JPH02107851A - Planetary gear type transmission for vehicle - Google Patents

Abstract

PURPOSE:To maintain gear ratios of planetary gear devices in adequate ranges and set speed change ratios of speed change gear stages to values near a geometrical series by using two single pinion type planetary gear devices and a double pinion type planetary gear device and providing six coupling devices. CONSTITUTION:Two single pinion type planetary gears 16 and 18 and a double pinion type planetary gear device 20 are provided. A sun gear 16s and a ring gear 18r and a carrier 20c, a ring gear 16r and a sun gear 20s, and a carrier 18c and a ring gear 20r and an output gear 22 are integrally connected respectively. Clutch means K1-K3 and brake means B1-B3 are connected. Gear ratios r of the planetary gear devices are maintained in adequate ranges of about 0.2-0.6, speed change ratios of the first speed gear stage through the fourth speed change ratios of the first speed gear stage through the fourth speed gear stage can be set to values near a geometrical series, thus a transmission is kept relatively small-sized, and the excellent power performance is obtained.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to an improvement in a planetary gear transmission provided between a prime mover and a drive shaft in a vehicle such as an automobile or a railway vehicle.

In prior art vehicles, planetary gear transmissions are often used, which are suitable for automatically selecting a plurality of predetermined gears. Such a planetary gear type transmission is desired to be simple and compact, to be able to have a wide range of gear ratios, and to be easy to control gear changes.

On the other hand, for example, JP-A-51-17767, JP-A-51-48062, JP-A-51-108,
As described in JP-A No. 168 and JP-A-51-108170 as the first embodiment, two single pinion type planetary gear devices and one double pinion type planetary gear device are connected in series. A planetary gear type transmission for a vehicle has been proposed. According to this, the structure is relatively simple, and five forward gears are provided, so that a wide gear ratio range can be ensured. In addition, the gear ratio ρ (number of teeth of sun gear/number of teeth of ring gear) of the planetary gear devices used in each of the above embodiments is within the range of 0.2 to 0.6, and the outer diameter of the transmission is It has the advantage of being relatively small.

Problems to be Solved by the Invention By the way, in such a vehicle transmission, in order to obtain good power performance, the gear ratio (rotational speed of input member/output member) of each gear during deceleration shifting is important. It is desirable to set the speed ratio (rotational speed) to a value close to a geometric series, but in each of the conventional examples described above, the speed change ratio width between the first gear and the second gear is is extremely narrow,
It was not desirable to be installed in a passenger car or the like. Furthermore, if you simply try to set only the gear ratio to the desired value,
Another problem arises in that the gear ratio ρ of the planetary gear device becomes extremely large or small, and the outer diameter of the transmission becomes large.

Furthermore, when shifting from the first gear to the second gear, it is necessary to switch both the clutch and the brake, which requires switching a total of four engagement elements, making the switching control complicated. There was a problem. In particular, when switching the power input path by switching the clutch,
If the timing was off, the engine would rev up or the transmission would lock up, so it was necessary to perform delicate switching control.

The present invention has been made against the background of the above circumstances, and its object is to provide a transmission system in which two single pinion type planetary gear units and one double pinion type planetary gear unit are arranged. , it is possible to maintain the gear ratio ρ of each planetary gear device within an appropriate range and set the gear ratio of the gears to a value close to a geometric series, and also to control the switching of engagement devices such as clutches and brakes during gear shifting. It is an object of the present invention to provide a planetary gear type transmission for a vehicle that can be made simple and easy.

Means for Solving the Problems In order to achieve the object, the first means of the present invention is (
a) a first sun gear, a first planetary gear that meshes with the first sun gear, a first ring gear that meshes with the first planetary gear;
and a single pinion type first planetary gear device including a first carrier rotatably supporting the first planetary gear; (b) a second sun gear; a second planetary gear meshing with the second sun gear; a second ring gear that meshes with the planetary gear; and a second ring gear that rotatably supports the second planetary gear.
(C) a third sun gear; at least one pair of third sun gears meshing with each other and one meshing with the third sun gear;
A double pinion type third planetary gear device including a planetary gear, a third ring gear meshing with the other of the third planetary gears, and a third carrier rotatably supporting the third planetary gear are sequentially arranged on the same axis. In a planetary gear transmission for a vehicle, which is provided and which changes the rotation of an input member in stages and transmits the rotation to an output member, (d) the first sun gear, the second ring gear, and the third carrier are connected to each other; , the first ring gear and the third sun gear are connected to each other, and the second carrier, the third ring gear, and the output member are connected to each other, and (e) the first sun gear, the second ring gear, and the third carrier are connected to the a first engagement device selectively coupled to an input member; a second engagement device selectively coupled the first carrier to the input member; and a second engagement device selectively coupled the second sun gear to the input member. a third engagement device;
a fourth engagement device that selectively couples the carrier to the position fixing member; a fifth engagement device that selectively couples the first ring gear and third sun gear to the position fixation member; and a fifth engagement device that fixes the second sun gear in position. A sixth engagement device selectively connected to the member is provided.

