JPS63297845A - Speed change gear for automatic transmission - Google Patents

Abstract

PURPOSE:To simplify the whole constitution of the speed change gear in the caption enable the multi-stage of speed change by constructing a constitutional element by two sets of double pinion type planetary gear mechanisms partially used in common. CONSTITUTION:The carrier 11 of No.1 planetary gear mechanism 1 on the side of an input shaft 13 and the carrier 12 of No.2 planetary gear mechanism on the side of a connected to each other and also a ring gear 5 and a sun gear 4 are connected together. By means of ON-OFF operation of No.1-No.3 brake means B1-B3, for example, by engaging C1 with B1, the rotation of an input shaft 13 is inputted to a sun gear 3 to fix the carriers 11, 12 and the speed is decelerated to set up the first speed through No.1 planetary gear mechanism 1, a ring gear 5, a sun gear 4, No.2 planetary gear mechanism 2 and a ring gear 6. And the second speed by C2 and B2, the third speed by C3 and B1, the fourth speed by C2 and B3, the fifth speed by C2 and C3, the sixth speed by C3 and B3 and backward motion by C1 and B2 can be set up respectively. Thus, the whole constitution can be simplified and also the multi-stage of speed change can be obtained.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a gear transmission used in an automatic transmission, and more particularly to a gear transmission mainly composed of a planetary gear mechanism.

Conventional Technology As is well known, automatic transmissions for automobiles transmit engine rotation through a torque converter to a gear transmission mainly consisting of a planetary gear mechanism, and one of the three members making up the planetary gear mechanism. By fixing the gear with a clutch or brake and using the other two members as an input member and an output member, the overall gear ratio can be appropriately set. The gears obtained by a transmission mainly using such a planetary gear mechanism vary depending on the number of planetary gear mechanisms used and their combinations. Conventionally, two sets of planetary gear mechanisms are used to achieve three forward speeds and one reverse speed. or four forward speeds and one reverse speed. In recent years, a configuration has also been developed in which an overdrive with a gear ratio of 1 or less can be set by adding one set of planetary gear mechanisms, and thus five forward speeds are performed.

On the other hand, there are demands for automatic transmissions for automobiles to be lightweight and compact in order to improve fuel efficiency and secure interior space, as well as to be inexpensive. No. 117950 proposes a transmission that can perform five forward speeds and one reverse speed using one set of single-binion type planetary gear mechanism and one set of double-binion type planetary gear mechanism.

Problems to be Solved by the Invention However, with the above-mentioned conventional transmission with four forward speeds and one reverse speed, there are demands for smooth shifting and maintaining the durability of engaging means such as clutches, or for speed shifting. Due to demands such as approximating vehicle power performance between front and rear gears, there are restrictions on the gear ratio in each gear and the ratio (width) of the gear ratio between the lowest gear and the highest gear. It was difficult to improve the 7JO speed performance by setting the value too high. On the other hand, if one more planetary gear mechanism is added to create a configuration that allows five forward speeds,
Although the width of the gear ratio between the lowest gear and the highest gear can be widened to some extent, the addition of one set of planetary gear mechanisms causes a problem in that the overall size and weight increase.

On the other hand, in the transmission of Utility Model Application Publication No. 117950/1982, only two sets of planetary gear mechanisms are required, so the transmission can be made lighter and smaller, and it can be set to five forward speeds, so the transmission ratio is can have a wide range of However, there are problems such as excessive torque applied to the sun gear in 1st forward speed and excessive rotation speed of the sun gear in 5th forward speed, reducing the durability of each gear and bearing. The reality is that many problems need to be solved.

The present invention has been made against the background of the above-mentioned circumstances, and an object of the present invention is to provide a gear transmission device for an automatic transmission that has a simple configuration and can widen the range of gear ratios between the lowest gear and the highest gear. The purpose is to

Means for Solving the Problems In order to achieve the above object, the present invention uses two sets of double pinion type planetary gear mechanisms to achieve a maximum forward speed of 6.
The structure is such that it is possible to change gears in one gear and one reverse gear. That is, the present invention provides a double pinion type planetary planet having a sun gear, a first planet pinion that meshes with the sun gear, a second planet pinion that meshes with the first planet pinion and the ring gear, and a carrier that holds the first and second planet pinions. Two sets of gear mechanisms are provided, the carrier of the first planetary gear mechanism and the carrier of the second planetary gear mechanism are connected, and the ring gear of the first planetary gear mechanism and the sun gear of the second planetary gear mechanism are connected, Further, a clutch means is provided for selectively coupling the input shaft to a sun gear in the first planetary gear mechanism, a carrier in the first planetary gear mechanism, a ring gear in the first planetary gear mechanism, or a sun gear in the second planetary gear mechanism, The rotation of the sun gear of the first planetary gear mechanism and the
Rotation of the carrier of the planetary gear mechanism and the carrier of the second planetary gear mechanism and the ring gear of the first planetary gear mechanism and the second planetary gear mechanism
The present invention is characterized in that a brake means is provided to selectively prevent rotation of the sun gear of the planetary gear mechanism, and an output shaft is connected to the ring gear of the second planetary gear mechanism.

