JPH10259861A - Gear transmission device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simplify the structure, and to miniaturize the radial dimensions of an automatic transmission by arranging a second clutch and a third one-way clutch outside three sets of single pinion type planetary gears by the ring gear input. SOLUTION: A transmission is provided with a second clutch C2 and a third one-way clutch F3 continuously to a third clutch C3 to selectively restrict a first carrier PC1 and a sun gear S1. A second one-way clutch F2 is provided continuous to a second brake B2, and the one-way clutches F2, F3 are arranged outside planetary gears G1, G2, G3. Because the transmission mechanism capable of employing the OWC transmission is provided between the second planetary gear G2 and the third planetary gear G3 without interposing any one-way clutch, complicated structure is avoided, and advantages of miniaturization and reduction of the number of tightening elements are achieved when the OWC transmission is employed in 1-2 transmission, 1-2 transmission and 2-3 transmission.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention belongs to the technical field of a gear transmission for an automatic transmission having three sets of single pinion type planetary gears with ring gear input and five forward speeds having few necessary fastening elements.

[0002]

2. Description of the Related Art Conventionally, as a gear transmission for an automatic transmission, which has three sets of single pinion type planetary gears with ring gear input and a small number of necessary fastening elements, and is capable of five forward speeds by means of a shift control rule without double change. For example, those described in Japanese Patent Application Laid-Open No. 7-4478 are known.

In this publication, as shown in the skeleton diagram of FIG. 26, three sets of single pinion type planetary gears G1, G2, G3 by ring gear input and two connection / disconnection clutches (first clutch C1, first clutch C1). Two clutches C2), one lock clutch (third clutch C3) and three brakes B
1, B2, and B3 with a total of six required fastening elements.
As shown in a fastening operation table of No. 7, there is disclosed a technique of obtaining five forward speeds and one reverse speed by a shift control law without double change.

Further, in this conventional device, in order to set the engagement / disengagement timing, which is difficult with the hydraulic control of the brakes and clutches at the time of shifting, to the complete timing (timing without interlock or engine blow-up), 1-2 shifting and 2 shifting are performed.
-3 shift and a one-way clutch shift (hereinafter referred to as OWC shift) are employed, and the first shift is performed in parallel with the second clutch C2.
A one-way clutch F1 is provided, and a second brake B2
And a second one-way clutch F2 is provided in parallel with.

[0005]

However, in the above-mentioned conventional gear transmission for an automatic transmission, the second gear shift and the 2-3 gear shift employ the OWC shift to achieve the second gear shift.
The second clutch C2 and the first one-way clutch F1 are arranged in parallel between the planetary gear G2 and the third planetary gear G3, and the two clutches C2 and F1 are positioned parallel and adjacent to each other. Because the output shaft is disposed in the automatic transmission, the structure becomes complicated and the radial dimension of the automatic transmission increases.

That is, since the two clutches C2 and F1 are disposed across the two planetary gears G2 and G3, the structure becomes complicated. In addition, the output shaft must have a large shaft diameter for high torque transmission, and since this output shaft and the two clutches C2 and F1 are arranged in the radial direction, the radial size of the automatic transmission is inevitably reduced. It becomes bigger.

Further, when a change is made to adopt the OWC shift only for the 1-2 shift, the change is made by eliminating the first one-way clutch F1 from the shift mechanism shown in FIG. 26. In this case, the engagement and release are performed by hydraulic pressure. Without any reduction in the number of clutches required, the number of required fastening elements remains at a total of six.

Incidentally, in recent automatic transmissions, 1-2
Except for the shift, the OWC shift is not adopted, and the timing is often controlled by electronically controlling the engagement pressure and the release pressure while monitoring the gear ratio that changes during the shift. There is a tendency to reduce the number of fastening elements including the automatic transmission and to reduce the size and weight of the automatic transmission.

The problems to be solved by the present invention are low cost, light weight and small size due to three sets of single pinion type planetary gears using a ring gear input and a small number of necessary fastening elements, and 1-2 speed and 1-2, It is an object of the present invention to provide a gear transmission for an automatic transmission that achieves the advantages of employing an OWC shift in the 2-3 shift.

[0010]

[Means for Solving the Problems]

(Solution 1) A gear transmission for an automatic transmission according to a first solution of the above-mentioned problem (Claim 1) is a single gear having a first sun gear, a first ring gear, and a first carrier that supports a pinion that meshes with both gears. A first planetary gear of a pinion type;
A single pinion type second planetary gear having a second carrier that supports a second sun gear, a second ring gear, and a pinion meshing with both gears, a third sun gear, a third ring gear, and a pinion meshing with both gears are supported. A third planetary gear of a single pinion type having a third carrier, an input member connected to the first ring gear, an output member connected to the second carrier, and the first carrier and the third ring gear. A first connecting member for connecting, a second connecting member for integrally connecting the second ring gear and the third carrier, a third connecting member for integrally connecting the second sun gear and the third sun gear, and a first connecting member. A first clutch for selectively connecting and disconnecting the ring gear and the second ring gear, a third clutch for selectively restraining the first carrier and the first sun gear, and a third clutch.
A first brake for selectively stopping the rotation of the connecting member, a second brake for selectively stopping the rotation of the first sun gear, and a third brake for selectively stopping the rotation of the second connecting member. It is characterized by having.

(Solution 2) In the gear transmission for an automatic transmission according to the first aspect, the first aspect of the present invention is directed to a first aspect of the invention, wherein the first brake and the second brake are engaged.
Speed, second speed when the third clutch and the first brake are engaged, third speed when the first clutch and the first brake are engaged, fourth speed when the first clutch and the third clutch are engaged, and engagement of the first clutch and the second brake. Gear shift control means for obtaining a fifth speed, a reverse speed by engaging the second brake and the third brake or a third clutch and the third brake, and providing a first reverse speed or a second reverse speed with the fifth forward speed. .

(Solution 3) In the gear transmission for an automatic transmission according to claim 1, a second one-way clutch is provided in parallel with the second brake. A second clutch and a third one-way clutch are provided in parallel with the third clutch, and the second clutch is engaged at the second, third, and fourth speeds in addition to the shift control law according to claim 2, and the reverse is performed at the fifth forward speed. A shift control means for obtaining the first speed or the second reverse speed is provided.

(Solution 4) In the gear transmission for an automatic transmission according to claim 1, a fourth brake and a first one-way clutch are provided in parallel with the first brake. A second one-way clutch is provided in parallel with the second brake, and a second clutch and a third one-way clutch are provided in parallel with the third clutch. Transmission control means for adding the second clutch at the fourth, fourth, and fourth brakes at the first, second, third, and fourth speeds to obtain the first reverse speed or the second reverse speed at the fifth forward speed. It is characterized by having been provided.