Further, a second means of the present invention is that the (a) first planetary gear device, (b) second planetary gear device, and (C) third planetary gear device are sequentially provided on the same axis, In a planetary gear transmission for a vehicle that changes the rotation of an input member in stages and transmits the rotation to an output member, (f) the first carrier and the second ring gear are connected to each other, and the first ring gear and the second ring gear are connected to each other; A third ring gear and an output member are connected to each other, the second sun gear and a third sun gear are connected to each other, and the second sun gear and the third sun gear are connected to each other.
While connecting the carrier and the third carrier to each other, (8
) a first engagement device that selectively couples the second sun gear and the third sun gear to the input member; and a second engagement device that selectively couples the second carrier and the third carrier to the input member. , a third engagement device that selectively couples the first sun gear to its input member, and a fourth engagement device that selectively couples the second carrier and the third carrier to a position fixing member.
an engagement device, a fifth engagement device that selectively couples the first carrier and the second ring gear to the position fixing member, and a sixth engagement device that selectively couples the first sun gear to the position fixation member. It is characterized by having the following.

In addition, the six engagement devices in the first means and second means selectively connect the elements provided respectively,
In other words, the clutch is disengaged as appropriate, and may be configured as appropriate using a multi-disc or band-type clutch or brake, a one-way clutch, or a combination thereof. Also,
Each engagement device may not only be configured independently, but also multiple engagement devices may be configured by a single product with multiple functions.

In the vehicular planetary gear transmission according to the first means, the first and fourth engagement devices provide a connection between the input member and the first sun gear, the second ring gear, and the third carrier, and between the first carrier and the first sun gear. When the position fixing member and the position fixing member are connected at the same time, the first gear with the largest transmission ratio is obtained. When the input member and the first sun gear, the second ring gear and the third carrier are simultaneously connected by the first and fifth engagement devices, and between the first ring gear and the third sun gear and the position fixing member are connected simultaneously. , a second gear with a smaller transmission ratio than the first gear is obtained. The first and sixth engagement devices connect the input member to the first sun gear and the second
When the ring gear and the third carrier are connected simultaneously, and the second sun gear and the position fixing member are connected simultaneously, a third speed gear with a smaller gear ratio than the second speed gear is obtained.

When the input member and the first sun gear, the second ring gear, and the third carrier are simultaneously connected by the first and second engagement devices, and the input member and the first carrier are connected simultaneously, the third speed gear A fourth gear with a gear ratio (=1.0) smaller than that of the fourth gear is obtained.

When the input member and the first carrier and the second sun gear and the position fixing member are simultaneously connected by the second and sixth engagement devices, the gear ratio is smaller than that of the fourth gear. Fifth gear is obtained. If necessary, the input member and the first carrier are simultaneously connected by the second and fifth engagement devices, and the first ring gear and the third sun gear are connected to the position fixing member. , a sixth gear with a smaller gear ratio than the fifth gear is obtained. Note that the fourth gear stage is configured such that at least two of the first, second, and third engagement devices are used to connect the input member to the first sun gear, the second ring gear, and the third carrier. and the first carrier, and
It is sufficient that at least two of the input member and the second sun gear are connected at the same time, and the invention is not limited to the first and second engagement devices.

Further, the third and fifth engagement devices provide connections between the input member and the second sun gear, and between the first ring gear and the third sun gear.
When the sun gear and the position fixing member are connected simultaneously, a reverse gear stage is obtained. When the input member and the second sun gear and the first carrier and the position fixing member are simultaneously connected by the third and fourth engagement devices as necessary, the reverse gear stage is Also, a second reverse gear with a large transmission ratio can be obtained.

