JPH09126283A - 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 member for constantly connecting a first gear to a second ring gear (or a second sun gear). SOLUTION: A first two-element connecting member M1 integrally connects a first carrier P1 with a second ring gear R2 and a second two-element connecting member M2 connects the first two-element connecting member M1 with a third carrier P3 through a first clutch C1, while a third two-element connecting member M3 integrally connects a second carrier P2 with a third ring gear R3. A first speed gear step can be accomplished by making the first clutch C1, a second clutch C2 and a first brake B1 engage with each other. Therefore rotation of a rotation member B is regulated by input rotation from a rotation member A and fixation of a rotation member B. 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 B.

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, the first carrier and the second ring gear (or the third planetary gear c). A first two-element connecting member d for always connecting two sun gears) and the first two
A second two-element connecting member e that connects the element connecting member d and the third carrier, a third two-element connecting member f that connects the second carrier and the third sun gear (or third ring gear), and the second A fourth two-element connecting member g that constantly connects the first sun gear (or the first ring gear) and the second sun gear (or the second ring gear), and the second two
The connecting / disconnecting clutch h interposed between the element connecting member e or the third two-element connecting member f is provided.

According to a second aspect of the present invention, there is provided a planetary gear train for an automatic transmission according to the first aspect, wherein the first sun gear is connected to an input shaft via a second clutch, A third sun gear is connected to the output shaft, and the first carrier and the second ring gear are always connected,
These and a third carrier are connected via a connecting / disconnecting clutch h, a third carrier side of the connecting / disconnecting clutch h is connected to a case via a first brake, and is connected to an input shaft via a third clutch, The second carrier and the third ring gear are directly connected, and this is connected to the case via the second brake,
The first ring gear and the second sun gear are directly connected to each other, and the first ring gear and the second sun gear are directly connected to the case via a third brake, and one gear is a three-clutch 3 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 that does not cause double replacement in adjacent gear stages while being obtained by an engagement combination of three of the brakes.

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 first sun gear), and the second ring gear (or second). A first two-element connecting member d for always connecting the sun gear), a second two-element connecting member e for connecting the first carrier and the third carrier, the first sun gear (or the first ring gear) and the second A third two-element connecting member f that constantly connects the carrier, a fourth two-element connecting member g that connects the third two-element connecting member f and the third sun gear (or third ring gear), and the second The two-element connecting member e or the fourth two-element connecting member g and the connecting / disconnecting clutch h are provided.

According to a fourth aspect of the present invention, there is provided a planetary gear train for an automatic transmission according to the third aspect, wherein the first sun gear and the second sun gear are directly connected to each other via a second clutch. Connecting to the input shaft, connecting the third ring gear to the output shaft, connecting the first carrier and the third carrier through the connecting / disconnecting clutch h, and connecting / disconnecting the clutch h
The first carrier side is connected to the input shaft via the third clutch, the third carrier side of the connecting / disconnecting clutch h is connected to the case via the first brake, and the first ring gear, the second carrier and the third carrier are connected. The sun gear is directly connected, these are connected to the case via the second brake, the second ring gear is connected to the case via the third brake, and one gear stage is connected / disconnected to the connecting / disconnecting clutch h (first clutch). And a shift control means for obtaining a plurality of gears according to an engagement release control rule that does not cause double replacement in adjacent gears. And

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, and a third pinion that connects the second ring gear (or second sun gear) and the third carrier. 1 two-element connecting member d, a second two-element connecting member e that always connects the first carrier and the second carrier, and the second 2
A third two-element connecting member f that connects the element connecting member e and the third sun gear, the first sun gear (or first ring gear), and the second sun gear (or second ring gear).
A second two-element connecting member g for connecting at all times with the first
And a connecting / disconnecting clutch h interposed between the two-element connecting member d or the third two-element connecting member f.

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 sun gear is connected to an input shaft via a second clutch. A third sun gear is connected to the output shaft, the second ring gear 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 a case via a first brake. At the same time, it is connected to the input shaft via a third clutch, the first carrier, the second carrier and the third ring gear are directly connected, and these are connected to the case via the second brake, and the first ring gear and the second ring gear are connected. If the sun gear is directly connected and is connected to the case via the 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 h (first clutch). In, 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.

[0036]

In the planetary gear train for an automatic transmission according to any one of claims 1, 3, and 5, a single pinion type sun gear of each of the first planetary gear a, the second planetary gear b, and the third planetary gear c. , Of the nine rotating elements consisting of the ring gear and the carrier, the first two-element connecting member d, the second two-element connecting member e, the third two-element connecting member f and the fourth two-element connecting member g rotate. Fewer 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 rotary elements to form eight or nine members, and the members are integrally connected or not connected at all, or the members such as clutches and brakes are 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 disconnecting the transmission path with the connecting / disconnecting clutch h, 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 or claim 6, the input is applied to the planetary gear train for automatic transmission according to claim 1, claim 3 or claim 5, respectively. A shaft, an output shaft, and a case member are added, and the respective members are integrally connected or not connected at all, or are connected via an engagement element with a three-clutch three-brake including a connecting / disconnecting clutch h (first clutch). It is composed of either.

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

[0043]

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 arranged from the left side of the figure to the second, third and first planetary gears, and (c) is arranged from the left side of the figure to the third, first and second planetary gears.

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 and R3.

The first two-element connecting member M1 is the first
It is a member that integrally connects the carrier P1 and the second ring gear R2.

The second two-element connecting member M2 has a first
Is a member that connects the two-element connecting member M1 and the third carrier P3 via the first clutch C1.

The third two-element connecting member M3 has a second
It is a member that integrally connects the carrier P2 and the third ring gear R3.

The fourth two-element connecting member M4 is the first
It is a member that integrally connects the ring gear R1 and the second sun gear S2.

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 sun gear S1 and is connected to the input shaft IS via the second clutch C2.

The rotating member B is connected to the third sun gear S3 and is directly connected to the output shaft OS.

The rotating member C 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 via the first brake B1 and 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 case K via the second brake B2.

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] The first speed is obtained by engaging the first clutch C1, the second clutch C2 and the first brake B1 as shown in the engagement logic table of FIG. To be

Therefore, the input rotation from the rotating member A,
The rotation of the rotation member B is regulated by fixing the rotation member C, and the output shaft OS connected to the rotation member B produces a first speed gear ratio due to an underdrive having a large reduction ratio with respect to the rotation of the input shaft IS. can get.

That is, the collinear diagram at the first speed gear stage is represented by one diagram by the engagement of 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 Stage] The second speed gear position is the second brake position B when the first brake B1 in the first speed gear position is released.
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 second brake B2.

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

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

[Third Speed Gear] In the third speed, the third brake B is released by releasing the second brake B2 in the second speed.
Conclude 3. 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 brake B3.