(Solution 5) A fifth aspect of the present invention is a single pinion type first having a first sun gear, a first ring gear, and a first carrier supporting a pinion meshing with both gears. A second single-pinion type second gear having a planetary gear, a second sun gear, a second ring gear, and a second carrier supporting a pinion meshing with both gears;
A third planetary gear of a single pinion type having a planetary gear, a third sun gear, a third ring gear, and a third carrier supporting a pinion meshing with both gears; an input member connected to the third ring gear; An output member connected to the carrier, a first connection member integrally connecting the first ring gear and the third carrier, a second connection member integrally connecting the first sun gear and the second sun gear, A first clutch for selectively connecting and disconnecting the first carrier and the input member; and a second clutch for selectively connecting and disconnecting the first carrier and the second ring gear.
A clutch, a third clutch for selectively restraining the first carrier and the first sun gear, a second brake for selectively stopping rotation of the third sun gear, and a second brake for selectively stopping rotation of the second ring gear. And 3 brakes.

(Solution 6) According to a sixth aspect of the present invention, in the gear transmission for an automatic transmission according to the fifth aspect, the third clutch, the second brake, and the third brake are engaged. Speed, first clutch and third clutch and third
The second speed is established by engaging the brake, the third speed is established by engaging the first clutch, the second brake, and the third brake, the fourth speed is established by engaging the first clutch, the second clutch, and the third clutch, and the first clutch, the second clutch, and the second clutch are engaged. 5th gear by applying 2 brakes,
A shift control means is provided for obtaining the reverse speed by engaging the second clutch, the second brake and the third brake, and obtaining the first reverse speed with the five forward speeds.

(Solution 7) A gear transmission for an automatic transmission according to claim 5, wherein a fourth clutch and a first one-way clutch are provided in parallel with the third clutch. And a second one-way clutch is provided in parallel with the second brake, and the engagement of the fourth clutch at the first, second, third, fourth, and fifth speeds is added to the shift control law according to claim 6. Gear shift control means for obtaining one reverse speed with five forward speeds.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION

(Embodiment 1) The embodiment 1 is defined as claims 1 to 3
It is a gear transmission for an automatic transmission corresponding to the described invention.

First, the configuration will be described.

FIG. 1 is a skeleton diagram showing a gear transmission for an automatic transmission according to the first embodiment. In FIG.
1, G2 and G3 are planetary gears, M1, M2 and M3 are connection members, C1, C2 and C3 are clutches, B1, B2 and B3
Is a brake, F2 and F3 are one-way clutches, IN is an input shaft (input member), and OUT is an output shaft (output member).

The first planetary gear G1 has a first sun gear S
1, a first ring gear R1, and a single pinion type planetary gear having a first carrier PC1 that supports a pinion that meshes with both gears S1 and R1.

The second planetary gear G2 has a second sun gear S
2, a second pinion type planetary gear having a second ring gear R2 and a second carrier PC2 supporting a pinion meshing with both gears S2 and R2.

The third planetary gear G3 has a third sun gear S
3, a third ring gear R3, and a single pinion type planetary gear having a third carrier PC3 that supports a pinion that meshes with both gears S3 and R3.

The input shaft IN is connected to the first ring gear R1, and inputs the engine rotational driving force via a torque converter (not shown).

The output shaft OUT is connected to the second carrier PC2, and transmits output rotational driving force to driving wheels via a final gear (not shown).

The first connecting member M1 includes a first carrier.
A member that integrally connects the PC 1 and the third ring gear R3.

The second connecting member M2 is a member for integrally connecting the second ring gear R2 and the third carrier PC3.

The third connecting member M3 is a member for integrally connecting the second sun gear S2 and the third sun gear S3.

The first clutch C1 is a clutch for selectively connecting and disconnecting the first ring gear R1 and the second ring gear R2.

The third clutch C3 is connected to the first carrier PC.
1 and a clutch that selectively restrains the first sun gear S1. The second clutch C3 is connected in parallel with the third clutch C3.
Second and third one-way clutches F3 are provided.

The first brake B1 is a brake for selectively stopping the rotation of the third connecting member M3.

The second brake B2 is provided with a first sun gear S
This is a brake for selectively stopping one rotation. The second one-way clutch F2 is connected in parallel with the second brake B2.
Is provided.

The third brake B3 is a brake for selectively stopping the rotation of the second connecting member M2.

Each of the clutches C1, C2, C3 and the brakes B1, B2, B3 is provided with a shift hydraulic control device (hydraulic control type, electronic control type, hydraulic + Electronic control type) is connected.

Next, the operation will be described.

[Shift operation] FIG. 2 is a diagram showing a fastening operation table in the automatic transmission gear transmission according to the first embodiment, and FIG. 3 is a diagram showing each gear stage in the automatic transmission gear transmission according to the first embodiment. FIGS. 4 to 10 are alignment charts showing a state in which the rotation of the member is stopped at the time of FIG.
FIG. 3 is a diagram showing a torque transmission path (thick line) at each shift speed in the automatic transmission gear transmission according to the first embodiment.

In FIG. 4, white circles indicate the operation in the acceleration state (traction operation state), and black circles indicate the operation in the coasting state (propulsion operation state).

(1st speed) In the 1st speed, as shown in FIG.
It is obtained by engaging the first brake B1 and the second brake B2.

In the first speed, as shown at 1st in FIGS. 3 and 4, the first sun gear S1 is fixed to the case by the operation of the second one-way clutch F2 (or the engagement of the second brake B2). The first ring gear R1 and the second ring gear R2 are disconnected by releasing the clutch C1.
Further, the engagement of the first brake B1 causes the two sun gears S2,
S3 is fixed to the case.

Therefore, the rotation of the output shaft OUT is defined by the rotation of the second ring gear R2 (lower than the input rotation) and the fixing of the second sun gear S2 in the second planetary gear G2, and the input rotation is greatly reduced. The first speed is obtained.

(Second speed) In the second speed, as shown in FIG.
The second brake B2 in the first speed is released, and the second clutch C
It is obtained by engaging the second and third clutch C3.

The second speed is, as shown by 2nd in FIGS. 3 and 5, the first sun gear S1 and the first sun gear S1 by the operation of the second clutch C2 and the third one-way clutch F3 (or the engagement of the third clutch C3). The carrier PC1 is restrained, and the first ring gear R1 and the second ring gear R2 are disconnected by releasing the first clutch C1. Also, the first brake B1
, The sun gears S2 and S3 are fixed to the case.

