JPH09126282A - Planetary gear train for automatic transmission and gear shift for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To easily reduce shift shock and also facilitate shift control by providing a first two-element connecting members for connecting a second ring gear (or a second sun gear) with a third ring gear (or a third sun gear). SOLUTION: A first two-element connecting member M1 integrally connects a second sun gear S2 and a third sun gear S3 together and a second two-element connecting member M2 connects a first sun gear S1 and a third carrier P3 together through a first clutch C1. A first speed gear step can be obtained by the engagements of a second clutch C2, a third clutch C3 and a third brake B3. Therefore rotation of a rotation member D is regulated by the input rotation from a rotation member A (accompanying the input rotation from rotations B, C) and the fixation of a rotation member E. A first speed change gear ratio by under drive of a large reduction gear ratio to the rotation of an input shaft IS can be obtained from an output shaft OS connected to the rotation member D.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gear transmission for an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, as a gear transmission for an automatic transmission which obtains a forward five speed gear, a gear transmission disclosed in JP-A-1-242854 is known.

In this conventional device, one single-pinion type planetary gear is added to a four-speed type main planetary gear shifting mechanism that obtains a forward four-speed gear stage by using two single-pinion type planetary gears. It consists of a planetary gear and a total of 11 clutches, brakes, one-way clutches, and other engagement / disengagement elements.

Of these, a one-way clutch for simplifying the shift control and a clutch without the clutches and brakes added for the purpose of applying the engine brake, which has no one-way clutch when the coasting is applied, are provided. The number of engagement / release elements of the brake is seven. This number is practically the minimum number of elements required to achieve a shift of 5 forward gears and 1 reverse gear.

The breakdown is a four-step portion (two underdrive steps, one direct connection step, one overdrive step) that requires at least five engagement / release elements for the clutch and brake, and one planetary gear and clutch. It consists of an add-on section that requires at least two brakes, enabling five speeds (three underdrives, one direct connection, one overdrive).

[0006]

However, in the above-described conventional gear transmission for an automatic transmission, when the overdrive is changed from the first gear to the second gear and the forward gear is set to the sixth gear, the input path of the add-on unit is switched. It is possible to lead it to the ON position, but for this purpose it is necessary to add two clutches and brakes (7 + 2 = 9). Therefore, it is not practical in consideration of the cost and the point of impairing the vehicle mountability.

By the way, when planning and studying the development of a competitive transmission, (a) the price is low (in short, the manufacturing cost is low) (b) the weight is light (c) the vehicle can be installed easily (in the case of Requirements are especially important.

The most effective and important factor for achieving this is to reduce the total number of transmission elements of the clutch / brake.

That is, if the total number of clutches and brakes can be reduced, the number of parts is naturally reduced. If the number of parts is reduced, the cost will be reduced, the weight will be lighter, and the size will be smaller.

In order to reduce the total number of clutches and brakes, the structure of the transmission is examined by combining a plurality of planetary gears. The method of combining the planetary gears and the ratio of the number of teeth of the sun gear to the ring gear of the planetary gears are considered. (That is,
Gear ratio), whether the single pinion type planetary gear or double pinion type planetary gear is used, etc., the obtained gear ratio changes variously, and not all of them can be put to practical use. However, practical gear trains are limited by various conditions such as required power performance and cost.

In short, although a huge number of configurations can be devised by combining planetary gears and setting gear ratios, it is extremely difficult to create a practically required one as an automatic transmission for vehicles. There is a problem with.

In order to overcome this problem and create a practically suitable one, the following points were taken into consideration.

(1) When the two clutches and brakes are switched from the engaged state to the released state or from the released state to the engaged state, the shift shock becomes worse, or complicated control is required to reduce the shift shock. In consideration of the above, one clutch or brake is switched from the engaged state to the released state or from the released state to the engaged state between the adjacent gears.

(2) The total number of clutches and brakes is 6 for forward 6 speeds (3 underdrive, 1 direct connection, 2 overdrive), and 5 for 5 forward speeds. It was decided to be. This is because we were strongly aware that we would have an advantage in cost competitiveness by adopting a compact and lightweight structure.

(3) In order to simplify the structure and suppress the cost increase, the double pinion type planetary gears are not used, and only three single pinion type planetary gears, which have low manufacturing cost and high reliability, are combined.

(4) Since the add-on type has a structure in which the add-on section is connected to the main body section, in consideration of the small size, light weight and cost, a means for connecting the add-on section and the main body section and the add-on section are added. It is disadvantageous in that it requires a wall to separate the parts. Therefore, we decided to use the integral type.

(5) The gear ratios between the respective gears are arranged in a geometric progression so as to reduce variations in engine rotation before and after gear shifting and to facilitate driving.

(6) From the viewpoint of sharing the parts as much as possible and leading to cost reduction, the output shaft and the input shaft can be formed on the same coaxial line with the same clutch / planetary gear structure for the FF vehicle and the FR vehicle. I decided to create something with a certain structure.

(7) The planetary gear is a ring gear, a carrier,
Used by inputting to one element with one element fixed out of the sun gear and outputting from the remaining one element, or inputting to two elements and outputting from the remaining one element (in this case, gear ratio 1) .

For this reason, the planetary gears are connected to each other by a total of four connecting elements, and the connecting / disconnecting element is arranged at one of the connecting elements.

With respect to (2) and (3) among the above considerations, it was examined whether 5 double gears could be achieved by using two double pinion type planetary gears. As an example in which this is actually realized, the one described in JP-A-2-256944 is known.

However, it can be said that only two planetary gears are required, and since it is a double pinion type, the structure is complicated,
Needle, shaft, because of using long pinion
There is concern about the durability and reliability of washers, etc., and the total number of clutches and brakes cannot reach the target (5 elements in 5th gear), which is disadvantageous in terms of cost and vehicle mountability.

With respect to (7), a case was examined in which no connecting / disconnecting element was inserted between the four connecting elements. As an example of actually realizing this, the one described in Japanese Patent Laid-Open No. 50-64660 is known.

However, although it is possible to formally achieve 6 speeds by using three single pinion type planetary gears, the setting of the gear ratio between the gear speeds is unsuitable, and the target geometric progression is obtained. Gear ratio cannot be achieved.

Further, regarding (7), an example in which a connecting / disconnecting element is inserted between four connecting elements is disclosed in Japanese Patent Laid-Open No. 7465/1990.
No. 8, JP-A-2-74662, JP-A-2-12944.
No. 8, JP-A-2-146339, JP-A-2-1505.
No. 33, JP-A-2-154838, JP-A-2-154
No. 840 and the like. In addition, the placement of the engagement device between the coupling elements is itself described in US Pat.
468, JP-A-52-90769, JP-A-52-9
No. 0770, JP-A No. 52-92063, and the like.

However, if two or more connecting / disconnecting elements are inserted between the four connecting elements, the total number of clutches / brakes cannot be included in the target total number of (2), and the four connecting elements are not connected. When a single connecting / disconnecting element is inserted in, the target condition (small size, light weight, etc.) is not satisfied unless the connecting / disconnecting portion is limited.

For example, in the case of Japanese Patent Laid-Open No. 2-154840, it is meaningless to dispose a connecting / disconnecting element between the first ring gear and the third carrier and between the first sun gear and the second ring gear. , It is useless to reduce the total number of clutches and brakes.

Further, it is not possible to connect one planetary gear described in Japanese Patent Laid-Open No. 2-150533 or the like as an example, for example, to connect a second ring gear and a second sun gear through a connecting / disconnecting element. When the structure is complicated and laid out in an actual drawing, the degree of freedom in arranging the connecting / disconnecting element is low, which is a problem.

An object of the present invention is to provide an automatic transmission which has high cost competitiveness, can easily reduce shift shock, is easy in shift control, has excellent power performance and vehicle mountability, and has a simple structure. To provide a planetary gear train and a gear transmission for an automatic transmission.

[0030]

In the planetary gear train for an automatic transmission according to claim 1, as shown in the claim correspondence diagram of FIG. 1 (a), the first sun gear, the first ring gear, and both gears are provided. Single pinion type second planetary gear a having a first carrier holding a meshing pinion, a second sun gear, a second ring gear, and a single pinion type second carrier having a second carrier holding a pinion meshing with both gears.
A planetary gear b, a third sun gear, a third ring gear, and a single pinion-type third planetary gear c having a third carrier that holds a pinion meshing with both gears; and the second ring gear (or second sun gear). A first two-element connecting member d for connecting a third ring gear (or third sun gear), a second two-element connecting member e for connecting the first ring gear (or first sun gear) and a third carrier, and A third two-element connecting member f for always connecting the first carrier and the second carrier, and a fourth two-element for always connecting the first sun gear (or first ring gear) and the second sun gear (or second ring gear). Connection member g
And a connecting / disconnecting clutch h interposed between the first two-element connecting member d or the second two-element connecting member e.

In the gear transmission for an automatic transmission according to claim 2, in the planetary gear train for an automatic transmission according to claim 1, the second sun gear and the third sun gear are directly connected, and this is connected via a first brake. The first sun gear and the third carrier via a connecting / disconnecting clutch h, and the third carrier side of the connecting / disconnecting clutch h is connected to the case via a second brake and the second clutch. To the input shaft, to connect the third ring gear to the input shaft via a third clutch, to directly connect the first carrier and the second carrier, and to connect the output carrier to the output shaft; The ring gear and the second ring gear are directly connected, and this is connected to the case via the third brake, and one gear is connected to the connecting / disconnecting clutch h.
3 clutches including (1st clutch) 3 out of 3 brakes
It is characterized in that a gear shift control means is provided for obtaining a plurality of gear stages by an engagement release control rule which does not cause double replacement in adjacent gear stages and which is obtained by a single engagement combination.

In the planetary gear train for an automatic transmission according to claim 3, as shown in the claim correspondence diagram of FIG. 1 (b), the first sun gear, the first ring gear, and the pinion that holds both gears are held. A single pinion type first planetary gear a having one carrier, a second sun gear, a second ring gear, and a single pinion type second planetary gear b having a second carrier holding a pinion meshing with both gears; Three
A single pinion-type third planetary gear c that has a sun gear, a third ring gear, and a third carrier that holds a pinion that meshes with both gears, the first ring gear (or the first sun gear), and the third ring gear (or the third ring gear). A first two-element connecting member d for connecting a sun gear) and the first
A second two-element connecting member e that constantly connects the carrier and the second ring gear (or the second sun gear), and a third two-element connecting member that connects the second two-element connecting member e and the third carrier.
The element connecting member f and the first sun gear (or the first sun gear)
Ring gear) and a second sun gear (or second ring gear) are constantly connected to each other, and a fourth two-element connecting member g and a disconnection interposed between the first two-element connecting member d or the third two-element connecting member f. The contact clutch h is provided.

According to a fourth aspect of the present invention, there is provided a gear transmission for an automatic transmission, wherein in the planetary gear train for an automatic transmission according to the third aspect, the first ring gear and the third sun gear are directly connected to each other via a first brake. The first carrier and the second sun gear at all times, and these and the third carrier are connected via a connecting / disconnecting clutch h, and the third carrier side of the connecting / disconnecting clutch h is connected to the second brake. Via the second clutch and the input shaft via the second clutch, the third ring gear is connected to the input shaft via the third clutch, the second carrier is connected to the output shaft, Directly connect the first sun gear and the second ring gear, and
The gear is connected to the case via a brake, and one gear is obtained by an engagement combination of three of three clutches and three brakes including the connection / disconnection clutch h (first clutch),
It is characterized in that a gear shift control means is provided for obtaining a plurality of gears according to an engagement release control rule which does not cause double replacement in adjacent gears.