On the other hand, in the planetary gear transmission for a vehicle according to the second means, the first and fourth engagement devices provide a connection between the input member and the second sun gear and the third sun gear, and between the input member and the second sun gear and the third sun gear.
When the carrier, the third carrier, and the position fixing member are connected simultaneously, the first gear with the largest transmission ratio is obtained. When the input member and the second sun gear and the third sun gear and the first carrier and the second ring gear and the position fixing member are simultaneously connected by the first and fifth engagement devices, the first speed A second gear with a smaller transmission ratio than the second gear is obtained. When the input member and the second sun gear and the third sun gear and the first sun gear and the position fixing member are simultaneously connected by the first and sixth engagement devices, the second gear stage A third gear with a small transmission ratio is obtained. When the input member and the second sun gear and the third sun gear and the input member and the second carrier and the third carrier are simultaneously connected by the first and second engagement devices, the third speed gear A fourth gear with a gear ratio (=1.0) smaller than that of the fourth gear is obtained.

When the input member and the second carrier and the third carrier and the first sun gear and the position fixing member are simultaneously connected by the second and sixth engagement devices, the fourth gear A fifth gear with a small transmission ratio is obtained. and, if necessary, between the input member and the second carrier and the third carrier by the second and fifth engagement devices;
By simultaneously connecting the first carrier, the 21st gear, and the position fixing member, a sixth gear with a smaller gear ratio than the fifth gear is obtained. Note that the fourth gear is configured to engage the input member and the second gear by at least two of the first, second, and third engagement devices.
It is sufficient that at least two of the sun gear and the third sun gear, the input member and the second carrier and the third carrier, and the input member and the first sun gear are connected at the same time. It is not limited to the second engagement device.

Further, when the input member and the first sun gear and the first carrier, the second ring gear, and the position fixing member are simultaneously connected by the third and fifth engagement devices, a reverse gear stage is obtained. . When the input member and the first sun gear and the second and third carriers and the position fixing member are simultaneously connected by the third and fourth engagement devices as necessary, the above-mentioned A second reverse gear having a larger gear ratio than the reverse gear is obtained.

Embodiments Hereinafter, some embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a schematic diagram showing an example of a planetary gear transmission for a vehicle according to a first aspect of the present invention. The transmission case 12 includes an input shaft 14, a first planetary gear set 16, a second planetary gear set 18, a third planetary gear set 20, and an output gear 22 arranged in sequence on a common axis. Input shaft 14
is connected to the vehicle engine 26 via the torque converter 24.
The output gear 22 is connected to the drive wheels of the vehicle via a differential gear (not shown). In this embodiment, the input shaft 14 and the output gear 22 correspond to an input member and an output member, respectively. Furthermore, the transmission cases 1 and 2 correspond to position fixing members. Note that since the transmission 10 and the torque converter 24 are configured line-symmetrically with respect to the axis, the lower side of the axis is omitted in the skeleton diagram of FIG. 1.

The first planetary gear device 16 and the second planetary gear device 18
Each constitutes a well-known single pinion type planetary gear unit. The first planetary gear device 16 includes a first
Sun gear 16s, first planetary gear 16p, first carrier 1
6c, and a first ring gear 16r.
The first planetary gear 16p rotatably supported by the carrier 16C includes a first sun gear 16s and a first ring gear 16r.
It is located between and interlocks with them.

Further, the second planetary gear device 18 includes a second sun gear 18s,
The second planetary gear 18p, the second carrier 18c, and the second
A second planetary gear 18p, which includes a ring gear 18r and is rotatably supported by a second carrier 18c, is located between the second sun gear 18s and the second ring gear 18r and meshes with them.

On the other hand, the third planetary gear device 20 is a double pinion type planetary gear device, and includes a third sun gear 20s, at least a pair of third planetary gears 20P that mesh with each other, a third carrier 20c, and a third ring gear 2Or. , at least one pair of third planetary gears 20p rotatably supported by the third carrier 20c are located between the third sun gear 20s and the third ring gear 2Or,
One of the planetary gears 20p is meshed with the third sun gear 20s, and the other is meshed with the third ring gear 2Or.