Therefore, the rotation of the output shaft OUT is defined by the rotation of the second ring gear R2 (slightly lower than the input rotation) and the fixing of the second sun gear S2 in the second planetary gear G2, and the input rotation is reduced. The second speed is obtained.

(3rd speed) In the 3rd speed, as shown in FIG.
The third clutch C3 in the second speed is released, and the first clutch C3 is released.
1 is obtained.

In the third speed, as shown by 3rd in FIGS. 3 and 6, the input shaft IN and the second ring gear R2 are connected by the engagement of the first clutch C1, and the two sun gears S2 are engaged by the engagement of the first brake B1. , S3 are fixed to the case.

Therefore, the rotation of the output shaft OUT is defined by the rotation (input rotation) of the second ring gear R2 and the fixing of the second sun gear S2 in the second planetary gear G2. can get.

(4th speed) In the 4th speed, as shown in FIG.
The first brake B1 in the third speed is released, and the third clutch C
3 is obtained.

As shown at 4th in FIG. 3 and FIG. 7, the fourth speed corresponds to the first clutch C1, the second clutch C2 and the third clutch.
The engagement of the clutch C3 causes the first planetary gear G1, the second planetary gear G2, and the third planetary gear G3 to rotate integrally as a block.

Therefore, the input shaft IN and the output shaft OUT are directly connected, and the fourth speed with a gear ratio of 1 is obtained by the same rotation of the input rotation and the output rotation.

(5th speed) In the 5th speed, as shown in FIG.
It is obtained by releasing the second clutch C2 and the third clutch C3 at the fourth speed and engaging the second brake B2.

In the fifth speed, as shown at 5th in FIGS. 3 and 8, the first sun gear S1 is fixed to the case by the engagement of the second brake B2, and the first ring gear R1 is engaged by the engagement of the first clutch C1. The second ring gear R2 is connected.

Therefore, the rotation of the output shaft OUT is caused by the rotation of the second ring gear R2 (input rotation) and the rotation of the second sun gear S2 (higher rotation than the input rotation) in the second planetary gear G2.
And a fifth speed that is higher than the input rotation is obtained.

(Reverse speed 1) As shown in FIG. 2, reverse speed 1 is obtained by engaging the second brake B2 and the third brake B3.

The reverse speed 1 corresponds to Rev1 in FIGS. 3 and 9.
As shown in FIG. 5, the operation of the second one-way clutch F2 (or the engagement of the second brake B2) causes the first sun gear S1
Is fixed to the case, and the first ring gear R1 and the second ring gear R2 are disconnected by releasing the first clutch C1. The second connection member M2 is fixed by the engagement of the third brake B3.

Therefore, the rotation of the output shaft OUT is defined by the fixing of the second ring gear R2 and the reverse rotation of the second sun gear S2 in the second planetary gear G2, and a reverse speed 1 is obtained by the reverse rotation of the input rotation. .

(Reverse speed 2) The reverse speed 2 is obtained by engaging the third clutch C3 and the third brake B3, as shown in FIG.

This reverse speed 2 corresponds to the Rev speed shown in FIGS.
As shown in FIG. 2, the engagement of the third clutch C3 restrains the first sun gear S1 and the first carrier PC1, and the release of the first clutch C1 disconnects the first ring gear R1 and the second ring gear R2. The second connection member M2 is fixed by the engagement of the third brake B3.

Therefore, the rotation of the output shaft OUT is defined by the fixing of the second ring gear R2 and the reverse rotation of the second sun gear S2 in the second planetary gear G2, and the reverse speed 1 is obtained by the reverse rotation of the input rotation. .

[Low cost, light weight, miniaturization] Development of a gear transmission for an automatic transmission that is competitive in the market
Consider: (a) low cost (price competitive); (b) Light weight (effective for improving fuel efficiency). (c) Small size (good mountability). Is particularly important.

To realize this, (1) reduce the number of speed change elements. The reason is that if the number of elements is reduced, the number of parts is reduced, and the size, weight and cost are reduced. (2) Double pinion planetary gears should be single pinion planetary gears. The reason is that the double pinion planetary gear has a larger number of parts, is more complicated and has a higher production cost than the single pinion planetary gear. (3) Use a ring gear input configuration. The reason is that in the case of the ring gear input, the span from the shaft center to the gear meshing position where the force acts can be made larger than that of the carrier input or the sun gear input, so that the gear driving load can be reduced.
As a result, the outer diameter of the sun gear can be reduced, and the outer diameter of the entire planetary gear is reduced. Etc. are required.

Therefore, looking at the first embodiment from this viewpoint, regarding (1), the minimum number of required fastening elements is five.
In order to simplify the shift control, the 1-2 shift and 2-3
The number of elements added for the OWC shift in shifting is three, and a total of eight elements achieve five forward speeds. The total number of elements is eight, which is the same as that of the prior art.

Regarding (2), three sets of planetary gears G1, G
2 and G3 are single pinion planetary gears. By the way, the gear ratios of the three sets of planetary gears G1, G2, G3 are G1 = 0.6, G2 = 0.4, G3 =
Assuming 0.6, the first gear ratio is 3.584, the second gear ratio is 2.240, the third gear ratio is 1.400, and the fourth gear ratio is 1 as shown on the right side of FIG. .000, the 5th gear ratio is 0.848, the 1 reverse gear ratio is 3.360, and the 2 reverse gear ratio is 2.100, so that the same gear ratio as the prior art can be obtained.

Regarding (3), a ring gear input configuration is used regardless of whether the first clutch C1 is engaged or disengaged.

Therefore, the gear transmission for an automatic transmission according to the first embodiment can be reduced in cost, weight, and size.

[Advantages of OWC Shift] (1) When OWC Shift is Used for 1-2 and 2-3 Shifts In the first embodiment, an example in which OWC shift is performed by 1-2 shifts and 2-3 shifts However, this is the same because the gear transmission described in the conventional source (Japanese Patent Laid-Open No. 7-4478) performs the OWC shift in the 1-2 shift and the 2-3 shift. It also makes sense to compare at the same level with performance.

Therefore, the OW is changed to the 1-2 shift and the 2-3 shift.
Comparing the device of the first embodiment employing the C shift with the conventional device, the device of the first embodiment has a one-way clutch F
The second clutch C2 and the first one-way clutch F1 are arranged between the second planetary gear G2 and the third planetary gear G3 in the conventional device.
Are arranged.