Therefore, the input rotation from the rotating member A,
The rotation member E is fixed to fix the rotation of the rotation member B, and the output shaft OS connected to the rotation member B obtains a third speed gear ratio that is a value smaller 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 gear] In the fourth gear, the third brake B3 in the third gear is released to release the third clutch C.
Conclude 3. 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 B is regulated as the input rotation by the simultaneous input from the rotating members A and C, and the gear ratio 1 from the output shaft OS connected to the rotating member B.
Thus, the fourth speed gear ratio can be obtained.

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

[Fifth speed gear] In the fifth speed, the second clutch C2 in the fourth speed is released to release the third brake B.
Conclude 3. 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 second brake B2.

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

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

[Sixth speed gear stage] The sixth speed gear stage releases the first clutch C1 in the fifth speed gear stage 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 second clutch C2, the third clutch C3, and the third brake B3.

Therefore, the input rotation from the rotating member C,
The rotation of the rotating member B is regulated by the specified rotation of the rotating member D (with the input rotation from the rotating member A and the fixing of the rotating member E), and the output shaft OS connected to the rotating member B receives the input shaft OS. The sixth speed gear ratio is obtained by the overdrive gear ratio of higher rotation than IS.

That is, the collinear chart at the sixth gear is represented by two charts by releasing the first clutch C1 as shown at 6th in FIG.

[Sixth'gear stage] In the sixth'gear stage, the third brake B3 in the fifth gear stage is released and the second brake B2 is engaged. 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 second brake B2.

Therefore, the input rotation from the rotation member C,
By fixing the rotating member D, the rotation of the rotating member B is regulated, and the output shaft OS connected to the rotating member B obtains the 6'th speed gear ratio due to the overdrive gear ratio of higher rotation than the input shaft IS. To be That is, the collinear chart at the 6'th speed gear stage is represented by one chart by engagement of the first clutch C1, as shown at 6'th in FIG.

[Reverse Gear Stage] The reverse gear stage is obtained by engaging the second clutch C2, the first brake B1 and the third brake B3 as shown in the engagement logic table of FIG.

Therefore, the rotation of the rotating member B is regulated by the specified rotation from the rotating member D (with the input rotation from the rotating member A and the fixing of the rotating member E) and the fixing of the rotating member C, and the rotating member B. Output shaft O connected to
From S, the reverse gear speed change ratio due to reverse rotation with respect to the input shaft IS is obtained.

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 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, n6 ', nR are as shown in the table of FIG.

As a specific example, ρ ₁ = 0.66, ρ ₂ =
When 0.43 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 = 3.33 (3.5) n2 / n1 = 0.721 (0.629) n2 = 2.40 (2.2) n3 / n2 = 0.721 (0.682) n3 = 1 .73 (1.5) n4 / n3 = 0.578 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.690 (0.700) n5 = 0.69 (0.7 ) N6 / n5 = 0.696 (0.714) n6 = 0.48 (0.5) n6 '/ n5 = 0.580 (0.714) n6' = 0.40 (0.5) nR = 2 .37 The gear ratios of the 1st to 6th speeds 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.

The following advantages are also achieved in the automatic transmission gear transmission according to the first embodiment.

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

(2) The number of engaging elements required for gear shifting is 4 even though it is a device for performing gear shifting control 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 the gears between the adjacent gears 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, an integral type is used instead of an add-on type, and the number of engaging elements required for shifting is four clutches and two clutch elements. Since the device has only 6 brakes,
The configuration is simple, and it is possible to achieve small size, light weight, and low cost.

(5) As shown in the upper table of FIG. 4, when only the sixth speed gear is selected as the overdrive gear, the second clutch C2 is engaged in all the gears.
Therefore, if the second clutch C2 is always used as an input element, as shown in the table in the lower part of FIG. 4, it is possible to obtain five forward gears and one reverse gear using the five engaging elements without changing the gear transmission mechanism. it can.

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

FIG. 5 shows a second embodiment corresponding to the invention described in 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 will be described.

The first two-element connecting member M1 is the first
It is a member that integrally connects the carrier P1 and the second ring gear R2.

The second two-element connecting member M2 has a first
Is a member that connects the two-element connecting member M1 and the third carrier P3 via the first clutch C1.

The third two-element connecting member M3 has a second
It is a member that integrally connects the carrier P2 and the third sun gear S3.

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.

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 ring gear R1 and is connected to the input shaft IS via the second clutch C2.

The rotating member B is connected to the third ring gear R3 and is directly connected to the output shaft OS.

The rotating member C is connected to the first and second two-element connecting members M1 and M2, and the first two-element connecting member M1 side is connected to the input shaft IS via the third clutch C3. The third carrier P3 side of the first clutch C1 is
It is connected to the case K via the brake B1.

The rotating member D is connected to the third two-element connecting member M3, and is connected to the case K via the second brake B2.

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 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 between the alignment chart of FIG. 3 and the alignment chart of FIG. 6 and the comparison of the engagement logic table of FIG. 4 and the engagement logic table of FIG. The engagement logic in the fifth gear and the reverse gear is exactly the same as in the first embodiment.

Further, the sixth gear and the 6'th gear have the engagement logic settings opposite to those of the first embodiment.

Therefore, the description of the operation at each gear is 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, n6 ', nR are as shown in the table of FIG.

As a concrete example, ρ ₁ = 0.66, ρ ₂ =
When 0.45 and ρ ₃ = 0.58, the gear ratio of each gear and the ratio between adjacent gears are as follows. The target value is shown in parentheses.

N1 = 3.67 (3.5) n2 / n1 = 0.540 (0.629) n2 = 1.98 (2.2) n3 / n2 = 0.712 (0.682) n3 = 1 .41 (1.5) n4 / n3 = 0.709 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.850 (0.700) n5 = 0.85 (0.7 ) N6 / n5 = 0.882 (0.714) n6 = 0.75 (0.5) n6 '/ n5 = 0.471 (0.714) n6' = 0.63 (0.5) nR = 2 The gear ratios of 1st to 6th gears 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 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 corresponding to the invention described in 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 is the second clutch.
This is the same as the embodiment.

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

The rotating member A is connected to the first ring gear R1 and is connected to the case K via the first brake B1.

The rotating member B is connected to the third ring gear R3 and is directly connected to the output shaft OS.

The rotating member C is connected to the first and second two-element connecting members M1 and M2, and the first two-element connecting member M1 side is connected to the case K via the second brake B2. The third carrier P3 side of the first clutch C1 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 the input shaft IS is connected via the third clutch C3.
It is connected to.

The rotating member E is connected to the fourth two-element connecting member M4, and the input shaft IS is connected via the fourth clutch C4.
It is connected to.

Further, one gear is set to the four clutches C1, C2, C3 and C4 and the two brakes B1 and B2.
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 C2, the fourth clutch C4, and the first brake B1 as shown in the engagement logic table of FIG.

Therefore, the input rotation from the rotating member E,
The rotation of the rotation member B is regulated by fixing the rotation member A, and the output shaft OS connected to the rotation member B provides a first speed gear ratio due to an underdrive having a large reduction ratio with respect to the rotation of the input shaft IS. can get.