In the planetary gear train for an automatic transmission according to the fifth aspect, as shown in the claim correspondence diagram of FIG. 1C, the first sun gear, the first ring gear, and the pinion that holds both gears are held. A single pinion type first planetary gear a having one carrier, a second sun gear, a second ring gear, and a single pinion type second planetary gear b having a second carrier holding a pinion meshing with both gears; Three
A single pinion-type third planetary gear c that has a sun gear, a third ring gear, and a third carrier that holds a pinion that meshes with both gears, the first ring gear (or first sun gear), and the second ring gear (or second). A first two-element connecting member d for always connecting the sun gear) and a second two-element connecting member e for connecting the first two-element connecting member d and the third ring gear (or the third sun gear).
A third two-element connecting member f that connects the first carrier and the third carrier, and a fourth two-member connecting member f that constantly connects the first sun gear (or first ring gear) and the second sun gear (or second ring gear). A two-element connecting member g and a connecting / disconnecting clutch h interposed between the second two-element connecting member e or the third two-element connecting member f are provided.

According to a sixth aspect of the present invention, there is provided a planetary gear train for an automatic transmission according to the fifth aspect, wherein the first ring gear, the second sun gear and the third sun gear are directly connected to each other. The first carrier and the third carrier are connected to the case via a first brake to connect and disconnect the clutch h.
And the third carrier side of the connecting / disconnecting clutch h,
The second ring carrier is connected to the case, the third ring gear is connected to the case via the third brake, and the input shaft is connected via the second clutch, and the second carrier is connected to the output shaft. Then, the first sun gear and the second ring gear are directly connected to each other, and this is connected to the input shaft via the third clutch, and one gear stage is a three-clutch three-brake including the connecting / disconnecting clutch h (first clutch). It is characterized in that a shift control means is provided for obtaining a plurality of gear stages by an engagement release control rule which does not cause double replacement in adjacent gear stages, while being obtained by combining three of them.

In the planetary gear train for an automatic transmission according to claim 7, as shown in FIG. 1D, a first sun gear, a first ring gear, and a first pinion holding a pinion meshing with both gears are held.
Single pinion type first planetary gear a having a carrier
A second sun gear, a second ring gear, and a single pinion type second planetary gear b having a second carrier that holds a pinion meshing with both gears, a third sun gear, and a third sun gear.
A single pinion-type third planetary gear c that has a ring gear and a third carrier that holds a pinion that meshes with both gears, the first ring gear (or first sun gear), and the second ring gear (or second sun gear) are always connected. A first two-element connecting member d, a second two-element connecting member e connecting the first two-element connecting member d and a third ring gear (or a third sun gear), the first carrier and the second carrier. A third two-element connecting member f for constantly connecting the carrier, a fourth two-element connecting member g for connecting the third two-element connecting member f and the third carrier, and the second two
The connecting / disconnecting clutch h interposed between the element connecting member e or the fourth two-element connecting member g is provided.

According to an eighth aspect of the present invention, there is provided a planetary gear train for an automatic transmission according to the seventh aspect, wherein the first sun gear, the second ring gear and the third sun gear are directly connected to each other. The first carrier and the second carrier are directly connected to each other via the first brake, the third carrier and the third carrier are connected to each other via the connecting / disconnecting clutch h, and the third carrier side of the connecting / disconnecting clutch h is The second ring brake is connected to the case, the third ring gear is connected to the case via the third brake, the second ring clutch is connected to the input shaft, and the first ring gear is connected to the output shaft. Then, the second sun gear is connected to the input shaft via a third clutch, and one gear stage is formed by three engagement combinations of three clutches and three brakes including the connection / disconnection clutch h (first clutch). obtain Together, characterized in that a shift control means for obtaining a plurality of gear positions by a double irreplaceable engagement release control law in gear position adjacent.

In the planetary gear train for an automatic transmission according to claim 9, as shown in FIG. 1 (e), a first sun gear, a first ring gear, and a first pinion holding a pinion meshing with both gears are held.
Single pinion type first planetary gear a having a carrier
A second sun gear, a second ring gear, and a single pinion type second planetary gear b having a second carrier that holds a pinion meshing with both gears, a third sun gear, and a third sun gear.
A single pinion-type third planetary gear c that has a ring gear and a third carrier that holds a pinion that meshes with both gears, the first ring gear (or first sun gear), and the second ring gear (or second sun gear) are always connected. A first two-element connecting member d, a second two-element connecting member e connecting the first two-element connecting member d and a third ring gear (or a third sun gear), the first carrier and the third carrier. Third two-element connecting member f for connecting carriers
And a fourth two-element connecting member g for always connecting the first sun gear (or the first ring gear) and the second carrier.
And a connecting / disconnecting clutch h interposed between the second two-element connecting member e or the third two-element connecting member f.

According to a tenth aspect of the present invention, there is provided a gear transmission for an automatic transmission, wherein in the planetary gear train for an automatic transmission according to the ninth aspect, the first sun gear, the second sun gear and the third sun gear are directly connected to each other. Connect to the case via 1 brake,
The first carrier and the second carrier are connected via a connecting / disconnecting clutch h, and the third carrier side of the connecting / disconnecting clutch h is connected to the second carrier.
The third ring gear is connected to the case via a brake, and the third ring gear is connected to the case via a third brake.
The first ring gear and the second carrier are directly connected to each other via the clutch, the output ring is connected to the first ring gear, and the second ring gear is connected to the input shaft via the third clutch. A gear stage is obtained by an engagement combination of three out of three clutches and three brakes including the connecting / disconnecting clutch h (first clutch), and a plurality of gear stages are provided at adjacent gear stages according to an engagement release control rule without double replacement. It is characterized in that a shift control means for obtaining a gear is provided.

[0040]

In the planetary gear train for an automatic transmission according to claim 1, claim 3, claim 5, claim 7, and claim 9, the single pinion type first planetary gear a, second planetary gear b, and Of the nine rotating elements of the three planetary gears c, each consisting of a sun gear, a ring gear, and a carrier, a first two-element connecting member d, a second two-element connecting member e, a third two-element connecting member f, and a fourth The two-element connecting member g reduces the number of rotating elements.

The number of rotating elements of this planetary gear train is determined by which one of the connecting and disconnecting clutches h is selected,
When the connection / disconnection clutch h is selected, the planetary gear train has four rotating elements, that is, the number of rotation elements is four, and the number of rotation elements is 9-4 = 5, and when the connection / disconnection clutch h is selected, the rotation element is It is a planetary gear train having 9-3 = 6 rotating elements, which is three less.

Therefore, an input member, an output member, and a case are added to these rotating elements to form eight or nine members, and the members are integrally connected or not connected at all, or a member such as a clutch or a brake is connected. It is possible to obtain a rotation state with different gear ratios between the input member and the output member by controlling the engagement / disengagement of a plurality of provided engagement elements by performing either one of the coupling through the coupling element. .

In this case, since the power transmission path between the planetary gears a, b, c can be selected by disconnecting or connecting the connecting / disconnecting clutch h, the degree of freedom in setting the gear ratio at each gear is increased, and each gear can be changed. It is possible to arrange the gear ratios between the stages in a geometric progression.

Further, by using the disconnecting clutch h to disconnect the transmission path, it is possible to prevent the member rotation not involved in gear shifting from becoming abnormally high.

In the gear transmission for an automatic transmission according to claim 2, claim 4, claim 6, claim 8 and claim 10,
Members of an input shaft, an output shaft, and a case are added to the planetary gear train for an automatic transmission according to claim 1, claim 3, claim 5, claim 7, and claim 9, and the respective members are integrated. It is configured to be connected, not connected at all, or connected via an engagement element of three clutches and three brakes including a disconnecting clutch h (first clutch).

Then, in the shift control means, one gear stage is obtained by an engagement combination of three of these engaging elements, and a plurality of gears are provided by the engagement release control rule which does not cause double replacement in adjacent gear stages. The shift control is performed to obtain the gear position of.

[0047]

Embodiments of the present invention will be described below with reference to the drawings.

(First Embodiment) First, the structure will be described.

FIG. 2 is a skeleton diagram showing a gear shifting mechanism for an automatic transmission according to a first embodiment of the invention as defined in claims 1 and 2.

In FIG. 2, PG1 is the first planetary gear, P
G2 is the second planetary gear, PG3 is the third planetary gear, M1 is the first two-element connecting member, M2 is the second two-element connecting member, M3 is the third two-element connecting member, and M4 is the fourth two. The element connecting member C1 is a first clutch (corresponding to the connecting / disconnecting clutch h), and the planetary gear train constituted by these will be described. 2 (a), (b), and (c) are completely the same gear transmission mechanism for an automatic transmission, and (a) is an arrangement of the first, second, and third planetary gears from the left side of the figure. , (B)
Is the arrangement of the second, third, and first planetary gears from the left side of the figure, and (c) is the arrangement of the third, first, and second planetary gears from the left side of the figure. The same applies to the example.

The first planetary gear PG1 is a single pinion type planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier P1 holding a pinion meshing with both gears S1 and R1.

The second planetary gear PG2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier P2 holding a pinion meshing with both gears S2 and R2.

The third planetary gear PG3 is a single pinion type planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier P3 holding a pinion meshing with both gears S3, R3.

The first two-element connecting member M1 has a second
It is a member that integrally connects the sun gear S2 and the third sun gear S3.

The second two-element connecting member M2 has a first
The sun gear S1 and the third carrier P3 are connected to the first clutch C1.
Is a member that is connected via.

The third two-element connecting member M3 has a first
It is a member that integrally connects the carrier P1 and the second carrier P2.

The fourth two-element connecting member M4 is the first
It is a member that integrally connects the ring gear R1 and the second ring gear R2.

Each rotating member and engaging element added to the planetary gear train when the above planetary gear train is used as a gear shifting mechanism for an automatic transmission will be described.

The rotating member A is connected to the first two-element rotating member M1 and is connected to the case K via the first brake B1.

The rotating member B is connected to the second two-element connecting member M2, and the third carrier P3 of the first clutch C1.
The side is connected to the case K via the second brake B2 and to the input shaft IS via the second clutch C2.

The rotating member C is connected to the third ring gear R3 and is connected to the input shaft IS via the third clutch C3.

The rotating member D is connected to the third two-element connecting member M3 and is connected to the output shaft IS as it is.

The rotating member E is connected to the fourth two-element connecting member M4 and is connected to the case K via the third brake B3.

One gear is provided for the three clutches C1, C2, C3 and three brakes B1, B2, B3.
Out of the gear shift control means (total hydraulic control) Type or electronic control + hydraulic control type) is connected to the gear transmission mechanism for the automatic transmission.

Next, the operation will be described.

[First Speed Gear Stage] The first speed gear stage is obtained by engaging the second clutch C2, the third clutch C3 and the third brake B3 as shown in the engagement logic table of FIG. To be

Accordingly, the rotation of the rotating member D is defined by the input rotation from the rotating member A (with the input rotation from the rotating members B and C) and the fixing of the rotating member E, and the rotation of the rotating member D is connected to the rotating member D. From the output shaft OS
The first speed gear ratio can be obtained by the underdrive having a large reduction ratio with respect to the rotation of S.