That is, in the conventional device, two planetary gears G
2 and G3, the second clutch C2 and the first one-way clutch F1 are disposed, so that the structure becomes complicated, and the output shaft transmitting the high torque and the two clutches C1
Since F2 and F1 are arranged in the radial direction, the radial size of the automatic transmission increases.

Therefore, when the OWC shift is adopted for the 1-2 and 2-3 shifts, the structure of the apparatus of the first embodiment can be simplified as compared with the conventional apparatus, and the automatic transmission can be improved. Can be kept small in the radial direction.

(2) When the OWC shift is used for the 1-2 shift When the change is made to adopt the OWC shift only for the 1-2 shift, in the first embodiment, the second clutch C2 is shifted from the shift mechanism shown in FIG. And the third one-way clutch F3 is eliminated. On the other hand, in the conventional device, the operation is performed by eliminating the first one-way clutch F1 from the transmission mechanism shown in FIG.

That is, in the case of the conventional device, the number of clutches to be engaged / disengaged by hydraulic pressure does not decrease at all, and the number of necessary fastening elements remains at a total of six. However, in the device of the first embodiment, Since the second clutch C2 can be eliminated, the number of required fastening elements is 5 (= 6−
1).

Therefore, when the OWC shift is used only for the 1-2 shift, the apparatus of the first embodiment has an automatic shift corresponding to the reduced number of fastening elements used in the shift mechanism as compared with the conventional apparatus. A smaller and lighter machine can be achieved.

In particular, the reduction in the number of fastening elements is useful in recent automatic transmissions in which shift control is performed electronically except for the 1-2 shift.

Next, the effects will be described.

(1) Three single pinion type planetary gears G1, G2, and G3 with ring gear input are adopted, and the minimum required number of fastening elements is five. It is possible to achieve low cost, light weight, and downsizing of the gear transmission for obtaining the second reverse speed.

(2) Since the transmission mechanism employs the OWC shift without interposing a one-way clutch between the two planetary gears, the OWC shift is used for the 1-2 shift, the 1-2 shift, and the 2-3 shift. In this case, advantages such as miniaturization and reduction in the number of fastening elements are achieved.

(Embodiment 2) Embodiment 2 is a gear transmission for an automatic transmission according to the first and second aspects of the present invention.

First, the configuration will be described.

FIG. 11 is a skeleton diagram showing a gear transmission for an automatic transmission according to the second embodiment.
G1, G2, and G3 are planetary gears, M1, M2, and M3 are connection members, C1, C3 are clutches, B1, B2, and B3 are brakes, IN is an input shaft, and OUT is an output shaft.

In the second embodiment, when compared with the first embodiment shown in FIG. 1, the second one-way clutch F2, the second clutch C2 and the third one-way clutch F3 are eliminated, and only five necessary fastening elements are provided. This is an embodiment based on a basic configuration using.

Since each configuration is the same as that of the first embodiment, the description is omitted.

Next, the operation will be described.

[Gear Shifting Operation] FIG. 12 is a diagram showing a fastening operation table in the gear transmission for an automatic transmission according to the second embodiment.

As shown in FIG. 12, the first speed is obtained by engaging the first brake B1 and the second brake B2, the second speed is obtained by engaging the third clutch C3 and the first brake B1, and the third speed is obtained. The speed is obtained by engaging the first clutch C1 and the first brake B1, and the fourth speed is obtained by engaging the first clutch C1 with the third clutch B1.
The fifth speed is obtained by engaging the first clutch and the second brake B2, the reverse speed 1 is obtained by engaging the second brake and the third brake, and the reverse speed 2 is obtained by engaging the clutch C3. It is obtained by engaging C3 and the third brake B3. The alignment chart showing the member rotation stop state at each shift speed is exactly the same as FIG.

Next, the effects will be described.

The following effects are added to the effects of the first embodiment.

(3) Since three sets of single pinion type planetary gears G1, G2, and G3 with ring gear input are adopted and the number of required fastening elements is set to five, five forward speeds and one reverse speed or two reverse speeds are adopted. As compared with the conventional apparatus and the apparatus of the first embodiment, the high-speed gear transmission can achieve a reduction in size and weight of the transmission mechanism with a smaller number of fastening elements.

However, in the case of the second embodiment, 1-2
It is necessary to perform shift control such as shifting without using the OWC shift, but it is a useful shift mechanism when shift control technology based on high-level electronic control that suppresses shift shock is established irrespective of changes in conditions and the like. .

(Embodiment 3) Embodiment 2 is a gear transmission for an automatic transmission according to the first, second and fourth aspects of the present invention.

First, the configuration will be described.

FIG. 13 is a skeleton diagram showing a gear transmission for an automatic transmission according to the third embodiment.
G1, G2, and G3 are planetary gears, M1, M2, and M3 are connection members, C1, C2, and C3 are clutches, B1, B2, and B
3, B4 is a brake, F1, F2, and F3 are one-way clutches, IN is an input shaft, and OUT is an output shaft.

In the third embodiment, when compared with the first embodiment shown in FIG. 1, the fourth brake is connected in parallel with the first brake B1.
Add brake B4 and first one-way clutch F1,
This is an embodiment in which the number of fastening elements including a one-way clutch is ten.

The components other than the fourth brake B4 and the first one-way clutch F1 are the same as those in the first embodiment, and therefore the description is omitted.

Next, the operation will be described.

[Shift Operation] FIG. 14 is a diagram showing a fastening operation table in the gear transmission for an automatic transmission according to the third embodiment.

As shown in FIG. 14, when compared with the first embodiment, the fourth brake B4 is engaged in the first to fourth speeds, and the first one-way clutch F1 operates in the first to third speeds. However, the only difference is that the first brake B1 engaged in the first to third speeds operates in the coasting state. The alignment chart showing the member rotation stop state at each shift speed is exactly the same as FIG.

Next, the effects will be described.

The following effects are added to the effects of the first embodiment.

(4) Since a fourth brake B4 and a first one-way clutch F1 are added in parallel with the first brake B1 to the configuration of the first embodiment, 3-4 in addition to the 1-2 and 2-3 shifts. The shift can be an OWC shift.

(Embodiment 4) Embodiment 4 is a gear transmission for an automatic transmission according to the invention of claims 5 to 7.

First, the configuration will be described.

FIG. 15 is a skeleton diagram showing a gear transmission for an automatic transmission according to the fourth embodiment.
G1, G2, and G3 are planetary gears, M1 and M2 are connection members, C1, C2, and C3 are clutches, B2 and B3 are brakes, F1 and F2 are one-way clutches, IN is an input shaft (input member), and OUT is an output shaft. (Output member).