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

[Second Speed Gear Stage] The second speed gear stage is the third clutch C which is released by releasing the fourth clutch C4 in the first speed gear stage.
Conclude 3. 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 D,
The rotation of the rotating member B is regulated by fixing the rotating member A, and the output shaft OS connected to the rotating member B obtains the second speed gear ratio that is a value smaller 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 third clutch C3 in the second speed gear stage 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 first brake B1.

Therefore, the input rotation from the rotation member C,
The rotation of the rotating member B is regulated by the fixing of the rotating member A, and the output shaft OS connected to the rotating member B obtains the 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 stage] In the fourth speed gear position, the first brake B1 in the third speed gear position is released to release the fourth clutch C.
4 is concluded. That is, as shown in the engagement logic table of FIG. 10, it can be obtained by engaging the first clutch C1, the second clutch C2, and the fourth clutch C4.

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

That is, the collinear chart at the fourth speed gear stage is represented by one chart 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 brake C is released by releasing the first clutch C1 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 second clutch C2, the fourth clutch C4, and the first brake B1.

Therefore, the third carrier P3 of the rotating member C is
The rotation of the rotating member B is defined by the input rotation from the side and the specified rotation of the rotating member D (with the input rotation from the rotating member E and the fixing of the rotating member A), and the output connected to the rotating member B. From the shaft OS, the fifth speed gear ratio is obtained which is higher than the input shaft IS and which is higher than the overdrive gear ratio.

That is, the collinear chart at the fifth speed is represented by two charts when the first clutch C1 is released, as shown at 5th in FIG.

[Fifth'speed gear stage] In the fifth'speed stage, the first clutch C1 in the fourth speed stage is released and the second brake B2 is engaged. That is, as shown in the engagement logic table of FIG. 10, it is obtained by engaging the second clutch C2, the fourth clutch C4, and the second brake B2.

Therefore, the third carrier P3 of the rotating member C is
The rotation of the rotation member B is defined by the input rotation from the side and the specified rotation of the rotation member D (with the input rotation from the rotation member E and the fixing of the rotation member C), and the output connected to the rotation member B. From the shaft OS, the 5'th speed gear ratio is obtained which is higher than the input shaft IS by the overdrive gear ratio.

That is, the alignment chart at the 5'th speed gear stage is as follows:
As shown at 5'th in FIG. 9, it is represented in two diagrams by the disengagement of the first clutch C1.

[Sixth speed] The sixth speed is the second brake B by releasing the fourth clutch C4 in the fifth speed.
2 is concluded. That is, as shown in the engagement logic table of FIG. 10, it can be obtained by engaging the second clutch C2, the first brake B1, and the second brake B2.

Therefore, the third carrier P3 of the rotating member C is
Input rotation from the side and fixing of the rotating member D (with fixing of the rotating member A and the rotating member C on the first carrier P1 side).
The rotation of the rotating member B is regulated by the
From the output shaft OS connected to the input shaft IS, a sixth speed gear ratio is obtained which is higher than the input shaft IS due to the overdrive gear ratio.

That is, the collinear chart at the sixth speed is represented by two charts by releasing the first clutch C1 as shown at 6th in FIG.

[6'th speed gear stage] When the 5th speed stage is selected, the same engagement logic as the 5'th speed stage can be used as the 6'th speed stage.

In the 6'th speed, the first brake B1 in the fifth speed is released and the second brake B2 is engaged. That is, as shown in the engagement logic table of FIG. 10, it is obtained by engaging the second clutch C2, the fourth clutch C4, and the second brake B2.

[Reverse Gear Stage 1] The reverse gear stage 1 is shown in FIG.
It is obtained by engaging the first clutch C1, the fourth clutch C4, and the second brake B2 as shown in the engagement logic table.

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

That is, the alignment chart at the reverse gear is shown in FIG.
As shown in Rev1 of No. 1, it is represented by one diagram by the engagement of the first clutch C1.

[Reverse Gear Stage 1] The reverse gear stage 1 is shown in FIG.
It is obtained by engaging the first clutch C1, the fourth clutch C4, and the second brake B2 as shown in the engagement logic table.

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

That is, the alignment chart at the reverse gear is shown in FIG.
As shown in Rev1 of No. 1, it is represented by one diagram by the engagement of the first clutch C1.

[Reverse Gear Stage 2] The reverse gear stage 2 is shown in FIG.
It is obtained by engaging the first clutch C1, the third clutch C3, and the second brake B2, as shown in the engagement logic table.

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

That is, the alignment chart at the reverse gear is shown in FIG.
As shown in Rev2 of No. 1, it is represented by one diagram by the engagement of the first clutch C1.

[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, n5 '(n6'), nR1, n
R2 is as shown in the table of FIG.

As a specific example, ρ ₁ = 0.50, ρ ₂ =
When 0.60 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 = 3.58 (3.5) n2 / n1 = 0.626 (0.629) n2 = 2.24 (2.2) n3 / n2 = 0.665 (0.682) n3 = 1 .49 (1.5) n4 / n3 = 0.671 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.800 (0.700) n5 = 0.80 (0.7 ) N6 / n5 = 0.750 (0.714) n5 '(n6') = 0.70 n6 = 0.60 (0.5) nR1 = 4.24 nR2 = 1.52 1st-6th gears The 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 effect will be described.

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

Further, as is clear from the engagement logic table of FIG. 10, the first to fourth speed gear stages are common, and
Speed, 6th speed, reverse 1), (5'th speed, 6th speed, reverse 1), (5th speed, 6'speed, reverse 1), (5th speed, 6th speed)
Speed, reverse 2), (5'th speed, 6th speed, reverse 2), (5th
There is a high degree of freedom in selection that the optimum gear ratio can be selected from the six combinations of the speed, the 6'th speed, and the reverse 2) according to the vehicle type, the driver's preference, and the like.

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

FIG. 11 is a skeleton diagram showing a gear shift mechanism for an automatic transmission according to a fourth embodiment of the invention.

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 formed by these is
This is the same as the embodiment, and the rotating members and engaging elements added to the planetary gear train are the same as in the third embodiment. That is, the ring gears R1 and R3 and the sun gears S1 and S3 of the third embodiment are replaced by the sun gears S1 and S3 and the ring gears R1 and R3, respectively.

Next, the operation will be described.

As is clear from the comparison between the alignment chart of FIG. 9 and the alignment chart of FIG. 12 and the comparison of the engagement logic table of FIG. 10 and the engagement logic table of FIG. 13, the first embodiment of the third embodiment is shown. High speed gear stage, second speed gear stage, third speed gear stage, fourth speed gear stage, fifth speed gear stage, 6'th speed gear stage and reverse gear stage 1 and the first speed gear stage of the fourth embodiment. , The second speed gear stage, the third speed gear stage, the fourth speed gear stage, the fifth speed gear stage, the sixth speed gear stage, and the reverse gear stage have exactly the same engagement logic.