Further, such a transmission device IO has its first sun gear 16s
The second ring gear 18r and the third carrier 20c are integrally connected to each other, the first ring gear 16r and the third sun gear 20s are integrally connected to each other, and the second carrier 18c, the third ring gear 2Or, and the output gear 22 are integrally connected to each other. are integrally connected to each other.

1 to a first clutch that selectively connects the first sun gear 16s, second ring gear 18r, and third carrier 20c to the input shaft 14; and a first clutch that selectively connects the first carrier 16c to the input shaft 14. 2 in 2 clutches, 2nd
3 to a third clutch that selectively connects the sun gear 18s to the input shaft 14, and a first brake B1 that selectively connects the first carrier 16c to the transmission case 12;
A second brake B2 that selectively connects the first ring gear 16r and the third sun gear 20s to the transmission case 12, and a third brake B3 that selectively connects the second sun gear 18s to the transmission case 12 are provided.

The first clutch Kl, the second clutch 2, the third clutch 3, the first brake B1, the second brake B2, and the third brake B3 are of a hydraulic type commonly used in conventional automatic transmissions for vehicles. The actuator is operated by an actuator, such as a multi-disc clutch, a band brake with one band or two bands with opposite winding directions, or a one-way clutch. Also,
A connecting member is required between the first clutch 1 and the first sun gear 16s, the second clutch 2 and the first gear rear 16c, and the third clutch 3 and the second sun gear 18s. The film may be coated as appropriate.

Similarly, between the first brake B1 and the first carrier 16c, the second brake B2 and the first ring gear 16r or the third
between the sun gear 20s, between the third brake B3 and the second sun gear 18s, or between each planetary gear device 16, 18.2
A connecting member may be interposed between each element constituting 0 and between the second carrier 18c and the output gear 22 as necessary. In this embodiment, the first clutch has 1,
2 on the 2nd clutch, 3 on the 3rd clutch, 1st brake B
1, the second brake B2 and the third brake B3 are connected to the first engagement device, the second engagement device, the third engagement device, the fourth engagement device, the fifth engagement device, and the sixth engagement device Corresponds to each.

In the transmission 10 configured as above, for example,
As shown in the operating state by the O mark in FIG. By activating two of them at the same time, a desired gear is established from six forward gears and two reverse gears, and when switching between adjacent gears, one of the two engagement devices is activated. All you have to do is switch one to the other. In FIG. 2, the gear ratio ρ of the first planetary gear device 16 is 0.317, and the second planetary gear device 1
The gear ratio (rotational speed of the input shaft 14/rotational speed of the output gear 22) of each gear is shown when the gear ratio ρ2 of the third planetary gear unit 20 is 02379 and the gear ratio ρ3 of the third planetary gear set 20 is 0.542. ing. The rotation speed N8 of the ring gear, the rotation speed Nc1 of the carrier, and the rotation speed N of the sun gear in the single pinion type first planetary gear device 16 and second planetary gear device 18 are expressed by the following formula, where the gear ratio is ρ. (1) On the other hand, the rotation speed NR of the ring gear, the rotation speed Nc of the carrier, and the rotation speed N of the sun gear in the double pinion type third planetary gear set 20 are expressed by the following formula, where the gear ratio is ρ. (2), and is determined based on the equations (1) and (2). The number of teeth of the first sun gear 16s is Z11, the number of teeth of the first ring gear 16r is ZIF, the number of teeth of the second sun gear 18s is 20, the number of teeth of the second ring gear 18r is Z2r, and the number of teeth of the third sun gear 20.
The number of teeth of s is Z3i, and the number of teeth of third ring gear 2Or is Zl.
,, then the gear ratio ρ is Z13/Zl, the gear ratio ρ2 is Zz-/Z2r, and the gear ratio ρ3 is Z3s.
/Z3. , is.

N*=(1+ρ)Nc -pNs...(1)N+
+=(1-ρ)NC+ρN, ...(2) Below,
The operation of each transmission gear will be explained.

First, in the case of the first gear, the first clutch is actuated and the first brake B1 is operated, thereby reducing the gap between the input shaft 14, the first sun gear 16s, the second ring gear 18r, and the third carrier 20c. , and the first carrier 16c and the transmission case I2 are connected. As a result, part of the power input to the input shaft 14 is transmitted from the third carrier 20c to the third ring gear 2Or and the output gear 22 via the third planetary gear 20p, while the other part is transmitted to the third ring gear 2Or and the output gear 22. It is transmitted to the third sun gear 20s and the first ring gear 16r, further transmitted to the first sun gear 16s via the first planetary gear 16p, and returned to the third carrier 20c.