That is, the collinear diagram at the first speed gear stage is represented by two diagrams by disengaging the first clutch C1 as shown at 1st in FIG.

In FIG. 3, A, B, C, D, and E are rotating members, and arrows indicate inputs, double circles indicate outputs, and black triangles indicate brake engagement.

[Second Speed Gear] The second speed is the first clutch C by disengaging the third clutch C3 in the first speed.
Conclude 1. That is, as shown in the engagement logic table of FIG. 4, it can be obtained by engaging the first clutch C1, the second clutch C2, and the third brake B3.

Therefore, the input rotation from the rotating member B,
The rotation of the rotary member D is regulated by fixing the rotary member E, and the output shaft OS connected to the rotary member D obtains a second speed gear ratio having a smaller reduction ratio than the first speed gear ratio. To be

That is, the collinear chart at the second speed gear stage is represented by one chart by engagement of the first clutch C1 as shown at 2nd in FIG.

[Third speed gear stage] In the third speed gear stage, the second clutch C2 in the second speed gear stage is released to release the third clutch C.
Conclude 3. That is, as shown in the engagement logic table of FIG. 4, it can be obtained by engaging the first clutch C1, the third clutch C3, and the third brake B3.

Therefore, the input rotation from the rotation member C,
The rotation of the rotary member D is regulated by fixing the rotary member E, and the output shaft OS connected to the rotary member D obtains a third speed gear ratio having a smaller reduction ratio than the second speed gear ratio. To be

That is, the collinear chart at the third speed gear stage is represented by one chart by engagement of the first clutch C1, as indicated by 3rd in FIG.

[Fourth speed gear] In the fourth speed, the second brake C3 is released by releasing the third brake B3 in the third speed.
2 is concluded. That is, as shown in the engagement logic table of FIG. 4, it is obtained by engaging the first clutch C1, the second clutch C2, and the third clutch C3.

Therefore, the rotation of the rotating member D is regulated as the input rotation by the simultaneous input from the rotating members B and C, and the gear ratio 1 from the output shaft OS connected to the rotating member D.
Thus, the fourth speed gear ratio can be obtained.

That is, the collinear diagram at the fourth speed gear stage is represented by one diagram by engagement of the first clutch C1 as shown at 4th in FIG.

[Fifth speed gear stage] In the fifth speed gear stage, the first clutch B is released by releasing the second clutch C2 in the fourth speed gear stage.
Conclude 1. That is, as shown in the engagement logic table of FIG. 4, it is obtained by engaging the first clutch C1, the third clutch C3, and the first brake B1.

Therefore, the input rotation from the rotation member C,
The rotation of the rotating member D is regulated by fixing the rotating member A, and the output shaft OS connected to the rotating member D obtains the fifth speed gear ratio by the overdrive gear ratio of higher rotation than the input shaft IS. .

That is, the collinear chart at the fifth gear is represented by one chart by engagement of the first clutch C1 as shown at 5th in FIG.

[Sixth speed gear stage] In the sixth speed gear position, the third clutch C3 in the fifth speed gear position is released to release the second clutch C.
2 is concluded. That is, as shown in the engagement logic table of FIG. 4, it is obtained by engaging the first clutch C1, the second clutch C2, and the first brake B1.

Therefore, the input rotation from the rotating member B,
The rotation of the rotary member A is regulated by fixing the rotary member A, and the sixth speed gear ratio based on the overdrive speed ratio of higher rotation than the input shaft IS is obtained from the output shaft OS connected to the rotary member D. .

That is, the collinear chart at the sixth gear is represented by one chart by engagement of the first clutch C1 as shown at 6th in FIG.

[Reverse Gear Stage] The reverse gear stage is obtained by engaging the third clutch C3, the second brake B2 and the third brake B3 as shown in the engagement logic table of FIG.

Therefore, the specified rotation of the rotating member A (with the input rotation from the rotating member C and the fixing of the rotating member B)
By fixing the rotating member E, the rotation of the rotating member D is regulated, and the output shaft OS connected to the rotating member D provides a reverse gear speed change ratio due to reverse rotation with respect to the input shaft IS.

That is, the alignment chart at the reverse gear is shown in FIG.
As shown in Rev of No. 2 by releasing the first clutch C1
It is represented by two diagrams.

[Each gear speed ratio] Gear ratio ρ ₁ (= z _S1 / z _R1 ) of the first planetary gear PG1, gear ratio ρ ₂ (= z _S2 / z _R2 ) of the second planetary gear PG2, third When the gear ratio ρ ₃ (= z _S3 / z _R3 ) of the planetary gear PG3 is set, each gear speed ratio n
1, n2, n4, n5, n6 and nR are as shown in the table of FIG.

As a specific example, ρ ₁ = 0.65, ρ ₂ =
When 0.35 and ρ ₃ = 0.60, the gear ratio of each gear and the ratio between adjacent gears are as follows. The target value is shown in parentheses.

N1 = 3.86 (3.5) n2 / n1 = 0.658 (0.629) n2 = 2.54 (2.2) n3 / n2 = 0.689 (0.682) n3 = 1 .75 (1.5) n4 / n3 = 0.571 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.740 (0.700) n5 = 0.74 (0.7 ) N6 / n5 = 0.622 (0.714) n6 = 0.46 (0.5) nR = 2.31 The first gear speed to the sixth gear gear ratio is almost the target gear ratio.
Further, the ratio between the 1st speed and the 6th speed is within the range of allowable deviation from the target ratio.

Next, the effects will be described.

The gear transmission for an automatic transmission according to the first embodiment also achieves the following advantages.

(1) Since the gear shift to the adjacent gear is performed by releasing one engagement element and engaging one engagement element, the shift shock can be easily reduced.

(2) The number of engaging elements required for shifting is 4 even though it is a device for controlling the shifting of 6 forward gears and 1 reverse gear.
Since only six clutches and two brakes are used as the device, shift control becomes easy.

(3) Since the gear ratio of each gear is close to the target gear ratio and the gear ratios of the adjacent gears are arranged in a substantially geometric progression, the engine rotation changes during gear shifting. Changes almost in the same manner, and gear shifting is achieved in a torque band with good engine characteristics without being affected by the gear ratio, resulting in excellent power performance.

Here, the reason why the gear ratio of each gear can be made closer to the target gear ratio and the ratio of adjacent gears of the gear ratio can be arranged in a substantially geometric progression is explained. To be more specific, the power transmission paths of the three planetary gears are not always fixed, and the power transmission path can be selected by engaging / disengaging the first clutch C1, so that the first clutch C1 is released. And a collinear diagram when the first clutch C1 is in the engaged state (one diagram) are separately drawn, and a gear ratio at each gear position is shown. The degree of freedom in setting is greatly increased.

(4) Only three single pinion type planetary gears are used, the type is an integral type instead of the add-on type, and the number of engaging elements required for shifting is three clutches and three clutches. Since the device has only 6 brakes,
The configuration is simple, and it is possible to achieve small size, light weight, and low cost.

(Second Embodiment) First, the structure will be described.

FIG. 5 shows a second embodiment of the invention according to claim 1.
It is a skeleton diagram showing a gear transmission mechanism for an automatic transmission according to an embodiment.

In FIG. 5, PG1 is the first planetary gear, P
G2 is the second planetary gear, PG3 is the third planetary gear, M1 is the first two-element connecting member, M2 is the second two-element connecting member, M3 is the third two-element connecting member, and M4 is the fourth two. The element connecting member C1 is a first clutch (corresponding to the connecting / disconnecting clutch h), and the planetary gear train constituted by these is the first clutch.
This is the same as the embodiment.

Each rotary member and engagement element added to the planetary gear train when the above planetary gear train is used as a gear transmission mechanism for an automatic transmission will be described.

The rotating member A is connected to the first two-element rotating member M1 and is connected to the case K via the first brake B1.

The rotating member B is connected to the second two-element connecting member M2, and the third carrier P3 of the first clutch C1.
The side is connected to the input shaft IS via the second clutch C2.

The rotating member C is connected to the third ring gear R3, is connected to the case K via the second brake B2, and is also connected to the input shaft IS via the third clutch C3.

The rotating member D is connected to the third two-element connecting member M3 and is connected to the output shaft IS as it is.

The rotating member E is connected to the fourth two-element connecting member M4 and is connected to the case K via the third brake B3.

Then, one gear is set to the three clutches C1, C2, C3 and the three brakes B1, B2, B3.
Out of the gear shift control means (total hydraulic control) Type or electronic control + hydraulic control type) is connected to the gear transmission mechanism for the automatic transmission.

Next, the operation will be described.

Comparison between the alignment charts of FIGS. 3 and 6 and FIGS. 4 and 7.
As is clear from the comparison of the engagement logic table of No. 1,
The engagement logic and the speed change action in the sixth gear are exactly the same as those in the first embodiment, and the explanation thereof will be omitted.

[Reverse Gear Stage] The reverse gear stage is obtained by engaging the first clutch C1, the second clutch C2 and the second brake B2 as shown in the engagement logic table of FIG.

Therefore, the input rotation from the rotating member B,
The rotation of the rotary member D is regulated by fixing the rotary member C, and the reverse gear speed change ratio is obtained from the output shaft OS connected to the rotary member D by the reverse rotation with respect to the input shaft IS.

That is, the alignment chart at the reverse gear is shown in FIG.
As shown in Rev of No. 1 by the engagement of the first clutch C1
It is represented by two diagrams.

[Each gear speed ratio] Gear ratio ρ ₁ (= z _S1 / z _R1 ) of the first planetary gear PG1, gear ratio ρ ₂ (= z _S2 / z _R2 ) of the second planetary gear PG2, third When the gear ratio ρ ₃ (= z _S3 / z _R3 ) of the planetary gear PG3 is set, each gear speed ratio n
1, n2, n4, n5, n6 and nR are as shown in the table of FIG.

As a specific example, ρ ₁ = 0.66, ρ ₂ =
When 0.35 and ρ ₃ = 0.66, the gear ratio of each gear and the ratio between adjacent gears are as follows. The target value is shown in parentheses.

N1 = 3.86 (3.5) n2 / n1 = 0.653 (0.629) n2 = 2.52 (2.2) n3 / n2 = 0.647 (0.682) n3 = 1 .63 (1.5) n4 / n3 = 0.613 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.780 (0.700) n5 = 0.78 (0.7 ) N6 / n5 = 0.603 (0.714) n6 = 0.47 (0.5) nR = 1.41 The gear ratios of the first speed to the sixth speed are almost the target speed ratios.
Further, the ratio between the 1st speed and the 6th speed is within the range of allowable deviation from the target ratio.

Next, the effect will be described.

Also in the second embodiment, the same effects as (1) to (4) described in the first embodiment can be obtained.

(Third Embodiment) First, the structure will be described.

FIG. 8 shows a third embodiment of the invention according to claim 1.
It is a skeleton diagram showing a gear transmission mechanism for an automatic transmission according to an embodiment.

In FIG. 8, PG1 is the first planetary gear, P
G2 is the second planetary gear, PG3 is the third planetary gear, M1 is the first two-element connecting member, M2 is the second two-element connecting member, M3 is the third two-element connecting member, and M4 is the fourth two. The element connecting member C1 is a first clutch (corresponding to the connecting / disconnecting clutch h), and the planetary gear train constituted by these will be described.

