MXPA01005252A

MXPA01005252A - Automatic transmission for vehicles

Info

Publication number: MXPA01005252A
Application number: MXPA/A/2001/005252A
Authority: MX
Inventors: Morii Masaru
Original assignee: Morii Katsu
Priority date: 1999-10-04
Filing date: 2001-05-25
Publication date: 2001-12-04

Abstract

An automatic transmission includes an input first rotating member (3), an output second rotating member (6) coaxial with the first rotating member (3), a third rotating member (8) coaxial with the first rotating member (3), and a rotation transmitting element (10) mounted on the third rotating member (8) to transmit rotation of the first rotating member (3) to the second rotating member (6) so that the second rotating member (6) is rotated at a predetermined reduction ratio exceeding rotation of the first rotating member (3) in a stopped state of the third rotating member (8) in a direction of rotation of the first rotating member (3). The reduction ratio is increased as a difference between numbers of revolution of the first and third rotating members (3, 8) is rendered larger.

Description

AUTOMATIC TRANSMISSION FOR VEHICLES TECHNICAL FIELD This invention relates to an automatic transmission for vehicles that performs transmission without stages using a double pinion planetary gear. BACKGROUND OF THE ART An automatic transmission for vehicles has been provided which comprises a torque converter and a planetary gear combined with the torque converter. The torque converter increases the torque produced by a motor. However, the range of torque increase is so small that the automatic transmission is insufficient to be used by itself in automobiles. Accordingly, in practice, the automatic transmission is used in combination with a plurality of reduction ratios for the planetary gears that are automatically selected according to the driving conditions. However, since the reduction ratio changes in steps according to the driving conditions in the automatic transmission described above, the change in speed during acceleration results in a strong impact and the number of engine revolutions is momentarily reduced. As a result, the vehicle can not be accelerated smoothly. Furthermore, the reduction ratio increases suddenly when the automatic transmission is subjected to a downward speed change according to the operation of an accelerator so that the vehicle is accelerated. As a result, the body of the vehicle is shaken so that the driver and passengers may feel uncomfortable. Even when the accelerator is returned for deceleration, the automatic transmission does not change downwards but would be shifted upwards on the contrary. As a result, the motor brake can not be applied effectively. In addition, the torque converter disadvantageously has a large transmission loss, and in addition, transmission loss is further increased since a plurality of planetary gears are used. In addition, the entire automatic transmission has a complicated structure and is larger and of greater weight. For this reason, the automatic transmission increases the weight of the vehicle and the size of the vehicle's driving system. In addition, since the planetary gears are controlled by means of hydraulic oil circuits, the loss resulting from the production of oil pressure is enormous. Additionally, oil pressure control is complicated and therefore increases the cost and results in failures. Additionally, when the driving force of the traction wheels is less than the current movement resistance of the vehicle, the actual number of revolutions can not be maintained or the motor causes knocking which results in discomfort. In addition, since the vehicle can not be accelerated, the automatic transmission is controlled so that a lower gear ratio is selected so that the vehicle operates under a condition where the driving force of the drive wheels is sufficiently large in accordance with the speed of the vehicle in relation to the resistance of operation. In other words, as long as the vehicle operates at a constant speed, the ratio of reduction is greater than an optimum ratio in which the driving force of the traction wheels balances the current operating resistance, thereby consuming fuel unnecessarily. On the other hand, a continuously variable transmission by band (CVT) that uses pulleys and a band has recently been put into practical use. In the band CVT, the belt couples two pulleys and the diameters of both pulleys are changed so that the reduction ratio continuously varies. Accordingly, since transmission without stages can be achieved, the resulting gear change is without tapping so that the vehicle can be accelerated smoothly. However, the band is of short duration in the CVT band system used today, which makes it difficult to apply the current band CVT to high power motors. In addition, since the parameters of the pulleys vary due to the hydraulic oil so that the ratio is adjusted, an increase in the engine speed does not agree with the acceleration of the vehicle even when the engine speed is increased according to the operation Of the accelerator. This results in a sense of physical disorder and a large loss in revolutions for the production of oil pressure. In addition, the originally annular band is elastically deformed elliptically when coupled to the pulleys. The drift between the pulleys and the belt or the loss due to the deformation mentioned is quite large. In addition, the CVT band results in a delay time between a sudden change of load or engine power and the gear change. As a result, the CVT band is not suitable for sports handling. Furthermore, even when the CVT can carry out the transmission without stages, it is controlled in such a way that a reduction ratio is selected in which the vehicle operates under a condition where the driving force of the driving wheels is sufficiently large according to the speed of the vehicle in relation to the resistance of movement, as in the form of the aforementioned automatic transmission. As a result, fuel is wasted. On the other hand, transmission is not provided in electric cars with an electric motor functioning as a source of impulse and electric motor cars. In these vehicles, the voltage and current of the motor are controlled by means of an inverter so that the motor torque and speed are controlled in accordance with the driving speed of the vehicle. However, the cost of said control device is extremely high. In addition, the control device carries out a control manner in which the driving force of the traction wheels becomes greater than the driving resistance of the vehicle so that the vehicle can operate smoothly. This results in a loss of electrical power. Additionally, since the engine torque and speed are controlled in accordance with the speed of the vehicle, the driving force of the traction wheels would be adequate depending on the load applied to the traction wheels or the engine would be overloaded. The bicycles are provided with a transmission that manually changes the ratio of demultiplication. • Manual operation is difficult and the transmission can not be changed generally while the bicycle is stopped. Therefore, the transmission is not used effectively on the bicycle. In addition, wind power generating systems are not provided with transmission. Accordingly, a generator is not rotated when the torque due to the wind power is less than a stationary force of the generator, so that no electrical power is produced. In addition, when the torque due to the wind power is greater than a torque required to maintain generation in the generator, the torque due to the wind power can not be transmitted efficiently to the generator, so the efficiency of the generation is low. DISCLOSURE OF THE INVENTION Therefore, an object of the present invention is to provide an automatic transmission which has a small size and a simple construction, which does not cause knocking by the change of speed and which can convert the input rotation into rotation of output with maximum efficiency without any control. The present invention provides an automatic transmission comprising a first input rotation member, a second output rotation member provided to be coaxial with the first rotation member, a third rotation member provided to be coaxial with the first rotation member , and a rotating transmitter element provided in the third member is rotated to transmit the rotation of the first rotation member to the second rotation member so that the second rotation member is rotated with a predetermined reduction ratio exceeding the rotation of the first rotation member in the static state of the third rotation member. rotation in a direction of rotation of the first rotation member. The ratio of reduction is increased as the difference between the speed of rotation of the first member and the speed of rotation of the third rotation member becomes greater. According to the construction described above, a force acting on the third rotation member during rotation of the first rotation member is a force resulting from a first motor torque acting in the same direction as the first rotation member is rotated due to the fact that the transmitting element of rotation provided on the third rotation member tends to rotate with the first rotation member and a second motor torque acting in the direction opposite to the rotation of the first rotation member due to a repulsion force that the rotation transmitting element receives of the second rotation member. Accordingly, the third rotation member is rotated in the same direction as the first rotation member when a first torque is greater than the second torque. Consider that the third rotation member is rotated in the same direction that the first rotation member is rotated. Under this condition, the second rotation member is rotated in the same direction as the first rotation member as a result of the operation of the rotation transmission element and is depressed by the rotation element with the rotation of the third rotation member. More specifically, two rotation transmission tracks are provided between the first and second rotation members, that is, the first transmission track provided by the operation of the rotation transmission element having a predetermined reduction ratio greater than 1 and a second transmission track provided by the rotation of the third rotation member having a ratio of reduction of 1. The actual speed of the second rotation member is the sum of the speeds of the second rotation member rotated by means of the respective transmission tracks. In this case, when the third rotation member is stopped, the entire rotation of the first rotation member is consumed for the rotation of the second rotation member by the operation of the rotation transmission element in the same direction that the first member rotates of rotation. Further, when the third rotation member is rotated at the same speed as the first rotation member rotates, the entire rotation of the first rotation member is consumed for the rotation transmission element which presses the second rotation member in the same direction that the first rotation member rotates. When the third rotation member is rotated at a speed less than that of the first rotation member, a part of the rotation of the first rotation member is consumed for the rotation of the second rotation member by the operation of the rotation transmission element in the same direction that the first rotation member rotates. The other part of the rotation of the first rotation member is consumed for the rotation transmission element which presses the second rotation member in the same direction as the first rotation member rotates. In other words, the number of revolutions of the second rotation member is obtained by adding the number of revolutions of the third rotation member and a number of revolutions obtained by dividing, by a ratio of reduction of the automatic transmission with the third rotation member being stopped , the value obtained by subtracting the number of revolutions of the third rotation member from the number of revolutions of the third rotation member. Additionally, the ratio of reduction of the automatic transmission mechanism is this moment is obtained by dividing the number of revolutions of the first rotation member by the speed of the second rotation member. Therefore, as the difference between the revolution numbers of the first and third rotation members becomes larger, the rotation at the predetermined reduction ratio greater than 1 is more predominant in the rotation transmitted from the first rotation member to the second rotation member. . As a result, since the ratio of reduction is increased, the development of torque by the third rotation member becomes greater. In this case, the rate of rotation of the automatic transmission increases as the difference between the number of revolutions of the first and third rotation members becomes greater. Accordingly, the ratio of reduction in the number of revolutions of the third rotation member, whereby the number of revolutions of the second rotation member is reduced. As a result, the number of revolutions of the second rotating member is reduced in accordance with an increase in the load acting on the second rotating member. However, since the torque of the second rotation member is increased with the reduction in the number of revolutions thereof, the number of revolutions of the second rotation member is reduced until the torque thereof balances the magnitude of the load , being stabilized. Further, when the load is reduced in the above-mentioned steady state, the repulsive force of the second rotating member exerts on the rotational transmission member provided in the third rotating member is reduced and consequently, the rotating torque the third rotation member in the direction opposite to the direction of the first rotation member is increased, whereby the torque rotating the third rotation member in the same direction in which the first rotation member rotates remains unchanged. Consequently, since the speed of the third rotation member increases, the difference between the number of revolutions of the first and third rotation members becomes smaller. In this case, the reduction ratio of the automatic transmission is reduced by making the difference between the number of revolutions of the first and the third rotation members smaller. Accordingly, the reduction ratio of the automatic transmission is reduced in accordance with an increase in the number of revolutions of the third rotation member, with which the number of revolutions of the second rotation member increases. As a result, the number of revolutions of the second rotation member increases according to a reduction in the load acting on the second rotation member. However, since the torque of the second rotation member decreases with the increase in the number of revolutions thereof, the number of revolutions of the second rotation member increases until the torque thereof balances the magnitude of the load , being then stabilized. As a result of the operation described above, the torque of the second rotating member increases simultaneously with the reduction in the number of revolutions thereof when the load is increased and the equilibrium state of the torque of the second rotating member and the load . The torque of the second rotating member is reduced simultaneously with the increase in the number of revolutions thereof when the load is reduced. Therefore, the number of revolutions of the second rotation member is adjusted automatically to balance the magnitude of the load even when the load varies. On the other hand, when the number of revolutions of the first rotation member is reduced in a state of equilibrium of the torque of the second rotation member and the load, the rotational torque of the rotation transmission element provided in the third member of rotation rotation together with the first rotation member are reduced. In addition, the torque acting on the third rotating member to rotate in which the first rotating member rotates is reduced although the torque acting on the third rotary member rotates in the opposite direction to the direction in which The first rotating member rotates remains unchanged. Accordingly, the number of revolutions of the third rotation member is reduced so that the difference between the number of revolutions of the first and third rotation members becomes greater. In this case, the reduction ratio of the automatic transmission increases as the number of revolutions of the first and third rotation members increases. Accordingly, the ratio of reduction of the automatic transmission is increased according to a reduction in the number of revolutions of the third rotation member so that the number of revolutions of the second rotation member is reduced. Consequently, the number of revolutions of the second rotation member is reduced according to a reduction in the number of revolutions of the first rotation member. However, since the torque of the second rotation member increases with the reduction in the revolution number thereof, the number of revolutions of the second rotation member is reduced until the torque of the same rotates the magnitude of the load , then being in balance. Further, when the number of revolutions of the first rotating member is increased in a state of equilibrium of the torque of the second rotating member and the load, the torque that rotates to the rotational transmission member provided in the third rotating member is increased. rotation together with the second rotation member. In addition, the torque acting on the third rotation member to rotate in the same direction as the first rotation member rotates increases although the torque acting on the third rotation member to rotate it in the direction opposite to the direction in which rotates the first rotation member remains unchanged. Accordingly, the number of revolutions of the third rotation member is increased so that the difference between the number of revolutions of the first and third rotation members decreases. In this case, the reduction ratio of the automatic transmission is reduced as the difference between the number of revolutions of the first and third rotation members becomes smaller. Accordingly, the reduction ratio of the automatic transmission is reduced as the difference in the number of revolutions in the first and third rotation members becomes smaller. Accordingly, the ratio of reduction of the automatic transmission is reduced according to an increase in the number of revolutions of the third rotation member. As a result, the number of revolutions of the second rotation member increases according to an increase in the number of revolutions of the first rotation member. However, since the torque of the second rotation member is reduced with the increase in the number of revolutions of the second rotation member, the number of revolutions of the second rotation member increases until the torque thereof balances the magnitude of the load, being then stabilized. As a result of the operation described above, the torque of the second rotation member increases simultaneously with the reduction in the number of revolutions thereof when the number of revolutions of the first rotation member is reduced in the equilibrium state of the second engine torque. rotation member and load. By increasing the number of revolutions of the first rotation member, the torque of the second rotation member decreases simultaneously with the increase in the number of revolutions thereof. Accordingly, the number of revolutions of the second rotation member is automatically adjusted so that the torque thereof balances the magnitude of the load, although the number of revolutions of the first rotation member varies. In summary, the first, second and third rotation members correspond to a pump impeller, a turbine cover and a stator of a torque converter used in a conventional automatic vehicle transmission, respectively. The present invention also provides an automatic transmission comprising a first input rotation member, a second output rotation member provided to be coaxial with the first rotation member, a third rotation member provided to be coaxial with the first rotation member and a means of transmitting the rotation provided in the third rotation member to transmit the rotation of the first rotation member to the second rotation member so that the second rotation member is rotated at a number of revolutions and a reduction ratio shown by following the equations respectively in a direction of rotation of the first rotation member: N2 = N3 + (NI - N3) / RO R = N1 - R0 / ((RO - 1) - N3 + NI) where NI is the number of revolutions of the first rotation member, N2 is the number of revolutions of the second member of rotation rotation, N3 is the number of revolutions of the third rotation member., R is a ratio of reduction of the automatic transmission 'and R3 is a ratio of desmultiplication n of the automatic transmission in the stopped state of the third rotation member and smaller than 1. According to the construction described above, the number of revolutions N2 of the second rotation member corresponding to the number of revolutions N3 of the third rotation member is represented as the relation shown in FIGURE 3 with the proviso that the number of revolutions NI of the first rotation member is constant. In FIGURE 3, a sun gear, an annular gear and a carrier correspond to the first, second and third rotation members respectively. In addition, the reduction ratio of the automatic transmission corresponding to the number of revolutions N3 of the third rotation member is represented as the ratio shown in FIGURE 4. When the number of revolutions of the third rotation member is small with the proviso that the The number of revolutions of the first rotation member is constant, the number of revolutions of the second rotation member is smaller. However, the torque of the second rotating member is larger since the ratio of reduction is large. In addition, when the number of revolutions of the third rotation member is large, the number of revolutions of the second rotation member is large. However, the torque of the second rotation member is small since the ratio of reduction is small. This characteristic means that the torque of the second rotating member is automatically adjusted so that the rotational speed thereof balances the magnitude of the load. Each of the aforementioned automatic transmissions further comprises an element which prevents reverse rotation which prevents the third rotation member from rotating in an opposite direction to which the first rotation member rotates. In each aforementioned construction, a repulsive force of the rotational transmitter element provided in the third rotating member that receives the second rotating member is large when the load is large. As a result, the third rotation member is rotated in the direction opposite to the first rotation member, whereby the rotation in the first rotation member can not be transmitted to the second rotation member. In this case, however, the element preventing reverse rotation prevents the third rotation member from rotating in the direction opposite to the first rotation member, so that rotation of the first rotation member is transmitted to the second rotation member. The load acting on the second rotation member is reduced with the increase in the number of revolutions thereof. Accordingly, the repulsive force of the rotational transmitting element received from the second rotating member becomes smaller. Consequently, since the third rotation member is rotated in the same direction as the first rotation member, the torque of the second rotation member is automatically adjusted so that the rotation speed thereof balances the magnitude of the load. In summary, the element that prevents reverse rotation corresponds to a one-way clutch provided to limit the direction of rotation of the stator of the torque converter used in the automatic transmission of a conventional vehicle. Each of the aforementioned automatic transmissions further comprises a fourth rotation member, an inverse rotation element which transmits rotation of the third rotation member to the fourth rotation member under a condition wherein the third rotation member is rotated in one direction opposite in which the first rotation member rotates, and a stop element which applies a stop force to the fourth rotation member. In each of the aforementioned constructions, a repulsive force transmitting element provided in the third rotating member received from the second rotating member is large when the load is large. As a result, the third rotation member is rotated in the direction opposite to the first rotation member, whereby the rotation of the first rotation member can not be transmitted to the second rotation member. In this case, however, the element preventing reverse rotation transmits the rotation of the third rotation member to the fourth rotation member, so that the fourth rotation member is rotated. When the stop element is operated, a stop force is applied to the fourth and consequently to the third rotation member, so that the rotation of the first rotation member is transmitted to the second rotation member.