In addition, in this invention, the clutch means may be any means as long as it can connect the input member and each of the above-mentioned members and release the connection. Therefore, a multi-disc clutch, a one-way clutch, or a combination of these may be used. In addition, in terms of function, it is sufficient to connect the input member and the above three members individually and release the connection. Therefore, as a clutch means, the input member and the above three members It may be a single product that has the function of simultaneously engaging and disengaging the member, or it may be a plurality of products that each have independent functions. In addition, regarding the braking means in this invention, since it is sufficient to selectively fix each of the above-mentioned members, it is possible to use a multi-disc brake, a band brake, a one-sided clutch disposed between the transmission case, or a combination of these. can be adopted.

Effect: Therefore, in the gear transmission of the present invention, by connecting the input member to the sun gear of the first planetary gear mechanism and fixing the carriers of the first planetary gear mechanism and the second planetary gear mechanism, the transmission ratio can be adjusted. By connecting the input member to the carrier of the second planetary gear mechanism and fixing the ring gear of the first planetary gear mechanism and the sun gear of the second planetary gear mechanism, the second forward speed is achieved. Become.

Furthermore, by connecting the input member to the ring gear of the first planetary gear mechanism and the sun gear of the second planetary gear mechanism, and fixing the carriers of the first planetary gear mechanism and the second planetary gear mechanism, the third forward speed is achieved; On the other hand, if the input member is connected to the carriers of the first planetary gear mechanism and the second planetary gear mechanism and the sun gear of the first planetary gear mechanism is fixed, the fourth forward speed is achieved. Then, by connecting the carriers of the first planetary gear mechanism 1 and the second planetary gear mechanism, the ring gear of the first planetary gear mechanism, and the sun gear of the second planetary gear mechanism to the input shaft, 5th gear, and by further connecting the ring gear of the first planetary gear mechanism and the sun gear of the second planetary gear mechanism to the input member, and fixing the sun gear of the first planetary gear mechanism, the gear ratio becomes t.
This becomes an overdrive stage below t 1 re. On the other hand,
By connecting the sun gear of the first planetary gear mechanism to the input member and fixing the ring gear of the first planetary gear mechanism and the sun gear of the second planetary gear mechanism, the reverse gear is established.

Embodiments Next, embodiments of the present invention will be described with reference to the accompanying drawings.

FIG. 1 is a schematic diagram showing the principle of an embodiment of the present invention.
It is mainly composed of a pair of double pinion type planetary gear mechanisms 1 and 2. That is, each of these planetary gear mechanisms 1, 2 includes a sun gear 3.4, a ring gear 5, 6, and an inner planetary pinion 7.4 disposed between the sun gear 3.4 and the ring gears 5, 6 and meshing with each other. 8 and outer planet pinions 9, 10 and a carrier 11.12 holding these planet pinions 7.8, 9.10.
Of these planetary gear mechanisms 1 and 2, the carrier 11 in the first planetary gear mechanism 1 and the carrier 12 in the second planetary gear mechanism 2 on the right side in FIG. 1 rotate together. The ring gear 5 of the first planetary gear mechanism 1 and the sun gear 4 of the second planetary gear mechanism 2 are connected so as to rotate together. Such a connection structure can be a connection structure via an intermediate shaft such as a hollow shaft or a solid shaft arranged concentrically with the planetary gear mechanism 1.2, or a suitable connecting drum. A configuration commonly used in transmissions can be used.

The input shaft 13 is a planetary gear! ! It is arranged on the same axis as the structures 1 and 2, and is connected to an engine (each not shown) via a torque converter. A first clutch means C1 is provided between the input shaft 13 and the sun gear 3 of the first planetary gear mechanism 1, and a first clutch means C1 is provided between the input shaft 13 and the sun gear 3 of the first planetary gear mechanism 1.
A second clutch means C2 is provided between the carrier 11 in the fi1, and a second clutch means C2 is provided between the input shaft 13 and the ring gear 5 in the first f1 star gear mechanism 1 or the second planetary gear mechanism 1.
A third clutch means C3 is provided between the sun gear 4 and the third clutch means C3. These clutch means CI.

C2 and C3 are for selectively connecting and disconnecting the input shaft 13 and the sun gear 3, carrier 11, sun gear 4, or ring gear 5. A wet multi-disc clutch that is engaged and released by the mechanism used in the transmission, a one-way clutch, or a configuration in which these wet multi-disc clutches and one-way clutch are arranged in series or parallel is required. Can be adopted according to the requirements.

In addition, in practical use, since there are restrictions on the arrangement of each component, each clutch means CI, C2.

