second brake means 132 is engaged even when the vehicle is in the sixth forward speed.
If only the band brake 56 is used, it is possible to reduce the shift shock and achieve smooth gear changes, and if the multi-disc brake 55 is used, the large engagement force can be reduced by 1q.

(6) The third brake means 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.

■One-sided clutch 60 and multi-disc brake 6 that engage when the target member rotates in the opposite direction relative to case 6
1 in series, and for this combination,
A configuration in which a combination of a one-way lug 62 whose engagement direction is opposite to the one-way clutch 60 and a multi-disc brake 63 arranged in series is arranged in parallel (FIG. 10 (8)).

If this configuration is adopted as the third brake means B3 of one device as shown in FIG. 1 or FIG. Since the clutches 60 and 62 act, no one-way characteristic occurs, but if only the left multi-disc brake 61 shown in FIG. 10 [A] is engaged, only the reverse rotation of the ringer 2S is prevented. Therefore, in the third forward speed, the sun gear 2S is fixed and a predetermined gear ratio is set, and in this state, if there is an opposite input from the output shaft 5 side, the sun gear 2S will rotate in the forward direction. In order to do this, the one-way latch 60 is naturally disengaged, and as a result, although engine braking is not effective, fuel efficiency and quietness can be improved. Furthermore, the one-way clutch 60 is engaged and released automatically depending on which direction the sun gear 2S rotates. It is possible to perform jit town smoothly without requiring special timing adjustment. On the contrary, if only the multi-plate brake 63 on the right side shown in FIG. 10(A) is engaged, the sun gear 2S can be fixed at the fifth forward speed, and the output shaft
If there is an input from the side, the one-way clutch 62 will naturally disengage, so engine braking will not work, but fuel efficiency and quietness will be greatly improved.

In addition, when adopted as the third brake means B3 of the device shown in FIG. 3 or 4, the sun gear 3 of the third planetary gear 3
The fixation and release of S are carried out in the same manner as the above-mentioned 1 non-gear 1728. Therefore, the above-mentioned function and effect can be seen in Fig. 3 or 4 (the same applies to the 1 device shown in Fig. 4). Obtainable.

■One-sided clutch 62 and multi-disc brake 63 that are engaged when the object and the covering member are covered to rotate forward relative to the case 6
are arranged in series, and another multi-disc brake 64 is arranged in parallel with this combination (see Fig. 10 (B)).
)).

This configuration is the same as the configuration shown in FIG. 10 (8) except that the one-sided clutch 60 that is engaged when the sun gear 2S or 3S is about to rotate in reverse is removed. 2 or 2, or the device shown in FIG. 3 or 4, if the other multi-disc brake 64 is released and the Since the one-way clutch 62 is activated, as described above, engine braking cannot be applied in the fifth forward speed, but fuel efficiency and quietness can be improved.In other words -
Then, by engaging the other multi-disc brake 64, the engine brake can be applied at the fifth forward speed, and the third forward speed can be set.

■Contrary to the above example, a one-way latch 60 and a multi-disc brake 61 that engage when the target member rotates in reverse are arranged in series, and other multi-plate brakes are arranged in series on this combination. Configuration in which plate brakes 65 are arranged in parallel (Fig. 10 (C))
.

This configuration is similar to the configuration shown in FIG. 10 (8) described above, except that the 1-15-way clutch 62, which is engaged when the sun gear 2S or 3S rotates forward, is removed. Therefore, regardless of whether it is adopted in the device shown in FIG. 1 or 2, or in the device shown in FIG. 3 or 4, the other multi-disc brake 65 is released and d5 One way clutch 6
0 is applied, so while the engine brake is applied at 85 in 3rd forward gear, it improves fuel efficiency and quietness. ] You can smoothly move from town to town without needing special timing adjustments.

Naturally, by engaging the other multi-plate brake 65, the engine brake can be applied at the third forward speed, and the fifth forward speed can be set.

(1) A configuration with a band brake 66 in which the reverse rotation of the brake drum is (2) a nudge direction (a direction in which the rookie band is wound up) (FIG. 10 (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 band and cause a braking action, but if the drum rotates in the energy direction, the braking force will be reduced and It takes time for the braking action to occur and therefore the band brake has a certain one-way characteristic. Therefore, regardless of whether the configuration shown in FIG. 10(D) is adopted in the device shown in FIG. 1 or 2, or in the device shown in FIG. 3 or 4, the sun gear For reverse rotation of the 2S or sun gear 3S, sufficient braking action is generated and the desired gear ratio can be set, and for forward rotation, braking is insufficient due to braking. Although engine braking is not effective when in 3rd gear, it can improve fuel efficiency and quietness, and also reduces downshifts to 3rd gear and 1-up shifts from 3rd gear. It can be done in a timely manner.