The load acting on the second rotation member is reduced with the increase in the number of revolutions thereof. Accordingly, the repulsive force received by the rotational transmitting element of the second rotating member becomes small. Consequently, since the third rotation member is rotated in the same direction as the first rotation member, the torque of the second rotation member is automatically adjusted so that the rotation speed thereof balances the magnitude of the load. In summary, the stop element functions as a clutch element to transmit the rotation of the first rotation member to the second rotation member. The construction described above is suitable for a case where the source of rotation which rotates the first rotating member is an internal combustion engine or a case where a starting torque is large as in electric motors of large size that a large torque acts at startup. The stop element preferably increases the stopping force applied to the fourth rotation member with increase in the number of revolutions of the fourth rotation member. The fourth rotation member is rotated when a large load rotates the third rotation member in a direction opposite the first rotation member. Accordingly, the stop element increases its stop force against the fourth rotation member as the number of revolutions of the fourth rotation member increases. At the stop of the third rotation member, the rotation transmitting element is operated so that the rotation of the first rotation member is transmitted to the second rotation member, whereby the second rotation member is rotated in the same direction as the first rotation member. rotation member. Since the rotational transmitting element provided in the third rotation member tends to rotate with the first rotation member, the third rotation member is subjected to a first motor torque which rotates in the same direction as the first rotation member. In addition, the rotational transmitting element receives a repulsive force from the second rotating member. The repulsive force applies to the third rotating member a second movable pair which rotates it in the opposite direction to the first rotating member. In this case, the repulsive force received by the rotational transmitting element of the second rotating member is large when the second rotary member initiates rotation in the same direction as the first rotary member. Accordingly, the second motor torque is greater than the first motor torque so that the third rotation member is rotated in the opposite direction to the first rotation member. When the number of revolutions of the second rotating member increases and the torque acting on the second rotating member is reduced, the repulsive force received by the rotary transmitting member of the second rotating member is reduced. As a result, the first motor torque acting on the third rotation member is increased so that the number of revolutions at which the third rotation member rotates is rotated in the direction opposite to the first rotation member is reduced. Consequently, since the number of revolutions of the fourth rotation member is reduced, the arresting force which applies the stop element to the third rotation member is reduced. That is, the stop element applies the stop force to the third rotation member but does not completely stop it. In summary, the stop element functions as a clutch element to transmit the rotation of the first rotation member to the second rotation member in an incomplete or half-engaged state. The stop element preferably increases the stopping force applied to the fourth rotation member with an increase in a number of revolutions of the first rotation member. The fourth rotation member is rotated when a large load rotates the third rotation member in the opposite direction to the first rotation member. At this time, the stop element increases its stop force against the fourth rotation member as the number of revolutions of the first rotation member increases. At the stop of the third rotation member, the rotation transmitting element is operated so that the rotation of the first rotation member is transmitted to the second rotation member, whereby the second rotation member is rotated in the same direction as the first rotation member. rotation member. In this case, the number of revolutions of the third rotation member and consequently the number of revolutions of the fourth rotation member is large when the number of revolutions of the first revolutions member of the first rotation member is large. Accordingly, although the stop element increases its stopping force against the fourth rotating member as the number of revolutions of the first rotating member increases, the third rotating member is not completely stopped. In summary, the stop element functions as a clutch element to transmit the rotation of the first rotation member to the second rotation member in an incomplete or half-engaged state. The stop element preferably applies the stop force to the fourth rotation member when it is operated externally. When operated externally, the stop element stops the fourth rotation member and consequently the third rotation member. Consequently, the rotation of the first rotation member can be transmitted to the second rotation member. In summary, the stop element functions as a manual clutch means. In addition, the automatic transmission further preferably comprises a stop retaining element which retains the third rotating member in the stopped state. When the stop arrest element is operated so that the third rotation member is held in the stop state, the rotation of the first rotation member can be transmitted to the second rotation member at a predetermined reduction ratio exceeding 1. Accordingly , the rotation of the first rotation member can be transmitted to the second rotation member regardless of the direction of rotation of the first rotation member. The arresting stop element preferably reduces a stopping holding force with increase in the number of revolutions of the second rotating member rotated in the same direction that the first rotating member rotates. The stop element reduces the stopping force against the third rotating member when the number of revolutions of the second rotating member increases. Accordingly, the third rotation member is rotated in the same direction as the first rotation member and the number of revolutions of the second rotation member is automatically adjusted so that the torque thereof balances the load. In this case, since the foregoing is applied to a case where the first rotation member is rotated in the reverse direction, the rotation of the first rotation member may be transmitted to the second rotation member regardless of the rotation direction of the first rotation member. rotation member. The construction described above is suitable for electric vehicles and trams in which the direction of rotation of the source of rotation in the first rotation member is reversible. The arresting stop element preferably reduces a stopping holding force with increase in the number of revolutions of the second rotating member in the same direction that the first rotating member rotates. The stop element reduces the stopping force against the third rotating member when the number of revolutions of the second rotating member increases. Accordingly, the third rotation member is rotated in the same direction as the first rotation member and the number of revolutions of the second rotation member are automatically adjusted so that the torque thereof balances the load. In this case, since the foregoing is applied to a case where the first rotation member is rotated in the reverse direction, the rotation of the first rotation member can be transmitted to the second rotation member regardless of the direction of rotation of the first rotation member .

The stop retention element preferably releases the third rotation member of a stop retention force applied thereto when the number of revolutions of the second rotation member rotated when rotated with the first rotation member in the same direction as the first rotation member. Rotating member is rotated has exceeded a predetermined number of revolutions. When the number of revolutions of the second rotation member rotated in the same direction as the first rotation member increases at or above a predetermined value, the torque that rotates the third rotation member in the same direction as the first rotation member may to be considered greater than the torque that rotates the third rotation member in the direction opposite the first rotation member. Accordingly, the third rotation member is rotated in the same direction as the first rotation member even when the stop detent member releases the third rotation member from the stop holding force. Consequently, the number of revolutions of the second rotation member is automatically adjusted so that the torque thereof balances the magnitude of the load. In this case, since the foregoing applies to a case where the first rotation member is rotated in the reverse direction, the rotation of the first rotation member can be transmitted to the second rotation member regardless of the direction of rotation of the first member of rotation. The automatic transmission further preferably comprises a sensing element which detects the torque that rotates the third rotating member in the same direction as the first rotating member. In this construction, the stop detent element releases the third rotation member when the sensing element detects the torque that rotates the third rotation member in the same direction as the first rotation member rotates. When the third rotation member is subjected to torque, tending to rotate it in the same direction as the first rotation member during rotation of the latter, the detection element detects that. Since the holding member releases the third rotation member from the stop holding force, the third rotation member is rotated in the same direction as the first rotation member and the number of revolutions of the second rotation member is automatically adjusted so that its torque balances the magnitude of the load. In this case, since the foregoing is applied to a case where the first rotation member is rotated in the reverse direction, the rotation of the first rotation member can be transmitted to the second rotation member regardless of the direction of rotation of the first member of rotation.

In addition, the automatic transmission preferably also comprises a speed control element which controls the number of revolutions of the third rotation member. The torque of the second rotation member increases as the difference between the number of revolutions of the first and third rotation members becomes large. Accordingly, the torque of the second rotation member can be adjusted to any value when the number of revolutions of the third rotation member is controlled by the speed control element. The speed control element preferably combines a force that stops the third rotation member and a force integrating the third rotation member with the first rotation member, thereby controlling the number of revolutions of the third rotation member. rotation. The force that stops the third rotation member is caused to operate when the number of revolutions of the third rotation member must be reduced, whereby the force integrating the third rotation member with the first rotation member when the number of revolutions of the third rotation member must be increased. Consequently, the number of revolutions of the third rotation member can be controlled by means of a simple construction.

The rotational speed control element preferably carries out the operation of the reverse rotation prevention element. The number of revolutions of the third rotation member is reduced by the control element of the number of revolutions when the load is so great that the third rotation member is rotated in the direction opposite to the first rotation member. As a result, in the construction including the rotational number control element, rotation of the first rotation member can be transmitted to the second rotation member without using the reverse rotation limiting element. The speed control element preferably carries out an operation of the stop arrest element. In the construction that includes the control element of the number of revolutions, the third rotation member is held in stop state by the control element of the number of revolutions, whereby the rotation of the first rotation member can be transmitted to the second rotation member without using the stop arrest element regardless of the direction of rotation of the first rotation member. The automatic transmission preferably also comprises a load determining element which determines a load magnitude based on a difference between the number of revolutions of the first and third rotation members rotated in the same direction. In a case where the third rotation member is rotated in the same direction as the first rotation member, the difference between the number of revolutions of the first and third rotation members is large when the load is large. The difference is small when the load is small. Accordingly, the load determining element can determine the magnitude of the load based on the difference between the number of revolutions of the first rotation member and the number of revolutions of the third rotation member that rotate in the same direction as the first rotation member. rotation member. The automatic transmission preferably includes a pair of aforementioned automatic transmissions including the reverse rotation prevention elements having opposite rotational entries. The automatic transmission further comprises an input rotation transmission element that transmits input rotation only to the first rotation member of the automatic transmission that operates effectively with respect to the input rotation direction, and an output rotation transmitter element that transmits as output rotation only the rotation of the second rotation member of the automatic transmission which operates effectively with respect to the rotation input.

According to the construction described above, the input rotation transmitting element effectively transmits the input rotation to the first rotation member of one of the two automatic transmissions but does not effectively transmit the input rotation to the first rotation member of the other transmission. automatic In one of said automatic transmissions, the reverse rotation prevention element prevents the third rotation member from being rotated in the direction opposite to the first rotation member. Accordingly, the rotation of the first rotation member is transmitted to the second rotation member. Accordingly, one of the two automatic transmissions operates effectively, and the third rotation member is rotated in the same direction as the first rotation member, so that the number of revolutions of the second rotation member is automatically adjusted so that the torque Its motor balances the magnitude of the motor torque. In this case, since one of said automatic transmission is effectively operated, the output rotation transmitting element effectively transmits the rotation of the second rotation member of one of said automatic transmissions which is transmitted as the output rotation. further, when rotated in the reverse direction, the input rotation is effectively transmitted by the input rotation transmitting element to the first rotation member of said transmitting element but is not effectively transmitted to the first rotation member of said other automatic transmission. Consequently, only said other automatic transmission operates effectively and the rotation of the second rotating member of said other automatic transmission can effectively be transmitted. The construction described above is suitable for construction in which reverse rotation is possible in the input rotation. The first rotation member preferably comprises a sun gear of a double pinion planetary gear, the second rotation member preferably comprises a ring gear of the planetary gear, the third rotation member preferably comprises a planetary gear pinion carrier planetary, and the rotational transmitting element preferably comprises a differential pinion of the planetary gear. Since the double-pinion planetary gear is used, the size ie the automatic transmission can be reduced and the construction thereof can be simplified. The reverse rotation prevention element preferably comprises a one-way clutch. Consequently, the construction of the reverse rotation prevention element can be simplified. The reverse rotation transmitting element preferably comprises a one-way clutch. Consequently, the construction of the reverse rotation transmission element can be simplified. A plurality of automatic transmissions are preferably connected in series with each other, the ratio of reduction of the totality of the automatic transmission thus obtained by the multiplication of the ratios of reduction of the respective automatic transmissions. large gear ratio The automatic transmission is preferably connected to an increase gear with a gear ratio of less than 1. Consequently, the minimum gear ratio can be set to a value less than 1. A plurality of automatic transmissions are preferably provided and the rotation of the second rotating member of the respective automatic transmissions are combined together to be delivered In order that the number of revolutions of a plurality of rotating members can be combined efficiently together, the number of revolutions of all the Rotational variables must be equal to each other. When the rotational numbers of the rotating members differ from one another, a rotating member with a small number of revolutions is made in resistance against a rotating member with a large number of revolutions, so that the overall transmission efficiency is reduced. In the construction described above, however, the reduction ratio of each automatic transmission is automatically adjusted individually according to the magnitude of the load. Consequently, the rotation of the second rotation members can be combined at a maximum efficiency to be delivered even when the rotational numbers of the first rotation member of the respective automatic transmissions differ from each other. A plurality of automatic transmissions are preferably provided. The first rotation members are rotated by a rotation source and the traction wheels are rotated by the second rotation members respectively. In the acceleration, the reduction ratio is smoothly reduced as the number of revolutions of the vehicle increases. As a result, the vehicle can be accelerated smoothly without the impact due to the gear change. Furthermore, during acceleration, the reduction ratio increases smoothly as the vehicle speed decreases. Therefore, since the source of rotation can function as a brake, the vehicle can decelerate smoothly without hitting due to gear change. In addition, since rotation of the source of rotation is transmitted to the drive wheels at maximum efficiency, fuel consumption can be improved when the source of rotation is a motor. The consumption of the battery can be reduced when the source of rotation is an electric motor used in hybrid cars or electric cars.