There are cases where it is not possible to directly arrange the C3 between the carrier 11, the gears 3 and 4, or the ring gear 5, and in such a case, a suitable intermediate member such as a connecting drum may be interposed.

Further, a first brake means B1 that prevents the rotation of the carriers 11 and 12 in the first planetary gear mechanism 1 and the second planetary gear mechanism 2 that are connected to each other is configured to prevent the carriers 12 and the transmission case (hereinafter simply referred to as the case) 14 from rotating.
A second brake means B2 is provided between the case 14 and the sun gear 4, and also prevents rotation of the ring gear 5 in the first planetary gear mechanism 1 and the sun gear 4 of the second planetary gear mechanism 2, Further, a third brake means B for preventing rotation of the sun gear 3 in the first planetary gear mechanism 1
3 is provided between the sun gear 3 and the case 14. These braking means B1.82. The B3 can be configured with a wet multi-disc brake, a band brake, or a one-way clutch driven by a hydraulic servo mechanism that is generally used in automatic transmissions, or a combination of these. Of course, an appropriate connecting member may be interposed between the brake means 81, 82, 83 and the carrier 12.11, the ring gear 5, or the case 14.

An output shaft 15 that transmits rotation to a propeller shaft and a counter gear (not shown) is connected to a ring gear 6 of the second planetary gear mechanism 2.

The gear transmission configured as described above has six forward speeds.
It is possible to shift to one reverse gear, and each of these gears is controlled by the aforementioned clutch means C1 and C2.

This is achieved by engaging C3 and brake means Bl, B2, B3 as shown in Table 1.

Table 1 also shows the gear ratio of each gear stage and its specific value, and the specific value is for each planetary gear mechanism 1, 2.
The ratio of the number of teeth between sun gears 3, 4 and ring gears 5, 6 in ρ1. ρ2, ρ1 = 0.5゜ρ2 = 0.5
This is the value when it is set to 8. In Table 1, the O mark indicates an engaged state, and the blank space indicates a released state. Each gear stage will be explained below.

(First forward speed) The first clutch means C1 and the first brake means B1 are engaged. That is, it is input to the sun gear 3 in the first planetary gear mechanism 1, and the carriers 11 and 12 of the first planetary gear mechanism 1 and the second planetary gear mechanism 2 are fixed. Therefore, the rotation of the input shaft 13 is first decelerated in the first planetary gear mechanism 1 and transmitted to its ring gear 5, and since the rotation of the ring gear 5 is transmitted to the sun gear 4 of the second planetary gear mechanism 2, The rotation of the input shaft 13 is further decelerated in the gear mechanism 2 and transmitted to the ring gear 6, and therefore the rotation of the input shaft 13 is decelerated in the first planetary gear mechanism 1 and the second planetary gear mechanism 2 and transmitted to the output shaft 15.

In other words, the gear ratio is as shown in Table 1. 1/ρ1・ρ2.

(Second forward speed) Second clutch means C2cilj and second brake means B
2. That is, the input is from the carrier 11 of the first planetary gear mechanism 1, and the first planetary gear mechanism 41i1
The ring gear 5 of No. 1 and the sun gear 4 of the second planetary gear mechanism 2 are fixed. In this case, the first planetary gear mechanism 1 is decelerated by the second planetary gear mechanism 2 without any particular action except that its sun gear 3 idles. That is, in the second planetary gear mechanism 2, the carrier 1 with the sun gear 4 fixed
2, the ring gear 6 is decelerated and rotates in the forward direction (rotation in the same direction as the input shaft 13, the same applies hereinafter), and as a result, the output shaft 15 is decelerated relative to the input shaft 13. Rotate forward. The gear ratio in this case is 1/(1-ρ2).

(Third forward speed) The third clutch means C3 and the first brake means B1 are engaged. That is, input is made from the ring gear 5 of the first planetary gear mechanism 1 and the sun gear 4 of the second planetary gear mechanism 2, and the carriers 11 and 12 of the 1st gear M mechanism 1 and the second planetary gear mechanism 2 are fixed. . In this case as well, the first planetary gear mechanism 1 only has its sun gear 3 idling without any particular action, and a deceleration effect occurs in the second planetary gear mechanism 2. That is, since the second planetary gear mechanism 2 receives input from the sun gear 4 with the carrier 12 fixed, the ring gear 6, that is, the output shaft 15, is connected to the sun gear 4.
It is decelerated and rotates forward. Therefore, the gear ratio is 1/ρ2.

(Fourth forward speed) The second clutch means C2 and the third brake means B3 are engaged. That is, while inputting from the carrier 11 provided in the first planetary gear mechanism 1, the sun gear 3 in the first planetary gear mechanism 1 is fixed.