The first planetary gear G1 has a first sun gear S
1, a first ring gear R1, and a single pinion type planetary gear having a first carrier PC1 that supports a pinion that meshes with both gears S1 and R1.

The second planetary gear G2 has a second sun gear S
2, a second pinion type planetary gear having a second ring gear R2 and a second carrier PC2 supporting a pinion meshing with both gears S2 and R2.

The third planetary gear G3 has a third sun gear S
3, a third ring gear R3, and a single pinion type planetary gear having a third carrier PC3 that supports a pinion that meshes with both gears S3 and R3.

The input shaft IN is connected to the third ring gear R3, and inputs the engine rotational driving force via a torque converter (not shown).

The output shaft OUT is connected to the second carrier PC2, and transmits the output rotational driving force to the drive wheels via a final gear (not shown).

The first connecting member M1 is a member for integrally connecting the first ring gear R1 and the third carrier PC3.

The second connecting member M2 is a member for integrally connecting the first sun gear S1 and the second sun gear S2.

The first clutch C1 is connected to the first carrier PC.
This is a clutch for selectively connecting and disconnecting the first and third ring gears R3.

The second clutch C2 is connected to the first carrier PC.
This is a clutch for selectively connecting and disconnecting the first and second ring gears R2.

[0110] The third clutch C3 is connected to the first carrier PC.
1 and a clutch that selectively restrains the first sun gear S1. The fourth clutch C is connected in parallel with the third clutch C3.
4 and a first one-way clutch F1.

The second brake B2 is connected to the third sun gear S
This is a brake for selectively stopping the rotation of No. 3. The second one-way clutch F2 is connected in parallel with the second brake B2.
Is provided.

The third brake B3 is a brake for selectively stopping the rotation of the second ring gear R2.

Each of the clutches C1, C2, C3, C4 and the brakes B2, B3 is provided with a shift hydraulic control unit (hydraulic control type, electronic control type, hydraulic + Electronic control type) is connected.

Next, the operation will be described.

[Shift Action] FIG. 16 is a diagram showing an engagement operation table in the gear transmission for an automatic transmission according to the fourth embodiment, and FIG.
FIG. 18 is a nomographic diagram showing a member rotation stop state at each shift speed in the automatic transmission gear transmission according to the fourth embodiment;
FIG. 23 is a diagram showing a torque transmission path (thick line) at each speed in the gear transmission for an automatic transmission according to the fourth embodiment.

In FIG. 16, a white circle indicates an operation in an acceleration state (traction operation state), and a black circle indicates an operation in a coasting state (propulsion operation state).

(First speed) The first speed is obtained by engaging the third clutch C3, the fourth clutch C4, the second brake B2, and the third brake B3, as shown in FIG.

This first speed corresponds to the first speed shown in FIGS. 17 and 18.
As shown in FIG. 3, the operation of the second one-way clutch F2 (or the engagement of the second brake B2) causes the third sun gear S3
Is fixed to the case, the second ring gear R2 is fixed to the case by the engagement of the third brake B3, and the fourth clutch C
4 and the operation of the first one-way clutch F1 (or the engagement of the third clutch C3) restrains the first carrier PC1 and the first sun gear S1.

Therefore, the rotation of the output shaft OUT is defined by the fixing of the second ring gear R2 and the rotation of the second sun gear S2 in the second planetary gear G2, and the first speed in which the input rotation is greatly reduced can be obtained. .

(Second speed) The second speed is obtained by releasing the second brake B2 at the first speed and engaging the first clutch C1, as shown in FIG.

The second speed is the second speed shown in FIGS. 17 and 19.
As shown in FIG. 7, the second ring gear R2 is fixed to the case by the engagement of the third brake B3, the engagement of the fourth clutch C4 and the operation of the first one-way clutch F1 (or the third
The first carrier PC1 and the first sun gear S1 are restrained by the engagement of the clutch C3), and the input shaft IN and the restraining members PC1, S1 are connected by the engagement of the first clutch C1.

Therefore, the rotation of the output shaft OUT is defined by the fixing of the second ring gear R2 and the input rotation of the second sun gear S2 in the second planetary gear G2, and the second speed in which the input rotation is reduced is obtained.

(3rd speed) As shown in FIG. 16, the third speed is obtained by releasing the third clutch C3 in the second speed and engaging the second brake B2.

This third speed corresponds to the 3rd speed shown in FIGS. 17 and 20.
, The third sun gear S3 is fixed by the engagement of the second brake B2, the second ring gear R2 is fixed to the case by the engagement of the third brake B3, and the first clutch C
As a result, the input shaft IN and the second carrier PC2 are connected.

Therefore, the rotation of the output shaft OUT is defined by the fixing of the second ring gear R2 and the rotation of the second sun gear S2 in the second planetary gear G2, and the third speed in which the input rotation is reduced is obtained.

(Fourth speed) As shown in FIG. 16, the fourth speed is the second brake B2 and the third brake B3 at the third speed.
Is released, and the second clutch C2 and the third clutch C3 are engaged.

The fourth speed is the 4th speed shown in FIGS. 17 and 21.
As shown in FIG. 7, the first carrier PC1 and the second ring gear R2 are connected by the engagement of the second clutch C2, and the first carrier PC1 and the second ring gear R2 are connected to each other by the engagement of the fourth clutch C4 and the operation of the first one-way clutch F1 (or the engagement of the third clutch C3). 1 carrier
PC1 and first sun gear S1 are restrained, and first clutch C
As a result, the input shaft IN and the restraining members PC1 and S1 are connected.

Therefore, the input shaft IN and the output shaft OUT are directly connected, and the fourth speed with a gear ratio of 1 is obtained by the same rotation of the input rotation and the output rotation.

(Fifth speed) The fifth speed is obtained by releasing the third clutch C3 and engaging the second brake B2 in the fourth speed, as shown in FIG.

The fifth speed is the 5th speed shown in FIGS. 17 and 22.
As shown in FIG. 7, the third sun gear S3 is fixed to the case by the engagement of the second brake B2, the input shaft IN and the first carrier PC1 are connected by the engagement of the first clutch C1, and
The engagement of the clutch C2 connects the first carrier PC1 and the second ring gear R2.

Therefore, the rotation of the output shaft OUT is caused by the rotation of the second ring gear R2 (input rotation) and the rotation of the second sun gear S2 (higher rotation than the input rotation) in the second planetary gear G2.
And a fifth speed that is higher than the input rotation is obtained.

(Reverse speed) The reverse speed is obtained by engaging the second clutch C2, the second brake B2, and the third brake B3, as shown in FIG.