The speed control element preferably reduces the number of revolutions of the third rotation member when a braking operation is carried out. In this construction, the speed control element reduces the number of revolutions of the third rotation member when a braking operation is carried out so that the vehicle is decelerated. Consequently, since the reduction ratio is increased, a high braking force can be obtained. In the aforementioned construction in which the speed control element reduces the number of revolutions of the third rotation member when a braking operation is carried out, the reduction in the number of revolutions of the third rotation member increases the reduction ratio. As a result, the number of revolutions of the third rotation member and consequently the number of revolutions of the rotation source sometimes exceeds the respective permitted number of revolutions. This would result in failure of the rotation source. In view of this problem, the speed control element preferably controls the number of revolutions of the third rotation member so that the number of revolutions of the rotation source is reduced to or below the allowed number of revolutions. Consequently, it is prevented that the number of revolutions of the rotation member exceeds the number of revolutions allowed. The automatic transmission further preferably comprises an auxiliary rotation source for rotating the second rotation member in the same direction as the second rotation member rotates, the auxiliary rotation source is operated based on the magnitude of the load determined by the element of load determination. The auxiliary rotation source is operated based on the magnitude of the load determined by the load determining element, whereby the torque of the second rotation member and consequently the torque of the traction wheels can be adjusted optionally. . The rotational force that the auxiliary rotation source applies to the second rotation member is preferably increased with an increase in the load determined by the load determining element. The number of revolutions of the second rotation member and consequently the number of revolutions of the traction wheels is reduced when the load is increased so that the number of revolutions of the third rotation member is reduced. In the construction described above, when the number of revolutions of the third rotation member has been reduced, the load determining element determines the load that has been increased. Accordingly, the auxiliary rotation source increases the torque which rotates the second rotation member in the same direction as the second rotation member. Consequently, the number of revolutions of the second rotation member and consequently the number of revolutions of the traction wheels are prevented from being reduced. The aforementioned construction is suitable for hybrid cars and motor-assisted bicycles. The automatic transmission is preferably provided for each traction wheel. Each automatic transmission automatically adjusts the number of revolutions of the corresponding traction wheel individually so that the traction force balances the running resistance. Accordingly, the number of revolutions of each inner traction wheel becomes smaller so that each external traction wheel when turning the vehicle. Consequently, the vehicle can flip without applying excessive force to each traction wheel. That is, the automatic transmission can function as a differential. In addition, the rotational force of the source of rotation is transmitted to each traction wheel individually in the construction described above. Therefore, even when one of the traction wheels skids, the pulling force of each of the traction wheels is not lost. Therefore, the automatic transmission can function as an anti-slip differential. In addition, the number of revolutions of the skidding wheel increases rapidly so that the pulling force is rapidly reduced. Consequently, the skid is quickly eliminated. BRIEF DESCRIPTION OF THE DRAWINGS Other objectives, characteristics and advantages of the present invention will become clear with the revision of the following description of the preferred modalities, made with reference to the attached drawings, in which: FIGURE 1 is a side view of the automatic transmission according to the present invention, showing the basic construction thereof; FIGURE 2 is a front view of the automatic transmission; FIGURE 3 is a graph showing the relationship between the number of revolutions of the planetary carrier and the ring gear; FIGURE 4 is a graph showing the relationship between the number of revolutions of the planetary carrier and the ratio of reduction; FIGURE 5 is a graph showing the relationship between the number of revolutions of the planetary carrier and the torque of the ring gear; FIGURE 6 is a graph showing the relation between the torque curve and the load curve of the ring gear corresponding to the number of revolutions of the planetary carrier; FIGURE 7 is a graph similar to FIGURE 6, showing the case where the load has been increased; FIGURE 8 is a graph similar to FIGURE 6, showing the case where the load has been reduced; FIGURE 9 is a graph similar to FIGURE 6, showing the case where the number of revolutions in the sun gear has been reduced; FIGURE 10 is a graph similar to FIGURE 6, showing the case where the number of revolutions of the gear: the sun has been increased; FIGURE 11 is a sectional view of the automatic transmission of a first embodiment according to the present invention; FIGURE 12 is a graph similar to FIGURE 11, showing the automatic transmission of a second embodiment according to the present invention; FIGURE 13 is a graph similar to FIGURE 11, showing the automatic transmission of a third embodiment according to the present invention; FIGURE 14 is a graph similar to FIGURE 11, showing the automatic transmission of a fourth embodiment according to the present invention; FIGURE 15 is a flow diagram showing the control form of a control device; FIGURE 16 is a view similar to FIGURE 11, showing the automatic transmission of a fifth embodiment according to the present invention; FIGURE 17 is a view similar to FIGURE 11, showing the automatic transmission of a sixth embodiment according to the present invention; FIGURE 18 is a view similar to FIGURE 11, showing the automatic transmission of a seventh embodiment according to the present invention; FIGURE 19 is a view similar to FIGURE 11, showing the automatic transmission of an eighth embodiment according to the present invention; FIGURE 20 is a view similar to FIGURE 11, showing the automatic transmission of a ninth embodiment according to the present invention; FIGURE 21 is a view similar to FIGURE 11, showing the automatic transmission of a tenth embodiment according to the present invention; FIGURE 22 is a view similar to FIGURE 11, showing the automatic transmission of a tenth embodiment according to the present invention; FIGURE 23 is a cross section of the automatic transmission of a twelfth embodiment according to the present invention; FIGURE 24 is a side view of the automatic transmission of a thirteenth embodiment according to the present invention; and FIGURE 25 is a block diagram showing the electrical arrangement of the automatic transmission of a fourteenth embodiment according to the present invention. PREFERRED MODE OF THE INVENTION Various embodiments of the present invention will be described with reference to the accompanying drawings. First, the basic construction of the automatic transmission according to the present invention will be described. With reference to FIGURES 1 and 2, the automatic transmission 1 basically comprises a double-pinion planetary gear. More specifically, a sun gear 3 serving as a second rotation member is integrated with an input shaft 2. The number of teeth Z of the sun gear 3 is 1. The sun gear 3 is rotated by the source of rotation 4. A output shaft 5 is coaxial with the input shaft 2. An annular gear 6 which serves as a second rotation member is integrated with the output shaft 5. The number of teeth Z of the annular gear 6 is 2. A rotated member 7 is rotated by the rotation of the annular gear 6. A planetary pinion carrier 8 serving as the third rotation member is rotatably mounted on a stationary portion (not shown) or on the input shaft 2. A plurality of axes are rotatably mounted on the carrier 8. A plurality of differential gears 10 are mounted on the shafts 9 respectively so that they engage with each other. Each differential pinion 10 serves as a rotational transmitting element and the number of teeth Z thereof is 3. One of the differential pinions 10 is furthermore in engagement with the sun gear 3, wherein the other differential pinion 10 is further coupled with the gear annular 6. When the sun gear 3 is rotated by the rotation source 4, the differential pinion 10 and consequently the carrier 8 tend to rotate with the sun gear 3. At this time, the rotation member 7 is stationary. And that the load applied to the annular gear 6 is large, a repulsive force that receives the differential pinion 10 of the annular gear 6 rotates the carrier 8 in a direction opposite to the sun gear 3. Consequently, the rotation of the sun gear 3 is not transmitted to the annular gear 6. Meanwhile, when a stop force is applied to the carrier 8 by a suitable means, the carrier is stopped and consequently, the rotation of the sun gear 3 is transmitted by means of differential gears 10 to the annular gear 6. Consequently, the annular gear 6 and consequently the rotation member 7 are rotated in the same direction as the sun gear 3. Therefore, when forces acting on the carrier 8 are considered under the condition that the sun gear 3 and the gear 6 are rotating, the differential pinion 10 tends to rotate with the sun gear 3. This results in a rotational force acting on the carrier 8 tending to rotate it in the same direction as the sun gear 3. In addition, the differential pinion 10 receives a repulsive force from the annular gear 6. This repulsive force results in another rotation force acting on the carrier 8 tending to rotate it in the opposite direction to the sun gear. The load applied to the annular gear 6 is greater when the rotated member 7 starts to rotate. A repulsive force received by the differential pinion 10 of the annular gear 6 results in a rotational force acting on the carrier 8 tending to rotate it in the opposite direction to the sun gear 3. This rotational force is greater than the rotational force acting on the carrier 8 by the rotation of the sun gear 3 tending to rotate the carrier in the same direction as the sun gear. Therefore, the carrier 8 is rotated in the opposite direction to the sun gear 3. When the number of revolutions of the rotated member 7 is increased by the stop of the carrier 8, the load applied to the annular gear 6 becomes smaller so that the repulsive force receives the differential pinion 10 of the annular gear 6 is reduced. As a result, the torque applied to the carrier 8 so that it is rotated in the direction opposite to the annular gear 6 is reduced, whereby the torque applied to the carrier 8 so that it is rotated in the same direction as the annular gear 3 that remains without change. Accordingly, the torque applied to the carrier 8 so that it rotates in the same direction as the annular gear 3 becomes greater than the torque applied to the carrier 8 so that it is rotated in the opposite direction to the sun gear 3. Consequently, the carrier that is rotated in the opposite direction to the annular gear 3 is stopped and then rotated in the same direction as the annular gear 3. When the carrier 8 is rotated in the same direction as the sun gear 3, the annular gear 6 is rotated with the rotation of the differential pinion 10 and is further pushed by the differential pinion 10 with rotation of the carrier 8 to be rotated. Therefore, two rotation transmission tracks are provided between the sun gear 3 and the ring gear 6, that is, a first transmission track with a predetermined gear ratio (= Z2 / Z1) which is greater than 1 and a second transmission track with a ratio of reduction of 1. A sum of the numbers of revolutions at which the annular gear 6 rotates with the respective reduction ratios is a number of revolutions of the annular gear 6. In this case, when the carrier 8 and stopped, the entire rotation of the annular gear 3 is consumed for rotation of the annular gear 6 by the operation of the differential pinion 10 in the same direction as the second rotation member rotates. In this state, a reduction ratio or gear ratio for the transmission track of the sun gear 3 by means of the differential pinion 10 to the annular gear 6 is obtained based on the number of teeth of the respective gears by the equation, (Z3 / Z1) x (Z3 / Z3) x (Z2 / Z3) = Z2 / Z1. This is, the value obtained by dividing the number of teeth of the annular gear 6 between the number of teeth of the sun gear 3 gives a reduction ratio of the automatic transmission 1. Furthermore, the aforementioned equation indicates that the reduction ratio does not is affected by the number of teeth of the differential pinion 10. When the carrier 8 is rotated at a lower number of revolutions than the sun gear 3, a part of the rotation of the sun gear 3 is consumed for rotation of the annular gear 6 therein. direction that the sun gear 3 by the operation of the differential pinion 10. The other part of the rotation of the sun gear 3 is consumed by the differential pinion 10 pushing the annular gear 6 in the same direction in the ring gear 3 rotates. Also, when the carrier 8 is rotated at the same number of revolutions as the sun gear 3 is consumed for the differential pinion 10 pushing the ring gear 6 in in the same direction that the sun gear 3 rotates since the differential pinion 10 is rotated with the sun gear 3. In this state, the reduction ratio of the automatic transmission 1 is made 1. In other words, the number of revolutions of the gear annular 6 'is obtained by adding the number of revolutions of the carrier 8 and a number of revolutions obtained by dividing, by a reduction ratio of the automatic transmission with the carrier being stopped, the value obtained by subtracting the number of revolutions of the carrier from the number of revolutions of the sun gear 3. Additionally, the reduction ratio of the automatic transmission 1 at this moment is obtained by dividing the number of revolutions of the sun gear 3 by the number of revolutions of the annular gear 6. The number of revolutions of the ring gear 6 is presented as: N2 = N3 + (NI - N3) / R0 where NI is a number of revolutions of the ring gear 3, N2 is a number of revolutions of the annular gear 6, N3 is a number of revolutions of the carrier 8, RO is a ratio of reduction of the automatic transmission 1 when the carrier is stopped. FIGURE 3 shows the relationship between the number of revolutions of the carrier 8 and the annular gear 6 when the number of revolutions of the sun gear 3 is NI or constant. In addition, the reduction ratio R of the automatic transmission 1 is obtained by N1 / N2 as follows: R = N1 / N2 = NI / (N3 + (NI - N3) / RO) = N1-R0 / (N3-R0 + NI - N3) = N1-R0 / ((RO - 1) -N3 + NI) Therefore, in order that the reduction ratio R of the automatic transmission 1 can be obtained, the rotational speed NI of the sun gear 3 is multiplied first by the reduction ratio RO of the carrier 8 in its stop state. The result of the multiplication above is then divided by a value obtained by adding the number of revolutions NI of the sun gear 3 to the value of (RO-1) multiplied by the number of revolutions N3 of the carrier 8. This means that under the condition of that the number of revolutions NI of the sun gear 3 is constant, the reduction ratio R of the automatic transmission 1 becomes smaller by the reciprocal of the number of revolutions N3 of the carrier 8 as it becomes larger N3. FIGURE 4 shows the relation between the number of revolutions N3 of the carrier 8 and the ratio of reduction R of the automatic transmission 1 when the number of revolutions of the sun gear 3 is NI or constant. In addition, the torque T2 of the annular gear 6 is obtained by TI. R where TI is the torque of the sun gear 3 as follows: T2 = T1-N1-R0 / ((RO-1 '-N3 + NI) FIGURE 5 shows the relationship between the number of revolutions N3 of the carrier 8 and the torque T2 of the annular gear 6 under the condition where the number of revolutions of the sun gear 3 is NI and constant, however, the torque TI of the sun gear 3 is constant regardless of the number of revolutions thereof. , under the condition where the number of revolutions and torque of the sun gear 3 are constant, the number of revolutions of the ring gear 6 increases with the increase in the number of revolutions of the carrier 8, where the torque of the ring gear 6 is reduced with the increase in the number of revolutions of the carrier Assume that the torque (load) Tx required to maintain the rotation of the rotation member 7 is constant throughout the range of rotational speed of the ring gear 6 , as shown n FIGURE 6. The carrier 8 is subjected to a force that increases the torque that rotates it in the same direction as the sun gear 3 in a region A shown by oblique lines where the torque characteristic curve of the ring gear 6 It is on the load characteristic line. As a result, the number of revolutions of the carrier 8 increases. In addition, the carrier 8 is subjected to a force that increases the torque that rotates it in the opposite direction to the annular gear 3 in a region B shown by oblique lines wherein the characteristic of the torque curve of the annular gear 6 is below the load characteristic line. As a result, the number of revolutions of the carrier 8 is reduced. Accordingly, the torque of the annular gear 6 and the torque required to maintain rotation of the rotation member 7 is balanced at a point where the torque characteristic curve of the annular gear 6 crosses the load characteristic line. The number of revolutions of the annular gear 6 at this time is shown by Nx. The load characteristic curve mentioned above varies according to the magnitude of the load. More specifically, when the load is increased in the steady state as shown in FIGURE 6, the load characteristic line moves upwards over the entire rotation range of the number of revolutions of the ring gear 6 as shown in FIGURE 6. 7. The torque of the ring gear 6 balancing the load is increased to Tx '. As a result, under the condition that the number of revolutions N3 of the sun gear 3 is constant, the torque (= Tx) of the annular gear 6 becomes smaller than the torque (= Tx ') required to maintain the current number of revolutions of the rotation member 7. Therefore, when the load is increased in the equilibrium state of the torque of the annular gear 6 and the load, the torque applied to the carrier 8 so that it is rotated in the opposite direction to the sun gear 3, whereby the torque applied to the carrier 8 so that it is rotated in the same direction as the sun gear 3 remains unchanged. As a result, the number of revolutions of the carrier 8 is reduced so that the difference between the number of revolutions of the sun gear 3 and the carrier 8 is increased. In this case, the reduction ratio of the automatic transmission 1 increases with the increase in the difference between the number of revolutions of the sun gear 3 and the carrier 8. Accordingly, the reduction ratio of the automatic transmission 1 is increased by an amount equal to a reduction in the number of revolutions of the carrier 8, whereby the number of revolutions of the annular gear 6 is reduced. Consequently, the number of revolutions of the annular gear 6 is reduced according to an amount of increase in the load. However, since the torque of the annular gear 6 increases with the reduction in the number of revolutions of the annular gear 6, the number of revolutions of the annular gear 6 is reduced until the torque characteristic curve and the characteristic line of cargo are crossed. At this time, the number of revolutions of the ring gear 6 is stabilized and the number of revolutions of the planetary carrier 8 is reduced from Nx to Nx '. In addition, when the load is reduced in the steady state as shown in FIGURE 6, the load characteristic line moves downward from the equilibrium state shown in FIGURE 6 above all e? range of rotational speed of ring gear 6 as shown in FIGURE 8. The torque of ring gear 6 which balances the load is reduced to Tx '. Consequently, under the condition that the number of revolutions NI of the sun gear 3 is constant, the torque (= Tx) of the annular gear 6 becomes larger than the torque (= Tx) required to maintain the current rotation of the member 7. Therefore, when the load is reduced in the steady state of the torque of the annular gear 6 and the load, the torque that turns the carrier 8 in the opposite direction to the sun gear 3 is reduced although the torque The motor that rotates the carrier 8 in the same direction as the sun gear 3 remains unchanged. As a result, the number of revolutions of the carrier 8 is increased so that the difference between the number of revolutions of the sun gear 3 and the planetary gear 8 is reduced. In this case, the reduction ratio of the automatic transmission is reduced by reducing the difference between the number of revolutions of the sun gear 3 and the carrier 8. As a result, the reduction ratio of the automatic transmission 1 is reduced accordingly. an increase in the number of revolutions of the carrier 8, so that the number of revolutions of the annular gear 3 is increased. Consequently, although the number of revolutions of the annular gear 6 increases with the reduction in the load, the torque of the annular gear 6 is reduced with the increase in its number of revolutions. Accordingly, the number of revolutions of the annular gear 6 is stabilized when the number of revolutions of the annular gear increases up to the torque characteristic curve and the load characteristic line intersects. The number of revolutions of the carrier 8 is increased from Nx to Nx '. As a result of the operation described above, when the load is increased in the equilibrium state of the torque of the annular gear 6 and the load, the number of revolutions of the annular gear 6 increases with which its torque is reduced. When the load is reduced, the number of revolutions of the annular gear 6 increases, so that its torque is reduced simultaneously. Accordingly, the torque of the annular gear 6 is automatically adjusted so that the number of revolutions thereof balances the magnitude of the load. On the other hand, the torque characteristic curve described above varies according to the number of revolutions of the sun gear 3. More specifically when the number of revolutions of the sun gear 3 is reduced from NI to NI 'in the steady state as shown in FIG. shown in FIGURE 6, the torque characteristic curve moves downward from the equilibrium state shown in FIGURE 6 over the total range of rotational speed of annular gear 6 as shown in FIGURE 9. Torque of the ring gear 6 is reduced to Tx '. Consequently, under the condition that the load is constant, the torque (= Tx ') of the annular gear 6 becomes smaller than the torque (= Tx) required to maintain the current number of revolutions of the rotation member 7. this, when the number of revolutions of the annular gear 3 is reduced in the state of equilibrium of the torque of the annular gear 6 and the load, the torque that rotates the carrier 8 in the same direction as the sun gear 3 is reduced although the torque that turns the carrier 8 in the opposite direction to the sun gear 3 remains unchanged. As a result, the number of revolutions of the carrier 8 is reduced so that the difference between the number of revolutions of the sun gear 3 and the planetary gear 8 is increased. In this case, the ratio of reduction of the automatic transmission 1 increases with increasing the difference between the number of revolutions of the sun gear 3 and the carrier 8. As a result, the number of revolutions of the ring gear 6 is reduced with the reduction in the number of revolutions of the sun gear 3. With this, however, the torque of the annular gear 6 is increased and consequently, the number of revolutions of the annular gear is stabilized when it is reduced until the torque characteristic curve and the Load characteristic line intersect. At this time, the number of revolutions of the carrier 8 is reduced from Nx to Nx '. Further, when the number of revolutions of sun gear 3 is increased from NI to NI 'in the steady state shown in FIGURE 6, the torque characteristic curve moves downward from the steady state shown in FIGURE 6 above all. the rotational speed range of the annular gear 6 as shown in FIGURE 10. The torque in the annular gear 6 is increased to Tx '. Consequently, under the condition that the load is constant, the torque (= Tx ') of the annular gear becomes greater than the torque (= Tx) required to maintain the current number of revolutions of the rotation member 7. Therefore, , when the number of revolutions of the sun gear 3 increases in the torque-balanced state of the annular gear 6 and the load, the torque that turns the carrier 8 in the same direction as the annular gear 3 increases although the torque The motor that rotates the carrier 8 in the opposite direction to the sun gear 3 remains unchanged. As a result, the number of revolutions of the carrier 8 increases so that the difference between the number of revolutions of the sun gear 3 and the planetary gear 8 is reduced. In this case, the reduction ratio of the automatic transmission 1 is reduced by reducing the difference between the number of revolutions of the sun gear 3 and the carrier 8. As a result, the reduction ratio of the automatic transmission 1 is reduced by an amount corresponding to an increase in the number of revolutions of the carrier 8, whereby the number of revolutions of the annular gear 6 is increased. Consequently, the number of revolutions of the annular gear 6 is increased by an amount corresponding to an increase in the number of revolutions of the sun gear 3. With this, however, the torque of the annular gear 6 is reduced and consequently, the number of The speed of the ring gear stabilizes when it is reduced until the torque characteristic curve and the load characteristic line intersect. At this time, the number of revolutions of the carrier 8 increases from Nx to Nx '. When the number of revolutions of the sun gear 3 is reduced in the torque-balanced state of the annular gear 6 and the load as a result of the operation described above, the number of revolutions of the annular gear 6 is reduced and simultaneously, the torque it increases. With the increase in the number of revolutions of the sun gear 3, the number of revolutions of the annular gear 6 increases and simultaneously, the torque of the same is reduced. Consequently, the number of revolutions of the annular gear 6 is automatically adjusted so that the torque thereof balances the magnitude of the load, although the number of revolutions of the sun gear 3 varies. The torque characteristic curve moves upwards when the torque of the sun gear 3 is large. Accordingly, the number of revolutions of the sun gear 3 required to maintain the annular gear 6 at the same number of revolutions is reduced. In addition, the torque characteristic curve moves downwards when the torque of the sun gear 3 is smaller. Accordingly, the number of revolutions of the sun gear 3 required to maintain the annular gear 6 at the same number of revolutions is increased. According to the above-described automatic transmission 1 comprising double-pinion planetary gears, the number of revolutions of the annular gear 6 is automatically adjusted according to the magnitude of the load and the number of revolutions and the torque of the gear sun 3 of so that the torque of the ring gear 6 balances the magnitude of the load. In summary, the sun gear 3, the annular gear 6 and the differential pinion 10 correspond to a pump impeller, a turbine cover and a stator of a torque converter used in an automatic transmission of a conventional vehicle respectively. The transmission loss of rotation 'of a sun gear 3 by means of the differential pinion 10 to the annular gear 6 includes only that for the gears but does not include the loss due to skidding as seen in the torque converter. Therefore, the automatic transmission 1 can carry out the torque conversion efficiently at 100%. Furthermore, since the reduction ratio of the automatic transmission 1 depends on the number of teeth of the sun gear 3 and the number of teeth of the annular gear 6, the automatic transmission 1 obtains a greater reduction than the torque converter. The characteristic of the basic construction described above of the present invention resides in the fact that the number of revolutions of the annular gear 6 is automatically adjusted so that the torque of the annular gear 6 balances the magnitude of the load, regardless of the variations in the load or in the number of revolutions of the sun gear 3. Accordingly, the means for applying the stop force to the carrier 8 nc is necessarily required in the basic construction and can be provided when required. First mode: A first embodiment of the present invention will be described with reference to FIGURE 11. In the first embodiment, the present invention is applied to an automatic transmission for vehicles. The automatic transmission 11 shown in FIGURE 11 basically comprises a double pinion planetary gear. More specifically, the automatic transmission 11 comprises a cover 12 on which the input shaft is supported 13. The input shaft 13 is connected to a motor 14 which serves as the source of rotation to be rotated by the motor. An output shaft is supported on the cover 12 to be coaxial with the input shaft 13. The output shaft 15 is connected by means of ur. propeller shaft (not shown) to drive wheels that serve as rotated members so that rotation of the output shaft drives the vehicle. A double pinion planetary gear 16 is provided at one end of the input shaft 13 located on the cover 12. More specifically, a sun gear 17 serving as a second rotation member is provided integrally at the end of the input shaft 13 located on the cover 12. A carrier 18 comprising a gear is rotatably mounted on the input shaft 13 to be adjacent to the sun gear 17. The carrier 18 serves as a third rotation member. A plurality of pairs of axes 19 are rotatably mounted on the carrier 18. Differential sprockets 20 serving as rotational transmitting elements are mounted on the respective axes 19. On each pair of axes 19, the differential sprockets 20 are coupled together or one of the differential pinions 20 is in engagement with the sun gear 17. Furthermore, an annular gear 21 serving as a third rotation member is supported by a support element (not shown) on the input shaft 13 to be coaxial with it. The other of the differential pinions 20 is in engagement with the annular gear 21. The annular gear 21 is adapted to be connected by means of a forward-reverse gear mechanism 22 to the output shaft 15. The shift mechanism 22 comprises a transmission vehicle manual that uses a known synchronization mechanism. More specifically, the shift mechanism 22 includes a sleeve 23, and the annular gear 21 is connected to the output shaft 15 when the sleeve 23 assumes a predetermined position. The sleeve 23 is moved directly when a shift lever (not shown) is manually operated or moved by an actuator such as an electric motor, a pneumatic cylinder or a hydraulic cylinder when the shift lever is operated. FIGURE 1 shows the position of the sleeve 23 in the case where the shift lever assumes a parking position or a neutral position. When the shift lever is operated to assume a driving position, the sleeve 23 is moved in the direction of the arrow A in FIGURE 11 so that the output shaft 15 is directly connected to the annular gear 21. The output shaft 15 is rotated in the same direction as the annular gear 21 in this connection state. Further, when the shift lever is operated to assume a reverse position, the sleeve 23 is moved in the direction opposite to the arrow A in FIGURE 11 so that the annular gear 21 is connected to the drive shaft by means of the gears 24 to 28 whose number is odd. In the aforementioned connection state, the output shaft 15 is rotated in the direction opposite to the annular gear 21. On the other hand, a brake shaft 29 is also supported on the cover 12 to be parallel with the input shaft 13. A brake gear 31 is mounted by means of a one-way clutch 30 on the brake shaft 29. The brake gear 31 is in engagement with the carrier 18 so that the rotation of the carrier is transmitted from the brake gear 31 by means of a one-way clutch 31 to the brake shaft 29 when the carrier is rotated in the opposite direction to the sun gear 3. A hydraulic pump 32 is provided in the cover 12 to be moved by the brake shaft 29. A The brake plate 33 is mounted on the brake shaft 2 outside the cover 12. A hydraulic brake 34 moved by the hydraulic pump 32 applies a stop force to the brake plate 33. The hydraulic brake 34 serves as a stop element. In this case, the oil pump 32 increases the hydraulic oil against the hydraulic brake 34 as the number of revolutions of the brake shaft 29 increases. With this, the stopping force which applies the hydraulic brake 34 to the brake plate 34 increases. When the shift lever assumes a parking position, the output shaft 15 is stopped by means of a known parking mechanism (not shown).