In this case, since the first planetary gear mechanism receives input from the carrier 11 with the sun gear 3 fixed, the ring gear 5 is decelerated and tries to rotate in the forward direction, whereas in the second idle gear mechanism 2, Since a load is applied to the ring gear 6 to prevent rotation, the sun gear 4 is decelerated and rotated in the opposite direction (rotation in the opposite direction to the rotation direction of the input shaft 13, the same applies hereinafter). However, since the sun gear 4 of the second planetary gear mechanism 2 is connected to the ring gear 5 of the first planetary gear mechanism 1 and has the effect of decelerating and rotating in the forward direction with respect to the input shaft 13, the second The deceleration and reverse rotation of the sun gear 4 in the planetary gear mechanism 2 is suppressed, and accordingly, the ring gear 6, that is, the output shaft 15, is decelerated relative to the input shaft 13 and rotates forward. The gear ratio in this case is 1/(1-ρ1·ρ2).

(Fifth forward speed) The second clutch means C2 and the third clutch means C3 are engaged. That is, the signal is input from both the carrier 11 and the ring gear 5 in the first planetary gear mechanism 1. Therefore, the first planetary gear mechanism 1 rotates as a whole, and in the second planetary gear mechanism 2, the sun gear 4 integrated with the ring gear 5 of the first planetary gear mechanism 1 and the sun gear 4 integrated with the ring gear 5 of the first planetary gear mechanism 1 rotate. Since the input is from the carrier 12 integrated with the carrier 11, the second TI star gear mechanism 2 also rotates as a whole, and as a result, the output shaft 15 connected to the ring gear 6 becomes the input shaft. 13 and rotates at the same speed and in the same direction, and the gear ratio is 1 pa.

(Sixth forward speed) The third clutch means C3 and the third brake means B3 are engaged. That is, the input signal is input from the ring gear 5 of the first planetary gear mechanism 1 and the sun gear 4 of the second planetary gear mechanism 2, and the sun gear 3 of the first planetary gear mechanism 1 is fixed. Therefore, in the first planetary gear mechanism 1, the input is from the ring gear 5 with the sun gear 3 fixed.
The carrier 11 is accelerated and rotates in the forward direction. On the other hand, in the second planetary gear mechanism 2, since a load is applied to the ring gear 6 connected to the output shaft 15 to prevent its rotation, the input from the carrier 12 causes the sun gear 4 to rotate in the reverse direction. This effect occurs. However, since the sun gear 4 is integrated with the ring gear 5 of the first planetary gear mechanism 1 and rotates in the forward direction while decelerating, the ring gear 6 of the second planetary gear mechanism 2, that is, the output shaft 15, is eventually accelerated and rotates in the forward direction. It becomes the drive stage. Therefore, the gear ratio in this case is (1-C1)/(1-C1.C2).

(Backwards) The first clutch means C1 and the second brake means B2 are engaged. That is, it is input from the sun gear 3 of the first planetary gear mechanism 1, and the ring gear 5 of the first planetary gear mechanism 1 and the sun gear 4 of the second planetary gear mechanism 2 are fixed. Therefore, in the first planetary gear mechanism 1, since the input is from the sun gear 3 with the carrier 11 fixed, the carrier 11 is accelerated and rotates in the reverse direction. Also, the second planetary gear machine v4
2, since an input in the reverse rotation direction is given to the carrier 12 with the sun gear 4 fixed, the ring gear 6 is decelerated to the same speed as the carrier 12.

direction, i.e. rotates in the opposite direction, thus output shaft 1
5 is decelerated relative to the input shaft 13 and rotates in the opposite direction. The gear ratio in this case is -(1-C1)/(ρ1-ρ1·C2).

By the way, the conditions desired for an automatic transmission include smooth gear shifting and effective engine braking when necessary.In order to satisfy these requirements, the above-mentioned clutch means CI ,C2,C
3 and brake means Bl.

Specifically, it is preferable that B2 and B3 have the following configuration.

(1) The first clutch means C1 is configured by combining a one-way clutch and a multi-plate clutch.

This example is as follows.

■ A configuration in which a one-sided clutch 20 and multi-disc clutches 2 to 1, which can transmit torque from the input shaft 13 to the sun gear 3 of the first planetary gear mechanism 1, are combined in series (Fig. 2 (A))
.

In such a configuration, if the engine speed is reduced by reducing the throttle opening and the speed of the sun gear 3 becomes faster than the speed of the input shaft 13, the connection between the sun gear 3 and the input shaft 13 will be interrupted. Since the engine is released, the engine is not forced to rotate, thus improving fuel efficiency and quietness. In addition, the rotation speed of the sun gear 3 is higher than that of the input shaft 13 in the case of the third forward speed than in the case of the first forward speed.
Since the rotational speed is faster than the rotational speed of the engine, such an upshift can be performed smoothly without requiring any special adjustment of the shift timing. By the way, in the case of the fifth forward speed, each planetary gear machine 11.2 rotates as a whole without engaging the first clutch means C1.
The clutch means C1 is in a state similar to the engaged state, whereas the rotation speed of the sun gear 3 of the first planetary gear machine 4f41 is faster than the input shaft 13 in the case of the third forward speed. Therefore, when shifting from the fifth forward speed to the third forward speed, the one-sided clutch 20 is automatically disengaged to ensure a smooth shift. When the sun gear 3 is driven from the output shaft 15 side in the reverse gear, the sun gear 3 can rotate faster than the input shaft 13, so the engine is not forced to rotate, and quietness and fuel efficiency can be improved. can. Hey, you can't use engine braking.