This reversing speed corresponds to Rev in FIGS. 17 and 23.
As shown in FIG. 7, the first carrier PC1 and the second ring gear R2 are fixed to the case by the engagement of the second clutch C2 and the third brake B3, and the first carrier PC1 and the second ring gear R2 are actuated by the operation of the second one-way clutch F2 (or the engagement of the second brake B2). The three sun gear S3 is fixed to the case.

Therefore, the rotation of the output shaft OUT is defined by the fixing of the second ring gear R2 and the reverse rotation of the second sun gear S2 in the second planetary gear G2, and a reverse speed is obtained by the reverse rotation of the input rotation.

[Advantages of OWC Shift] (1) When OWC Shift is Used for 1-2, 2-3 Shifts In the fourth embodiment, 1-2 shifts and 2-3 shifts (and 4-5 shifts)
An example is shown in which an OWC shift is performed by a gear shift, and the gear transmission described in a conventional source (Japanese Patent Laid-Open No. 7-4478) performs an OWC shift by a 1-2 shift and a 2-3 shift. Therefore, it is meaningful to make comparisons at the same level with the same performance.

Therefore, the OW is changed to the 1-2 shift and the 2-3 shift.
Comparing the device of the fourth embodiment adopting the C shift with the conventional device, the device of the fourth embodiment has a one-way clutch F
1 and F2 are arranged outside the planetary gears. In the conventional device, a second clutch C2 and a first one-way clutch F1 are arranged in parallel between a second planetary gear G2 and a third planetary gear G3.
Are arranged.

That is, in the conventional device, two planetary gears G
2 and G3, the second clutch C2 and the first one-way clutch F1 are disposed, so that the structure becomes complicated, and the output shaft transmitting the high torque and the two clutches C1
Since F2 and F1 are arranged in the radial direction, the radial size of the automatic transmission increases.

Therefore, when the OWC shift is used for the 1-2 and 2-3 shifts, the structure of the apparatus of the fourth embodiment can be simplified as compared with the conventional apparatus, and the automatic transmission can be improved. Can be kept small in the radial direction.

(2) When the OWC shift is used for the 1-2 shift When the change to adopt the OWC shift for only the 1-2 shift is performed, in the fourth embodiment, the fourth mechanism is changed from the shift mechanism shown in FIG.
This is performed by eliminating the clutch C4 and the first one-way clutch F1. On the other hand, in the conventional device, the operation is performed by eliminating the first one-way clutch F1 from the transmission mechanism shown in FIG.

That is, in the case of the conventional apparatus, the number of clutches to be engaged / disengaged by the hydraulic pressure does not decrease at all, and the number of necessary fastening elements remains at six in total. Since the fourth clutch C4 can be eliminated, the number of required fastening elements is 5 (= 6−
1).

Therefore, when the OWC shift is used only for the 1-2 shift, the apparatus according to the fourth embodiment has an automatic shift corresponding to the reduced number of fastening elements used in the shift mechanism as compared with the conventional apparatus. A smaller and lighter machine can be achieved.

In particular, the reduction in the number of fastening elements is useful in recent automatic transmissions in which shift control is performed electronically except for the 1-2 shift.

Next, effects will be described.

(1) Since three sets of single pinion type planetary gears G1, G2, G3 by ring gear input are employed and the minimum number of required fastening elements is five, the forward five speeds and the reverse one speed are reduced. Low cost, light weight,
Miniaturization can be achieved.

(2) A second one-way clutch F2 is provided in parallel with the second brake, and a fourth clutch C4 and a first one-way clutch F1 are provided in parallel with the third clutch C3. In this case, not only advantages such as downsizing and reduction in the number of fastening elements are achieved, but also the OWC shift can be used for the 1-2 and 2-3 shifts, and the 4-5 shift can also be the OWC shift.

(Fifth Embodiment) A fifth embodiment is a gear transmission for an automatic transmission according to the fifth and sixth aspects of the present invention.

First, the configuration will be described.

FIG. 24 is a skeleton diagram showing a gear transmission for an automatic transmission according to the fifth embodiment.
G1, G2, and G3 are planetary gears, M1 and M2 are connection members, C1, C2, and C3 are clutches, B2 and B3 are brakes, IN is an input shaft, and OUT is an output shaft.

The fifth embodiment differs from the fourth embodiment shown in FIG. 15 in that the second one-way clutch F2
This is an embodiment in which a basic configuration using only five necessary fastening elements is eliminated, and the fourth clutch C4 and the first one-way clutch F1 are eliminated.

Since each configuration is the same as that of the fourth embodiment, the description is omitted.

Next, the operation will be described.

[Shift Operation] FIG. 25 is a diagram showing an engagement operation table in the gear transmission for an automatic transmission according to the fifth embodiment.

As shown in FIG. 25, the first speed is obtained by engaging the third clutch C3, the second brake B2 and the third brake B3, and the second speed is obtained by engaging the first clutch C1, the third clutch C3 and the third clutch C3. The third speed is obtained by engaging the brake B3, and the third speed is obtained by the first clutch C1, the second brake B2 and the third brake B
The third speed is obtained by engaging the first clutch C1, the second clutch C2, and the third clutch C3, and the fifth speed is obtained by engaging the first clutch, the second clutch C2, and the second brake B2. And the reverse speed is obtained by engaging the second clutch, the second brake, and the third brake.
The alignment chart showing the member rotation stop state at each shift speed is exactly the same as FIG.

Next, effects will be described.

The following effects are added to the effects of the fourth embodiment.

(3) Three sets of single pinion type planetary gears G1, G2, G3 with ring gear input are adopted, and the number of required fastening elements is five, so that the conventional device and the device of the fourth embodiment are used. As compared with the above, the speed change mechanism of the gear transmission having five forward speeds and one reverse speed can be reduced in size and weight.

However, in the case of the fifth embodiment, 1-2
It is necessary to perform shift control such as shifting without using the OWC shift, but it is a useful shift mechanism when shift control technology based on high-level electronic control that suppresses shift shock is established irrespective of changes in conditions and the like. .

(Other Embodiments) Embodiments 1 to 5
In the above, an example in which the input member is the input shaft IN and the output member is the output shaft OUT has been described. However, for example, an input gear or an output gear may be used as the input member or the output member.