The operation of the automatic transmission 11 will now be described. The engine 14 idles when it is started with the shift lever assuming the parking or neutral position. Since the annular gear 21 is not connected to the output shaft 15 in this state, no load is applied to the annular gear 21. As a result, the differential gears 20 and the annular gear 21 are rotated with the sun gear 17. In this case , since the rotation of the annular gear 21 is not transmitted to the output shaft 15, the vehicle is not moved forward even if the annular gear 21 is rotated. Further, when the shift lever is moved to assume the driving position, the sleeve 23 of the shift mechanism 22 is moved in the direction of the arrow A in FIGURE 1, whereby the annular gear 21 is connected to the shaft of exit 15 and therefore with the traction wheels. Since the load applied to the traction wheels in this connected state is a static resistance of the vehicle and is extremely large, the annular gear 21 which is rotated with the sun gear 17 is stopped, so that the ring gear applies a great force repulsive to the differential pinions 20. As a result, since the carrier 18 is rotated in the opposite direction to the sun gear 17, the brake gear 31 in engagement with the carrier is rotated, whereby the brake shaft 29 and the plate brake 33 are rotated by the one-way clutch 30. At this time, the hydraulic pump 32 is operated with the rotation of the brake shaft 29. However, the hydraulic pressure of the hydraulic pump 32 is low in the vacuum state of the motor 14. Consequently, the hydraulic brake 34 does not apply a stop force to the brake plate 33. When the accelerator is applied so that the vehicle is driven, the number of revolutions of the carrier 18 and by next the number of revolutions of the brake shaft 29 are increased with the increase in the number of revolutions of the engine 14. Accordingly, the hydraulic pressure of the hydraulic pump 32 is increased so that the stopping force of the hydraulic brake 34 applies to the brake plate 33 is increased. As a result, the stopping force is applied by means of the brake shaft 29, the one-way clutch 30 and the brake gear 31 to the carrier 18. When the carrier 18 is stopped, the rotation of the sun gear 17 is transmitted by means of the differential pinions 21, whereby the driving force for the annular gear 21 and consequently for the traction wheels is gradually increased. The vehicle starts its movement when the driving force of the traction wheels exceeds the static resistance. It should be noted that when the stop force of the hydraulic brake 34 applied to the brake plate 33 is increased so that the number of revolutions of the brake shaft 32 is reduced and consequently, the stopping force of the hydraulic brake 32 is reduced consequently, the stopping force that the hydraulic brake applies to the brake plate 33 is reduced. In other words, since the hydraulic brake 34 does not completely stop the brake plate 33, the hydraulic pump 32, the brake plate 33 and the hydraulic brake 34 operate as a clutch. As a result, the vehicle can be gently started. A force applied to the carrier 18 during the rotation of the sun gear 17 includes a torque resulting from the tendency of the differential gears 20 to rotate with the sun gear 17 and turning the carrier 18 in the same direction as the sun gear and other torque. resulting from the repulsive force received by the differential pinions of the annular gear 21 and rotating the carrier in the opposite direction to the sun gear. When the vehicle starts the movement, the load applied to the annular gear 21 changes from static resistance to resistance to running if the number of revolutions of the vehicle is constant. Accordingly, since the repulsive force that the differential pinions 20 receive from the annular gear 21 is reduced, the torque that turns the carrier 18 in the same direction as the sun gear 17 becomes greater than the torque that turns the carrier in the betting direction to the sun gear 17. Consequently, the carrier 18 is rotated in the same direction as the sun gear 17. When the carrier 18 is rotated in the same direction as the sun gear 17, the one-way clutch 30 causes the carrier 18 to rotate in the same direction as the sun gear 17 in a free state if the brake hydraulic 34 is applying a stop force to the brake plate or not. The number of revolutions of the annular gear 21 is obtained by dividing the number of revolutions of the sun gear 17 in the stopped state of the carrier 18 by the reduction ratio of the planetary gear 16 in the stopped state of the carrier. This is shown as NI / RO when NI (rpm) is the number of revolutions in the sun gear 17 which is equal to the number of revolutions of the engine 14, TI (Ntr?) Is the torque of the engine 14 regardless of the number of revolutions thereof, and RO (rpm) is the ratio of reduction of the planetary gear 16 in the stopped state. Furthermore, when the carrier 18 is rotated at a lower number of revolutions than the sun gear 17, the number of revolutions of the annular gear 21 is obtained by adding the number of revolutions of the carrier 18 and a number of revolutions obtained by dividing, by the ratio of reduction RO of the planetary gear 16 in the stopped state of the carrier, the value obtained by subtracting the number of revolutions of the carrier from the number of revolutions of the sun gear 17. Furthermore, when the carrier 18 is rotated with the sun gear 17, the number of revolutions of the annular gear 16 is equal to the number of revolutions NI (rpm) of the gear sun 17. The aforementioned relationship is expressed in the following equation: N2 = N3 + (NI - N3) / RO FIGURE 3 shows the relationship between the number of revolutions of the carrier 18 and the annular gear 21 (vehicle running speed) when the number of revolutions of the sun gear 17 (the engine 14) is NI and constant. In addition, the reduction ratio R of the planet gear 16 is obtained by NI / N2 as follows: R = NI / N2 = NI / (N3 + (NI-N3) / RO) = N1-R0 / (N3-R0 + Ni '- N3) = N1-R0 / ((RO-1) -N3 + NI) Therefore, in order that the ratio of reduction R of the planetary gear 16 can be obtained, the number of revolutions NI of the sun gear 17 is first multiplied by the ratio of reduction RO in the stopped state of the carrier 18. The result of the multiplication above is divided by the value obtained by adding the number of revolutions NI of the sun gear 17 to the value of (RO - ¡) multiplied by the number of revolutions N3 of the carrier 18. This means that under the condition that the number of revolutions NI of the sun gear 3 is constant, the reduction ratio R of the planet gear 16 becomes smaller in its reciprocal number as the number of revolutions increases N3 of the carrier 18. FIGURE 4 shows to the ratio between the number of revolutions of the carrier 18 and the ratio of reduction R of the planetary gear 16 when the number of revolutions of the sun gear 17 is constant in NI. In addition, the torque T2 of the annular gear 21 is obtained by TI. R where TI is the torque of sun gear 17 (motor 14) as follows: T2 = T1-N1-RC / ((RO - 1) -N3 + NI) FIGURE 5 shows the relationship between the number of revolutions N3 of the carrier 18 and the torque T2 (the driving force of the traction wheels) of the annular gear 21 under the condition wherein the number of revolutions of the sun gear 17 (the engine 14) is constant in NI. However, the torque TI of the sun gear 17 is constant regardless of the number of revolutions thereof. That is, the torque of the motor 14 is constant regardless of the number of revolutions thereof. In summary, under the condition where the number of revolutions and the torque of the motorcycles 14 are constant, the speed of travel of the vehicle increases with an increase in the number of revolutions of the carrier 18 and simultaneously, the driving force of the traction wheels is reduced. The running resistance of a vehicle is the sum total of the rolling resistance, air resistance and slope resistance. A rolling resistance is proportional to the weight of the vehicle regardless of the speed of the same. The air resistance is proportional to the square of the travel speed of the same. The resistance to the slope is proportional to the slope and the weight of the vehicle. Accordingly, if the air resistance is ignored, the resistance to running can be considered constant regardless of the vehicle's travel speed when the vehicle runs along a flat road. In this case, when the driving force of the traction wheel is greater than the resistance to walking (shaded region A in FIGURE 6), the number of revolutions of the carrier 18 increases as a force is applied to the carrier 18 on the which tends to increase the torque that turns it in the same direction as the sun gear 17. The travel speed increases with the increase in the number of revolutions of the carrier 18 and simultaneously, the driving force of the traction wheels is reduced . In addition, when the driving force of the traction wheels is less than the resistance to walking (shaded region B in FIGURE 6), the number of revolutions of the carrier 18 is reduced since a force is applied to the carrier 18 which tends to to increase the torque that turns it in the opposite direction to the sun gear 17. The travel speed is reduced with the reduction in the number of revolutions of the carrier 18 and simultaneously, the driving force of the traction wheel is increased. The aforementioned control is carried out automatically. Consequently, the travel speed of the vehicle is automatically adjusted so that a steady state in which the characteristic curve of the driving force and the characteristic line of resistance to the march intersect. The reference symbol Tx in FIGURE 6 designates the torque of the annular gear 21 by balancing the driving resistance. The characteristic curve of resistance to walking varies according to the running condition. More specifically, when the vehicle traveling along a flat road reaches an upward slope so that the resistance to the vehicle's running increases, the characteristic line of resistance to walking moves upwards from the state of equilibrium. in FIGURE 6 in the range of total running speed as shown in FIGURE 7. The torque of the annular gear 21 which balances the resistance to running is increased to Tx '. As a result, under the condition that the number of revolutions of the engine 14 is constant, the driving force of the traction wheels corresponds to the torque Tx of the annular gear 21 becomes smaller than the motive force required to maintain the running speed current and corresponding to the torque Tx 'of the ring gear. Therefore, when the resistance to travel increases in the equilibrium state of the driving force of the traction wheels and the resistance to running, the torque applied to the carrier 18 so that it is rotated in the direction opposite to the gear sun 17 is increased, whereby the torque applied to the carrier 18 so that it is rotated in the same direction as the sun gear 17 remains unchanged. As a result, the number of revolutions of the carrier 18 is reduced in such a way that the difference between the number of revolutions of the sun gear 17 and of the carrier 18 increases. In this case, the reduction ratio of the planet gear 16 increases with the increase in the difference between the number of revolutions of the sun gear and the carrier. Therefore, the ratio of reduction of the planetary gear 16 is increased by an amount equal to a reduction in the number of revolutions of the carrier 18, whereby the number of revolutions of the traction wheels is reduced. Consequently, the driving speed of the vehicle is reduced according to an amount of increase in the resistance to walking. However, since the driving force of the traction wheels increases with the reduction in vehicle speed, the driving speed of the vehicle is reduced until the characteristic curve of the driving force and the characteristic line of resistance to the march intersect. At this time, the driving speed is stabilized and the number of revolutions of the planetary carrier 8 is reduced from Nx to Nx '. In other words, the vehicle is decelerated automatically when the number of revolutions of the engine 14 is constant and the resistance to driving increases to such an extent that the vehicle speed of travel is reduced. Additionally, when a vehicle traveling along an upward slope reaches a flat road so that the vehicle's ride resistance is reduced, the characteristic line of ride resistance moves downward from the state of equilibrium in FIGURE 6 in the total range of driving speed as shown in FIGURE 8. The torque of the annular gear 21 which balances the resistance to running is reduced to Tx '. As a result, under the condition that the number of revolutions of the engine 14 is constant, the driving force of the traction wheel corresponding to the torque Tx of the annular gear 21 becomes greater than the motive force required to maintain the current running speed. and corresponding to the torque Tx 'of the annular gear. Therefore, when the resistance to travel is reduced in the equilibrium state of the driving force of the traction wheels and the resistance to running, the torque applied to the carrier 18 so that it is rotated in the same direction as the sun gear 17 is increased, whereby the torque applied to the carrier 18 so that it is rotated in the opposite direction to the sun gear 17 remains unchanged. As a result, the number of revolutions of the carrier 18 is increased so that the difference between the number of revolutions of the sun gear 17 and the carrier 18 is reduced. In this case, the reduction ratio of the planetary gear 16 is reduced with the reduction in the difference between the number of revolutions of the sun gear and the carrier. Accordingly, the reduction ratio of the planet gear 16 is reduced by an amount equal to an increase in the number of revolutions of the carrier 18, whereby the speed of travel of the vehicle increases. Consequently, the speed of travel of the vehicle increases according to the amount of reduction in the resistance to walking. However, since the driving force of the traction wheel is reduced with the reduction in vehicle running speed, the vehicle's running speed increases until the characteristic curve of the driving force and the characteristic line of resistance to the march intersect. At this time, the speed of travel is stabilized and the number of revolutions of the planetary carrier 8 increases from Nx to Nx '. In other words, the vehicle is automatically accelerated when the number of revolutions of the engine 14 is constant and the resistance to driving is reduced so that the vehicle speed of travel increases. As a result of the operation described above, when the resistance to travel increases in the equilibrium state of the driving force of the traction wheels and the resistance to running, the number of revolutions of the traction wheels is reduced and simultaneously , the driving force of the same is increased. When resistance to walking is reduced, the number of revolutions of the traction wheels increases and simultaneously, the driving force thereof is reduced. Accordingly, although the driving resistance varies, the number of revolutions of the traction wheels is automatically adjusted so that the driving force thereof balances the magnitude of the resistance to driving. On the other hand, the characteristic curve of driving force described above varies according to the number of revolutions of the engine 14. More specifically, the number of revolutions of the engine 14 is reduced so that the number of revolutions of the sun gear 17 is reduced from NEITHER NI 'in the steady state as shown in FIGURE 6, the characteristic curve of the driving force moves downward from the equilibrium state shown in FIGURE 6 over the entire range of running speed as shown in FIG. FIGURE 9. The torque of the annular gear 21 corresponding to the driving force is reduced to Tx '. Consequently, under the condition that the driving resistance is constant, the driving force corresponding to the torque Tx 'of the annular gear 21 becomes smaller than the driving force (corresponding to the torque Tx) required to maintain the current running speed of the vehicle. Therefore, when the number of revolutions of the engine 14 is reduced in the state of balance of the driving force of the traction wheel and the resistance to running, the torque that turns the carrier 18 in the same direction as the sun gear 17 is reduced although the torque that turns the carrier 18 in the opposite direction to the sun gear 17 remains unchanged. As a result, the number of revolutions of the carrier 18 is reduced so that the difference between the number of revolutions of the sun gear 17 and the carrier increase. In this case, the reduction ratio of the planet gear 16 increases with increasing difference between the number of revolutions of the sun gear 17 and the carrier 18. As a result, the speed of travel of the vehicle is reduced according to a reduction in the number of revolutions of the engine 14. With this, however, the driving force of the traction wheels increases and consequently, the vehicle's running speed is stabilized when it is reduced until the characteristic curve of the driving force and the line characteristic of resistance to walking cross. At this time, the number of revolutions of the carrier 18 is reduced from Nx to Nx '. In other words, the vehicle decelerates automatically when the resistance to running is constant and the number of revolutions of the engine 14 is reduced so that the speed of travel of the vehicle is reduced. Further, when the number of revolutions of the motor 14 is increased from NI to NI ', the driving force characteristic curve moves upwards from the equilibrium state shown in FIGURE 6 over the total range of running speed as shown in FIG. FIGURE 10. The torque of the annular gear 21 corresponding to the out of conduction is increased to Tx '. Accordingly, under the condition that the resistance to driving is constant, the driving force of the driving wheels corresponding to the torque Tx 'of the annular gear 21 becomes greater than the driving force (corresponding to the torque Tx of the ring gear 21). ) required to maintain the current running speed of the vehicle. Therefore, when the number of revolutions of the engine 14 increases in the state of balance of the driving force of the traction wheel and the resistance to running, the torque that turns the carrier 18 in the same direction as the sun gear 17 is increased although the torque that will go to the carrier 18 in the opposite direction to the sun gear 17 remains unchanged. As a result, the number of revolutions of the carrier 18 is increased so that the difference between the number of revolutions of the sun gear 17 and the planetary gear 18 are reduced. In this case, the reduction ratio of the planetary gear 16 is reduced by reducing the difference between the number of revolutions of the sun gear 17 and the carrier 18. As a result, the ratio of reduction of the planetary gear 16 is reduced by an amount corresponding to an increase in the number of revolutions of the carrier 18, whereby the number of revolutions of the traction wheels increases. Consequently, the speed of travel of the vehicle increases according to an increase in the number of revolutions of the engine 14. With this, however, the driving force of the traction wheels is reduced and consequently, the running speed of the vehicle it stabilizes when it is reduced until the characteristic curve of motive power and the characteristic line of resistance to the march intersect. At this time, the number of revolutions of the carrier 18 is increased from Nx to Nx '. In other words, the vehicle is automatically accelerated when the resistance to driving is constant and the number of revolutions of the engine 14 is increased so that the speed of travel of the vehicle increases. When the number of revolutions of the engine 14 is reduced in the state of equilibrium of the driving force of the traction wheels and the resistance to driving as the result of the above-described operation, the number of revolutions of the traction wheels is reduced and simultaneously, the motive power of the mimas increases. At the increase in the number of revolutions of the engine 14, the number of revolutions of the traction wheels increases and simultaneously, the driving force is reduced. Consequently, the number of revolutions of the annular gear 16 is automatically adjusted so that the torque thereof balances the magnitude of the load, although the number of revolutions of the sun gear 3 varies. The characteristic curve of driving force moves up when the engine 14 has a large torque. Accordingly, the number of revolutions of the engine 14 required to maintain the vehicle at the same number of revolutions is reduced. In addition, the out-of-drive characteristic curve moves downwardly when the engine 14 has low torque. Accordingly, the number of revolutions of the engine 14 required to maintain the vehicle at the same number of revolutions is increased. According to the automatic transmission described above of the embodiment comprising the double-pinion planetary gear 16, the vehicle speed is automatically adjusted so that the driving force of the traction wheels balances the resistance to running under the condition where the torque of the engine 14 is constant regardless of the number of revolutions thereof. In summary, the sun gear 17, the annular gear 21 and the differential pinion 20 correspond to a pump impeller, a turbine cover and a stator of a torque converter used in the automatic transmission of a conventional vehicle respectively. The transmission loss in the transmission of rotation of the sun gear 17 by means of the differential pinion 20 to the annular gear 21 includes only that of the gears but does not include the loss due to skidding in the torque converter. Therefore, the planetary gear 16 can produce the torque conversion at an efficiency of 100%. Furthermore, since the reduction ratio of the planet gear 16 depends on the ratio between the number of teeth of the sun gear 17 and the number of teeth of the annular gear 21, the automatic transmission obtains a higher ratio of reduction than the torque converter .