Therefore, the description of the operation at each gear is 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 = 0.66, ρ ₂ =
When 0.66 and ρ ₃ = 0.66, the gear ratios of each gear and the ratio between adjacent gears are as follows. The target value is shown in parentheses.

N1 = 2.76 (3.5) n2 / n1 = 0.761 (0.629) n2 = 2.10 (2.2) n3 / n2 = 0.790 (0.682) n3 = 1 .66 (1.5) n4 / n3 = 0.602 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.730 (0.700) n5 = 0.73 (0.7 ) N6 / n5 = 0.712 (0.714) n6 = 0.52 (0.5) nR = 1.66 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 fourth embodiment, the same effects as (1) to (4) described in the first embodiment can be obtained.

In addition, as shown in the specific example, the gear ratios ρ ₁ , ρ ₂ , ρ of the three planetary gears PG1, PG2, PG3.
_{When 3} is set to the same ratio of 0.66, only one type of planetary gear need be prepared, and the device cost becomes advantageous.

(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 coupling member C1 is a first clutch (corresponding to the connecting / disconnecting clutch h), and the planetary gear train formed of these has a second ring gear R2 and a second sun gear S2 of the third embodiment as a second sun gear S2. The configuration is such that the second ring gear R2 is replaced, and each rotating member and engagement element added to the planetary gear train are the same as in the third embodiment.

Next, the operation will be described.

As is clear from the comparison between the alignment chart of FIG. 9 and the alignment chart of FIG. 15 and the comparison of the engagement logic table of FIG. 10 and the engagement logic table of FIG. 16, the first embodiment of the third embodiment is shown. High speed gear stage, second speed gear stage, third speed gear stage, fourth speed gear stage, 5'th speed gear stage, sixth speed gear stage and reverse gear stage 2 and the first speed gear stage of the fifth embodiment. , 2nd gear, 3rd gear, 4th gear, 5th
The engagement logics of the high speed gear stage, the sixth speed gear stage and the reverse gear stage are exactly the same.

Therefore, the description of the operation at each gear 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, and 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 0.60 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 = 4.05 (3.5) n2 / n1 = 0.733 (0.629) n2 = 3.13 (2.2) n3 / n2 = 0.514 (0.682) n3 = 1 .61 (1.5) n4 / n3 = 0.621 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.870 (0.700) n5 = 0.87 (0.7 ) N6 / n5 = 0.816 (0.714) n6 = 0.71 (0.5) nR = 2.50 The first gear ratio 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 effect will be described.

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

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

FIG. 17 is a skeleton diagram showing a gear shift mechanism for an automatic transmission according to a sixth embodiment of the invention as defined in claims 3 and 4.

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 sun gear S1 and the second sun gear S2.

The second two-element connecting member M2 has a first
It is a member that connects the carrier P1 and the third carrier P3 via the first clutch C1.

The third two-element connecting member M3 is the first
It is a member that integrally connects the ring gear R1 and the second carrier P2.

The fourth two-element connecting member M4 is the third
The two-element connecting member M3 and the third sun gear S3 are integrally connected.

Each rotary member and engagement element added to the planetary gear train when the above-mentioned 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 connecting member M1 and the input shaft IS is connected via the second clutch C2.
It is connected to.

The rotary member B is connected to the third ring gear R3 and is directly connected to the output shaft OS.

The rotating member C is connected to the second two-element connecting member M2, and the first carrier P1 of the first clutch C1.
The side is connected to the input shaft IS via the third clutch C3, and the third carrier P3 side of the first clutch C1 is connected to the case K via the first brake B1.

The rotating member D is connected to the third and fourth two-element connecting members M3 and M4, and is connected to the case K via the second brake B2.

The rotating member E is connected to the second ring gear R2 and is connected to the case K via the third brake B3.

Further, 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 between the alignment chart of FIG. 3 and the alignment chart of FIG. 18 and the comparison of the engagement logic table of FIG. 4 and the engagement logic table of FIG. The engagement logic at the 6'th gear is exactly the same as in the first embodiment. Further, as the reverse gear stage is apparent from the comparison between the alignment chart of FIG. 6 and the alignment chart of FIG. 18, and the engagement logic table of FIG. 7 and the engagement logic table of FIG.
This is the same as the second embodiment.

Therefore, description of the operation at each gear 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, n6 ', nR are as shown in the table of FIG.

As a concrete example, ρ ₁ = 0.40, ρ ₂ =
When 0.64 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 = 4.17 (3.5) n2 / n1 = 0.525 (0.629) n2 = 2.19 (2.2) n3 / n2 = 0.680 (0.682) n3 = 1 .49 (1.5) n4 / n3 = 0.671 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.840 (0.700) n5 = 0.84 (0.7 ) N6 / n5 = 0.869 (0.714) n6 = 0.73 (0.5) n6 '/ n5 = 0.750 (0.714) n6' = 0.63 (0.5) nR = 2 .41 The gear ratios of the 1st to 6th speeds 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 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 as defined in claim 3.

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 formed of these is a sixth clutch.
The description is omitted because it is similar to the embodiment.

Each rotary member and engaging element added to the planetary gear train when the above-mentioned 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 connecting member M1 and the input shaft IS is connected via the second clutch C2.
It is connected to.

The rotary member B is connected to the third ring gear R3 and is directly connected to the output shaft OS.

The rotating member C is connected to the second two-element connecting member M2, and the first carrier P1 of the first clutch C1.
The side is connected to the input shaft IS via the third clutch C3, and the third carrier P3 side of the first clutch C1 is connected to the case K via the first brake B1.

The rotating member D is connected to the third and fourth two-element connecting members M3 and M4, and is connected to the case K via the second brake B2.

The rotating member E is connected to the second ring gear R2 and is connected to the case K via the third brake B3.

Then, one gear is set to the four clutches C1, C2, C3 and C4 and the two brakes B1 and B2.
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 between the alignment chart of FIG. 9 and the alignment chart of FIG. 21 and the comparison of the engagement logic table of FIG. 10 and the engagement logic table of FIG. The engagement logic at the gear is exactly the same as in the third embodiment.

Therefore, description of the operation at each gear 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, n5 '(n6'), nR1, n
R2 becomes as shown in the table of FIG.

As a concrete example, ρ ₁ = 0.50, ρ ₂ =
When 0.54 and ρ ₃ = 0.66, the gear ratios of the respective gear stages and the ratios between adjacent gear stages are as follows. The target value is shown in parentheses.

N1 = 3.45 (3.5) n2 / n1 = 0.649 (0.629) n2 = 2.24 (2.2) n3 / n2 = 0.665 (0.682) n3 = 1 .49 (1.5) n4 / n3 = 0.671 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.810 (0.700) n5 = 0.81 (0.7 ) N6 / n5 = 0.740 (0.714) n5 '(n6') = 0.71 n6 = 0.60 (0.5) nR1 = 3.97 nR2 = 1.52 1st-6th gears The 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 effect will be described.