As a result, the output gear 22 is rotated at a reduced speed in the same positive rotational direction relative to the input shaft 14 according to the gear ratio l/(1-ρ, -ρ, ρ3).

In the case of second gear, the first and second clutches
By operating the brake B2, the input shaft 14
and the first sun gear 16s, the second ring gear 18r and the third carrier 20c, and the first ring gear 16
r, the third sun gear 20s, and the transmission case 12 are connected. Thereby, the power input to the input shaft 14 is transmitted from the third carrier 20c to the third ring gear 2Or and the output gear 22 via the third planetary gear 20p. As a result, the output gear 22 is
4, it is rotated at a deceleration rate in the same positive rotational direction according to the gear ratio l/(1-ρ).

In the case of third gear, the first and third clutches
By operating the brake B3, the input shaft 14
and the first sun gear 16s, the second ring gear 18r and the third carrier 20c, and the second sun gear 18s.
and the transmission case 12 are connected.

Thereby, the power input to the input shaft 14 is transmitted from the second ring gear 18r to the second carrier 18c and the output gear 22 via the second planetary gear 18p. As a result, the output gear 22 is rotated at a reduced speed in the same positive rotational direction with respect to the input shaft 14 according to the gear ratio 1+ρ2.

In the case of fourth gear, the first and second clutches are connected to the first clutch.
2 is actuated by the clutch, the input shaft 14
and the first sun gear 165%, the second ring gear 18r and the third carrier 20c, and between the input shaft 14 and the first
The carrier 16c is connected to the carrier 16c. This allows the first
Since the sun gear, carrier, and ring gear of the planetary gear set 16, the second planetary gear set 18, and the third planetary gear set 20 rotate integrally, the power input to the input shaft 14 is directly transmitted to the output gear 22. be done. Therefore, the output gear 22 is rotated in the same positive rotational direction with respect to the input shaft 14 at a gear ratio l.

In the case of fifth gear, the second and third clutches
By operating the brake B3, the input shaft 14
and the first carrier 16c, and the second sun gear 1
8s and the transmission case 12 are connected. As a result, the power input to the input shaft 14 is
A part of the carrier 16C is transmitted via the first planetary gear 16p to the first sun gear 16s and the third carrier 20c, further transmitted to the third ring gear 20r via the third planetary gear 20p, and the other part is transmitted to the third ring gear 20r via the third planetary gear 20p. Part of the first
The signal is transmitted to the ring gear 16r and the third sun gear 20s, and further transmitted to the third ring gear 2 via the third planetary gear 20p.
It is transmitted to 0r. A portion of the power transmitted to the third ring gear 20r in this way remains as it is to the output gear 2.
2, while the other part is returned from the second carrier 18c to the second ring gear 18r and third carrier 20c via the second planetary gear 18p. As a result, the output gear 22 rotates in the same positive rotation direction with respect to the input shaft 14 at the gear ratio (
ρs(1+ρ1)(1+ρ2)−ρ2)/ρ3(1+ρ
1) The rotation speed is increased.

In the case of 6th gear, the 2nd and 2nd clutches
By operating the brake B2, the input shaft 14
and the first carrier 16c, and between the first ring gear 16r and the third sun gear 20s and the transmission case 12. As a result, input shaft 1
4 is transmitted from the first carrier 16c to the first sun gear 16s and the third carrier 20c via the first planetary gear 16p, and further to the third ring gear 2Or and the output gear via the third planetary gear 20p. 22. As a result, the output gear 22 rotates in the same positive rotation direction as the input shaft 14 at a gear ratio ρ1/(1+ρ,)(l−ρ
, ) to increase the speed of rotation.