When the accelerator is depressed so that the vehicle moves, a large load acts on the traction wheels and consequently, a repulsion force received by the annular gear wheel differential gear 21 is excessively large. The carrier 18 is subjected to a torque that rotates it in the opposite direction to the annular gear 17. Accordingly, the number of revolutions of the carrier 18 is rapidly reduced so that the number of revolutions of the annular gear 21 and consequently the number The speed of the traction wheels is reduced, so that the speed of the vehicle is reduced. However, the number of revolutions of the engine 14 and the number of revolutions of the sun gear 17 increase simultaneously with the operation of the accelerator. Since the number of revolutions of the annular gear 21 increases with the increase in the number of revolutions of sun gear 17, the vehicle can be accelerated by the operation of the accelerator. The number of revolutions of the annular gear 21 becomes greater than the number of revolutions of the sun gear 17 when the accelerator is returned so that the engine 14 runs idle. Consequently, the sun gear 17 consequently the motor 14 is rotated as a result of the rotation of the annular gear 21 in the reciprocal of the current reduction ratio which is close to 1 when the vehicle operates along a flat path to a constant velocity. More specifically, the engine 14 operating under vacuum is rotated by the inertia of the vehicle. Since the motor 14 acts as a load on the annular gear 21, the vehicle can be braked by motor brake. This reduction ratio in the transmission track from the annular gear 21 by means of the differential gears 20 to the sun gear 17 is close to 1 immediately after the engine 14 starts to operate under vacuum. Accordingly, although the braking force of the motor brake is small, the differential gears 20 receive a large repulsive force from the sun gear 17 when the motor 14 acts as a load on the annular gear 21. As a result, the rotational speed of the carrier 18 is rapidly reduced so that the reduction ratio of the planet gear 16 increases rapidly, whereby a large stopping force can be obtained from the motor brake. Since a case in which the motor brake is performed corresponds to a deceleration carried out continuously, the speed of travel of the vehicle can be reduced smoothly. On the other hand, when the shift lever is moved to the reverse position while the vehicle is stopped, the sleeve 23 of the shift mechanism 22 is moved in the direction opposite to the arrow A in FIGURE 11, whereby the gear annular 21 is connected to the output shaft 15 and consequently to the traction wheels. When the accelerator is operated so that the number of revolutions of the engine 14 increases, the number of revolutions of the carrier 18 rotated in the opposite direction to the sun gear 17 is increased. This increases the brake force applied by the hydraulic brake to the brake plate 33, whereby the brake shaft 29 and consequently the carrier 13 are stopped. As a result, the vehicle can be moved in reverse since the rotation of the sun gear 17 can be transmitted to the annular gear 21 and consequently to the traction wheels. In addition, in the same way as in the case where the vehicle is moved forward, the number of revolutions of the traction wheels is automatically adjusted so that the driving force balances the resistance to driving. According to the above-described embodiment, the input sun gear 17 and the annular output gear 21 are provided in the double pinion planetary gear 16. In addition, the carrier 18 is rotatably provided. The reduction ratio of the planet gear 16 increases with the increase in the difference between the number of revolutions of the sun gear 17 and of the carrier 18. Accordingly, the number of rings of ring gear 21 increases and the torque thereof is simultaneously reduced. That is, the driving force of the traction wheels is reduced simultaneously with the increase in the speed of the vehicle. As a result, since the running speed of the vehicle is adjusted so that the driving force of the traction wheels balances the resistance to running of the vehicle, the rotation of the engine 14 can be transmitted at maximum efficiency compared to the transmission. conventional automatic, so that the fuel consumption of the engine 14 can be greatly improved. In addition, since the reduction ratio of the planetary gear 16 is varied smoothly, the automatic transmission 11 results in almost no hit due to the operation of the same. As a result, the vehicle can be accelerated or decelerated smoothly. In addition, the double-pinion planetary gear 16 includes a smaller number of gears required to reduce the output rotation of the motor 14 than the conventional automatic transmission. Consequently, the automatic transmission 11 has lower transmission loss and longer duration. Additionally, the automatic transmission 11 differs from the conventional CVT in that the automatic transmission 11 can be applied to high power engines. A large torque can be obtained in a small motor when the reduction ratio of the planetary gear 16 is set to a large value. As a result, even a large vehicle can use a small engine. Furthermore, since the carrier 18 is rotary, the variations of rotation in the sun gear 17 or the annular gear 21 can be absorbed by the rotation of the carrier 18. This can prevent an annoying vibration of the vehicle due to variations in the torque of the vehicle. engine or in the resistance to the vehicle's running. In addition, the construction described above can be easily obtained by the double-pinion planetary gear 16 used in the conventional automatic transmission. As a result, the cost of automatic transmission can be greatly reduced. In addition, since the automatic transmission 11 has reduced size and reduced weight, the reduction in the space of arrangement for the automatic transmission can increase the volume of the passenger compartment, and the reduction in the weight of the vehicle can improve the fuel consumption . In addition, the differential pinions 20 are arranged so that they are not aligned radiantly with respect to the annular gear 21. In this case, the size of the automatic transmission can be reduced compared to the case where the differential pinions are arranged so that they are aligned radially with respect to the ring gear. Additionally, the shift mechanism 22 is changed manually or by means of an activator when the shift lever is operated. This eliminates a hydraulic pump provided conventionally to control the automatic transmission. Consequently, the power of the engine 14 can be prevented from being reduced, and the vehicle can be towed when it has been broken down. The change down is carried out automatically when the accelerator is pressed so that the vehicle is accelerated. As a result, the load applied to the annular gear 21 is not applied directly to the engine 14. In addition, after increasing the number of revolutions of the engine 14 according to an accelerator operation amount, the vehicle speed of travel is increased so that the driving force of the traction wheels balances the resistance to walking. Therefore, the automatic transmission 11 has a high response to the operation of the accelerator. This means that the vehicle can be accelerated with the engine 14 maintaining a large number of revolutions. Therefore, the automatic transmission 11 can be applied to effective engines in a large number of revolutions. further, a large load is not applied directly to the engine 14 when the accelerator is operated. Consequently, the fuel consumption condition of the engine 14 can be prevented from being worsened so that the exhaust gas is excessively soiled. In addition, the duration of the motor 14 is prevented from being reduced. Consequently, when the automatic transmission 11 is applied to recently manufactured low consumption motors or to direct fuel injection engines, a region of low consumption can often be used when the load is less. This improves fuel consumption to a great extent. Additionally, when the automatic transmission 11 is applied to a vehicle moved by a battery, also, the power consumption can be reduced. The clutch function can be carried out by applying the stop force to the carrier 18 rotated in the opposite direction to the sun gear 17. Therefore, since the clutch can be constructed using components of the planetary gear 16, the overall construction of The automatic transmission can be simplified and made smaller compared to the conventional automatic transmission using a torque converter as a clutch means. Additionally, the rotation of the carrier 18 is used to move the hydraulic pump 32 so that the stopping force is applied to the carrier. As a result, the power of the motor is prevented from being reduced compared to the construction in which the hydraulic pump 32 is moved making use of the power of the motor so that the stopping force for the carrier is obtained. Further, since the rotation of the sun gear 17 is transmitted to the annular gear 21 at maximum efficiency while the vehicle is running, the fuel consumption of the engine 14 can be greatly improved compared to the construction in which the converter of torque is employed. The brake plate 33 and the hydraulic brake 34 are provided outside the cover 12. Consequently, the maintenance, inspection and replacement of parts can be carried out easily for the clutch means. Furthermore, when the traction wheel is skidded, the reduction ratio of the planetary gear 16 is rapidly reduced with the reduction of the load applied to the traction wheel. As a result, the gripping force of the traction wheel is recovered so that the traction wheel is automatically released from the skidding state. Further, since the gear ratio of the planetary gear 16 is smoothly increased when motor braking is performed on the vehicle, it can be safely decelerated even on slippery roads such as on snow-covered roads. When slow travel is desired as obtained from the torque converter, the hydraulic brake 34 can apply a light stop force to the brake plate 33 while the engine 14 idles. In addition, a magnet or generator may be provided to apply the stopping force to the brake plate 33 other than the hydraulic brake 34. When provided as a means of applying the stopping force to the brake plate 33, the generator is used to charge a battery, so the battery can be prevented from being discharged. In addition, when the load to the generator is controlled so that the stopping force is applied to the brake plate is also controlled, the speed of travel of the vehicle can be adjusted while the clutch is carried out. The aforementioned construction is effective in hybrid cars, and the generator can be used as an auxiliary power source. The automatic transmission described above is effective for a vehicle equipped with the engine 14 as a source of rotation, said vehicle including common cars, motorcycles, scooters, diesel locomotives, trams, buses, large vehicles such as trucks, and tanks which are of great weight that the load becomes large at the moment of start-up. Additionally, a plurality of means of applying the stopping force to the carrier 18 can be provided when the load is large at the moment of starting. A drum brake can be used as a means of applying the stop force to the carrier 18, instead of the hydraulic brake 34. In addition, a torque converter or fluid coupling can be provided to the clutch means. In this regard, it is required to provide means to prevent the carrier 18 from being rotated in the opposite direction to the sun gear 17, eg, a one-way clutch, since the automatic transmission 11 does not require clutch means. In addition, the torque converter can be normally stopped during vehicle operation when it is used. Consequently, fuel consumption can be improved. Additionally, a known mechanism which is used in the conventional automatic transmission comprising a planetary gear and a clutch with a plurality of disks can be used, instead of the shift mechanism 22. A coupling device can be provided for coupling the gear annular 21 to the shift mechanism 22 when the shift lever assumes the running position. The coupling device transmits the rotation of the annular gear 21 by means of the one-way clutch to the shift mechanism 22. For example, the annular gear rotation 21 is transmitted by means of the one-way clutch to the shift mechanism 22 when the number of revolutions of the vehicle is below 20 km / hr or above 80 km / hr. The rotation of the annular gear 21 is transmitted directly to the shift mechanism 22 when the vehicle speed is at or above 20 km / hr and below 80 km / hr. In the case where the reduction ratio is large while the vehicle is in vehicle is running at low speed, a stopping force due to a large engine brake is applied by the return of the accelerator, so that the vehicle can not be operated gently. In addition, when the accelerator is returned while the vehicle is traveling at high speed, a stopping force due to the engine brake is applied so that the vehicle speed is reduced, thereby reducing fuel consumption. The aforementioned coupling device can be activated by means of a switch operated by the driver. The output of the automatic transmission 11 can be delivered by means of a known overdrive mechanism. The overdrive mechanism can be operated by means of a switch activated by the driver. In addition, the stop force of the hydraulic brake 34 applied to the brake plate 33 can be increased with the increase in the number of revolutions of the sun gear 17. That is, the stopping force required to stop the sun gear 17 becomes greater than the number of revolutions of the same be greater. Accordingly, the stopping force does not require to be increased to such a level that the brake plate 33 is completely stopped, although the stopping force is increased. Therefore, the mechanism for applying the stop force can function as a clutch means. It is noted that the planetary gear 16 functions simply as a clutch means when the gear ratio thereof is adapted to be normally 1 regardless of the condition of rotation of the carrier 18. More specifically, when RO = 1 in the equation to obtain the number of revolution of the annular gear 21, N2 = N3 + (Ml-N3) / RO, N2 = NI, mainly, the number of revolutions of the annular gear 21 is equal to that of the sun gear 17 regardless of the number of revolutions of the carrier 18. This means that the clutch means can be carried out by the stop means. A second embodiment of the present invention will be described with reference to FIGURE 12. The present invention is also applied to an automatic transmission for vehicles in the second embodiment. The identical or similar parts in the second embodiment are indicated with similar symbols of reference as those of the first embodiment and the description of these parts is eliminated. In summary, the automatic transmission of the second mode is provided with an additional function to control the number of revolutions of the carrier. With reference to FIGURE 12, the automatic transmission 41 is provided with means for applying a stop force to the carrier 18 and means for applying a force integrating the carrier 18 with the sun gear 17. Either of the two means is operated in a manner that the number of revolutions of the carrier 18 is controlled. More specifically, an auxiliary sun gear 42 is provided integrally with the input shaft 13 in which the sun gear 17 is mounted. A gear 43 rotatably mounted on the input shaft 13 so that it is disposed between the sun gear 17 and the auxiliary sun gear 42. A plurality of shafts 44 are rotatably mounted on the gear 43. Two gears 45 and 46 are mounted on both ends of each axis 44 respectively. These gears 45 are in engagement with the auxiliary sun gear 42, wherein the gears 46 are in engagement with the gear 47 integral with the carrier 18. The auxiliary sun gear 42 and the gears 45, 46 and 47 have the same number of teeth . A first and a second brake axes 48 and 49 are rotatably mounted on the cover 12 so that they are parallel with the input shaft 13. The first brake shaft 48 has one end located on the cover 12 and is provided with a gear integral 50 which is in engagement with the carrier 18. The first brake shaft 48 has the other end located outside the cover 12 and is provided with an integral brake plate 51. The second brake shaft 49 has an end located at the cover 12 and is provided with an integral gear 52 which is in engagement with the gear 43. The second brake shaft 49 has the other end located outside the cover 12 and is provided with an integral brake plate 53. The brakes 54 and 55 apply stop forces to the brake plates 51 and 53 respectively. The hydraulic brakes 54 and 55 are moved by a control device 56. The control device 56 has a mode change switch 57 operated to set the normal mode, support modes, economy mode, manual mode, or snow mode, so that the impulse of the hydraulic brakes 54 and 55 are controlled according to each mode. More specifically, when the control device 56 is set in the normal mode by means of the mode change switch 57, the hydraulic brakes 54 and 55 are not moved, whereby the stop forces are not applied to the gear 43 and the carrier 18. The gear 43 is rotated in the free state although the auxiliary sun gear 42 is coupled by means of the gears 5, 46 and 47 to the carrier ÍS. Accordingly, even if the auxiliary sun gear 42 is rotated with the rotation of the motor 14, the rotation of the auxiliary sun gear 42 is not transmitted to the carrier 18. Therefore, since the carrier 18 is rotated in the free state, the same operation as in the first mode it is done when the normal mode is set. Consequently, the rotation of the motor 14 can be transmitted by the planetary gear 16 to the traction wheels at maximum efficiency. When the control device 56 is set in the sport mode by means of the mode change switch 57, the hydraulic brake 54 is moved so that a predetermined stopping force is applied to the brake plate 51 and consequently to the carrier 18 The stop force is determined so that it does not completely stop the carrier 18, but the number of revolutions thereof is controlled to be less than in the aforementioned normal mode. As a result, since the reduction ratio of the planetary gear 16 increases in comparison with the normal mode, the driving force of the traction wheels increases so that a large acceleration force is obtained. When the control device 56 is set in economical mode by means of the mode change switch 57, the hydraulic brake 55 is moved so that a predetermined torque force is applied to the brake plate 53 and consequently to the gear 43. When the stop force is applied to the gear 43, the rotation of the auxiliary sun gear 42 is transmitted by means of the gears 45 to 47 to the carrier 18. As a result, the carrier 18 is subjected to a force integrating it with the sun gear 17. Consequently, the number of revolutions of the carrier 18 becomes greater than in its rotation in the free State. The stop force applied to the gear 43 is determined so that it does not fully integrate the carrier 18 with the sun gear 17, but the number of revolutions thereof is controlled to be greater than in the aforementioned mode. As a result, since the reduction ratio of the planetary gear 16 is reduced compared to the normal mode, the driving force of the driving wheels is reduced so that the acceleration force is reduced. However, the running speed of the vehicle can be increased with the engine 14 being maintained at a lower number of revolutions. Consequently, the fuel consumption of the engine 14 can be improved. The sport mode described above and the economy mode are used when the vehicle is accelerated. The control device 56 is set in the normal mode when the vehicle is operated at a constant number of revolutions. The planetary gear 16 provides a higher efficiency conversion when the normal mode is set in gear at a constant number of revolutions. When the control device 56 is set in the normal mode by means of the mode change switch 57, the current reduction ratio of the planetary gear 16 is obtained based on the current difference in the number of revolutions of the sun gear 17 and the carrier 18. The number of revolutions of the carrier 18 is controlled based on the current number of revolutions of the sun gear 17 so that the reduction ratio obtained from the planet gear 16 is maintained. Alternatively, the number of revolutions of the carrier 18 is controlled based on the current number of revolutions of the sun gear 17 so that one of the plurality of previously set reduction ratios, which is closer to the current one, is set. In other words, the control device 56 controls the number of revolutions of the carrier 18 so that the current number of revolutions of the sun gear 17 is replaced by the equation used to obtain the ratio of reduction R, R = N1-R0 / ( (RO-D-N3 + N1), so that the ratio of reduction obtained takes a predetermined value When an upshift switch 58 is operated, the number of revolutions of the carrier 18 is controlled so that the ratio of reduction The current of the planetary gear 16 is reduced one step Further, when an upshift switch 59 is operated, the number of revolutions of the carrier 18 is controlled so that the current gear reduction ratio of the planetary gear 16 is increased one step. Consequently, the driver can enjoy the sporty driving by operating the switches upwards and changing them downwards 58 and 59 in the manual mode. hydraulic ino 54 or 55 can be operated continuously during the operation of the upshift switch or downshift 58 or 59 so that the stop force is applied to the brake plate 51 or 53, thereby the number of revolutions of the carrier 18 is continuously increased or reduced so that the reduction ratio of the planetary gear 16 is continuously varied. When the control device 56 is set to snow mode by means of the mode change switch 57, the hydraulic brake 55 applies a predetermined stopping force to the brake plate 53 and consequently to the gear 43 when the vehicle is started. As a result, the carrier 18 is subjected to a force integrating it with the sun gear 17. Consequently, since the reduction ratio of the planetary gear 16 is reduced in comparison with the normal mode, the driving force of the traction wheels is made less than normal, so that the vehicle can be started without skidding the traction wheels. When a foot brake is operated, the control device 56 increases the stopping force that the hydraulic brake 54 applies to the brake plate 51 and consequently to the carrier 18, in proportion to the operation amount of the foot brake. As a result, since the carrier 18 is subjected to a stopping force greater than that due to a normal motor brake, the reduction ratio of the planetary gear 16 increases rapidly, whereby the stopping force due to a brake Large motor is applied to the vehicle. This construction is effective in a vehicle that has such a weight that the stopping force due to the engine brake is small, such as in buses and trucks. When the motor brake is so large that the number of revolutions of the motor 14 is excessively increased, resulting in over revolutions, the stopping force applied to the carrier needs to be reduced so that the motor 14 does not exceed the allowed number of revolutions. According to the second embodiment, when the manual mode is set, the up switch 58 and the down switch 59 are operated so that the reduction ratio is optional. Consequently, the driver can enjoy sports driving by manual operation. In addition, the hydraulic brakes 54 and 55 are moved so that the number of revolutions of the carrier 18 is controlled. Consequently, the control of the number of revolutions of the carrier 18 can be carried out by means of a simple construction of the braking means. In addition, the brake means controlling the number of revolutions of the carrier 18 is located outside the cover 12. Consequently, the braking means can be easily inspected and replaced by a new one in comparison with the case where the braking means is provided inside cover 12.