The first two-element connecting member M1 has a second
It is a member that integrally connects the sun gear S2 and the third sun gear S3.

The second two-element connecting member M2 has a first
The ring gear R1 and the third carrier P3 are connected to the first clutch C.
It is a member connected through 1.

The third two-element connecting member M3 is the first
It is a member that integrally connects the carrier P1 and the second carrier P2.

The fourth two-element connecting member M4 is the first
It is a member that integrally connects the sun gear S1 and the second ring gear R2.

Each rotary member and engagement element added to the planetary gear train when the above planetary gear train is used as a gear shift mechanism for an automatic transmission will be described.

The rotating member A is connected to the first two-element rotating member M1 and is connected to the case K via the first brake B1.

The rotating member B is connected to the second two-element connecting member M2, and the third carrier P3 of the first clutch C1.
The side is connected to the case K via the second brake B2.

The rotating member C is connected to the third ring gear R3, is connected to the case K via the third brake B3, and is connected to the input shaft IS via the second clutch C2.

The rotating member D is connected to the third two-element connecting member M3 and is connected to the output shaft IS as it is.

The rotating member E is connected to the fourth two-element connecting member M4, and the input shaft IS is connected via the third clutch C3.
It is connected to.

Then, one gear is set to the three clutches C1, C2, C3 and the three brakes B1, B2, B3.
Out of the gear shift control means (total hydraulic control) Type or electronic control + hydraulic control type) is connected to the gear transmission mechanism for the automatic transmission.

Next, the operation will be described.

[First Speed Gear Stage] The first speed gear stage is shown in FIG.
It is obtained by engaging the first clutch C1, the third clutch C3, and the third brake B3, as shown in the engagement logic table.

Therefore, the input rotation from the rotation member E,
The rotation member C is fixed to fix the rotation of the rotation member D. From the output shaft OS connected to the rotation member D, the first speed gear ratio due to the underdrive having a large reduction ratio with respect to the rotation of the input shaft IS is obtained. can get.

That is, the collinear chart at the first speed gear stage is represented by one chart by the engagement of the first clutch C1 as shown at 1st in FIG.

[Second Speed Gear] The second speed B is the second speed B by releasing the third brake B3 in the first speed B3.
2 is concluded. That is, as shown in the engagement logic table of FIG. 10, it is obtained by engaging the first clutch C1, the third clutch C3, and the second brake B2.

Therefore, the input rotation from the rotating member E,
The rotation of the rotating member D is regulated by the fixing of the rotating member B, and the output shaft OS connected to the rotating member D obtains the second speed gear ratio having a smaller reduction ratio than the first speed gear ratio. To be

That is, the collinear chart at the second speed gear stage is represented by one chart by engagement of the first clutch C1 as shown at 2nd in FIG.

[Third Speed Gear] In the third speed, the first brake B is released by releasing the second brake B2 in the second speed.
Conclude 1. That is, as shown in the engagement logic table of FIG. 10, it is obtained by engaging the first clutch C1, the third clutch C3, and the first brake B1.

Therefore, the input rotation from the rotation member E,
The rotation of the rotating member D is regulated by fixing the rotating member A, and the output shaft OS connected to the rotating member D obtains the third speed gear ratio which is a value smaller than the second speed gear ratio as the reduction ratio. To be

That is, the collinear diagram at the third gear is represented by one diagram by engagement of the first clutch C1 as shown at 3rd in FIG.

[Fourth speed gear] In the fourth speed, the first brake B1 in the third speed is released to release the second clutch C.
2 is concluded. That is, as shown in the engagement logic table of FIG. 10, it is obtained by engaging the first clutch C1, the second clutch C2, and the third clutch C3.

Therefore, the rotation of the rotating member D is regulated as the input rotation by the simultaneous input from the rotating members C and E, and the gear ratio 1 is output from the output shaft OS connected to the rotating member D.
Thus, the fourth speed gear ratio can be obtained.

That is, the collinear diagram at the fourth speed gear stage is represented by one diagram by engagement of the first clutch C1 as shown at 4th in FIG.

[Fifth speed gear stage] In the fifth speed gear stage, the first clutch B is released by releasing the third clutch C3 in the fourth speed gear stage.
Conclude 1. That is, as shown in the engagement logic table of FIG. 10, it is obtained by engaging the first clutch C1, the second clutch C2, and the first brake B1.

Therefore, the input rotation from the rotation member C,
The rotation of the rotating member D is regulated by fixing the rotating member A, and the output shaft OS connected to the rotating member D obtains the fifth speed gear ratio by the overdrive gear ratio of higher rotation than the input shaft IS. .

That is, the collinear chart at the fifth speed is represented by one chart by engagement of the first clutch C1 as shown at 5th in FIG.

[Sixth speed gear stage] In the sixth speed gear stage, the first brake B1 in the fifth speed gear stage is released to release the second brake B.
2 is concluded. That is, as shown in the engagement logic table of FIG. 10, it is obtained by engaging the first clutch C1, the second clutch C2, and the second brake B2.

Therefore, the input rotation from the rotation member C,
By fixing the rotating member B, the rotation of the rotating member D is regulated, and the output shaft OS connected to the rotating member D obtains the sixth speed gear ratio due to the overdrive gear ratio higher than that of the input shaft IS. .

That is, the collinear chart at the sixth gear is represented by one chart by engagement of the first clutch C1 as shown at 6th in FIG.

[Reverse Gear Stage] The reverse gear stage is obtained by engaging the second clutch C2, the third clutch C3 and the second brake B2 as shown in the engagement logic table of FIG.

Therefore, the input rotation from the rotating member E,
The rotation of the rotating member D is defined by the specified rotation of the rotating member A (with the input rotation from the rotating member C and the fixing of the rotating member B), and the output shaft OS connected to the rotating member D receives the input shaft from the input shaft. A reverse gear speed ratio can be obtained by reverse rotation with respect to IS.

That is, the alignment chart at the reverse gear is shown in FIG.
As shown in Rev of No. 2 by releasing the first clutch C1
It is represented by two diagrams.

[Gear ratios] Gear ratio ρ ₁ (= z _S1 / z _R1 ) of the first planetary gear PG1, gear ratio ρ ₂ (= z _S2 / z _R2 ) of the second planetary gear PG2, third When the gear ratio ρ ₃ (= z _S3 / z _R3 ) of the planetary gear PG3 is set, each gear speed ratio n
1, n2, n4, n5, n6 and nR are as shown in the table of FIG.

As a concrete example, ρ ₁ = 0.66, ρ ₂ =
When 0.66 and ρ ₃ = 0.40, the gear ratio of each gear and the ratio between adjacent gears are as follows. The target value is shown in parentheses.

N1 = 4.15 (3.5) n2 / n1 = 0.607 (0.629) n2 = 2.52 (2.2) n3 / n2 = 0.659 (0.682) n3 = 1 .66 (1.5) n4 / n3 = 0.602 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.790 (0.700) n5 = 0.79 (0.7 ) N6 / n5 = 0.658 (0.714) n6 = 0.52 (0.5) nR = 2.55 The gear ratios of the first speed to the sixth speed are almost the target speed ratios.
Further, the ratio between the 1st speed and the 6th speed is within the range of allowable deviation from the target ratio.

Next, the effect will be described.

Also in the third embodiment, the same effects as (1) to (4) described in the first embodiment can be obtained.

(Fourth Embodiment) First, the structure will be described.

FIG. 11 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission according to a fourth embodiment of the invention as defined in claims 3 and 4.

In FIG. 11, PG1 is the first planetary gear,
PG2 is the second planetary gear, PG3 is the third planetary gear, M1 is the first two-element connecting member, M2 is the second two-element connecting member, M3 is the third two-element connecting member, and M4 is the fourth two. The element connecting member C1 is a first clutch (corresponding to the connecting / disconnecting clutch h), and the planetary gear train constituted by these will be described.

The first two-element connecting member M1 is the first
It is a member that integrally connects the ring gear R1 and the third sun gear S3.

The second two-element connecting member M2 has a first
It is a member that integrally connects the carrier P1 and the second sun gear S2.

The third two-element connecting member M3 has a second
Is a member that connects the two-element connecting member M2 and the third carrier P2 via the first clutch C1.

The fourth two-element connecting member M4 is the first
It is a member that integrally connects the sun gear S1 and the second ring gear R2.

Each rotary member and engaging element added to the planetary gear train when the above-mentioned planetary gear train is used as a gear shift mechanism for an automatic transmission will be described.

The rotating member A is connected to the first two-element rotating member M1 and is connected to the case K via the first brake B1.

The rotating member B is connected to the third two-element connecting member M3, and the third carrier P3 of the first clutch C1.
The side is connected to the case K via the second brake B2 and to the input shaft IS via the second clutch C2.

The rotating member C is connected to the third ring gear R3 and is connected to the input shaft IS via the third clutch C3.

The rotary member D is connected to the second carrier P2 and is directly connected to the output shaft IS.

The rotating member E is connected to the fourth two-element connecting member M4 and is connected to the case K via the third brake B3.

Then, one gear is set to the three clutches C1, C2, C3 and the three brakes B1, B2, B3.
Out of the gear shift control means (total hydraulic control) Type or electronic control + hydraulic control type) is connected to the gear transmission mechanism for the automatic transmission.

Next, the operation will be described.

As is clear from the comparison of the alignment charts of FIGS. 3 and 12 and the comparison of the engagement logic tables of FIGS. 4 and 13, in the first to sixth speeds and the reverse gear, The engagement logic and the gear shifting action are exactly the same as in the case of the first embodiment, so a description thereof will be omitted.

[Each gear speed ratio] Gear ratio ρ ₁ (= z _S1 / z _R1 ) of the first planetary gear PG1, gear ratio ρ ₂ (= z _S2 / z _R2 ) of the second planetary gear PG2, third When the gear ratio ρ ₃ (= z _S3 / z _R3 ) of the planetary gear PG3 is set, each gear speed ratio n
1, n2, n4, n5, n6 and nR are as shown in the table of FIG.

As a concrete example, ρ ₁ = 0.55, ρ ₂ =
When 0.65 and ρ ₃ = 0.60, the gear ratio of each gear and the ratio between adjacent gears are as follows. The target value is shown in parentheses.

N1 = 3.93 (3.5) n2 / n1 = 0.646 (0.629) n2 = 2.54 (2.2) n3 / n2 = 0.669 (0.682) n3 = 1 .70 (1.5) n4 / n3 = 0.588 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.760 (0.700) n5 = 0.76 (0.7 ) N6 / n5 = 0.632 (0.714) n6 = 0.48 (0.5) nR = 2.36 The gear ratios of the first speed to the sixth speed are almost the target speed ratios.
Further, the ratio between the 1st speed and the 6th speed is within the range of allowable deviation from the target ratio.

Next, the effect will be described.

With the automatic transmission gear transmission of the fourth embodiment, the same effects as (1) to (4) described in the first embodiment can be obtained.

(Fifth Embodiment) First, the structure will be described.

FIG. 14 is a skeleton diagram showing a gear shift mechanism for an automatic transmission according to a fifth embodiment of the invention.