[0159]

According to the present invention, three sets of single pinion type planetary gears, an input member connected to the first ring gear, an output member connected to the second carrier, A first connecting member for integrally connecting the first carrier and the third ring gear, a second connecting member for integrally connecting the second ring gear and the third carrier, and a second sun gear and the third sun gear; , A first clutch for selectively connecting and disconnecting the first ring gear and the second ring gear, a third clutch for selectively restraining the first carrier and the first sun gear, and a third connection. A first brake for selectively stopping the rotation of the member, a second brake for selectively stopping the rotation of the first sun gear, and a third brake for selectively stopping the rotation of the second connecting member. Configuration Therefore, a low cost, lightweight and compact by three sets of planetary gears and small required number fastening elements of a single pinion type by the ring gear input, 1-2 shift and 1-
It is possible to provide a gear transmission for an automatic transmission that achieves the advantage of employing the OWC shift in the 2,2-3 shift.

In the invention according to claim 2, claim 1
In the gear transmission for an automatic transmission described above, the first speed is established by engaging the first brake and the second brake, the second speed is established by engaging the third clutch and the first brake, the third speed is established by engaging the first clutch and the first brake, The fourth speed is established by engaging the first clutch and the third clutch, the fifth speed is established by engaging the first clutch and the second brake, and the reverse speed is established by engaging the second brake and the third brake or the third clutch and the third brake. Since the shift control means for obtaining the first reverse speed or the second reverse speed at a high speed is provided, in addition to the above-described effects, it is possible to provide a small speed change mechanism having a small number of fastening elements, and to realize an automatic speed change according to a speed change control law without double shifting. 5 speeds forward.

According to the third aspect of the present invention, the first aspect
3. The gear transmission according to claim 2, wherein a second one-way clutch is provided in parallel with the second brake, and a second clutch and a third one-way clutch are provided in parallel with the third clutch. The second clutch is engaged in the second, third, and fourth speeds, and the shift control means for obtaining the first reverse speed or the second reverse speed with the fifth forward speed is provided. A one-way clutch shift can be performed by two shifts and 2-3 shifts.

In the invention according to claim 4, claim 1
In the gear transmission for an automatic transmission according to the present invention, a fourth brake and a first one-way clutch are provided in parallel with the first brake, a second one-way clutch is provided in parallel with the second brake, and a second brake is provided in parallel with the third clutch. A second clutch and a third one-way clutch are provided, and the shift control law according to claim 2, wherein the second clutch is engaged at the second, third, and fourth speeds;
The fourth brake is engaged in the first, second, third, and fourth speeds, and a shift control means for obtaining the first reverse speed or the second reverse speed with the fifth forward speed is provided. In addition,
A one-way clutch shift can be performed by a 1-2 shift, a 2-3 shift, and a 3-4 shift.

According to the fifth aspect of the invention, there are provided three sets of single pinion type planetary gears, an input member connected to the third ring gear, an output member connected to the second carrier, and a first ring gear. A first connecting member integrally connecting the first carrier and the third carrier, a second connecting member integrally connecting the first sun gear and the second sun gear, and selectively connecting and disconnecting the first carrier and the input member. A first clutch, a second clutch for selectively connecting and disconnecting the first carrier and the second ring gear, a third clutch for selectively restraining the first carrier and the first sun gear, and a rotation of the third sun gear. And a third brake for selectively stopping the rotation of the second ring gear, so that three single pinion type planetary gears with ring gear input and a small number of And low cost, light weight and miniaturization by the required number of fastening elements, OW to the 1-2 shift and 1-2, 2-3 shift
It is possible to provide a gear transmission for an automatic transmission that achieves the advantages of adopting the C shift together.

In the invention according to claim 6, claim 5
In the gear transmission for an automatic transmission described above, the first clutch is engaged by engaging the second clutch and the third brake, the second gear is engaged by engaging the first clutch, the third clutch, and the third brake, and the first clutch is engaged by the first clutch. The third speed is established by engaging the second brake and the third brake, the fourth speed is established by engaging the first clutch, the second clutch and the third clutch, the fifth speed is established by engaging the first clutch, the second clutch and the second brake, and the second clutch is engaged. When the second and third brakes are engaged, the reverse speed is set,
Since the shift control means for obtaining the first reverse speed is provided, in addition to the effect of the fifth aspect of the present invention, it is possible to provide a forward five-speed reverse first speed gear transmission having a small speed change mechanism with few fastening elements.

In the invention according to claim 7, claim 5
7. The transmission control law according to claim 6, wherein a fourth clutch and a first one-way clutch are provided in parallel with the third clutch, and a second one-way clutch is provided in parallel with the second brake. First, second,
Since the fourth clutch is engaged at the third, fourth, and fifth speeds, and the shift control means for obtaining the first reverse speed at the fifth forward speed is provided, in addition to the effect of the invention according to the fourth aspect, the first to second shift speeds are achieved. A one-way clutch shift can be performed by a 2-3 shift and a 4-5 shift.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a gear transmission for an automatic transmission according to a first embodiment.

FIG. 2 is a diagram showing an engagement operation table of each speed change element in the gear transmission for an automatic transmission according to the first embodiment.

FIG. 3 is a nomographic chart showing a member rotation stop state at each shift speed in the automatic transmission gear transmission according to the first embodiment.

FIG. 4 is a diagram illustrating a driving force transmission path at a first speed in the gear transmission for an automatic transmission according to the first embodiment.

FIG. 5 is a diagram illustrating a driving force transmission path at a second speed in the gear transmission for an automatic transmission according to the first embodiment.

FIG. 6 is a diagram illustrating a driving force transmission path at a third speed in the gear transmission for an automatic transmission according to the first embodiment.

FIG. 7 is a diagram illustrating a driving force transmission path at a fourth speed in the gear transmission for an automatic transmission according to the first embodiment.

FIG. 8 is a diagram showing a driving force transmission path at a fifth speed in the gear transmission for an automatic transmission according to the first embodiment.

FIG. 9 is a diagram showing a driving force transmission path at a reverse speed 1 in the gear transmission for an automatic transmission according to the first embodiment.

FIG. 10 is a diagram illustrating a driving force transmission path at a reverse speed 2 in the automatic transmission gear transmission according to the first embodiment.

FIG. 11 is a skeleton diagram showing a gear transmission for an automatic transmission according to a second embodiment.

FIG. 12 is a diagram showing an engagement operation table of each speed change element in the gear transmission for an automatic transmission according to the second embodiment.

FIG. 13 is a skeleton diagram showing a gear transmission for an automatic transmission according to a third embodiment.

FIG. 14 is a diagram showing a fastening operation table of each speed change element in the gear transmission for an automatic transmission according to the third embodiment.

FIG. 15 is a skeleton diagram showing a gear transmission for an automatic transmission according to a fourth embodiment.