A double disc wet clutch or a band brake may be used as the construction to apply the stopping force to the carrier 18 and to apply a force integrating the carrier with the sun gear 17, as in the conventional automatic transmission. Since the number of revolutions of the carrier 18 can be detected, the magnitude of the load is determined based on the number of revolutions obtained by subtracting the number of revolutions of the carrier from the number of revolutions of the sun gear 17 (the number of engine revolutions 14). It should be noted that various forms of control can be carried out according to the magnitude of the determined load. For example, the control of thin operation in economic engines or direct injection can be carried out optimally, so that fuel consumption can be improved. When the operation of the foot brake causes the traction wheels to be clamped, the carrier 18 is rotated in the opposite direction to the sun gear 17 with the stop of the annular gear 21. Accordingly, when the carrier 18 is turned in the opposite direction On the sun gear 17 during the vehicle journey, the traction wheels are released from the brake so that an anti-yellow brake system (ABS) is carried out. In addition, the resistance to travel is reduced rapidly when the traction wheels slide, so that the number of revolutions of the carrier 18 rotated in the same direction as the sun gear 17 increases rapidly. The stopping force is applied to the traction wheels based on the rapid increase in the number of revolutions of the carrier 18, whereby an anti-skidding function is carried out. A third embodiment of the present invention will be described with reference to FIGURE 13. In summary, the same function as with the double-pinion planetary gear is carried out by the combination of gears of the third embodiment. With reference to FIGURE 13, the automatic transmission 61 comprises a cover 12 in which the output shaft is supported. An input gear 62 is integrally mounted on the input shaft 13. A gear 63 and an output gear 64 are rotatably mounted on the input shaft 13. A plurality of shafts 65 are rotatably mounted on the gear 63. The gears 66 and 67 are rotatably mounted on both ends of each axis 65 respectively. The gears 66 are in engagement with the input gear 62, whereby the gears 67 are in engagement with the output gear 64. The number of teeth of the input gear 62 is smaller than each of the gears 66. The number of teeth in each gear 67 is smaller than in the output gear 64. The output gear 64 is subjected to a static resistance of the vehicle when stopped. Accordingly, when the shift lever is moved to the running position during rotation of the engine 14, the output gear 64 remains stopped regardless of the rotation of the input gear 62. As a result, since each gear 67 receives a large repulsive force of the output gear 64, the gear 3 is rotated in the opposite direction to the input gear 62, so that the brake gear 31 and consequently the brake plate 33 are rotated so that the number of revolutions of the Motor 14 is increased, the hydraulic pressure of the pump 32 is increased so that the stopping brake force 34 applied to the brake plate 33 is increased, whereby the gear 63 is stopped. As a result, the rotation of the input gear 62 is transmitted by means of the gears 66 and 67 to the output gear 64 so that the vehicle advances. The number of driving revolutions of the vehicle increases and then becomes stable when the driving force of the traction wheels balances the resistance to the running of the vehicle. In the case above, the expression (the number of teeth of each gear 66 / the number of teeth of the input gear 62) x (the number of teeth of the output gear 64 / the number of teeth of each gear 67), represents the ratio of reduction corresponding to that of the stopped state of the carrier 18 of the planetary gear 16 as described in the first embodiment. Accordingly, the input gear 62 corresponds to the sun gear of the double pinion planetary gear, and the gear 63 corresponds to the carrier. In addition, the input gear 64 corresponds to the annular gear, and the gears 66 and 67 correspond to the differential pinions respectively. According to the third embodiment, a large reduction ratio can be obtained in comparison with the planetary gear 16 in addition to the same effect as in the first embodiment. In addition, the outer dimensions of the automatic transmission may be smaller than the planetary gear in which a plurality of gears are arranged radially with respect to the input shaft 13. A fourth embodiment of the present invention will be described with reference to FIGURES 14 and 15. In summary, the control device controls the rotation of the carrier, thereby obtaining the clutch. With reference to FIGURE 14, the automatic transmission 71 basically comprises a double-pinion planetary gear 16. The brake gear 31 is integrally mounted on the brake shaft 29, so that the brake plate 33 is rotated with the rotation of the brake. carrier 18 regardless of the direction in which the carrier rotates. In addition, the rotation sensor 72 is provided to detect the rotation of the brake pad 33 and consequently the rotation of the carrier 18. A control device 73 is provided to control the stopping force applied to the brake plate 33 by means of the hydraulic brake 34. FIGURE 15 is a flow diagram showing the operation of the control device 73. In FIGURE 15, the control device 73 determines whether the accelerator has been operated during the rotation of the engine 14 (step SI). When the driver operates the accelerator (YES in step SI), the control device 73 determines whether the carrier 18 is being rotated in the opposite direction to the sun gear 17, based on the result of the detection (step S2). At this time, the carrier 18 is being rotated in the opposite direction to the sun gear 16 (if in step S2) since the vehicle is stopped and therefore the annular gear 21 is also stopped. Accordingly, the control device 73 controls the hydraulic brake 34 so that a stopping force according to the number of revolutions of the carrier 18 is applied to the brake plate 33 and consequently to the carrier (step S3). Therefore, the increase in the number of revolutions of the engine 14 with the operation of the accelerator, the control device 73 increases the stopping force applied to the carrier 18, whereby the rotation of the engine 14 is transmitted to the traction wheels so that the vehicle is driven forward. In this case, the control device 73 reduces the stopping force when the stopping force applied to the carrier 18 reduces the number of revolutions thereof. Consequently, the carrier 18 is not completely stopped. This means that the control device 73 functions as an incomplete or partially engageable clutch. The control device 73 then reduces the stopping force applied to the carrier 18 (step S5) when the vehicle running speed is increased i YES in step S4). When it is determined that the carrier 18 is being rotated in the same direction as the sun gear 17 (SI in step S6), the control device releases the carrier from the stopping force (step S7). Consequently, the speed of travel of the vehicle increases with the increase in the number of revolutions of the carrier 18 and becomes stable when the driving force of the traction wheels balances the resistance to the running of the vehicle. When the vehicle reaches a very steep upward gradient, the speed of the same is reduced and at least, the carrier 18 is rotated in the opposite direction to the sun gear 17, whereby the rotation of the motor 14 can not be effectively transmitted to the traction wheels. In this case, when the carrier 18 is rotated in the opposite direction to the sun gear 17 (SI in step S2) with the throttle being depressed (YES in step SI), the control device 73 controls the hydraulic brake 34 so that the stopping force according to the number of revolutions of the carrier 18 is applied to the brake plate 33 and consequently to the carrier 18 (step S3). As a result, the rotation of the engine 14 can be effectively transmitted to the traction wheels so that the driving speed of the vehicle increases. In addition, the control device 73 applies the stop force to the carrier 18 to reduce the number of revolutions thereof when the down shift operation is carried out or the foot brake is activated. Consequently, the reduction ratio is increased so that the stopping force due to the motor brake is increased. According to the fourth embodiment, the control device 73 controls the rotation of the carrier 18. Consequently, the clutch can be carried out and the reduction ratio can be adjusted by the control device 73. A fifth embodiment of the present invention will be described with reference to FIGURE 16. The present invention is applied to an automatic transmission of a vehicle with a pedal clutch in the fifth embodiment. With reference to FIGURE 16, the automatic transmission 81 basically comprises the double-pinion planetary gear 16. In the mode, the brake plate 33 is stopped by the hydraulic brake 34 when the clutch pedal 82 is not operated. The stop force of the hydraulic brake 34 which is applied to the brake plate 33 is released when the clutch pedal 82 is depressed. The shift lever is operated to assume the neutral position or the engine 14 is started with the clutch pedal82 being operated. In addition, the shift lever is operated with the clutch pedal 82 being operated to be changed from the neutral position to the driving position. In this case, since the vehicle is stopped and the load applied to the annular gear 21 is large, the carrier 18 is rotated in the opposite direction to the sun gear 17. Accordingly, the brake gear 31 and consequently the brake plate 33 are rotated. When the clutch pedal 82 is released gradually from the depressed position, the hydraulic brake 34 applies the stop force to the brake plate 33. Accordingly, the rotation of the engine 14 is transmitted to the traction wheels so that the vehicle moves forward. The running speed of the vehicle becomes stable when the driving force of the traction wheels balances the resistance to the running of the vehicle. In addition, the clutch pedal 82 is depressed and the shift lever is changed to the reverse position. In this state, the clutch pedal 82 is released from the depressed state so that the vehicle can be moved in reverse. According to the fifth embodiment, the vehicle can be driven forward and backward by means of clutch operation. Accordingly, the driver can enjoy the driving of the vehicle by the operation of the clutch and the rotation of the engine 14 can be transmitted to the traction wheels at maximum efficiency during driving. A sixth embodiment of the present invention will be described with reference to FIGURE 17. In summary, the rotation of a plurality of motors is composed in the sixth embodiment. For example, when the rotation of two motors is composed of the same gear ratio to be transmitted to the output shaft, the number of revolutions of the motors needs to be fully matched to one another. When the number of revolutions of the engines differ from each other, the motor with the lowest number of revolutions serves as resistance against the engine with the highest number of revolutions, so that the rotation of the motors can not be transmitted effectively to the traction wheels. With reference to FIGURE 17, the automatic transmission 91 basically comprises two sets of planetary gears with double pinion 16. The planetary gears 16 are arranged parallel to each other in the embodiment. In addition, the gears 92 are provided integrally in the annular gears 21 of the planetary gears respectively. The rotation of the gears 92 is composed of the gear 93 to be transmitted by means of the mechanism 22 to the output shaft 15 and consequently to the traction wheels. According to the sixth embodiment, each planetary gear 16 is automatically adjusted independently of an optimum reduction ratio in which the rotation of the motor 14 is transmitted to the traction wheels at maximum efficiency. As a result, even when the number of revolutions of the engines 14 differs from one another, the engine with the lowest number of revolutions does not act as the resistance against the engine with the highest number of revolutions. Consequently, the rotation of the motors 14 can be composed to a maximum efficiency to be transmitted to the traction wheels. Therefore, for example, the rotation of two 4-cylinder engines is composed so that an 8-cylinder engine is obtained. In addition, the rotation of two 6-cylinder engines is composed so that an otcr of 12 cylinders is obtained. Additionally, the rotation of three 4-cylinder engines is composed so that a 12-cylinder engine is obtained. The above description means that existing engines are combined together in engines of a plurality of cylinders. As a result, an engine of a plurality of cylinders that requires high level mechanical precision and high level ignition control can be easily realized, and the cost of development or manufacturing can be greatly reduced. Furthermore, when only the output of rotation of the automatic transmission is provided to start one of the automatic transmissions is transmitted to the traction wheels, the vehicle can be operated only with the starter motor without the influence of the stopped engine. In addition, the construction described above carries out the combination of automatic transmissions of different ratio of reduction or combinations with different characteristics of torque. In addition, a hybrid car provided with a combination of an engine and a machine can be carried out, and an electric car and an electrically operated tram in each of which a plurality of engines are combined can be carried out. Furthermore, the construction described above is effective for motor-assisted bicycles where the human power and the electric motor are in combination, and for the composition of the rotation of several rotation sources.