(2) In addition to the above combination (2), another multi-plate clutch 22 is provided in parallel (FIG. 2 (8)).

In the above configuration (■), when the sun gear 3 rotates faster than the input shaft 13, the connection between the sun gear 3 and the input shaft 13 is released, but in the configuration in which the multi-disc clutches 22 are arranged in parallel, the above In addition to this action, engine braking can be applied by engaging the multi-plate clutch 22.

(2) A configuration in which the one-sided clutch 20 operates in the opposite direction (FIG. 2(C)) in the configuration (2) above.

That is, by engaging the multi-plate clutch 21 arranged in series with the one-way clutch 20, when the number of rotations of the sun gear 3 is faster than the number of rotations of the input shaft 13, the two are engaged. Therefore, as described above, in the case of the fifth forward speed, the first clutch means C1 is substantially in an engaged state, but on the other hand, the rotational speed of the sun gear 3 is changed in the case of the sixth forward speed, the fourth forward speed, and the like. Since the speed becomes slower in each case of the second gear, the one-sided clutch is automatically released when shifting from the fifth gear to these gears, and as a result, the multi-disc clutch 22 arranged in parallel is released. By adjusting the speed, you can achieve smooth gear shifting. Note that the engine brake can be applied by engaging the multi-disc clutches 22 arranged in parallel, as in the case (2) above.

■ Multi-disc clutch 2 arranged in parallel in the configuration of ■ above
2 is replaced with another one-sided clutch 23 whose operating direction is opposite (FIG. 2 (0)).

In this configuration, if the multi-disc clutch 21 arranged in series is engaged with one one-sided clutch 20, both one-sided clutches 20, 23 will act.
The sun gear 3 and the input shaft 13 are directly connected, and therefore engine braking can be applied in this state. Furthermore, when the multi-plate clutch 21 is released, one of the one-sided clutches 20 ceases to act, and in this state, both are connected when the number of rotations of the sun gear 3 is higher than the number of rotations of the input shaft 13. Therefore, in the configuration (2) above, the state is similar to the state in which the multi-disc clutch 22 arranged in parallel to the one-way clutch 20 is released, and therefore the same effect as described above can be obtained.

■ One-way clutch 20.24 and multi-plate clutch 21.2
A configuration in which two sets of one-sided clutches 20 and 24 are used in series, and the operating directions of the one-way clutches 20 and 24 are opposite to each other (FIG. 2(E)).

When both multi-disc clutches 21 and 25 are engaged, both one-sided clutches 20 and 24, each with a different direction of action, are activated, so that the pulling gear 3 and the input shaft 13 are directly connected. Therefore, in this state, engine braking can be applied.

On the other hand, if either one of the multi-disc clutches 21 (or 25) is released, that multi-disc clutch 21 (or 25) is released.
5) One-sided clutch 20 arranged in series with
(or 24) will no longer work, so the state will be the same as the state in which the multi-disc clutch 22 arranged in parallel to the one-way clutch 20 is released in the above-mentioned configuration (■) or (2), and the same as described for each. It is possible to obtain effective effects.

(2) A configuration in which a one-sided clutch 26 and a multi-plate clutch 27, which are capable of transmitting torque from the sun gear 3 of the first planetary gear mechanism 1 to the input shaft 13, are arranged in parallel (FIG. 2(F)).

When the multi-disc clutch 27 is engaged, the sun gear 3 and the input shaft 13 are directly connected, so of course engine braking is effective, but when the multi-disc clutch 27 is disengaged, the rotation of the sun gear 3 is When the number of revolutions is less than or equal to the number of rotations of the input shaft 13, the one-sided clutch 26 is smoothly released, so that the same effect as in the case (2) described above can be obtained.

(2) The second clutch means C2 is configured by combining a one-way clutch and a multi-disc clutch.

That is, a configuration in which a one-sided clutch 30 and a multi-disc clutch 31 that can transmit torque from the input shaft 13 to the carrier 11 of the first planetary gear mechanism 1 are arranged in series (FIG. 3(A)
), and another multi-disc clutch 32 is arranged in parallel with this combination (FIG. 3(B)).