FIG. 16 is a diagram showing an engagement operation table of each speed change element in the gear transmission for an automatic transmission according to the fourth embodiment.

FIG. 17 is a nomographic chart showing a member rotation stop state at each shift speed in the automatic transmission gear transmission according to the fourth embodiment.

FIG. 18 is a diagram showing a driving force transmission path at a first speed in the gear transmission for an automatic transmission according to the fourth embodiment.

FIG. 19 is a diagram showing a driving force transmission path at a second speed in the gear transmission for an automatic transmission according to the fourth embodiment.

FIG. 20 is a diagram illustrating a driving force transmission path at a third speed in the gear transmission for an automatic transmission according to the fourth embodiment.

FIG. 21 is a diagram illustrating a driving force transmission path at a fourth speed in the gear transmission for an automatic transmission according to the fourth embodiment.

FIG. 22 is a diagram showing a driving force transmission path at a fifth speed in the gear transmission for an automatic transmission according to the fourth embodiment.

FIG. 23 is a diagram showing a driving force transmission path at a reverse speed in the gear transmission for an automatic transmission according to the fourth embodiment.

FIG. 24 is a skeleton diagram showing a gear transmission for an automatic transmission according to a fifth embodiment.

FIG. 25 is a diagram showing an engagement operation table of each speed change element in the automatic transmission gear transmission according to the fifth embodiment.

FIG. 26 is a skeleton diagram showing a conventional gear transmission for an automatic transmission.

FIG. 27 is a diagram showing an engagement operation table of each speed change element in the conventional automatic transmission gear transmission.

[Explanation of symbols]

 G1 first planetary gear S1 first sun gear PC1 first carrier R1 first ring gear G2 second planetary gear S2 second sun gear PC2 second carrier R2 second ring gear G3 third planetary gear S3 third sun gear PC3 third carrier R3 third Ring gear M1 First connection member M2 Second connection member M3 Third connection member C1 First clutch C2 Second clutch C3 Third clutch B1 First brake B2 Second brake B3 Third brake IN Input member OUT Output member F1 First one-way Clutch F2 Second one-way clutch F3 Third one-way clutch

Claims (7)

[Claims] 1. A single pinion type first planetary gear having a first sun gear, a first ring gear, a first carrier supporting 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 supporting a pinion meshing with the first pinion, a third sun gear, a third ring gear, and a single pinion type third having a third carrier supporting the pinion meshing with both gears; A planetary gear, an input member connected to the first ring gear, an output member connected to the second carrier, a first connection member integrally connecting the first carrier and the third ring gear, and a second ring gear. A second connecting member for integrally connecting the third carrier, and a third connecting member for integrally connecting the second sun gear and the third sun gear.
A connecting member, a first clutch for selectively connecting and disconnecting the first ring gear and the second ring gear, and a third clutch for selectively restraining the first carrier and the first sun gear.
A clutch, a first brake for selectively stopping rotation of the third connection member, a second brake for selectively stopping rotation of the first sun gear, and a third brake for selectively stopping rotation of the second connection member. A gear transmission for an automatic transmission, comprising: a brake; 2. The gear transmission for an automatic transmission according to claim 1, wherein the first brake is engaged with the second brake, the second gear is engaged with the third clutch and the first brake, and the first clutch is engaged with the first clutch. 3rd gear by engaging 1 brake, 1st clutch and 3rd
The fourth speed is established by engaging the clutch, the fifth speed is established by engaging the first clutch and the second brake, the reverse speed is established by engaging the second brake and the third brake, or the third clutch and the third brake are engaged. A gear transmission for an automatic transmission, further comprising shift control means for obtaining a second reverse speed. 3. The gear transmission for an automatic transmission according to claim 1, wherein a second one-way clutch is provided in parallel with said second brake, and a second clutch and a third one-way clutch are provided in parallel with said third clutch. The shift control law according to claim 2, further comprising a shift control means for adding the engagement of the second clutch at the second, third, and fourth speeds to obtain the first reverse speed or the second reverse speed at the fifth forward speed. A gear transmission for an automatic transmission. 4. A gear transmission for an automatic transmission according to claim 1, wherein a fourth brake and a first one-way clutch are provided in parallel with said first brake, and a second one-way clutch is provided in parallel with said second brake. A second clutch and a third one-way clutch are provided in parallel with the third clutch, wherein the shift control law according to claim 2, wherein the second clutch is engaged in the second, third, and fourth speeds, and the first, second, and third speed clutches are engaged. 4th speed, 3rd speed, 4th speed
A gear transmission for an automatic transmission, characterized by further comprising a shift control means for applying a brake to obtain a first reverse speed or a second reverse speed at five forward speeds. 5. A single pinion type first planetary gear having a first sun gear, a first ring gear, a first carrier supporting 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 supporting a pinion meshing with the first pinion, a third sun gear, a third ring gear, and a single pinion type third having a third carrier supporting the pinion meshing with both gears; A planetary gear, an input member connected to the third ring gear, an output member connected to the second carrier, a first connection member integrally connecting the first ring gear and the third carrier, and a first sun gear. A second sun gear integrally connected to the second sun gear;
A coupling member, a first clutch for selectively connecting and disconnecting the first carrier and the input member, a second clutch for selectively connecting and disconnecting the first carrier and the second ring gear, and a first carrier and a first sun gear. Selectively constrained third
A gear shift for an automatic transmission, comprising: a clutch; a second brake for selectively stopping rotation of a third sun gear; and a third brake for selectively stopping rotation of a second ring gear. apparatus. 6. The automatic transmission gear transmission according to claim 5, wherein the first clutch is engaged by engaging the second clutch and the third brake, and the first gear is engaged by engaging the third clutch and the third brake. 2nd speed, 3rd speed by engaging the first clutch, 2nd brake and 3rd brake, 4th speed by engaging the 1st clutch, 2nd clutch and 3rd clutch, 1st clutch and 2nd
Automatic transmission characterized by providing shift control means for obtaining a fifth speed by engaging a clutch and a second brake, and a reverse speed by engaging a second clutch and a second brake and a third brake, and obtaining a first reverse speed by five forward speeds. Gear transmission for transmission. 7. The gear transmission for an automatic transmission according to claim 5, wherein a fourth clutch and a first one-way clutch are provided in parallel with said third clutch, and a second one-way clutch is provided in parallel with said second brake. The shift control law according to claim 6, wherein the first speed, the second speed, the third speed, the fourth speed,
A gear transmission for an automatic transmission, characterized by further comprising a shift control means for applying a fourth clutch at a fifth speed and a reverse speed at a fifth forward speed by adding a fourth clutch.