In the construction in which the rotation of the main rotation source and the auxiliary rotation source are composed to be transmitted to the traction wheels, the rotation of the annular gear 21 of the planetary gear 16 corresponding to the rotation of the auxiliary rotation source it is transmitted by means of a one-way clutch to the traction wheels so that the rotation of the main source is not adversely affected even when the number of revolutions of the auxiliary rotation source is less than the main rotation source. In this regard, when the main rotation source is an electric motor, the brake shaft 29, the brake gear 31, the hydraulic pump 32, the brake plate 33 and the hydraulic brake 34 do not need to be provided. However, the one-way clutch needs to be provided to prevent the carrier 18 from being rotated in the opposite direction to the sun gear 17. Further, when the rotation of the plurality of annular gears 21 of a plurality of planetary gears 16 is transmitted By means of the one-way clutch to the traction wheels to be composed, the rotation can easily be composed without the influence of each rotation on the other although the stopping force can not be obtained from the rotation source, for example, the motor brake. Additionally, the rotation of the annular gears of the plurality of planetary gears is transmitted to a common output shaft in the construction described above. However, the output shaft may be connected to the annular gear of a specific planetary gear so that the rotation of the annular gear of the planetary gear is transmitted to the output shaft. A seventh embodiment of the present invention will be described with reference to FIGURE 18. The present invention is applied to an automatic transmission of electric trams. With reference to FIGURE 18, automatic transmission 101 basically comprises a double-pinion planetary gear 16 as in the first embodiment. The sun gear 17 is connected by means of the output shaft 15 to the wheels of the electric tram. The carrier 18 is mounted on the input shaft 13 to prevent the carrier 18 from being rotated in the opposite direction to the normal rotation of the motor 102. The brake gear 31 is provided, integrally on the brake shaft 29. A gear of Stop 104 is provided integrally on one end of the brake shaft 29 located outside the cover 12. A stop arm 105 is provided to stop the stop gear 104. The stop arm 105 is separated from the stop gear 104. When the tram is moved forward, the motor 102 is normally rotated with the stop arm 105 being separated from the stop gear 104. An activator (not shown) is moved so that the stop arm 105 stops the stop gear 104. When the tram is moved backwards, the engine 102 is inverted with the stop arm 105 stopping the stop gear 104. The shift mechanism 22 employed in the automatic transmission of the first mode is not Ordered in the seventh modality. When the motor 102 is rotated normally so that the tram is moved forward, the load applied to the annular gear 21 is large since the tram is stopped. Accordingly, each differential pinion 20 receives a large repulsive force from the annular gear 21. The carrier 18 tends to be rotated in the direction opposite to the direction of rotation of the motor 102. However, since the one-way clutch 103 prevents that the carrier 18 of the rotation in the direction opposite to the normal rotation in the direction opposite to the normal rotation of the motor 102, the carrier 18 remains stopped. Consequently, the rotation of the motor 102 is transmitted by means of the pinion gears 20 to the annular gear 21 so that the ring gear and consequently the wheels of the tram are rotated., with which the tram is moved forward. When the tram starts forward movement, the load applied to the annular gear 21 is reduced so that the repulsive force received by each differential pinion 20 of the annular gear 21 is reduced, whereby the carrier 18 is rotated in the same direction as the sun gear 17. As a result, the number of revolutions of the tram is increased since the ratio of reduction of the planetary gear 16 is reduced. The number of revolutions of the tram is stabilized when the driving force of the wheels balances the resistance to the tram. When the tram must move backwards, the activator (not shown) is moved so that the stop arm 195 stops the stop gear 104. When the engine 102 is reversed in this condition, the carrier 18 tends to be rotated in the opposite direction to the motor direction or in the direction in which the one-way clutch 103 rotates. However, since the stop arm 105 stops the stop gear 104 to thereby prevent the carrier 18 from rotating in the opposite direction to the reverse direction of the motor, the reverse rotation of the motor 102 is transmitted by means of the sun gear. and differential pinions 20 to the annular gear 21, with which the tram moves back and forth. Since the carrier 18 is stopped in this case, the reduction ratio of the planetary gear 16 is constant. According to the seventh embodiment of the present invention, the tram can be accelerated smoothly decelerated without a complicated rotation control such as a vector control when the engine only rotates in a single direction. Furthermore, the electrical consumption can be reduced since the rotation of the motor 102 is transmitted to the wheels at maximum efficiency. In addition, a large load is not applied to the motor 102 by the action of the planetary gears 16. Consequently, the size of the motor 102 can be reduced and the motor is prevented from being overloaded. Additionally, the stop gear 104 is stopped by the stop arm 105 so that the carrier 18 is stopped. For this reason, the tram can be moved backwards by means of a simple construction. The above modality can be applied to an electric car that does not require a clutch. An eighth embodiment of the present invention will be described with reference to FIGURE 19. In summary, an automatic transmission without lids is carried out which can be effected regardless of the direction in which the tram is moved. With reference to FIGURE 19, the automatic transmission 111 basically comprises the double-pinion planetary gear 16 as in the first embodiment, a pair of brake gears 31 are coupled to the carrier 18 and are connected by means of one-way clutches 30 respectively to the brake shaft 29. One of the one-way clutches 30 prevents the carrier 18 from rotating in the opposite direction to the normal motor direction 1.02 while the corresponding brake shaft 29 is stopped. In addition, the one-way clutch 30 prevents the carrier 18 from rotating in the opposite direction to the reverse direction of the motor 102 while the corresponding brake shaft 29 is stopped. The stop gears 104 are provided integrally on the respective brake shafts 29 in order to be located outside the cover 12. The stop gears 104 are adapted to be stopped by the corresponding stop arms 105 respectively. When the tram is to be moved forward, the motor 102 is rotated in the normal direction while the stop gear 104 of one of the brake axes 29 is stopped by the corresponding stop arm 105. Further, when the tram is to be moved backward, the motor 102 is rotated in the reverse direction while the stop gear 104 of the other brake shaft 29 is stopped by the corresponding stop arm 105. When the tram must be moved forward, the motor 102 is normally rotated with one of the stop gears 104 stopped by the corresponding stop arm 105. At this time, the load applied to the annular gear 21 is large so that each differential pinion 29 receives a large repulsive force from the annular gear 21. The carrier 18 then tends to be rotated in the opposite direction to the normal direction of the motor 102. However, the brake shaft 29 is stopped and the one-way clutch 30 of said brake shaft prevents the carrier 18 from rotating in the opposite direction of the sun gear 17. Consequently, since the rotation of the motor 102 is transmitted by means of the sun gear 17 and the differential gears 20 to the annular gear 21, the wheels are rotated so that the tram is moved forward. When the tram starts forward movement, the load applied to the annular gear 1 is reduced so that the repulsive force received by each differential pinion 20 of the annular gear 21 is reduced, whereby the carrier 18 is rotated in the same direction as the normal direction of the sun gear 17. As a result, the number of revolutions of the tram is increased since the reduction ratio of the planetary gear 16 is reduced. The speed of the tram stabilizes when the driving force of the wheels balances the resistance 'to the tram's march. When the tram is to be moved backward, the motor 102 is rotated in a reverse direction while the other stop gear 104 is stopped by the corresponding stop arm 105. Consequently, the rotation of motor 102 is transmitted to the wheels at maximum efficiency, with which the tram is moved backwards. According to the eighth embodiment of the present invention, one of the stop gear 104 to be stopped by the stop arm 105 is selected such that an automatic transmission without stages is obtained in the forward and backward movement. Consequently, the tram can be accelerated and decelerated smoothly, and the rotation of the engine 102 can be transmitted to the wheels at maximum efficiency. When the modality described above is applied to an electric car, the automatic transmission without stages is obtained both in the forward and backward direction. A ninth embodiment of the present invention will be described with reference to FIGURE 20. In summary, an automatic transmission without stages without requiring control regardless of the direction in which the tram is moved. With reference to FIGURE 20, the automatic transmission 121 basically comprises the double-pinion planetary gear 16 as in the first embodiment. A pair of planetary gears 16 include the sun gears 17 mounted on the single-track clutches 122 mounted additionally on the input shafts 13, respectively. Each one-way clutch 122 serves as an input rotating transmitter element. One of the one-way clutches 122 transmits the rotation of the motor 102 to the sun gear 17 when the motor rotates in the normal direction, whereby the other one-way clutch 122 transmits the rotation of the motor to the other sun gear 17 when the motor rotates in the reverse direction. The carriers 18 are supported by the one-way clutches 123 additionally supported on the cover 12 respectively. One of the one-way clutches 123 prevents the corresponding carrier 18 from rotating in the opposite direction to the normal rotation of the motor 102, whereby the other clutch 123 prevents the corresponding carrier 18 from rotating in the opposite direction to the reverse rotation. of the motor 102. An output shaft 124 is provided in the cover 12 so that it is parallel with the input shaft 13. A pair of output gears 126 are mounted on the single-path clutches 125 additionally mounted on the shaft of the motor. exit 124 respectively. Each one-way clutch 125 serves as the element output rotation transmitter. The output gears 126 are in engagement with the annular gears 21 of the planet gears 16 respectively. One of the one-way clutches 125 transmits to the output shaft 124 the rotation of the output gear 126 rotated with the rotation of one of the annular gears 21 when said annular gear is rotated in the same direction as the motor 102. The other One-way clutch 125 transmits to the output shaft 124 the rotation of the output gear 126 rotated with the rotation of the other annular gear 21 when said annular gear is rotated in the same direction opposite to the motor 102.