■Band brakes with opposite J Puji directions 66.6
7 (Fig. 10 ([)).

If the double-edged band brakes 66 and 67 are applied, unidirectional characteristics will not occur in either the forward or reverse direction, but if this configuration is adopted in the device shown in Fig. 1 or 2, or in Fig. 3. Or, even if it is adopted in the device shown in FIG. 4, if a band brake 66 similar to the band brake 66 in FIG. 10(D) is applied,
As in the above case, it is possible to improve fuel efficiency and quietness in the third forward speed, and to ensure a smooth shift to the third speed. If the opposite band brake 67 is applied, the one-way characteristic will be reversed, and the forward fifth
This eliminates engine braking at high speeds, improving fuel efficiency and quietness in fifth forward speed.

■A configuration in which a band brake 66 and a multi-plate brake 65 are arranged in parallel (Fig. 10 ([)).

The third brake means B3 is engaged in the third forward speed and the ¥45 speed, but in the case of the fifth speed, the band brake 66 is engaged because a small torque of 1 to 100 mph is sufficient, and in the case of the third speed, the third brake means B3 is engaged. Since the torque is larger than that of 5th gear, the multi-disc brake 65 is used.
engage. By doing so, the capacity of the engagement means can be optimized. Such actions and effects can be obtained by employing either the device shown in FIG. 1 or 2 or the device shown in FIG. 3 or 4.

Above, several examples of configurations that can be used as crudging means and braking means have been described, 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 example.

FIG. 11 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. The mating elements are engaged as shown in Table 3 to shift to the first forward speed to the fifth forward speed a5.
Set the reverse gear.

Further, FIG. 12 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.
Each engaging element in the gear transmission shown in FIG. 12 is engaged as shown in Table 3 to set the first forward speed to the fifth speed J3 and reverse gear.

In addition, in Table 3, the 6th speed is for only one device shown in Fig. 12, and ○ marks are engaged states, ◎ marks are engaged states during engine braking, blank spaces are disengaged states, △ respectively indicate that they may be engaged. Also, when shifting between 4th and 5th speeds, the first clutch means is pulled to 1 (63<) and the multi-disc clutch 12 is released before shifting.

Table 3 Note that in each of the above-mentioned embodiments, the first to third clutch means have 1. 2. 3 and first to third brake means B1.32.33, but as is known from Tables 1 and 2, if 2 is omitted for the second clutch means, overdrive can be achieved. 8-1 Alternatively, if the first brake means B1 is omitted, it can be replaced with a transmission with 4 forward speeds and 1 reverse speed or 4 forward speeds and 2 reverse speeds without gears.8-1 Also, if the first brake means B1 is omitted, 4 forward speeds or 5 speeds and 1 reverse speed. In addition, if the M2 flake means 82 is omitted, the forward speed can be changed to 4.
It can be a transmission device with one speed and one reverse speed.

In this way, the configurations shown in FIGS. 1 to 4 can be changed to a transmission device with a different number of gears by changing the clutch means or the first stage of the brake.

Effects of the Invention As is clear from the above description, according to the gear transmission of each invention in this application, the required planetary gears include two sets of sinkle pinion type planetary gears and a set of tuffle pinion type planetary gears. Since it is a three-gear transmission, it is possible to have a transmission with five forward speeds or six forward speeds and one reverse speed or two reverse speeds without increasing the size, and the gear transmission of each invention of this application can be Now, set the gear ratio of each planetary gear to 0.2.
8 to 0.53, the gear train can be made more compact, and at the same time, the gear ratios at each gear from 1st to 4th forward gear can be set to values close to a geometric series, making it possible to drive the vehicle as a vehicle. In addition, the gear ratio in the Δ-bird drive stage can be set to a highly practical value of about 0.72 or 0.85, ensuring power performance and facilitating high-speed driving. This makes it possible to reduce the engine rotational speed and improve fuel efficiency and quietness. In each of the inventions of this application, the width of the gear IL (the ratio of the gear ratio between the first forward speed and the overdrive speed) can be increased, and the number of gears that can be set can be increased. In addition, it is possible to improve starting and pitching performance as well as driving performance in medium and high speed ranges. Furthermore, in each of the inventions of this application, when changing to an adjacent gear, all of the clutch means that have been engaged until just before the start of the gear change are not released, which means that manual switching is not required. This can be said to be advantageous in reducing gear shift shock. Furthermore, according to the invention described in claim 1, there is no circulation of power in the second to fifth forward speeds, so the gear shift 3i! is advantageous in terms of fuel consumption. It can be placed in iH position. Moreover, in the invention according to claim 2, the first +
The number of parts and the number of assembly steps can be reduced by using a long pinion for the j synchronizer and the second sun gear.