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

Further, as is apparent from the engagement logic table of FIG. 22, the first to fourth speed gear stages are common, and
Speed, 6th speed, reverse 1), (5'th speed, 6th speed, reverse 1), (5th speed, 6'speed, reverse 1), (5th speed, 6th speed)
Speed, reverse 2), (5'th speed, 6th speed, reverse 2), (5th
There is a high degree of freedom in selection that the optimum gear ratio can be selected from the six combinations of the speed, the 6'th speed, and the reverse 2) according to the vehicle type, the driver's preference, and the like.

(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.

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 coupling member C1 is a first clutch (corresponding to the connecting / disconnecting clutch h), and the planetary gear train and the rotating members and engaging elements added to the planetary gear train, which are constituted by them, are the same as those in the seventh embodiment. It is different only in that the third ring gear R3 and the third sun gear S3 are replaced with the third sun gear S3 and the third ring gear R3, and the others are the same.

Then, one gear is set to the four clutches C1, C2, C3 and C4 and the two brakes B1 and B2.
Out of the gear shift control means (total hydraulic pressure control), which is obtained by combining three of the above engagements, and obtains seven forward gears and one reverse gear by engagement release control without double replacement in adjacent gears. 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 between the alignment chart of FIG. 21 and the alignment chart of FIG. 24 and the comparison of the engagement logic table of FIG. 22 and the engagement logic table of FIG. The engagement logic in the fifth gear is exactly the same as in the seventh embodiment. Then, the 5'th gear stage (sixth gear stage) of the seventh embodiment is set as the sixth gear stage in the eighth embodiment, and the sixth gear stage of the seventh embodiment is carried out in the eighth embodiment. It is set as the seventh gear in the example.
Further, the reverse gear stage 1 of the seventh embodiment is set as the reverse gear stage of the eighth embodiment.

Therefore, description of the operation at each gear 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, n7 and nR are as shown in the table of FIG.

As a specific example, ρ ₁ = 0.33, ρ ₂ =
When 0.60 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 = 4.26 (3.5) n2 / n1 = 0.624 (0.629) n2 = 2.66 (2.2) n3 / n2 = 0.952 (0.682) n3 = 2 0.00 (1.5) n4 / n3 = 0.500 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.640 (0.700) n5 = 0.64 (0.7 ) N6 / n5 = 0.750 (0.714) n6 = 0.48 (0.5) n7 = 0.40 nR = 2.26 The gear ratios of the 1st to 6th gears are almost the same as the target gear ratio. Become.
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.

In addition, by setting as shown in the engagement logic table of FIG. 25, the engagement release control rule which does not cause double replacement in the adjacent gears can be maintained without increasing the friction engagement elements. However, 7 forward gears and 1 reverse gear 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 of the invention as defined in claims 5 and 6.

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 connecting member C1 is a first clutch (corresponding to the connecting / disconnecting clutch h), and the planetary gear train formed by these is
An example will be described.

The first two-element connecting member M1 has a second
The ring gear R2 and the third carrier P3 are connected to the first clutch C.
It is a member connected through 1.

The second two-element connecting member M2 has a first
It is a member that integrally connects the carrier P1 and the second carrier P2.

The third two-element connecting member M3 is the second
The two-element connecting member M2 and the third ring gear R3 are integrally connected.

The fourth two-element connecting member M4 is the first
It is a member that integrally connects the ring gear R1 and the second sun gear S2.

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

The rotating member A is connected to the first sun gear S1 and is connected to the input shaft IS via the second clutch C2.

The rotating member B is connected to the third sun gear S3 and is directly connected to the output shaft OS.

The rotating member C is connected to the first two-element connecting member M1 and the third carrier P3 of the first clutch C1.
The side is connected to the input shaft IS via the third clutch C3 and to the case K via the first brake B1.

The rotating member D is connected to the second and third two-element connecting members M2 and M3, and is connected to the case K via the second brake B2.

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 apparent from the comparison between the alignment chart of FIG. 3 and the alignment chart of FIG. 27 and the comparison of the engagement logic table of FIG. 4 and the engagement logic table of FIG. 28, each gear of the ninth embodiment The engagement logic at the stage is exactly the same as the engagement logic of the first embodiment.

Therefore, description of the operation at each gear is 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, n6 ', nR are as shown in the table of FIG.

As a concrete example, ρ ₁ = 0.38, ρ ₂ =
When 0.45 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 = 3.20 (3.5) n2 / n1 = 0.728 (0.629) n2 = 2.33 (2.2) n3 / n2 = 0.730 (0.682) n3 = 1 .70 (1.5) n4 / n3 = 0.588 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.680 (0.700) n5 = 0.68 (0.7 ) N6 / n5 = 0.706 (0.714) n6 = 0.48 (0.5) n6 '/ n5 = 0.588 (0.714) n6' = 0.40 (0.5) nR = 2 The gear ratios of 1st to 6th gears 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 ninth embodiment, the same effects as (1) to (5) 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 described in claim 5.

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 formed by them has a third sun gear S3 and a third ring gear R3 of the ninth embodiment as a third ring gear R3. The configuration is different only in that the third sun gear S3 is replaced.

As for the rotating members and engaging elements added to the planetary gear train, the rotating member C is the third carrier P of the first two-element connecting member M1 as compared with the ninth embodiment.
3 side and the second ring gear R2 side, the third carrier P3 side of the first clutch C1 is connected to the case through the first brake B1, and the second ring gear R2 side of the first clutch C1 is connected to the third side. The configuration is different only in that it is connected to the input shaft IS via the clutch C3.

The other structure is similar to that of the ninth embodiment, and the description thereof is omitted.

Next, the operation will be described.

As apparent from the comparison between the alignment chart of FIG. 6 and the alignment chart of FIG. 30 and the comparison of the engagement logic table of FIG. 7 and the engagement logic table of FIG. 31, the engagement of the tenth embodiment is shown. The logic is the same as the engagement logic of the second embodiment. However, the sixth gear and the 6'th gear are set in reverse.

Therefore, description of the operation at each gear 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, n6 ', nR are as shown in the table of FIG.

As a concrete example, ρ ₁ = 0.65, ρ ₂ =
When 0.45 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 = 4.03 (3.5) n2 / n1 = 0.531 (0.629) n2 = 2.14 (2.2) n3 / n2 = 0.692 (0.682) n3 = 1 .48 (1.5) n4 / n3 = 0.676 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.840 (0.700) n5 = 0.84 (0.7 ) N6 / n5 = 0.869 (0.714) n6 = 0.73 (0.5) n6 '/ n5 = 0.750 (0.714) n6' = 0.63 (0.5) nR = 2 .42 The gear ratios of 1st to 6th gears 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 tenth embodiment, the same effects as (1) to (4) described in the first embodiment can be obtained.