In the case of the first configuration among these configurations, and in the case of the second configuration in which the parallelly arranged multi-disc clutches 32 are released, the throttle opening is narrowed to reduce the engine speed, and the carrier 11 is accordingly reduced. .12 rotation speed is input shaft 1
When the rotation speed is higher than 3, the connection between the carrier 11, 12 and the input shaft 13 is automatically released, so the engine is not forced to rotate, thus improving fuel efficiency and quietness. Can be done. Also carrier 11.
12 is an input shaft 13 in the case of forward 2nd speed, 4th speed, and 5th speed.
On the other hand, the rotational speed of carriers 11 and 12 is faster than that of input shaft 13 in 6th forward speed, so when shifting from 2nd, 4th, and 5th speeds to 6th speed, one side Clutch 30 is automatically disengaged, thus ensuring smooth shifts without the need for special adjustments to shift timing. Note that engine braking can be applied by engaging the multi-plate clutches 32 arranged in parallel.

(3) The third clutch means C3 is configured by combining a one-way clutch and a multi-plate clutch.

That is, a configuration in which a one-sided clutch 40 and a multi-plate clutch 41 that can transmit torque from the input shaft 13 to the ring gear 5 of the first planetary gear mechanism 1 are arranged in series (FIG. 4(A)
), and another multi-disc clutch 42 is arranged in parallel with this combination (FIG. 4(B)).

As mentioned above, the third clutch means C3 is a third forward speed;
The one-sided clutch 40 is engaged in each of the fifth and sixth gears, but if the one-sided clutch 40 acts in these gears, that is, in the case of the first configuration or in the second configuration, it is arranged in parallel. When the multi-disc clutch 42 is released, engine braking is not effective, but forced rotation of the engine can be prevented and fuel efficiency and quietness can be improved. Note that engine braking can be applied by engaging the multi-disc clutches 42 provided in parallel in the second configuration.

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

An example of this is as follows.

■ A configuration in which a one-sided clutch 50 and a multi-disc brake 51, which are engaged when the carrier 12 of the second planetary gear mechanism 2 is about to rotate in reverse, are arranged in series between the case 14 (the fifth
Figure (A)).

In this configuration, by engaging the multi-disc brake 51, the one-sided clutch 5
0 acts to fix the carriers 11 and 12, making it possible to obtain the desired gear ratio. On the other hand, when driven from the output shaft 15 side, carrier 11. Since the '12 rotates in the forward direction, the one-sided clutch 50 is disengaged, so that engine braking is not effective, but fuel efficiency and quietness can be improved. Furthermore, since the carriers 11 and 12 rotate forward in 2nd, 4th, 5th, and 6th forward speeds, shifting from 1st speed to these gears requires special timing adjustment. It is done smoothly without any problems. This also applies to the case of shifting from the third forward speed.

(2) In addition to the above combination (2), another multi-plate brake 52 is arranged in parallel with the case 14 (FIG. 5 (8)).

In this configuration, in addition to the effect in (2) above, there is an effect of applying engine braking by engaging the multi-plate brakes 52 arranged in parallel.

(2) The first brake means 81 is constituted by the band brake 53 (FIG. 5(C)).

The band brake 53 has one end fixed and the other end connected to an actuator (not shown), so depending on the direction of the load applied from the rotating body, the brake band may be wound up to brake the brake. A brake action occurs, or conversely, the brake band is released and no braking action occurs, so that the band brake 53 acts like a one-sided clutch, and as a result, each of the above-mentioned actions can be obtained.

(5) The second brake means B2 is configured by combining a one-way clutch and a multi-disc brake, or by a band brake.

An example of this is as follows.

■ A configuration in which a direction clutch 60 and a multi-disc brake 61 are arranged in parallel between the case 14 and the sun gear 4 of the second planetary gear mechanism 2 and the ring gear 5 of the first planetary gear mechanism 1 from reverse rotation. Figure 6 (A)).

In this configuration, in the case of the second forward speed, the multi-disc brake 6
1 is released, the one-sided clutch 60 acts to fix the sun gear 4 and the ring gear 5, so the desired gear ratio can be obtained. Also, since the sun gear 4 and ring gear 5 rotate forward in other gears, the second forward gear
When shifting from one forward gear to another forward gear, the one-sided clutch 60 is automatically disengaged, making it possible to achieve a smooth gear shift.

Additionally, if there is an input from the output shaft 15 side in the second forward speed or reverse state, the one-way clutch will disengage and the engine will not be forced to rotate, improving fuel efficiency and quietness. be able to.

■ A one-sided clutch 62 and a multi-disc brake 63, which are engaged when the sun gear 4 and ring gear 5 rotate forward, are arranged in series between the case 14 and another multi-disc brake 64 in parallel with these. (Fig. 6(B)).

That is, since the sun gear 4 and the ring gear 5 receive torque in the forward rotation direction when in reverse gear, the one-way clutch 62
When the multi-disc brake 63 in series with this is engaged, the sun gear 4 and the ring gear 5 are fixed, and the desired gear ratio is obtained.

When driven from the output shaft 15 side in this reverse gear state,
Since the one-way clutch 62 is disengaged and the sun gear 4 and ring gear 5 freely rotate in reverse, the engine is not forced to rotate, and as a result, fuel efficiency and quietness can be improved. Further, by engaging the multi-plate brakes 64 arranged in parallel, engine braking can be applied.