[Brief explanation of the drawing]

Fig. 1 is a skeleton diagram showing the principle of one embodiment of the invention as claimed in claim 1, and Fig. 2 shows another embodiment of the invention, in which the arrangement has been changed to suit a vehicle with a horizontally mounted engine. An example of a Skoolton diagram, FIG. 3 is a skeleton diagram of one embodiment of the invention as claimed in claim 2, and FIG. 4 shows another embodiment of the invention, arranged so as to be suitable for a transverse engine type vehicle. Skeleton diagram of the changed example, Figure 5 (A) (B
) are each a schematic diagram showing a specific example of the first clutch means, and each of FIG. 6 (A) and (B) is a schematic diagram showing a specific example of the second clutch means, and FIG. 7 (^) or D) is a schematic diagram showing a specific example of the third clutch means;
Each of Figures (^) to G) is a schematic diagram showing a specific example of the first braking means, and each of Figures (8) to [) is a schematic diagram showing a specific example of the second braking unit. , 10th
Each of the figures (8) to [) is a schematic diagram showing a specific example of the third brake means, FIG. Claim 2
FIG. 6 is a cross-sectional diagram showing still another embodiment of the invention. 1...First planetary gear, 2...Second planetary gear, 3
...Third planetary gear, 4...Input shaft, 5...Output shaft, B1...First brake means, B2...Second
Brake means, 133...Third brake means, K
1...First clutch means, K2...Second clutch means, K3...Third clutch means. Applicant Toyota Motor Corporation Representative Patent Attorney Yutaka 1) Takehisa (one idiot)

Claims (2)

[Claims] (1) A double pinion type first planetary planet 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 gear, a second sun gear, a second ring gear, a second carrier holding a pinion gear meshing with the second sun gear and the second ring gear; a third sun gear; A third ring gear that holds a pinion gear that meshes with the ring gear and the third sun gear and the third ring gear.
a single pinion type third planetary gear having a carrier, the first sun gear and the third ring gear are integrally connected, and the first carrier, the second ring gear, and the third sun gear are integrally connected. further, the first ring gear and the second carrier are integrally connected, and further, a first clutch selectively connects the integrally connected first carrier and second ring gear, a third sun gear, and the input shaft. a second clutch means that selectively connects the integrally connected first sun gear and third ring gear with the input shaft; and a third clutch means that selectively connects the second sun gear and the input shaft. , a first braking means for selectively stopping the rotation of the third carrier; a second braking means for selectively stopping the rotation of the integrally connected first sun gear and third ring gear; and selecting the rotation of the second sun gear. 1. A gear transmission for an automatic transmission, comprising: a third brake means for stopping the vehicle; and an output shaft connected to a first ring gear and a second carrier that are integrally connected. (2) A single pinion type first carrier having a first sun gear, a first ring gear, and a first carrier holding a pinion gear that meshes with the first sun gear and the first ring gear.
a second sun gear that holds a planetary gear, a second sun gear, a second ring gear, and a pinion gear that meshes with the second sun gear and the second ring gear;
a single pinion type second planetary gear having a carrier; a third sun gear; a third ring gear; a third pinion gear that meshes with the third sun gear and another pinion gear that meshes with the pinion gear and the third ring gear; a double pinion type third planetary gear having a carrier, the first sun gear, the second sun gear, and the third carrier are integrally connected, and the first carrier and the second ring gear are integrally connected. furthermore, the second carrier and the third ring gear are integrally connected, and furthermore, a first clutch selectively connects the integrally connected first sun gear and second sun gear and the third carrier and the input shaft. a second clutch means that selectively connects the input shaft with a first carrier and a second ring gear that are integrally connected; and a third clutch that selectively connects a third sun gear with the input shaft. a first brake means for selectively stopping the rotation of the first carrier and the second ring gear that are integrally connected; a second brake means for selectively stopping the rotation of the first ring gear; and a third sun gear. A gear transmission device for an automatic transmission, characterized in that it comprises a third brake means for selectively stopping the transmission, and an output shaft connected to a second carrier and a third ring gear that are integrally connected. .