When the engine 102 is rotated in the normal direction so that the tram is moved forward, the rotation of the engine 102 is transmitted to one of the annular gears 17 by means of the one-way clutch 122. Accordingly, one of the planetary gears 16 is effectively operated so that the annular gear 21 is rotated in the same direction as the normal rotation of the motor 102. As a result, since the rotation of the annular gear 21 is transmitted from the output gear 126 by means of the clutch from a single track to the output shaft 124, the tram is moved forward. The number of revolutions of the tram is stabilized when the driving force of the wheels balances the resistance to the tram. When the motor 102 is rotated in the reverse direction so that the tram is moved backward, the input rotation is transmitted only to the other planetary gear 16 by the action of the one-way clutches 122 and 125, and the rotation of the The output of the plantar gear 16 effectively operated is transmitted to the output shaft 124. As a result, the rotation of the motor 102 is transmitted to the wheels at maximum efficiency as in the forward movement of the tram, whereby the tram is moved backwards. . According to the ninth embodiment of the present invention, the automatic transmission without stages is provided both in forward and backward movement without requiring control. Consequently, the tram can be accelerated and decelerated smoothly, and the rotation of the engine 102 can be transmitted to the wheels at maximum efficiency. When the modality described above is applied to an electric car, the automatic transmission without stages is obtained both in forward and backward movement. The construction described above is effective in the case where the rotation direction of the rotation source can be inverted. A tenth embodiment of the present invention will be described with reference to FIGURE 21. The present invention is also applied to an automatic transmission for electric trams in the second embodiment. The identical or similar parts in the tenth modality are marked by the same reference symbols as those of the first and seventh modalities and the description of these parts is deleted. In short, brake functions such as those of the one-way clutch that prevents the carrier from turning in 1 direction opposite to the sun gear. With reference to FIGURE 21, the automatic transmission 131 basically comprises a double-pinion planetary gear 16 as in the first embodiment. The sun gear 17 is rotated by the motor 102 and the wheels are rotated by the annular gear 21. The carrier 18 is rotated to rotate the brake plate 33. The brake plate 33 is integrally provided on the brake shaft 29 and is normally stopped by the hydraulic brake 34 which serves as stop arrest element. The hydraulic brake 34 releases the brake plate 33 from the stop force when oil pressure is supplied by the hydraulic pump 3 provided on the output shaft 15. When the engine 102 is turned in the normal direction so that the tram is moved forward, the rotation of the sun gear 17 is transmitted by means of the differential gears 20 to the annular gear 21 since the carrier 18 is stopped by the hydraulic brake 34, whereby the wheels of the tram are rotated so that the tram is moved forward. Consequently, the rpm of the annular gear 21 increases and the hydraulic brake 34 releases the brake plate 33 from the stopping force, whereby the carrier 18 is rotated in the same direction as the sun gear 17. As a result, the reduction ratio of the tram increases. The speed of the tram is stabilized when the driving force of the wheels balances the resistance to the tram. The increase in the tramline resistance increases the repulsive force that each differential pinion 20 receives from the annular gear 21. In addition, the decrease in the number of revolutions of the engine 102 decreases the number of revolutions of the carrier 18, whereby the number of revolutions of the annular gear 21 and consequently of the traction wheels decrease. In each of these cases, the hydraulic pressure that the brake 34 applies to the brake plate 33 is reduced so that the stopping force that the brake 34 applies to the brake plate and consequently to the carrier 18 is increased. As a result, since the carrier 18 is stopped when the tram is stopped, the rotation of the engine 102 can be transmitted reliably to the wheels. Additionally, in the case where the motor 102 is inverted so that the tram is moved backward, the carrier 18 is stopped when the tram is stopped. Consequently, the rotation of the motor 102 can be transmitted to the wheels so that the tram is moved backwards in the same way as the case where the tram is moved forward. According to the tenth embodiment of the present invention, the carrier 18 is released from the stopping force with the increase in tram speed. Consequently, the rotation of the motor 102 can be transmitted to the wheels without using the one-way clutch regardless of the direction in which the tram moves. The aforementioned construction can be applied to electric cars. The carrier 18 can be released from the stop force when the tram speed has reached a predetermined value (10 km / hr, for example), mainly, when the number of revolutions of the annular gear 21 is in or on a default value. In addition, the brake plate 33 can be released from the stop force of the brake 34 with the increase in the number of revolutions of the sun gear 17. A tenth embodiment of the present invention will be described with reference to FIGURE 22. The identical or similar in the tenth modality are marked by the same reference symbols as those of the first and seventh modalities and the description of these parts is eliminated. In summary, the control device is provided to control the rotation of the carrier in the eleventh embodiment. With reference to FIGURE 22, automatic transmission 141 basically comprises double-pinion planetary gears as in the first embodiment. The sun gear 17 is rotated by the motor 102. The annular gear 21 is rotated to rotate the wheels thereby. The carrier 18 is rotated to thereby rotate the brake plate 33. The control device 142 serves as the sensing element and a stop arrest element includes a rotation sensor 72 which __. detects the direction of rotation of the brake plate 33. The control device 142 controls the hydraulic brake 34 based on the result of the detection by the rotation sensor 72. More specifically, the control device 142 controls the brake 34. so that the brake 34 intermittently applies a stopping force to the brake plate 33 when the carrier 18 is rotated in the opposite direction to the sun gear 17 during the rotation of the motor 102. In this case, the stalling force is gradually increased. The direction of rotation of the brake plate 33 and consequently that of the carrier 18 is detected by the rotation sensor 72 when the brake plate 33 is released from the stop force. In this case, when the carrier 18 is rotated in the opposite direction to the sun gear 17 under the condition where the brake plate 33 is released from the stop force of the brake 34, the control device 142 controls the brake 34 so that an intermittent stopping force is applied to the brake plate 33. The control device further controls the brake 34 so that the brake plate 33 is released from the stopping force of the brake 34 when the carrier 18 is rotated in the same direction as the sun gear 17. When the motor 102 is rotated normally so that the tram is moved forward, a quantity of charge received by the annular gear 21 is large so that the repulsive force received by each differential pinion 20 of the Annular gear is great. Accordingly, the carrier 18 is rotated in the opposite direction to the sun gear 17. The control device 142 then controls the brake 34 so that the intermittent stopping force is applied to the brake plate 33 and consequently to the carrier 18. Consequently, the rotation of the sun gear 17 is transmitted intermittently by means of the sun gears 20 to the annular gear 21, whereby the wheels are rotated so that the tram is moved forward. In this case, since the annular gear 21 is subjected to a large load when the tram starts driving, each differential pinion 20 receives a large repulsive force from the annular gear 21. Accordingly, the carrier 18 is rotated in the opposite direction to the sun gear 17 when released from the stop force of the brake 34. Therefore, the control device 142 controls the brake 34 so that the intermittent stop force is continuously applied to the brake plate 33. An amount of applied load the annular gear 21 decreases when the tram starts moving forward. Accordingly, since the repulsive force received by each differential pinion 20 of the annular gear 21 is decreased, the carrier 18 is rotated in the same direction as the sun gear 17 when it is released from the brake stop force 34. The control device 142 then controls the brake 34 so that the brake plate 33 is completely released from the stopping force. Consequently, since the carrier 18 is rotated in the same direction as the sun gear 17, the speed of travel of the tramway increases and becomes stable when the driving force of the wheels balances the resistance to the tram's running. The carrier 18 is rotated in the opposite direction to the sun gear 17 when the tram arrives at an upward slope so that the uphill resistance is increased or when the tram is stopped with a decrease in the number of revolutions of the motor 102. As As a result, the rotation of the motor 102 can not be transmitted to the wheels. In this case, since the control device 142 controls the brake 34 so that the intermittent stopping force is applied to the carrier 18, the rotation of the motor can be transmitted to the wheels. Furthermore, when the meter 102 is inverted so that the tram is moved back, the rotation of the motor is transmitted to the wheels in the same way as in the case where the tram is moved forward, so the tram is moved backwards. Furthermore, when the tram is to be stopped, the intermittent stopping force is applied to the carrier 18, so that the rotation of the engine can be transmitted to the wheels.A tenth second embodiment of the present invention will be described with reference to FIGURE 23. The identical or similar parts in the tenth embodiment are marked by the same reference symbols as those of the first and ninth embodiments and the description of these parts is eliminated . In short, the automatic transmission serves as a non-slip difference gear of the tenth second mode. With reference to FIGURE 23, the basic construction of the automatic transmission 151 is the same as that of the automatic transmission 121 of the ninth embodiment. More specifically, the rotation of the motor 14 is transmitted from the input shaft 153 supported on the cover 152 by means of the clutch 154 of the F / R switch 22 to an input gear 155a of an orthogonal gear 155 such as a bevel gear. The input shafts 13 of the automatic transmission 121 are connected to an output gear 155b of the orthogonal gear 155. The drive wheels 156 are connected to the output shafts 124 of the automatic transmission 121 respectively. Therefore, the two automatic transmissions 121 are provided to correspond to the traction wheels 156 of the vehicle respectively. The rotation of the motor 14 is transmitted from the input shaft 153 by means of the switch R / F 22 to the orthogonal gear 155 to the automatic transmission 121 when the switch F / R 22 is placed FORWARD during the rotation of the motor 14 and the clutch 154 is activated. Since each automatic transmission 121 automatically adjusts the number of revolutions of the corresponding traction wheel 156 so that the driving force of the traction wheels balances the resistance to walking. Consequently, the rotation of the engine 14 can be transmitted to the traction wheels 156 at maximum efficiency so that the traction wheels are rotated to move the vehicle forward. On the other hand, each automatic transmission 121 serves as an automatic transmission without stages_ when the F / R switch is connected to BACK. Accordingly, the vehicle can be moved backwards in the same way as in the case in which it is moved forward. In this case, each automatic transmission 121 serves as a differential gear. More specifically, the traction wheels 156 can be rotated independently from one another by means of the respective automatic transmissions 121, the number of revolutions of the inner traction wheel 156 can be made less smoothly than the outer fraction wheel when the vehicle is turned. In other words, each automatic transmission 121 serves as a differential gear while functioning as an automatic transmission. As a result, no differential gear is required. Since the number of revolutions of the sun gears 1 of the respective automatic transmission 121 are the same, the driving force of the inner drive wheel increases even if the number of revolutions thereof becomes smaller than the number of revolutions of the vehicle. outside traction wheel. It should be noted that since both automatic transmissions 121 are connected to the engine 14 during vehicle operation, the driving force of one of the traction wheels 156 is not lost even when the other traction wheel 156 has skidded. Therefore, each automatic transmission 121 serves as the anti-slip differential gear. In addition, the resistance to running of the skid traction wheel is reduced rapidly. The number of revolutions of the traction wheel 156 increases with a rapid reduction in the resistance to travel and the driving force thereof is simultaneously decreased. Consequently, the vehicle can be released from the skid. In this case, the large reduction ratio can be obtained from the combination of the reduction ratio of the automatic transmissions 11 and 121. Furthermore, when it is constructed so that the reduction ratio becomes 1 when the carrier 18 is stopped, the reduction ratio of the planetary gear 16 is 1 and therefore serves as a complete clutch. In order that the ratio of reduction of the planetary gear can be 1, the number of teeth of the gears 62, 66, 6 and 64 need to be the same as in the third embodiment wherein the construction of the planetary gear comprises a plurality of teeth . According to a twelfth embodiment, the automatic transmission can serve as the anti-slip differential gear while carrying out the non-slip automatic transmission. Consequently, the added value of the automatic transmission can be improved. The construction described above can be applied to hybrid cars and electric cars. In addition, two automatic transmissions 121 can be provided for the front traction wheels, whereby two automatic transmissions 121 can also be provided for the rear traction wheels respectively. As a result, the rotation of the engine 14 is transmitted by means of the automatic transmission 121 to the traction wheels by means of the automatic transmission 121 to the traction wheels respectively. Therefore, a four-wheel drive carriage can be carried out without using means for distributing the driving force to the front and rear wheels and a differential gear. Additionally, when the automatic transmission 121 is provided for the front wheels of a carriage with front-wheel drive engine respectively, the variations of the engine torque are absorbed by the rotation of the carrier 18. Consequently, the variations of the torque on the traction wheels they can be avoided without using universal joints of constant speed. The automatic transmission 111 of the eighth embodiment can be used as provided to correspond to the respective traction wheels. In this case, however, the stop arm 105 requires to be controlled. A thirteenth embodiment of the present invention will be described with reference to FIGURE 24. The present invention is applied to an automatic transmission for a bicycle in the thirteenth embodiment. With reference to FIGURE 24, the automatic transmission 161 basically comprises a double-pinion planetary gear 16. The sun gear 17 is rotated by pedals 162, and the carrier (not shown) is mounted on the one-way clutch further mounted on a bicycle frame. A sprocket 163 is formed on the outer circumference of the annular gear 21. The rotation of the annular gear 21 is transmitted from the sprocket 163 by means of a chain 164 to a rear wheel gear 165 so that the rear wheel (not shown) ) be rotated. When the pedals 162 are operated so that the bicycle is moved forward, the amount of load applied to the annular gear 21 is large and the repulsive force received by each differential pinion 20 of the annular gear 21 is large. Accordingly, the carrier tends to be rotated in the opposite direction to the sun gear 17. In this case, the one-way clutch (not shown) prevents the carrier from being rotated in the opposite direction to the sun gear 17. The sun gear remains stopped As a result, since the rotation of the pedals 162 is transmitted from the sun gear 17 by means of the differential pinions 20 to the annular gear 21, the ring gear is rotated in the same direction as the sun gear 17, therefore, the rotation of the annular gear 21 is transmitted from the gear wheel 21 by means of the chain to the gear of the rear wheel 165 and consequently to the rear wheel, whereby the bicycle is moved forward. When the bicycle starts the forward movement, the repulsive force received by each differential pinion 20 of the annular gear 21 decreases. Accordingly, the carrier tends to be rotated in the same direction as the sun gear 17. As a result, since the ratio of reduction of the planetary gear 16 is reduced, the running speed of the bicycle increases and becomes stable when the force motor drive of the rear wheel balances the resistance to the running of the bicycle. According to the thirteenth embodiment, the reduction ratio of the automatic transmission 161 becomes large when the amount of force applied to each pedal 162 is large as in the case where the bicycle starts the movement or when the resistance to walking It is great as in the case where the bicycle operates on an upward slope. The ratio of reduction is reduced when the amount of force applied to each pedal 162 is less or when the resistance to walking is less as in the case where the bicycle moves along a flat or descending path. Therefore, the reduction ratio can be adjusted automatically according to a force applied to each pedal 162 or the magnitude of the resistance to running. Accordingly, a gear change operation in the conventional manually operated transmission in the automatic transmission described above is not required. In addition, even older people who apply a small force to each pedal 162 or youngsters can steadily drive the bicycle. Additionally, the rotation of each pedal 162 can be transmitted to the rear wheel at maximum efficiency. The construction described above is effective in the case where the input rotation has a single direction of rotation. Therefore, the construction can be applied to wind power generation, hydraulic power generation, thermal power generation, vehicle generators, pneumatic pumps, hydraulic pumps, vacuum pumps, turbo-chargers and superchargers for vehicles, propeller mechanisms for aircraft, turbo-fan engines for aircraft, propellers for aircraft or helicopters, propellers for boats, snow vehicles, fishing reels, flyers, etc. More specifically, torque is not provided in the wind power generation, for example. Accordingly, when a rotational force of a windmill is less than the static resistance of the generator, the generator is not rotated so that no electricity can be generated. When the force of rotation of the windmill is greater than that required to maintain the rotation of the generator, the rotation of the windmill can not be effectively transmitted to the generator. However, in the case where the automatic transmission of the thirteenth embodiment is applied to a wind power generator, the rotation of the mill is transmitted by means of the planetary gear 16 to the generator so that the generator can be rotated even when the number of mill revolutions is low. Furthermore, when the rotational force of the mill is greater than that required (load) to maintain the rotation of the generator, the number of revolutions of the generator increases with a decrease in the reduction ratio of the planetary gear 16. The rotation of the generator is it becomes stable when the rotation force of the mill balances that required to maintain the rotation of the generator. Consequently, the generating efficiency of the generator can be greatly improved. Additionally, when the stopping force is applied to the carrier of the planetary gear 16 with the increase in the number of revolutions of the generator, an excessive increase in the number of revolutions of the generator can be avoided and consequently, the generator can be protected. The above-described embodiment provides a high response by rotating the rotation element. Accordingly, for example, when a compressor of a turbocharger of a vehicle or supercharger is rotated by means of the automatic transmission, the number of revolutions of the compressor and consequently the output power of the engine can be increased by one. short period of time. In other words, when the rotated member is rotated in a single direction, the possibility of application of the present invention exists. Therefore, the present invention has a wide range of applications. Further, when the rotation of a plurality of rotation sources is composed as in the sixth embodiment, the composition can be made regardless of the number of revolutions of the rotation members. Accordingly, when the thirteenth embodiment is applied to the generation of wind power, the rotation of a plurality of mills can be effected efficiently. A fourteenth embodiment of the present invention will be described with reference to FIGURE 25. The present invention is applied to an automatic transmission for a motor-assisted bicycle. The basic construction is the same as that of the thirteenth embodiment and therefore is not shown in the drawings. With reference to FIGURE 25, an assist motor 171 applies a driving force to each rear wheel. A gear rotation sensor 172 is provided to detect the number of revolutions of the sun gear 17. A rotation sensor of the carrier 173 is provided to detect the number of revolutions of the carrier. A control device 174 controls the number of revolutions of the assist motor 171 based on the difference in the number of revolutions of the sun gear 17 and the carrier. The difference in the number of revolutions of the sun gear 17 and the carrier designates the magnitude of the load. The difference in the number of revolutions of the sun gear and the carrier is large when the load is large. The difference is less when the load is less. Accordingly, the control device 174 controls the assist motor 171 so that the number of revolutions of the engine increases as the difference in the number of revolutions of the sun gear 17 and the carrier increases. As a result, since the rotation of the assist motor 171 is applied as a assist force according to the magnitude of the load, the reduction in the running speed of the bicycle can be avoided even when the bicycle reaches an ascending slope. According to the fourteenth embodiment, the magnitude of the load is detected based on l in difference in the number of revolutions of the sun gear 17 and the carrier. Consequently, since the magnitude of the load is detected using the construction of the planetary gear 16 without any dedicated means such as a torque sensor, the construction of the automatic transmission can be simplified. The present invention should not be limited to the modalities described above and may be modified as follows. A plurality of double-pinion planetary gears 16 may be connected in series with each other or with one another. Since the ratio of demultiplication is obtained from this construction, it is suitable for large vehicles such as buses and trucks. The automatic transmission comprising the double-pinion planetary gears 16 can be used as a gear in a manual transmission. In this case, when the automatic transmission includes a clutch as described in the first embodiment, the clutch can be operated as a non-necessary automatic transmission. The characteristic torque of the engine can be improved when the automatic transmission comprising the double-pinion planetary gears 16 are interposed between the engine and the manual transmission. In this case, the carrier should be prevented from turning in the opposite direction to that of the motor. The rotation of the carrier 18 of each planetary gear 16 can be controlled by an electric motor. Furthermore, the present invention can be applied to a car supplied with two motors by moving the front and rear wheels respectively and a hybrid car supplied with a motor by moving both or one of the front or rear wheels of an electric motor by moving the other front wheels or back The above description and the drawings are only illustrative of the principles of the present invention and are not intended to limit the invention. Various changes and modifications will be apparent to experts in the field. Said changes and modifications are within the scope of the present invention as defined in the appended claims. INDUSTRIAL APPLICATION As is obvious from the foregoing, the automatic transmission according to the present invention is suitable for use in automobiles including hybrid cars and in other vehicles.

Claims

CLAIMS An automatic transmission comprising: a first input rotation member; a second output rotation member provided to be coaxial with the first rotation member; a third rotation member provided to be coaxial with the first rotation member; and a rotational transmitting element provided on the third rotation member for transmitting rotation of the first rotation member to the second rotation member so that the second rotation member is rotated with a predetermined reduction ratio exceeding 1 in a rotation direction of the first rotation member in the stopped state of the third rotation member, wherein the ratio of reduction is increased as a difference between the number of revolutions of the first rotation member and the number of revolution of the third rotation member becomes greater.
An automatic transmission comprising: a first input rotation member; a second output rotation member provided to be coaxial with the first rotation member; a third rotation member provided to be coaxial with the first rotation member; and a rotational transmitting element provided on the third rotation member for transmitting the rotation of the first rotation member to the second rotation member so that the second rotation member is rotated at a number of revolutions and at a ratio of reduction shown by the following equations in a direction of rotation of the first rotation member: N2 = N3 + (NI-N3) / RO R = N1-R0 / ((RO-1) -N3 + NI) where NI is a number of revolutions of the first rotation member, N2 is a number of revolutions of the second rotation member, N3 is a number of revolutions of the third rotation member, R is a ratio of reduction of the automatic transmission and RO is a ratio of reduction of the automatic transmission in the stopped state of the third rotation member and less than 1.
The automatic transmission according to claim 1 or 2, further comprising a pre-assembly element. a reverse rotation delay which prevents the third rotation member from rotating in an opposite direction to which the first rotation member rotates.
The automatic transmission according to claim 1 or 2, further comprising: a fourth rotation member; a reverse rotation transmitting element which transmits rotation of the third rotation member to the fourth rotation member under a condition wherein the third rotation member is rotated in an opposite direction to which the first rotation member rotates; and a stop element which applies a stop force to the fourth rotation member.
The automatic transmission according to claim 4, wherein the stop element increases the stop force applied to the fourth rotation member with the increase in the number of revolutions of the fourth rotation member.
The automatic transmission according to claim 4, wherein the stop element increases the stop force applied to the fourth rotation member with the increase in the number of revolutions of the first rotation member.
The automatic transmission according to claim 4, wherein the stopping element applies the stopping force to the fourth rotating member when it is operated externally.
The automatic transmission according to any of Claims 1 to 7, further comprising a stop retaining element which retains the third rotating member in the stopped state.
The automatic transmission according to claim 8, wherein the stopping element reduces the stop holding force with the increase in the number of revolutions of the second rotating member rotated in the same direction as the first rotating member.
Automatic transmission according to cor. claim 8, wherein the stop retention element releases the third rotation member from the stop retention force applied thereto when the number of revolutions of the second rotation member rotated with the first rotation member in the same direction as the first member rotation is rotated has exceeded a predetermined number of revolutions.
Automatic transmission according to cor. claim 8, further comprising a sensing element that senses the torque that rotates the third rotation member in the same direction as the first rotation member, wherein the stop detent member releases the third rotation member from the stop retention force applied thereto when the stop detecting element detects the torque that rotates the third rotation member in the same direction as the first rotation member.
12. The automatic transmission according to any of claims 1 to 11, further comprising a control element of the number of revolutions of the third rotation member.
The automatic transmission according to claim 12, wherein the speed control element combines the stop force of the third rotation member and the force integrating the third rotation member with the first rotation member, with what is controlled is the number of revolutions of the third rotation member.
14. The automatic transmission according to claim 12 or 13, wherein the rotational speed control element performs the operation of the reverse rotation prevention element.
15. The automatic transmission according to any of claims 12 to 14, wherein the speed control element performs a stop arrest element operation.
16. The automatic transmission according to any of claims 1 to 15, further comprising a load determining element which determines a load magnitude based on a difference between the number of revolutions of the first and third rotation member both rotated in the same direction.
The automatic transmission according to claim 3, wherein a pair of automatic transmissions having mutually opposite directions of effective rotation is provided, further comprising an input rotation transmitting element which transmits the input rotation only to the first member of rotation of the automatic transmission which operates effectively with respect to the direction of input rotation, and an output rotation transmission element that transmits as output rotation only the rotation of the second rotation member of the automatic transmission that effectively operates with regarding the input rotation.
The automatic transmission according to any of claims 1 to 17, wherein the first rotation member comprises a sun gear of a double-pinion planetary gear, the second rotation member comprises an annular gear of the planetary gear, the third gear of The rotation comprises a planet pinion carrier of the planetary gear and the rotation transmitting element comprises a planetary gear pinion.
19. The automatic transmission according to claim 3, wherein the reverse rotation prevention element comprises a one-way clutch.
20. The automatic transmission according to claim 4, wherein the reverse rotation transmission element comprises a one-way clutch.
21. The automatic transmission according to any of claims 1 to 20, wherein a plurality of automatic transmissions are connected in series with each other or with each other.
22. The automatic transmission according to any of claims 1 to 21, which is connected to an ascent gear with a reduction ratio of less than 1.
23. The automatic transmission according to any of claims 1 to 22, wherein a plurality of automatic transmissions are provided and the rotation of the second rotation members of the automatic transmission is combined to be delivered.
The automatic transmission according to any of claims 1 to 23, wherein a plurality of automatic transmissions are provided, the first rotational members are rotated by a source of rotation and the traction wheels are rotated by the second members of rotation. rotation respectively.
25. The automatic transmission according to claim 24, wherein the speed control element reduces the number of revolutions of the third rotation member when a braking operation is carried out.
26. The automatic transmission according to claim 25, wherein the speed control element controls the number of revolutions of the third rotation member so that the number of revolutions of the rotation source is reduced to the number of revolutions allowed or below said number.
27. The automatic transmission according to any of claims 24 to 26, further comprising an auxiliary rotation source for rotating the second rotation member in the same direction as the first rotation member, the auxiliary rotation source is operated based on the magnitude of the load determined by the load determining element. The automatic transmission according to claim 27, wherein the rotational force that the auxiliary source of rotation applies to the second rotation member is increased with an increase in the load determined by the load determining element. The automatic transmission according to claim 17, wherein the automatic transmission is provided for each traction wheel.