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

FIG. 32 is a skeleton diagram showing a gear shift mechanism for an automatic transmission according to an eleventh embodiment of the invention as defined in claim 5.

In FIG. 32, 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 the first clutch (corresponding to the connecting / disconnecting clutch h), and the planetary gear train composed of these is exactly the same as in the tenth embodiment.

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 sun gear S1 and is connected to the case K via the first brake B1.

The rotating member B is connected to the third ring gear R3 and is directly connected to the output shaft OS.

The rotating member C is connected to the first two-element connecting member M1 and the third carrier P3 of the first clutch C1.
The side is connected to the input shaft IS via the second clutch C2, and the second sun gear S2 side of the first clutch C1 is connected to the case K via the second brake B2.

The rotating member D is connected to the second and third two-element connecting members M2 and M3, and is connected to the input shaft IS via the third clutch C3.

The rotating member E is connected to the fourth two-element connecting member M4, and the input shaft IS is connected via the fourth clutch C4.
It is connected to.

Then, one gear is set to the four clutches C1, C2, C3 and C4 and the two brakes B1 and B2.
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 between the alignment chart of FIG. 15 and the alignment chart of FIG. 33 and the comparison of the engagement logic table of FIG. 16 and the engagement logic table of FIG. 34, the engagement of the eleventh embodiment is shown. The logic is exactly the same as the engagement logic of the fifth embodiment.

Therefore, description of the operation at each gear 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 = 0.33, 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 = 4.43 (3.5) n2 / n1 = 0.952 (0.629) n2 = 3.33 (2.2) n3 / n2 = 0.502 (0.682) n3 = 1 .67 (1.5) n4 / n3 = 0.599 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.860 (0.700) n5 = 0.86 (0.7 ) N6 / n5 = 0.826 (0.714) n6 = 0.71 (0.5) nR = 2.50 The gear ratios of the 1st to 6th speeds 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 eleventh embodiment, the same effects as (1) to (4) described in the first embodiment can be obtained.

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

FIG. 35 is a skeleton diagram showing a gear shift mechanism for an automatic transmission according to a twelfth embodiment, which has a correspondence relationship with the claimed invention.

In FIG. 35, 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 second ring gear R2.

The second two-element connecting member M2 has a first
It is a member that integrally connects the carrier P1 and the second carrier P2.

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 third sun gear S3.

Each rotating member and engagement element added to the planetary gear train when the above-mentioned 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 connecting member M1 and the input shaft IS is connected via the second clutch C2.
It is connected to.

The rotating member B is connected to the third ring gear R3 and is directly connected to the output shaft OS.

The rotating member C is connected to the second and third two-element connecting members M2 and M3, and the first and second carrier P1 and P2 sides of the first clutch C1 are input via the third clutch C3. The third of the first clutch C1 is connected to the shaft IS.
The carrier P3 side is connected to the case K via the first brake B1.
It is connected to.

The rotating member D is connected to the fourth two-element connecting member M4 and is connected to the case K via the second brake B2.

The rotating member E is connected to the second sun gear S2 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 apparent from the comparison between the alignment chart of FIG. 30 and the alignment chart of FIG. 36 and the comparison of the engagement logic table of FIG. 31 and the engagement logic table of FIG. 37, the engagement of the twelfth embodiment is shown. The logic is exactly the same as the engagement logic of the tenth embodiment.

Therefore, the description of the operation at each gear 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, n6 ', nR are as shown in the table of FIG.

As a specific example, ρ ₁ = 0.52, ρ ₂ =
When 0.60 and ρ ₃ = 0.52, the gear ratio of each gear and the ratio between adjacent gears are as follows. The target value is shown in parentheses.

N1 = 3.70 (3.5) n2 / n1 = 0.519 (0.629) n2 = 1.92 (2.2) n3 / n2 = 0.719 (0.682) n3 = 1 .38 (1.5) n4 / n3 = 0.725 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.860 (0.700) n5 = 0.86 (0.7 ) N6 / n5 = 0.907 (0.714) n6 = 0.78 (0.5) n6 '/ n5 = 0.767 (0.714) n6' = 0.66 (0.5) nR = 2 The gear ratio of 1st to 6th gear 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 effect will be described.

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

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

FIG. 38 is a skeleton diagram showing a gear shift mechanism for an automatic transmission according to a thirteenth embodiment, which has a corresponding relationship with the claimed invention.

In FIG. 38, 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 carrier P1 and the second ring gear R2.

The second two-element connecting member M2 is the first
Is a member that connects the two-element connecting member M1 and the third carrier P3 via the first clutch C1.

The third two-element connecting member M3 is the first
It is a member that integrally connects the ring gear R1 and the second carrier P2.

The fourth two-element connecting member M4 is the third
The two-element connecting member M3 and the third sun gear S3 are integrally connected.

The rotating members and the engaging elements 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 sun gear S1 and is connected to the input shaft IS via the second clutch C2.

The rotating member B is connected to the third ring gear R3 and is directly connected to the output shaft OS.

The rotating member C is connected to the first and second two-element connecting members M2 and M3, and is connected to the first clutch C1 at the first position.
The carrier P1 side is connected to the input shaft I via the third clutch C3.
The first clutch C1 is connected to the third carrier P3 side of the first clutch C1 via the first brake B1 to the case K.

The rotating member D is connected to the third and fourth two-element connecting members M3 and M4, and is connected to the case K via the second brake B2.

The rotating member E is connected to the second sun gear S2 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 apparent from the comparison between the alignment chart of FIG. 30 and the alignment chart of FIG. 39 and the comparison of the engagement logic table of FIG. 31 and the engagement logic table of FIG. 40, the engagement of the thirteenth embodiment The logic is exactly the same as the engagement logic of the tenth embodiment.

Therefore, description of the operation at each gear 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, n6 ', nR are as shown in the table of FIG.

As a specific example, ρ ₁ = 0.65, ρ ₂ =
When 0.45 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 = 4.03 (3.5) n2 / n1 = 0.531 (0.629) n2 = 2.14 (2.2) n3 / n2 = 0.692 (0.682) n3 = 1 .48 (1.5) n4 / n3 = 0.676 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.840 (0.700) n5 = 0.84 (0.7 ) N6 / n5 = 0.869 (0.714) n6 = 0.73 (0.5) n6 '/ n5 = 0.750 (0.714) n6' = 0.63 (0.5) nR = 2 .42 The gear ratios of 1st to 6th gears 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 effects will be described.

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

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

FIG. 41 is a skeleton diagram showing a gear shifting mechanism for an automatic transmission according to a fourteenth embodiment, which has a corresponding relationship with the claimed invention.

In FIG. 41, 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, and the planetary gear train formed of these is the same as in the thirteenth embodiment.

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 sun gear S1 and is connected to the case K via the first brake B1.

The rotating member B is connected to the third ring gear R3 and is directly connected to the output shaft OS.