In FIG. 14, PG1 is the first planetary gear,
PG2 is the second planetary gear, PG3 is the third planetary gear, M1 is the first two-element connecting member, M2 is the second two-element connecting member, M3 is the third two-element connecting member, and M4 is the fourth two. The element connecting member C1 is a first clutch (corresponding to the connecting / disconnecting clutch h), and the planetary gear train formed of these is a fourth clutch.
This is the same as the embodiment.

Each rotary member and engaging element added to the planetary gear train when the above planetary gear train is used as a gear shifting mechanism for an automatic transmission will be described.

The rotating member A is connected to the first two-element rotating member M1 and is connected to the case K via the first brake B1.

The rotating member B is connected to the second two-element connecting member M2, and the third carrier P3 of the first clutch C1.
The side is connected to the input shaft IS via the second clutch C2.

The rotating member C is connected to the third ring gear R3, is connected to the case K via the second brake B2, and is also connected to the input shaft IS via the third clutch C3.

The rotating member D is connected to the third two-element connecting member M3 and is connected to the output shaft IS as it is.

The rotating member E is connected to the fourth two-element connecting member M4 and is connected to the case K via the third brake B3.

Then, one gear is set to the three clutches C1, C2, C3 and the three brakes B1, B2, B3.
Out of the gear shift control means (total hydraulic control) Type or electronic control + hydraulic control type) is connected to the gear transmission mechanism for the automatic transmission.

Next, the operation will be described.

As is clear from the comparison of the alignment charts of FIGS. 6 and 15 and the comparison of the engagement logic tables of FIGS. 7 and 16, in the first speed through the sixth speed and the reverse speed. The engagement logic and gear shifting action are exactly the same as in the case of the second embodiment, so a description thereof will be omitted.

[Gear ratios] Gear ratio ρ ₁ (= z _S1 / z _R1 ) of the first planetary gear PG1, gear ratio ρ ₂ (= z _S2 / z _R2 ) of the second planetary gear PG2, third When the gear ratio ρ ₃ (= z _S3 / z _R3 ) of the planetary gear PG3 is set, each gear speed ratio n
1, n2, n4, n5, n6 and nR are as shown in the table of FIG.

As a specific example, ρ ₁ = 0.65, ρ ₂ =
When 0.65 and ρ ₃ = 0.65, the gear ratio of each gear and the ratio between adjacent gears are as follows. The target value is shown in parentheses.

N1 = 4.19 (3.5) n2 / n1 = 0.606 (0.629) n2 = 2.54 (2.2) n3 / n2 = 0.579 (0.682) n3 = 1 .47 (1.5) n4 / n3 = 0.680 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.850 (0.700) n5 = 0.85 (0.7 ) N6 / n5 = 0.612 (0.714) n6 = 0.52 (0.5) nR = 2.30 The first gear speed to the sixth gear speed ratio is almost the target speed ratio.
Further, the ratio between the 1st speed and the 6th speed is within the range of allowable deviation from the target ratio.

Next, the effect will be described.

Also in the fifth embodiment, the same effects as (1) to (4) described in the fourth embodiment can be obtained.

In addition, as shown in the specific example, when the gear ratios ρ ₁ , ρ ₂ , ρ ₃ of the _three planetary gears PG1, PG2, PG3 are all set to the same 0.65, they have the same number of teeth and the same shape. Three planetary gears PG1, PG2, PG3 can be adopted, which is advantageous in manufacturing and cost.

(Sixth Embodiment) First, the structure will be described.

FIG. 17 is a skeleton diagram showing a gear shifting mechanism for an automatic transmission according to a sixth embodiment of the invention.

In FIG. 17, PG1 is the first planetary gear,
PG2 is the second planetary gear, PG3 is the third planetary gear, M1 is the first two-element connecting member, M2 is the second two-element connecting member, M3 is the third two-element connecting member, and M4 is the fourth two. The element connecting member C1 is a first clutch (corresponding to the connecting / disconnecting clutch h), and the planetary gear train constituted by these will be described.

The first two-element connecting member M1 is the first
It is a member that integrally connects the ring gear R1 and the third sun gear S3.

The second two-element connecting member M2 has a first
It is a member that integrally connects the carrier P1 and the second ring gear R2.

The third two-element connecting member M3 has a second
Is a member that connects the two-element connecting member M2 and the third carrier P2 via the first clutch C1.

The fourth two-element connecting member M4 is the first
It is a member that integrally connects the sun gear S1 and the second sun gear S2.

Each rotary member and engagement element added to the planetary gear train when the above-mentioned planetary gear train is used as a gear shift mechanism for an automatic transmission will be described.

The rotation member A is connected to the first two-element rotation member M1 and is connected to the case K via the first brake B1.

The rotating member B is connected to the second two-element connecting member M2, and the third carrier P3 of the first clutch C1.
The side is connected to the case K via the second brake B2.

The rotating member C is connected to the third ring gear R3, is connected to the case K via the third brake B3, and is connected to the input shaft IS via the second clutch C2.

The rotating member D is connected to the third two-element connecting member M3, and is directly connected to the output shaft IS.

The rotating member E is connected to the fourth two-element connecting member M4, and the input shaft IS is connected via the third clutch C3.
It is connected to.

One gear is set to the three clutches C1, C2 and C3 and the three brakes B1, B2 and B3.
Out of the gear shift control means (total hydraulic control) Type or electronic control + hydraulic control type) is connected to the gear transmission mechanism for the automatic transmission.

Next, the operation will be described.

As is clear from the comparison of the alignment charts of FIGS. 9 and 18 and the comparison of the engagement logic tables of FIG. 10 and FIG. 19, the first to sixth gears and the reverse gear are selected. The engagement logic and the gear shifting action are exactly the same as in the case of the third embodiment, so a description thereof will be omitted.

[Each gear speed ratio] Gear ratio ρ ₁ (= z _S1 / z _R1 ) of the first planetary gear PG1, gear ratio ρ ₂ (= z _S2 / z _R2 ) of the second planetary gear PG2, third When the gear ratio ρ ₃ (= z _S3 / z _R3 ) of the planetary gear PG3 is set, each gear speed ratio n
1, n2, n4, n5, n6 and nR are as shown in the table of FIG.

As a concrete example, ρ ₁ = 0.67, ρ ₂ =
When 0.67 and ρ ₃ = 0.33, the gear ratio of each gear and the ratio between adjacent gears are as follows. The target value is shown in parentheses.

N1 = 4.32 (3.5) n2 / n1 = 0.576 (0.629) n2 = 2.49 (2.2) n3 / n2 = 0.627 (0.682) n3 = 1 .56 (1.5) n4 / n3 = 0.641 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.830 (0.700) n5 = 0.83 (0.7 ) N6 / n5 = 0.663 (0.714) n6 = 0.55 (0.5) nR = 2.25 The gear ratios of the first speed to the sixth speed are almost the target speed ratio.
Further, the ratio between the 1st speed and the 6th speed is within the range of allowable deviation from the target ratio.

Next, the effect will be described.

Also in the sixth embodiment, the same effects as (1) to (4) described in the first embodiment can be obtained.

(Seventh Embodiment) First, the structure will be described.

FIG. 20 is a skeleton diagram showing a gear shift mechanism for an automatic transmission according to a seventh embodiment of the invention described in claims 5 and 6.

In FIG. 20, PG1 is the first planetary gear,
PG2 is the second planetary gear, PG3 is the third planetary gear, M1 is the first two-element connecting member, M2 is the second two-element connecting member, M3 is the third two-element connecting member, and M4 is the fourth two. The element connecting member C1 is a first clutch (corresponding to the connecting / disconnecting clutch h), and the planetary gear train constituted by these will be described.

The first two-element connecting member M1 is the first
It is a member that integrally connects the ring gear R1 and the second sun gear S2.

The second two-element connecting member M2 has a first
Is a member that connects the two-element connecting member M1 and the third sun gear S3.

The third two-element connecting member M3 is the first
The carrier P1 and the second carrier P2 are connected to the first clutch C1.
Is a member that is connected via.

The fourth two-element connecting member M4 is the first
It is a member that integrally connects the sun gear S1 and the second ring gear R2.

Each rotary member and engaging element added to the planetary gear train when the above-mentioned planetary gear train is used as a gear shift mechanism for an automatic transmission will be described.

The rotating member A is connected to the second two-element rotating member M2, and is connected to the case K via the first brake B1.

The rotating member B is connected to the third two-element connecting member M3, and the third carrier P3 of the first clutch C1.
The side is connected to the case K via the second brake B2.

The rotating member C is connected to the third ring gear R3, is connected to the case K via the third brake B3, and is also connected to the input shaft IS via the second clutch C2.

The rotating member D is connected to the second carrier P2 and is directly connected to the output shaft IS.

The rotating member E is connected to the fourth two-element connecting member M4, and the input shaft IS is connected via the third clutch C3.
It is connected to.

Then, one gear is set to the three clutches C1, C2 and C3 and the three brakes B1, B2 and B3.
Out of the gear shift control means (total hydraulic control) Type or electronic control + hydraulic control type) is connected to the gear transmission mechanism for the automatic transmission.

Next, the operation will be described.

As is apparent from the comparison of the alignment charts of FIGS. 9, 18 and 21, and the comparison of the engagement logic tables of FIGS. 10, 19 and 22, the first speed gear stage through the sixth speed gear stage. The engagement logic and the speed change action in the reverse gear are exactly the same as those in the third and sixth embodiments, and therefore the description thereof will be omitted.

[Each gear speed change ratio] The gear ratio ρ ₁ (= z _S1 / z _R1 ) of the first planetary gear PG1, the gear ratio ρ ₂ (= z _S2 / z _R2 ) of the second planetary gear PG2, the third When the gear ratio ρ ₃ (= z _S3 / z _R3 ) of the planetary gear PG3 is set, each gear speed ratio n
1, n2, n4, n5, n6 and nR are as shown in the table of FIG.

As a concrete example, ρ ₁ = 0.67, ρ ₂ =
When 0.50 and ρ ₃ = 0.33, the gear ratio of each gear and the ratio between adjacent gears are as follows. The target value is shown in parentheses.

N1 = 3.51 (3.5) n2 / n1 = 0.644 (0.629) n2 = 2.26 (2.2) n3 / n2 = 0.664 (0.682) n3 = 1 .50 (1.5) n4 / n3 = 0.667 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.800 (0.700) n5 = 0.80 (0.7 ) N6 / n5 = 0.625 (0.714) n6 = 0.50 (0.5) nR = 2.91 The first to sixth gear gear ratios are almost the target gear ratios.
Further, the ratio between the 1st speed and the 6th speed is within the range of allowable deviation from the target ratio.

Next, the effect will be described.

Also in the seventh embodiment, the same effects as (1) to (4) described in the seventh embodiment can be obtained.

(Eighth Embodiment) First, the structure will be described.

FIG. 23 is a skeleton diagram showing a gear shifting mechanism for an automatic transmission according to an eighth embodiment of the invention as defined in claims 7 and 8.

In FIG. 23, PG1 is the first planetary gear,
PG2 is the second planetary gear, PG3 is the third planetary gear, M1 is the first two-element connecting member, M2 is the second two-element connecting member, M3 is the third two-element connecting member, and M4 is the fourth two. The element connecting member C1 is a first clutch (corresponding to the connecting / disconnecting clutch h), and the planetary gear train constituted by these will be described.

The first two-element connecting member M1 is the first
It is a member that integrally connects the sun gear S1 and the second ring gear R2.