■ Multi-disc brakes 6 arranged in parallel in the configuration of ■ above
4 is replaced with a one-sided clutch 65 (Fig. 6 (C))
.

In this configuration, if the multi-disc brake 63 is engaged,
Since both one-sided clutches 63 and 65 act, the sun gear 4 and ring gear 5 are in a fixed state, making it possible to obtain the desired gear ratio in the case of forward second speed and reverse, and also to prevent engine braking from being applied. can be set. If the multi-disc brake 63 is released to disable the one-sided clutch 62 in the forward rotation direction, the state will be the same as when the multi-disc brake 61 is released in the case (2) above, and although the engine brake will not work, It is possible to improve fuel efficiency and quietness, or to perform smooth gear shifts.

(2) A configuration in which one band brake 66 is used and the rotation direction from the fixed end to the movable end connected to the actuator is the opposite rotation direction (FIG. 6 (0)).

Since sun gear 4 and ring gear 5 tend to rotate in the forward direction when in forward gear, a force acts on the brake band in the direction of release, and therefore a special timing adjustment is required to shift from second forward gear to another forward gear. This can be done smoothly without the need for it, and when there is an input from the output shaft 15 side, such as when the accelerator is suddenly released, the sun gear 4
Since torque in the forward rotational direction acts on the ring gear 5 and a releasing force is applied to the band brake 66, the engine brake does not function, so forced rotation of the engine can be prevented and quietness and fuel efficiency can be improved. Furthermore, if an input is applied from the output shaft 15 side while moving in reverse, a force acts on the brake band in the direction of release, so the engine brake does not act, and therefore, in this case as well, the forced rotation of the engine is prevented. By preventing this, it is possible to improve quietness and fuel efficiency. That is, since the band brake 66 performs an action similar to that of a one-sided clutch, it is possible to obtain the same action as in the case (2) above.

■ Two band brakes 6 with opposite directions are used for tightening.
6.67 (Figure 6(E)).

If both band brakes 66 and 67 are applied, the result will be the same as when the multi-disc brake 61 arranged in parallel to the one-way clutch 60 is applied in the configuration (2) above, but the band brakes 66 and 67 (2) above will be applied. If only the band brake 66, which is the same as the brake 66, is applied, the same as in the case ① above,
It allows smooth gear shifting and improves fuel efficiency and quietness.

(6) The third brake means B3 is configured by combining a one-way clutch and a multi-disc brake, or is configured by a band brake.

An example of this is as follows.

■ A configuration in which a one-sided clutch 70 that engages in the reverse rotation direction and a multi-disc brake 71 are arranged in series between the case 14 and another multi-disc brake 72 is disposed in parallel with these (a seventh Figure (^)).

In such a configuration, since the one-sided clutch 70 is engaged in the fourth forward speed state, by keeping the multi-disc brake 70 disposed in series engaged with the one-sided clutch 70, the first planetary gear mechanism 1 is By fixing the sun gear 3, a predetermined gear ratio can be obtained. On the other hand, in the case of 1st, 3rd and 5th forward speeds, torque acts on the sun gear 3 in the opposite direction to that in 4th speed.
The one-sided clutch 70 is automatically released when shifting to the fifth gear and the fifth gear, so that smooth gear shifting can be performed without the need for special timing adjustment. On the other hand, although the engine brake does not work,
Since the engine is not forced to rotate from the output shaft 15 side, fuel efficiency and quietness can be improved. Further, by engaging the multi-disc brakes 70 arranged in parallel to fix the sun gear 3, the gear ratio of the sixth forward speed can be obtained, and at the same time, the engine brake can be applied.

■ Of the configuration (■) above, the multi-disc brakes 72 arranged in parallel are connected to a second one-sided clutch 73 whose engagement direction is opposite to that of the one-sided clutch 70, and this second one-sided clutch 73. A second multi-disc brake 74 arranged in series.
(FIG. 7(B)).

If the second multi-disc brake 74 is released, the state will be the same as when the multi-disc brakes 72 arranged in parallel are released in the case (2) above;
If only the sun gear 3 is engaged, forward rotation of the sun gear 3 is prevented and reverse rotation is allowed, resulting in the state of forward 6th gear and a smooth shift to 2nd gear. be able to. In addition, both multi-disc brakes 71
74, the sun gear 3 is fixed, so engine braking can be applied.

(2) A configuration in which the first multi-disc brake 71 is removed from the configuration (2) above (FIG. 7(C)).

If the multi-disc brake 74 is released, the first one-sided clutch 70 is activated to obtain the fourth forward speed, and also to shift to the first, third, and sixth speeds. Since the one-sided clutch 70 is automatically released at this time, the gear shift is performed smoothly. Although the engine brake is not effective in this state, the engine is not forced to rotate from the output shaft 15 side, so fuel efficiency and quietness can be improved. On the other hand, if the multi-disc brake 74 is engaged, both one-sided clutches 70
．． 73 acts to fix the sun gear 3, the sixth forward speed can be obtained, and the engine brake can be applied.