The rotating member C is connected to the first and second two-element connecting members M2 and M3, and is connected to the first clutch C1 of the first member.
The carrier P1 side is connected to the case K via the second brake B2.
The third carrier P3 side of the first clutch C1 is connected to the input shaft IS via the second clutch C2.

The rotating member D is connected to the third and fourth two-element connecting members M3 and M4, and is connected to the input shaft IS via the third clutch C3.

The rotating member E is connected to the second sun gear S2 and is connected to the input shaft IS via the fourth clutch C4.

Then, one gear is set to the four clutches C1, C2, C3 and C4 and the two brakes B1 and B2.
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 between the alignment chart of FIG. 9 and the alignment chart of FIG. 42 and the comparison of the engagement logic table of FIG. 10 and the engagement logic table of FIG. 43, the engagement of the fourteenth embodiment The logic is exactly the same as the engagement logic of the third embodiment.

Therefore, description of the operation at each gear is 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, n5 '(n6'), nR1, n
R2 becomes as shown in the table of FIG.

As a specific example, ρ ₁ = 0.50, ρ ₂ =
When 0.54 and ρ ₃ = 0.66, the gear ratios of the respective gear stages and the ratios between adjacent gear stages are as follows. The target value is shown in parentheses.

N1 = 3.62 (3.5) n2 / n1 = 0.619 (0.629) n2 = 2.24 (2.2) n3 / n2 = 0.665 (0.682) n3 = 1 .49 (1.5) n4 / n3 = 0.671 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.800 (0.700) n5 = 0.80 (0.7 ) N6 / n5 = 0.750 (0.714) n6 = 0.60 (0.5) n5 ′ (n6 ′) = 0.70 nR1 = 4.32 nR2 = 1.52 1st to 6th gears The 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 effect will be described.

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

In addition, similarly to the third embodiment, the fifth speed, the sixth speed
There is a high degree of freedom in selecting the gear ratio for each speed or reverse gear.

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

FIG. 44 is a skeleton diagram showing a gear shifting mechanism for an automatic transmission according to a fifteenth embodiment, which has a correspondence relationship with the claimed invention.

In FIG. 44, 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 formed of these is a third sun gear S3 and a third sun gear S3 in which the third ring gear R3 and the third sun gear S3 of the thirteenth and fourteenth embodiments are replaced. The only difference is that

Further, when the planetary gear train is used as the gear shifting mechanism for the automatic transmission, the rotating members and the engaging elements added to the planetary gear train are the same as those in the 14th embodiment, and the description thereof will be omitted. .

Next, the operation will be described.

As is apparent from the comparison between the alignment chart of FIG. 24 and the alignment chart of FIG. 45 and the comparison of the engagement logic table of FIG. 25 and the engagement logic table of FIG. 46, each gear of the fifteenth embodiment The engagement logic at the stage is exactly the same as the engagement logic of the eighth embodiment.

Therefore, description of the operation at each gear is 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, n7 and nR are as shown in the table of FIG.

As a concrete example, ρ ₁ = 0.33, ρ ₂ =
When 0.60 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 = 3.76 (3.5) n2 / n1 = 0.707 (0.629) n2 = 2.66 (2.2) n3 / n2 = 0.952 (0.682) n3 = 2 0.00 (1.5) n4 / n3 = 0.500 (0.667) n4 = 1.00 (1.0) n5 / n4 = 0.690 (0.700) n5 = 0.69 (0.7 ) N6 / n5 = 0.739 (0.714) n6 = 0.51 (0.5) n7 = 0.40 nR = 1.76 The gear ratios of the 1st speed to the 6th speed are almost the same as the target speed ratio. Become.
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 fifteenth embodiment, the same effects as (1) to (4) described in the first embodiment can be obtained.

In addition, as in the eighth embodiment, there is no increase in the number of engaging elements, and while maintaining the engagement release control rule which does not cause double replacement in the adjacent gears, the backward movement is performed in seven forward steps. Gear stages can be obtained.

[0375]

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 always connects the first carrier and the second ring gear (or the second sun gear), and a second two-element connecting member that connects the first two-element connecting member and the third carrier. , A third two-element connecting member that connects the second carrier and the third sun gear (or the third ring gear), and the first sun gear (or the first sun gear).
A ring gear) and a second sun gear (or a second ring gear) at all times, a fourth two-element connecting member, and a connecting / disconnecting clutch interposed between the second two-element connecting member or the third two-element connecting member, Since it has a structure that has a cost competitiveness, it is possible to easily reduce gear shift shocks, easy gear shift control, excellent power performance and vehicle mountability, and a simple configuration planetary gear train for an automatic transmission. The effect that it can be provided is obtained.

In the automatic transmission gear transmission according to claim 2, in the planetary gear train for automatic transmission according to claim 1, the first sun gear is connected to the input shaft via the second clutch. , The third sun gear is connected to the output shaft, the first carrier and the second ring gear 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 The first carrier is connected to the case via the first brake, the third clutch is connected to the input shaft, the second carrier is directly connected to the third ring gear, and the second carrier is connected to the case via the second brake. And a second sun gear are directly connected to each other, and the second sun gear is directly connected to the case via a third brake, and one gear is connected to the connecting / disconnecting clutch (first
A device provided with a shift control means 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 an engagement combination of three clutches including three clutches and three brakes. Therefore, it is possible to provide a gear transmission 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 be obtained 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 constantly connects the first ring gear (or first sun gear) and the second ring gear (or second sun gear), and a second two-element connecting member that connects the first carrier and the third carrier. , A third two-element connecting member that always connects the first sun gear (or first ring gear) and the second carrier, and a fourth two-element connecting member that connects the third two-element connecting member and the third sun gear (or third ring gear). Since the two-element connecting member and the connecting / disconnecting clutch interposed between the second two-element connecting member or the fourth two-element connecting member are provided, the cost competitiveness is high and the speed change is possible. Yokku easily reduced, yet is easy to shift control, excellent power performance and vehicle mountability, and configuration is an effect that it is possible to provide a planetary gear train for easy automatic transmission is obtained.

In the automatic transmission gear transmission according to claim 4, in the planetary gear train for automatic transmission according to claim 3, the first sun gear and the second sun gear are directly connected to each other, and this is connected to the second clutch. To the input shaft, to connect the third ring gear to the output shaft, to connect the first carrier and the third carrier via the connecting / disconnecting clutch, and to connect the first carrier side of the connecting / disconnecting clutch to the third clutch. Through the input shaft, the third carrier side of the connecting / disconnecting clutch is connected to the case through the first brake, the first ring gear, the second carrier and the third sun gear are directly connected, and these are connected through the second brake. And the second ring gear is connected to the case via a third brake, and one gear stage is a three-clutch three-brake including the connecting / disconnecting clutch (first clutch). Get by Since both devices are provided with the gear shift control means for obtaining a plurality of gear stages by the engagement release control law which does not cause double shift in the adjacent gear stages, the cost competitiveness is high, and the gear shift shock can be easily reduced. Thus, it is possible to provide an effect that it is possible to provide a gear transmission for an automatic transmission that is easy to control in gear shift, 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, A first two-element connecting member that connects the second ring gear (or second sun gear) and the third carrier, and a second member that constantly connects the first carrier and the second carrier
Two-element connecting member, second two-element connecting member and third
A third two-element connecting member that connects the sun gear, a fourth two-element connecting member that always connects the first sun gear (or first ring gear) and the second sun gear (or second ring gear), and a first two element Connection member or third 2
Since the structure is provided with a disconnecting / engaging clutch mounted on the element connecting member, cost competitiveness is high, shift shock can be easily reduced, shift control is easy, and power performance and vehicle mountability are excellent. In addition, it is possible to provide the planetary gear train for an automatic transmission having a simple structure.