The second two-element connecting member M2 has a first
Is a member that integrally connects the two-element connecting member M1 and the third sun gear S3.

The third two-element connecting member M3 is the first
It is a member that integrally connects the carrier P1 and the second carrier P2.

The fourth two-element connecting member M4 is the third
Is a member for connecting the two-element connecting member M3 and the third carrier P3 via the first clutch C1.

In the case where the planetary gear train is used as a gear shifting mechanism for an automatic transmission, each rotating member and engaging element added to the planetary gear train will be described.

The rotating member A is connected to the first and second two-element rotating members M1 and M2, and is connected to the case K via the first brake B1.

The rotating member B is connected to the third two-element connecting member M3, and the third carrier P3 of the first clutch C1.
The side is connected to the case K via the second brake B2.

The rotating member C is connected to the third ring gear R3, is connected to the case K via the third brake B3, and is also connected to the input shaft IS via the second clutch C2.

The rotating member D is connected to the first ring gear R1 and is directly connected to the output shaft IS.

The rotating member E is connected to the second sun gear S2 and is connected to the input shaft IS via the third clutch C3.

Then, one gear is set to the three clutches C1, C2, C3 and the three brakes B1, B2, B3.
Out of the gear shift control means (total hydraulic control) Type or electronic control + hydraulic control type) is connected to the gear transmission mechanism for the automatic transmission.

Next, the operation will be described.

As is apparent from the comparison of the alignment charts of FIGS. 9, 18, 21 and 24 and the comparison of the engagement logic tables of FIGS. 10, 19, 22 and 25, the first speed gear stage The engagement logic and the speed change action at the sixth speed gear position and the reverse gear position are the same as those in the third, sixth and seventh embodiments, and therefore the description thereof will be omitted.

[Each gear speed change ratio] The gear ratio ρ ₁ (= z _S1 / z _R1 ) of the first planetary gear PG1, the gear ratio ρ ₂ (= z _S2 / z _R2 ) of the second planetary gear PG2, the third When the gear ratio ρ ₃ (= z _S3 / z _R3 ) of the planetary gear PG3 is set, each gear speed ratio n
1, n2, n4, n5, n6 and nR are as shown in the table of FIG.

As a concrete example, ρ ₁ = 0.66, ρ ₂ =
When 0.66 and ρ ₃ = 0.33, the gear ratios of each gear and the ratio between adjacent gears are as follows. The target value is shown in parentheses.

N1 = 3.59 (3.5) n2 / n1 = 0.641 (0.629) n2 = 2.30 (2.2) n3 / n2 = 0.661 (0.682) n3 = 1 .52 (1.5) n4 / n3 = 0.658 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.800 (0.700) n5 = 0.80 (0.7 ) N6 / n5 = 0.625 (0.714) n6 = 0.50 (0.5) nR = 2.70 The gear ratios of the first speed to the sixth speed are almost the target speed ratios.
Further, the ratio between the 1st speed and the 6th speed is within the range of allowable deviation from the target ratio.

Next, the effect will be described.

Also in the eighth embodiment, the same effects as (1) to (4) described in the first embodiment can be obtained.

(Ninth Embodiment) First, the structure will be described.

FIG. 26 is a skeleton diagram showing a gear shift mechanism for an automatic transmission according to a ninth embodiment, which is similar to the inventions described in claims 1 to 10.

In FIG. 26, PG1 is the first planetary gear,
PG2 is the second planetary gear, PG3 is the third planetary gear, M1 is the first two-element connecting member, M2 is the second two-element connecting member, M3 is the third two-element connecting member, and M4 is the fourth two. The element coupling member C1 is a first clutch, and the planetary gear train composed of these is described.

The first two-element connecting member M1 is the first
It is a member that integrally connects the sun gear S1 and the third sun gear S3.

The second two-element connecting member M2 has a first
It is a member that integrally connects the carrier P1 and the second ring gear R2.

The third two-element connecting member M3 has a second
Is a member for connecting the two-element connecting member M2 and the third carrier P3 via the first clutch C1.

The fourth two-element connecting member M4 is the first
It is a member that integrally connects the ring gear R1 and the second carrier P2.

In the case where the planetary gear train is used as a gear shifting mechanism for an automatic transmission, each rotating member and engaging element added to the planetary gear train will be described.

The rotation member A is connected to the first two-element rotation member M1 and is connected to the case K via the first brake B1.

The rotating member B is connected to the third two-element connecting member M3, and the third carrier P3 of the first clutch C1.
The side is connected to the case K via the second brake B2.

The rotating member C is connected to the third ring gear R3, is connected to the case K via the third brake B3, and is also connected to the input shaft IS via the second clutch C2.

The rotating member D is connected to the fourth two-element connecting member M4 and is directly connected to the output shaft IS.

The rotating member E is connected to the second sun gear S2 and is connected to the input shaft IS via the third clutch C3.

One gear is set to the three clutches C1, C2, C3 and the three brakes B1, B2, B3.
Out of the gear shift control means (total hydraulic control) Type or electronic control + hydraulic control type) is connected to the gear transmission mechanism for the automatic transmission.

Next, the operation will be described.

As is clear from the comparison of the alignment charts of FIGS. 9, 18, 21, 21, 24 and 27, and the comparison of the engagement logic tables of FIGS. 10, 19, 22, 25 and 28. , The engagement logic and the speed change action in the first to sixth speed gears and the reverse gear are the third embodiment, the sixth embodiment, the seventh embodiment and the eighth embodiment.
Since it is exactly the same as the case of the embodiment, its explanation is omitted.

[Each gear speed ratio] The gear ratio ρ ₁ (= z _S1 / z _R1 ) of the first planetary gear PG1, the gear ratio ρ ₂ (= z _S2 / z _R2 ) of the second planetary gear PG2, the third When the gear ratio ρ ₃ (= z _S3 / z _R3 ) of the planetary gear PG3 is set, each gear speed ratio n
1, n2, n4, n5, n6 and nR are as shown in the table of FIG.

As a concrete example, ρ ₁ = 0.66, ρ ₂ =
When 0.66 and ρ ₃ = 0.33, the gear ratios of each gear and the ratio between adjacent gears are as follows. The target value is shown in parentheses.

N1 = 4.03 (3.5) n2 / n1 = 0.625 (0.629) n2 = 2.52 (2.2) n3 / n2 = 0.635 (0.682) n3 = 1 .60 (1.5) n4 / n3 = 0.625 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.800 (0.700) n5 = 0.80 (0.7 ) N6 / n5 = 0.625 (0.714) n6 = 0.50 (0.5) nR = 1.94 The gear ratios of the first speed to the sixth speed are almost the target speed ratios.
Further, the ratio between the 1st speed and the 6th speed is within the range of allowable deviation from the target ratio.

Next, the effect will be described.

Also in the ninth embodiment, the same effects as (1) to (4) described in the first embodiment can be obtained.

(Tenth Embodiment) First, the structure will be described.

FIG. 29 is a skeleton diagram showing a gear shift mechanism for an automatic transmission according to a tenth embodiment of the invention as defined in claims 9 and 10.

In FIG. 29, PG1 is the first planetary gear,
PG2 is the second planetary gear, PG3 is the third planetary gear, M1 is the first two-element connecting member, M2 is the second two-element connecting member, M3 is the third two-element connecting member, and M4 is the fourth two. The element connecting member C1 is a first clutch (corresponding to the connecting / disconnecting clutch h), and the planetary gear train constituted by these will be described.

The first two-element connecting member M1 is the first
It is a member that integrally connects the sun gear S1 and the second sun gear S2.

The second two-element connecting member M2 has a first
Is a member that integrally connects the two-element connecting member M1 and the third sun gear S3.

The third two-element connecting member M3 has a first
The carrier P1 and the third carrier P3 are connected to the first clutch C1.
Is a member that is connected via.

The fourth two-element connecting member M4 is the first
It is a member that integrally connects the ring gear R1 and the second carrier P2.

In the case where the planetary gear train is used as a gear shifting mechanism for an automatic transmission, each rotating member and engaging element added to the planetary gear train will be described.

The rotating member A is connected to the first and second two-element rotating members M1 and M2, and is connected to the case K via the first brake B1.

The rotating member B is connected to the third two-element connecting member M3, and the third carrier P3 of the first clutch C1.
The side is connected to the case K via the second brake B2.

The rotating member C is connected to the third ring gear R3, is connected to the case K via the third brake B3, and is also connected to the input shaft IS via the second clutch C2.

The rotating member D is connected to the fourth two-element connecting member M4 and is directly connected to the output shaft IS.

The rotating member E is connected to the second ring gear R2 and is connected to the input shaft IS via the third clutch C3.

Then, one gear is set to the three clutches C1, C2 and C3 and the three brakes B1, B2 and B3.
Out of the gear shift control means (total hydraulic control) Type or electronic control + hydraulic control type) is connected to the gear transmission mechanism for the automatic transmission.

Next, the operation will be described.

Comparison of the alignment charts of FIGS. 9, 18, 21, 24, 27, and 30 and of the engagement logic tables of FIGS. 10, 19, 22, 25, 28, and 31. As is clear from the comparison, the engagement logic and the speed change action in the first to sixth speed gears and the reverse gear are the same as those in the third embodiment, the sixth embodiment, the seventh embodiment and the eighth embodiment. Since this is exactly the same as the case of the example and the ninth embodiment, the description thereof is omitted.

[Each gear speed change ratio] The gear ratio ρ ₁ (= z _S1 / z _R1 ) of the first planetary gear PG1, the gear ratio ρ ₂ (= z _S2 / z _R2 ) of the second planetary gear PG2, the third When the gear ratio ρ ₃ (= z _S3 / z _R3 ) of the planetary gear PG3 is set, each gear speed ratio n
1, n2, n4, n5, n6 and nR are as shown in the table of FIG.

As a concrete example, ρ ₁ = 0.66, ρ ₂ =
When 0.50 and ρ ₃ = 0.33, the gear ratio of each gear and the ratio between adjacent gears are as follows. The target value is shown in parentheses.

N1 = 3.52 (3.5) n2 / n1 = 0.642 (0.629) n2 = 2.26 (2.2) n3 / n2 = 0.664 (0.682) n3 = 1 .50 (1.5) n4 / n3 = 0.667 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.800 (0.700) n5 = 0.80 (0.7 ) N6 / n5 = 0.625 (0.714) n6 = 0.50 (0.5) nR = 2.91 The first to sixth gear gear ratios are almost the target gear ratios.
Further, the ratio between the 1st speed and the 6th speed is within the range of allowable deviation from the target ratio.

Next, the effect will be described.

With the gear transmission for an automatic transmission according to the tenth embodiment, the same effects as (1) to (4) described in the first embodiment can be obtained.