(2) A configuration in which one band brake 75 is used and the rotation direction from the fixed end to the movable end connected to the actuator is the opposite rotation direction (FIG. 7(0)).

Since the sun gear 3 receives torque in the reverse rotation direction in the fourth forward speed, the sun gear 3 wraps around the brake band and is fixed in the fourth forward speed, whereas in the first forward speed
In the case of forward speed, third speed, and fifth speed, the brake band is released because a torque in the forward rotation direction acts on the sun gear 3, and therefore the sun gear 3 rotates forward in the forward first speed;
It is possible to smoothly shift between the third speed and the fifth speed. Incidentally, since the engine brake is achieved by blocking the rotation of the sun gear 3 in the forward rotation direction, the engine brake is not effective.

On the other hand, it is possible to prevent forced rotation of the engine and improve quietness and fuel efficiency.

■ Two band brakes with opposite directions for tightening 7
5.76 (Figure 7(E)).

If both band brakes 75 and 76 are applied, it will be the same as when the multi-disc brake 75 arranged in parallel to the one-way clutch 70 is applied in the configuration (2) above, but the band brakes 75 and 76 described in (2) above will be applied. If only the band brake 75, which is the same as the brake, is applied, it is possible to perform smooth gear changes and improve fuel efficiency and quietness, as in the case (2) above. Furthermore, the opposite band brake 7
If only 6 is applied, the forward rotation of the sun gear 3 causes the brake band to become entangled, fixing the sun gear 3, and as a result, the 6th forward speed can be obtained, and the sun gear 3
It is possible to smoothly generate the second forward speed that allows reverse rotation of the motor.

Note that the examples (1) to (6) above are for each clutch C.
1, C2, C3' and brake 81. Although individual examples of B2 and B3 can be given, in this invention, the above (
Of course, the configurations shown in 1) to (6) may be combined as appropriate. Further, in the above embodiment, the case of 6 forward speeds and 1 reverse speed was explained, but in this invention,
The number of gears may be set as appropriate, for example, five forward gears and one reverse gear.

Effects of the Invention As is clear from the above explanation, the gear transmission of the present invention requires two sets of double pinion type planetary gear mechanisms, so the overall configuration is simplified and at the same time five forward speeds or five forward speeds are required. It is possible to obtain six multi-speed gears, and as a result, it is possible to widen the range of gear ratios between the lowest and largest gears, and in turn, it is possible to obtain a small and lightweight automatic transmission with excellent power performance. .

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing the principle of an embodiment of the present invention, FIGS. 2(A) to (F) are schematic diagrams illustrating the first clutch means, and FIGS. 3(A) and (B) are schematic diagrams illustrating the first clutch means. A schematic diagram illustrating the second clutch means, FIGS. 4(A) and (B) are schematic diagrams illustrating the third clutch means, and FIGS. 5(A) to (C) are schematic diagrams illustrating the first clutch means.
Schematic diagrams illustrating braking means, FIGS. 6(A) to 6(E)
are schematic diagrams illustrating the second brake means, FIG. 7(A)-
(E) is a schematic diagram illustrating a third brake means. DESCRIPTION OF SYMBOLS 1... First planetary gear mechanism, 2... Second planetary gear mechanism, 3, 4... Sun gear, 5, 6... Ring gear, 7.8... Inner planet pinion, 9.10.
...Outer planet pinion, 11.12...Carrier, 13...Input shaft, 14...Transmission case, 15...Output shaft, 81, B2,
B3...Brake means, C1, C2, C3...
・Clutch means.

Claims (1)

[Claims] Double pinion type having a sun gear, a first planet pinion that meshes with the sun gear, a second planet pinion that meshes with the first planet pinion and the ring gear, and a carrier that holds the first and second planet pinions. Two sets of planetary gear mechanisms are provided, the carrier of the first planetary gear mechanism and the carrier of the second planetary gear mechanism are connected, and the ring gear of the first planetary gear mechanism and the sun gear of the second planetary gear mechanism are connected, Further, a clutch means is provided for selectively coupling the input shaft to a sun gear in the first planetary gear mechanism, a carrier in the first planetary gear mechanism, a ring gear in the first planetary gear mechanism, or a sun gear in the second planetary gear mechanism, Select the rotation of the sun gear of the first planetary gear mechanism, the rotation of the carrier of the first planetary gear mechanism and the carrier of the second planetary gear mechanism, and the rotation of the ring gear of the first planetary gear mechanism and the sun gear of the second planetary gear mechanism. What is claimed is: 1. A gear transmission for an automatic transmission, characterized in that the gear transmission is provided with a brake means for stopping the transmission, and further has an output shaft connected to a ring gear of the second planetary gear mechanism.