In the automatic transmission gear transmission according to claim 6, in the planetary gear train for automatic transmission according to claim 5, the first sun gear is connected to the input shaft via the second clutch. , The third sun gear is connected to the output shaft, the second ring gear and the third carrier are connected via a connecting / disconnecting clutch,
The third carrier side of the connecting / disconnecting clutch is connected to the case via the first brake and to the input shaft via the third clutch, and the first carrier, the second carrier and the third ring gear are directly connected to each other. The first ring gear and the second sun gear are directly connected to each other via the second brake, and the first ring gear and the second sun gear are directly connected to each other via the third brake, and one gear stage is connected to the connecting / disconnecting clutch (first clutch). 3 clutches included
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.

[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, and 5.

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.

FIG. 32 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission of the eleventh embodiment device, in which (a), (b), and (c) are examples in which the arrangement of the three planetary gears is different.

FIG. 33 is a collinear chart showing a member rotating state at each gear in the shift control of the eleventh embodiment.

FIG. 34 is a diagram showing an engagement logic table at each gear in the shift control of the eleventh embodiment device.

FIG. 35 is a skeleton diagram showing a gear shift mechanism for an automatic transmission of a twelfth embodiment device, in which (a), (b) and (c) are examples in which the arrangement of three planetary gears is different.

FIG. 36 is a collinear chart showing a member rotating state at each gear in the shift control in the twelfth embodiment.

FIG. 37 is a diagram showing an engagement logic table at each gear stage in the shift control in the twelfth embodiment device.

FIG. 38 is a skeleton diagram showing a gear shift mechanism for an automatic transmission of a thirteenth embodiment device, in which (a), (b) and (c) are examples in which the arrangement of the three planetary gears is different.

FIG. 39 is a collinear chart showing a member rotating state at each gear in the shift control in the thirteenth embodiment.

FIG. 40 is a diagram showing an engagement logic table for each gear in the shift control in the thirteenth embodiment.

FIG. 41 is a skeleton diagram showing a gear shift mechanism for an automatic transmission of a fourteenth embodiment device, in which (a), (b) and (c) are examples in which the arrangement of three planetary gears is different.

FIG. 42 is a collinear chart showing a member rotating state at each gear in the shift control in the fourteenth embodiment.

FIG. 43 is a diagram showing an engagement logic table at each gear stage in the shift control in the fourteenth embodiment device.

FIG. 44 is a skeleton diagram showing a gear shift mechanism for an automatic transmission of a fifteenth embodiment device, in which (a), (b) and (c) are examples in which the arrangement of three planetary gears is different.

FIG. 45 is a collinear chart showing a member rotating state at each gear in the shift control of the fifteenth embodiment.

FIG. 46 is a diagram showing an engagement logic table at each gear in the shift control in the device of the fifteenth embodiment.

[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 (6)

[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, a first two-element connecting member that constantly connects the first carrier and the second ring gear (or the second sun gear), and a second two-member that connects the first two-element connecting member and the third carrier. An element connecting member, a third two-element connecting member connecting the second carrier and a third sun gear (or a third ring gear), and the first sangui No. 4 which always connects the gear (or the first ring gear) and the second sun gear (or the second ring gear)
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. 2. The planetary gear train for an automatic transmission according to claim 1, wherein the first sun gear is connected to an input shaft via a second clutch, and the third sun gear is connected to an output shaft, The first carrier and the second ring gear 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 a first brake. The second carrier and the third ring gear are directly connected to each other via the three clutches, the second carrier and the third ring gear are directly connected to the case, and the first ring gear and the second sun 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. 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 that holds a pinion that meshes with the third pinion type third planetary gear, a third sun gear, a third ring gear, and a third pinion type third planetary gear that holds a pinion that meshes 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 carrier and the third carrier, and a third two element that always connects the first sun gear (or the first ring gear) and the second carrier. A connecting member; a fourth two-element connecting member for connecting the third two-element connecting member to a third sun gear (or a third ring gear); and a second two-element connecting member or a fourth two-element connecting member. A planetary gear train for an automatic transmission, characterized by comprising: 4. The planetary gear train for an automatic transmission according to claim 3, wherein the first sun gear and the second sun gear are directly connected to each other, and the second sun gear is connected to the second sun gear.
A clutch is connected to the input shaft, the third ring gear is connected to the output shaft, the first carrier and the third carrier are connected via a disconnecting clutch, and the first carrier side of the disconnecting clutch is connected to the first carrier side. The third clutch side is connected to the input shaft via the third clutch, the third carrier side of the connecting / disconnecting clutch is connected to the case via the first brake, and the first ring gear, the second carrier and the third sun gear are directly connected to each other. The second ring gear is connected to the case via two brakes, the second ring gear is connected to the case via a third brake, and one gear stage is a three-clutch three-brake including the connecting / disconnecting clutch (first clutch). Gears for an automatic transmission, characterized by being provided with a plurality of gear combinations, and provided with a gear shift control means for obtaining a plurality of gear stages by an engagement release control rule without adjacent double gear shifts. Speed devices. 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 that holds a pinion that meshes with the third pinion type third planetary gear, a third sun gear, a third ring gear, and a third pinion type third planetary gear that holds a pinion that meshes with both gears. A planetary gear, a first two-element connecting member that connects the second ring gear (or second sun gear) and a third carrier, and a second two-element connecting member that always connects the first carrier and the second carrier. A third two-element connecting member that connects the second two-element connecting member and a third sun gear, and the first sun gear (or the first ring gear) ) And the second sun gear (or second ring gear) 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 / engaging clutch mounted on the first 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 sun gear is connected to an input shaft via a second clutch, and the third sun gear is connected to an output shaft, The second ring gear and the third carrier are connected via a connecting / disconnecting clutch, the third carrier side of the connecting / disconnecting clutch is connected to the case via the first brake, and is connected to the input shaft via the third clutch, The first carrier, the second carrier, and the third ring gear are directly connected to each other, and these are connected to a case via a second brake, the first ring gear and the second sun gear are directly connected to each other, and this is connected to a case via a third brake. 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.