[0303]

According to the planetary gear train for automatic transmissions of the first aspect, the first planetary gear of single pinion type, the second planetary gear of single pinion type, and the third planetary gear of single pinion type. A first two-element connecting member that connects the second ring gear (or second sun gear) and the third ring gear (or third sun gear), and a first two-element connecting member that connects the first ring gear (or first sun gear) and the third carrier A two-element connecting member 2 and a third two-element connecting member that always connects the first carrier and the second carrier, and a first sun gear (or first ring gear) and a second sun gear (or second ring gear) are always connected. Since the fourth two-element connecting member and the connecting / disconnecting clutch interposed in the first two-element connecting member or the second two-element connecting member are provided, the cost is reduced. It is possible to provide a planetary gear train for an automatic transmission, which is highly competitive, can easily reduce shift shock, has easy shift control, has excellent power performance and vehicle mountability, and has a simple configuration. To be

According to another aspect of the present invention, there is provided a gear transmission for an automatic transmission, wherein in the planetary gear train for an automatic transmission according to the first aspect, the second sun gear and the third sun gear are directly connected to each other and the first sun gear is connected to the first brake. The first sun gear and the third carrier via a connecting / disconnecting clutch, the third carrier side of the connecting / disconnecting clutch is connected to the case via a second brake, and the second clutch is connected to the case. Through the third clutch, the third ring gear is connected through the third clutch to the input shaft, the first carrier and the second carrier are directly connected, and this is connected to the output shaft, and the first ring gear and the second ring gear are connected. Connect the ring gear directly and connect it to the case via the third brake.
One gear stage is obtained by an engagement combination of three of three clutches and three brakes including the connecting / disconnecting clutch (first clutch), and a plurality of adjacent gear stages are engaged by a disengagement control rule without double replacement. Since the device is equipped with a shift control means for obtaining a gear stage, the cost competitiveness is high, the shift shock can be easily reduced, the shift control is easy, the power performance and the vehicle mountability are excellent, and the automatic configuration is simple. An effect that a gear transmission for a transmission can be provided is obtained.

In the planetary gear train for an automatic transmission according to claim 3, a single pinion type first planetary gear, a single pinion type second planetary gear, and a single pinion type third planetary gear, A first two-element connecting member that connects the first ring gear (or the first sun gear) and the third ring gear (or the third sun gear), the first carrier, and the second
A second two-element connecting member that always connects the ring gear (or the second sun gear), a third two-element connecting member that connects the second two-element connecting member and the third carrier, and a first
A fourth two-element connecting member that constantly connects the sun gear (or first ring gear) and the second sun gear (or second ring gear), and a first two-element connecting member or a third
And a connecting / disconnecting clutch mounted on the two-element connecting member, the cost competitiveness is high, the shift shock can be easily reduced, the shift control is easy, and the power performance and the vehicle mountability are improved. It is possible to provide an excellent planetary gear train for an automatic transmission that is simple and has a simple structure.

In the automatic transmission gear transmission according to claim 4, in the planetary gear train for automatic transmission according to claim 3, the first ring gear and the third sun gear are directly connected, and the first brake is connected to the first brake. The first carrier and the second sun gear are always connected to each other via the connection and the third carrier via the connection / disconnection clutch, and the third carrier side of the connection / disconnection clutch is connected to the second brake. Through the second clutch and the input shaft through the third clutch.
The ring gear is connected to the input shaft via the third clutch,
The second carrier is connected to the output shaft to connect the first sun gear and the second sun gear.
A ring gear is directly connected, and this is connected to a case via a third brake, and one gear stage is obtained by an engagement combination of three out of three clutches and three brakes including the connection / disconnection clutch (first clutch), Since the device is provided with a gear shift control means for obtaining a plurality of gear stages by an engagement release control law without adjacent double gear shifts, cost competitiveness is high, gear shift shock can be easily reduced, and gear shift control is performed. It is possible to provide an effect that it is possible to provide a gear transmission for an automatic transmission that is easy to perform, has excellent power performance and vehicle mountability, and has a simple configuration.

In the planetary gear train for an automatic transmission according to claim 5, a single pinion type first planetary gear, a single pinion type second planetary gear, and a single pinion type third planetary gear, The first two-element connecting member that constantly connects the first ring gear (or first sun gear) and the second ring gear (or second sun gear), the first two-element connecting member, and the third ring gear (or third sun gear) A second two-element connecting member for connecting, a third two-element connecting member for connecting the first carrier and the third carrier, and a first
A fourth two-element connecting member that constantly connects the sun gear (or first ring gear) and the second sun gear (or second ring gear), and a second two-element connecting member or third
And a connecting / disconnecting clutch mounted on the two-element connecting member, the cost competitiveness is high, the shift shock can be easily reduced, the shift control is easy, and the power performance and the vehicle mountability are improved. It is possible to provide an excellent planetary gear train for an automatic transmission that is simple and has a simple structure.

In the automatic transmission gear transmission according to claim 6, in the planetary gear train for an automatic transmission according to claim 5, the first ring gear, the second sun gear and the third sun gear are directly connected, and Is connected to the case via the first brake, the first carrier and the third carrier are connected via the connecting / disconnecting clutch, and the third carrier side of the connecting / disconnecting clutch is connected to the case via the second brake, The third ring gear to the third
It is connected to the case via the brake and to the input shaft via the second clutch, the second carrier is connected to the output shaft, the first sun gear and the second ring gear are directly connected, and this is connected via the third clutch. 3 clutch 3 that includes a connecting / disconnecting clutch (first clutch) and has one gear connected to the input shaft.
Cost competitiveness is obtained because the device is provided with the shift control means that obtains by combining three of the brakes and obtains a plurality of gears by the engagement release control law without double replacement in the adjacent gears. It is possible to provide an effect that it is possible to provide a gear transmission for an automatic transmission which is high in price, can easily reduce shift shock, is easy in shift control, has excellent power performance and vehicle mountability, and has a simple configuration.

In the planetary gear train for an automatic transmission according to claim 7, a single pinion type first planetary gear, a single pinion type second planetary gear, and a single pinion type third planetary gear, The first two-element connecting member that constantly connects the first ring gear (or first sun gear) and the second ring gear (or second sun gear), the first two-element connecting member, and the third ring gear (or third sun gear) A second two-element connecting member for connecting, and a third two-element connecting member for always connecting the first carrier and the second carrier,
A fourth connecting the third two-element connecting member and the third carrier
The two-element connecting member and the connecting / disconnecting clutch mounted on the second two-element connecting member or the fourth two-element connecting member provide high cost competitiveness and facilitate shift shock. It is possible to provide an effect that it is possible to provide a planetary gear train for an automatic transmission, which can be reduced in number, has easy shift control, is excellent in power performance and vehicle mountability, and has a simple structure.

In the automatic transmission gear transmission according to the eighth aspect, in the planetary gear train for the automatic transmission according to the seventh aspect, the first sun gear, the second ring gear and the third sun gear are directly connected, Is connected to the case via the first brake, and the first carrier and the second carrier are directly connected to each other.
The carrier is connected via a connecting / disconnecting clutch, the third carrier side of the connecting / disconnecting clutch is connected to the case via a second brake, and the third ring gear is connected to the case via a third brake. Two clutches are connected to the input shaft, a first ring gear is connected to the output shaft, a second sun gear is connected to the input shaft via a third clutch, and one gear stage is connected to the connecting / disconnecting clutch (first A shift control means is provided which obtains a combination of three engagements among three clutches and three brakes including one clutch, and obtains a plurality of gears according to an engagement release control rule that does not cause double replacement in adjacent gears. Since it is a device, cost competitiveness is high, gear shift shock can be easily reduced, gear shift control is easy, power performance and vehicle mountability are excellent, and a gear transmission for an automatic transmission with a simple configuration is provided. There is an advantage that it is Rukoto.

In the planetary gear train for an automatic transmission according to claim 9, a single pinion type first planetary gear, a single pinion type second planetary gear, and a single pinion type third planetary gear, The first two-element connecting member that constantly connects the first ring gear (or first sun gear) and the second ring gear (or second sun gear), the first two-element connecting member, and the third ring gear (or third sun gear) A second two-element connecting member for connecting, a third two-element connecting member for connecting the first carrier and the third carrier, and a first
A fourth two-element connecting member that constantly connects the sun gear (or the first ring gear) and the second carrier, and a disconnecting clutch that is interposed in the second two-element connecting member or the third two-element connecting member. Due to the configuration, it is possible to provide a planetary gear train for an automatic transmission, which has high cost competitiveness, can easily reduce shift shock, has easy shift control, has excellent power performance and vehicle mountability, and has a simple configuration. The effect of being able to do is obtained.

In the automatic transmission gear transmission according to claim 10, in the planetary gear train for automatic transmission according to claim 9, the first sun gear, the second sun gear, and the third sun gear are directly connected, and Is connected to the case via the first brake, the first carrier and the second carrier are connected via the connecting / disconnecting clutch, and the third carrier side of the connecting / disconnecting clutch is connected to the case via the second brake, The third ring gear to the third
It is connected to the case via the brake and is connected to the input shaft via the second clutch, the first ring gear and the second carrier are directly connected, this is connected to the output shaft, and the second ring gear is connected to the third clutch. Connected to the input shaft and one gear is obtained by an engagement combination of three of three clutches and three brakes including the connecting / disconnecting clutch (first clutch), and adjacent gears are not double-replaced. Since it is a device provided with a shift control means for obtaining a plurality of gears according to the engagement release control law, it has high cost competitiveness, can easily reduce shift shock, and can easily perform shift control to improve power performance and vehicle mountability. It is possible to obtain the effect that it is possible to provide a gear transmission for an automatic transmission that is excellent and has a simple configuration.

[Brief description of the drawings]

FIG. 1 is a claim correspondence diagram showing a planetary gear train for an automatic transmission according to claims 1, 3, 5, 7, and 9.

FIG. 2 is a skeleton diagram showing a gear shifting mechanism for an automatic transmission of the first embodiment device, in which (a), (b) and (c) are examples in which the arrangement of three planetary gears is different.

FIG. 3 is a collinear chart showing a member rotating state at each gear in the shift control in the first embodiment device.

FIG. 4 is a diagram showing an engagement logic table at each gear in the shift control in the first embodiment device.

FIG. 5 is a skeleton diagram showing a gear shifting mechanism for an automatic transmission of a second embodiment device, in which (a), (b), and (c) are examples in which the arrangement of three planetary gears is different.

FIG. 6 is a collinear chart showing a member rotating state at each gear in the shift control in the second embodiment device.

FIG. 7 is a diagram showing an engagement logic table at each gear in the shift control in the second embodiment device.

FIG. 8 is a skeleton diagram showing a gear shifting mechanism for an automatic transmission of a third embodiment device, in which (a), (b), and (c) are examples in which the arrangement of three planetary gears is different.

FIG. 9 is a collinear chart showing a member rotating state at each gear in the shift control of the third embodiment.

FIG. 10 is a diagram showing an engagement logic table at each gear in the shift control in the third embodiment device.

FIG. 11 is a skeleton diagram showing a gear shift mechanism for an automatic transmission of a fourth embodiment device, in which (a), (b) and (c) are examples in which the arrangement of three planetary gears is different.

FIG. 12 is a collinear chart showing a member rotating state at each gear in the gear shift control in the fourth embodiment.

FIG. 13 is a diagram showing an engagement logic table at each gear in the shift control in the fourth embodiment device.

FIG. 14 is a skeleton diagram showing a gear shift mechanism for an automatic transmission of a fifth embodiment device, in which (a), (b) and (c) are examples in which the arrangement of three planetary gears is different.

FIG. 15 is a collinear chart showing a member rotating state at each gear in the shift control in the fifth embodiment.

FIG. 16 is a diagram showing an engagement logic table at each gear in the shift control of the fifth embodiment device.

FIG. 17 is a skeleton diagram showing a gear shifting mechanism for an automatic transmission of a sixth embodiment device, in which (a), (b) and (c) are examples in which the arrangement of three planetary gears is different.

FIG. 18 is a collinear chart showing a member rotating state at each gear in the shift control in the sixth embodiment.

FIG. 19 is a diagram showing an engagement logic table at each gear in the shift control in the sixth embodiment.

FIG. 20 is a skeleton diagram showing a gear shifting mechanism for an automatic transmission of a seventh embodiment device, in which (a), (b), and (c) are examples in which the arrangement of three planetary gears is different.

FIG. 21 is a collinear diagram showing a member rotating state at each gear in the shift control in the seventh embodiment device.

FIG. 22 is a diagram showing an engagement logic table at each gear in the shift control in the seventh embodiment device.

FIG. 23 is a skeleton diagram showing a gear shifting mechanism for an automatic transmission of an eighth embodiment device, in which (a), (b), and (c) are examples in which the arrangement of three planetary gears is different.

FIG. 24 is a collinear chart showing a member rotation state at each gear in the shift control in the eighth embodiment of the invention.

FIG. 25 is a diagram showing an engagement logic table at each gear in the shift control in the eighth embodiment device.

FIG. 26 is a skeleton diagram showing a gear shift mechanism for an automatic transmission of a ninth embodiment device, in which (a), (b) and (c) are examples in which the arrangement of three planetary gears is different.

FIG. 27 is a collinear chart showing a member rotating state at each gear in the shift control in the ninth embodiment.

FIG. 28 is a diagram showing an engagement logic table at each gear in the shift control in the ninth embodiment device.

FIG. 29 is a skeleton diagram showing a gear shift mechanism for an automatic transmission of a tenth embodiment device, in which (a), (b) and (c) are examples in which the arrangement of three planetary gears is different.

FIG. 30 is a collinear chart showing a member rotating state at each gear in the shift control in the device of the tenth embodiment.

FIG. 31 is a diagram showing an engagement logic table at each gear in the shift control of the tenth embodiment device.

[Explanation of symbols]

 a first planetary gear b second planetary gear c third planetary gear d first two-element connecting member e second two-element connecting member f third two-element connecting member g fourth two-element connecting member h disconnection clutch

Claims (10)

[Claims] 1. A single pinion type first planetary gear having a first sun gear, a first ring gear, and a first carrier holding a pinion meshing with both gears, a second sun gear, a second ring gear, and both gears. A single pinion type second planetary gear having a second carrier holding a pinion meshing with the third pinion type third planetary gear, a third sun gear, a third ring gear, and a third pinion type third carrier having a third carrier holding a pinion meshing with both gears. A planetary gear and a first second connecting the second ring gear (or the second sun gear) and the third ring gear (or the third sun gear).
An element connecting member, a second two-element connecting member that connects the first ring gear (or the first sun gear) and a third carrier, and a third two-element connecting member that always connects the first carrier and the second carrier. And a fourth sun gear (or first ring gear) and a second sun gear (or second ring gear) which are always connected to each other.
2. A planetary gear train for an automatic transmission, comprising: the two-element connecting member of 1) and a disconnecting clutch interposed between the first two-element connecting member or the second two-element connecting member. 2. The planetary gear train for an automatic transmission according to claim 1, wherein the second sun gear and the third sun gear are directly connected to each other, and
The first sun gear and the third carrier are connected via a brake, the third carrier is connected via a connecting / disconnecting clutch, and the third carrier side of the connecting / disconnecting clutch is connected to the case via a second brake. A third clutch connected to the input shaft via a clutch, the third ring gear connected to the input shaft via a third clutch, the first carrier and the second carrier directly connected, and the third carrier connected to the output shaft; The first ring gear and the second ring gear are directly connected, and this is connected to the case via the third brake, and one gear stage is engaged with three of the three clutches and three brakes including the connecting / disconnecting clutch (first clutch). A gear shift device for an automatic transmission, characterized in that it is provided with a shift control means which is obtained by a combination and obtains a plurality of gear stages by an engagement release control rule without adjacent double shifts. 3. A single pinion type first planetary gear having a first sun gear, a first ring gear, and a first carrier holding a pinion meshing with both gears, a second sun gear, a second ring gear, and both gears. A single pinion type second planetary gear having a second carrier holding a pinion meshing with the third pinion type third planetary gear, a third sun gear, a third ring gear, and a third pinion type third carrier having a third carrier holding a pinion meshing with both gears. A planetary gear and a first second connecting the first ring gear (or the first sun gear) and the third ring gear (or the third sun gear).
An element connecting member, a second two-element connecting member that always connects the first carrier and the second ring gear (or the second sun gear), and a third two-member connecting member that connects the second two-element connecting member and the third carrier. A two-element connecting member, and a fourth element that constantly connects the first sun gear (or first ring gear) and the second sun gear (or second ring gear)
2. A planetary gear train for an automatic transmission, comprising: the two-element connecting member of 1), and a disconnecting / engaging clutch mounted on the first two-element connecting member or the third two-element connecting member. 4. The planetary gear train for an automatic transmission according to claim 3, wherein the first ring gear and the third sun gear are directly connected to each other, and the first ring gear and the third sun gear are directly connected to the case via a first brake. The two sun gears are always connected, and these and the third carrier are connected via a connecting / disconnecting clutch, and the third carrier side of the connecting / disconnecting clutch is connected to the case via the second brake and via the second clutch. It is connected to an input shaft, the third ring gear is connected to the input shaft via a third clutch, the second carrier is connected to the output shaft, and the first sun gear and the second ring gear are directly connected to each other. A gear connected to the case via a third brake, and one gear is obtained by an engagement combination of three of three clutches and three brakes including the connecting / disconnecting clutch (first clutch), and adjacent gears. A gear transmission for an automatic transmission, characterized in that gear shift control means for obtaining a plurality of gear stages is provided according to an engagement release control rule that does not cause double shifts. 5. A single pinion type first planetary gear having a first sun gear, a first ring gear, and a first carrier holding a pinion meshing with both gears, a second sun gear, a second ring gear, and both gears. A single pinion type second planetary gear having a second carrier holding a pinion meshing with the third pinion type third planetary gear, a third sun gear, a third ring gear, and a third pinion type third carrier having a third carrier holding a pinion meshing with both gears. A planetary gear, and a first ring gear (or a first sun gear) and a second ring gear (or a second sun gear) which are always connected to each other.
A two-element connecting member, a second two-element connecting member that connects the first two-element connecting member and a third ring gear (or a third sun gear), and a third two-element connecting member that connects the first carrier and the third carrier. A two-element connecting member for connecting the first sun gear (or first ring gear) and the second sun gear (or second ring gear) at all times
2. A planetary gear train for an automatic transmission, comprising: the two-element connecting member of No. 2; and a connecting / disconnecting clutch interposed in the second two-element connecting member or the third two-element connecting member. 6. The planetary gear train for an automatic transmission according to claim 5, wherein the first ring gear, the second sun gear, and the third sun gear are directly connected, and the first ring gear, the second sun gear, and the third sun gear are directly connected to the case via the first brake. The 1st carrier and the 3rd carrier are connected via a connecting / disconnecting clutch, the 3rd carrier side of the connecting / disconnecting clutch is connected to a case via a 2nd brake, and the 3rd ring gear is connected to a case via a 3rd brake. Coupled to the input shaft via a second clutch, the second carrier to the output shaft, the first sun gear and the second ring gear directly coupled, and the third sun gear and the second ring gear directly connected to the input shaft via the third clutch. And one gear stage is obtained by an engagement combination of three out of three clutches and three brakes including the connecting / disconnecting clutch (first clutch), and an engagement disengagement at an adjacent gear stage without double replacement. A gear shift device for an automatic transmission, characterized by comprising shift control means for obtaining a plurality of gears according to a release control law. 7. A single pinion type first planetary gear having a first sun gear, a first ring gear, and a first carrier holding a pinion meshing with both gears, a second sun gear, a second ring gear, and both gears. A single pinion type second planetary gear having a second carrier holding a pinion meshing with the third pinion type third planetary gear, a third sun gear, a third ring gear, and a third pinion type third carrier having a third carrier holding a pinion meshing with both gears. A planetary gear, and a first ring gear (or a first sun gear) and a second ring gear (or a second sun gear) which are always connected to each other.
A two-element connecting member, a second two-element connecting member that connects the first two-element connecting member and a third ring gear (or a third sun gear), and a second element that constantly connects the first carrier and the second carrier. A three-element two-member connecting member, a fourth two-element connecting member that connects the third two-element connecting member and a third carrier, and a second two-element connecting member or a fourth two-element connecting member. A planetary gear train for an automatic transmission, comprising: a connecting / disconnecting clutch to be mounted. 8. The planetary gear train for an automatic transmission according to claim 7, wherein the first sun gear, the second ring gear, and the third sun gear are directly connected to each other, and the first sun gear, the second ring gear, and the third sun gear are directly connected to the case via the first brake. Directly connect the 1st carrier and the 2nd carrier.
A carrier is connected via a connecting / disconnecting clutch, a third carrier side of the connecting / disconnecting clutch is connected to a case via a second brake, and the third ring gear is connected to the case via a third brake. The second ring gear is connected to the input shaft via a second clutch, the first ring gear is connected to the output shaft, the second sun gear is connected to the input shaft via a third clutch, and one gear stage is connected / disconnected. Shift control means for obtaining a plurality of gears by adhering three engagement clutches out of three clutches and three brakes including a clutch (first clutch) and by an engagement release control rule without double replacement in adjacent gears A gear transmission for an automatic transmission, comprising: 9. A single pinion type first planetary gear having a first sun gear, a first ring gear, and a first carrier holding a pinion meshing with both gears, a second sun gear, a second ring gear, and both gears. A single pinion type second planetary gear having a second carrier holding a pinion meshing with the third pinion type third planetary gear, a third sun gear, a third ring gear, and a third pinion type third carrier having a third carrier holding a pinion meshing with both gears. A planetary gear, and a first ring gear (or a first sun gear) and a second ring gear (or a second sun gear) which are always connected to each other.
A two-element connecting member, a second two-element connecting member that connects the first two-element connecting member and a third ring gear (or a third sun gear), and a third two-element connecting member that connects the first carrier and the third carrier. A two-element connecting member, a fourth two-element connecting member that always connects the first sun gear (or first ring gear) and a second carrier, and a second two-element connecting member or a third two-element connecting member A planetary gear train for an automatic transmission, characterized by comprising: 10. The planetary gear train for an automatic transmission according to claim 9, wherein the first sun gear, the second sun gear, and the third sun gear are directly connected, and the first sun gear, the second sun gear, and the third sun gear are directly connected to the case via the first brake. The 1st carrier and the 2nd carrier are connected via a connecting / disconnecting clutch, the 3rd carrier side of the connecting / disconnecting clutch is connected to a case via a 2nd brake, and the 3rd ring gear is connected to a case via a 3rd brake. And the input shaft via a second clutch, the first ring gear and the second carrier are directly connected, and this is connected to the output shaft, and the second ring gear is connected to the input shaft via the third clutch. And one gear is obtained by an engagement combination of three out of three clutches and three brakes including the connecting / disconnecting clutch (first clutch), and engagement without adjacent double gears. A gear shift device for an automatic transmission, characterized by comprising shift control means for obtaining a plurality of gears according to a release control law.