In the case of reverse gear, the third clutch 3 and the second brake B2 are actuated, so that the space between the input shaft 14 and the second sun gear 18s and the first ring gear 1 is
6r and the third sun gear 20's are connected to the transmission case 12. As a result, input shaft 1
4 is transmitted from the second sun gear 18s to the second ring gear 18r and the third ring gear via the second planetary gear 18p.
is transmitted to the carrier 20c, and further transmitted to the third planetary gear 20p.
is transmitted to the third ring gear 2Or via. A part of the power transmitted to the third ring gear 20r is directly transmitted to the output gear 22, while the other part is transmitted to the second carrier 18c, and the second part is transmitted to the second carrier 18c via the second planetary gear tap.
It is returned to ring gear 18r and third carrier 20c. As a result, the output gear 22 is rotated in the opposite rotation direction with respect to the input shaft 14, and the gear ratio -(ρ3-ρ2
+ρ2ρ,)/ρ2(1-ρ,).

Furthermore, in this embodiment, a second reverse gear stage is obtained in which the vehicle is driven backwards at a gear ratio that is larger than that.

That is, by operating the third clutch 3 and the first brake B1, the input shaft 14 and the second sun gear 18 are
s and between the first carrier 16C and the transmission case 12. As a result, the power input to the input shaft 14 is transferred to the second sun gear 18.
s to the second ring gear 18 via the second planetary gear 18p.
r and the third carrier 20c, and further via the third planetary gear 20p, a part of it is transmitted to the third ring gear 2O.
r, and the other part is transmitted to third sun gear 20S. A part of the power transmitted to the third ring gear 20r is transmitted as it is to the output gear 22, while the other part is transmitted to the second carrier 18c, and further transmitted to the second planetary gear 18c.
8p and is returned to the second ring gear 18r and third carrier 20c. Further, the power transmitted to the third sun gear 20s is transmitted from the first ring gear 16r to the first sun gear 16s via the first planetary gear 16p, and the power is transmitted to the third sun gear 16s.
It is returned to the carrier 20c. As a result, the output gear 22 is rotated in the opposite rotation direction with respect to the input shaft 14, and the gear ratio -(ρ, (1+ρ1)(1+ρ2)-ρ2)
/ρ2 (1-ρ, -ρ1ρ3).

In this embodiment, six forward speeds and two reverse speeds can be selected, but five forward speeds and one reverse speed may be selected as required.

As described in detail above, according to the transmission 10 of the present embodiment, two sets of single pinion type planetary gear devices 16 and 18 are provided.
and a set of double pinion type planetary gear devices 20 are arranged on a common axis, so the structure is relatively simple, while the three clutches Kl, 2. 3 and three brakes Bl, B2. By selectively operating a total of six engagement devices consisting of B3, it is possible to obtain five or more forward gears and a wide range of gear ratios, making it possible to achieve both high-speed running and starting and climbing performance.
Due to extremely fine gear shifting, there is no need to increase the rotational speed of the engine 26 more than necessary, and fuel efficiency and quietness are improved.

Furthermore, when changing between adjacent transmission gears, there is no need for so-called manual switching to switch the power input path using a clutch, and moreover, it is possible to change the speed by simply switching the operating state of the two engagement devices. Shift control becomes extremely simple and easy.

Further, according to the transmission 10 of this embodiment, the gear ratios ρ1. ρ2゜ρ3 is 0.2
~0.6 while maintaining the range from 1st gear to 4th gear.
The gear ratio of the higher gear is close to the geometric series desired as the gear ratio of each gear of the vehicle stepped transmission based on the characteristics of the engine 26, and the gear ratio of the adjacent gear is Since the ratio of
This allows for excellent power performance at all vehicle speeds, from low to high speeds, while maintaining a relatively small size.

Further, according to the transmission device 10 of the present embodiment, since the gear ratio of the fifth gear is set to approximately 0.848, fuel efficiency and quietness during high-speed driving are improved, and
Compared to overdrive driving using a conventional automatic transmission, sufficient power performance can be obtained during acceleration and the like.

Next, another embodiment of the first means of the present invention will be described. In the following description, parts common to those in the above-described embodiments are designated by the same reference numerals, and the description thereof will be omitted.

First, in the transmission 30 shown in FIG.
4 is passed through the axis of the second sun gear 18s,
The engine 26 and the torque converter 24 are the output gear 2
It is placed on the second side. The transmission 30 is normally installed inside the transaxle of a horizontally mounted FF vehicle, but is installed inside the transaxle in order to equally distribute the driving force output from the transmission 30 to the left and right drive wheels. It is desirable that the provided differential gear device 32 be placed near the center of the vehicle in relation to the space within the engine room. Therefore, in this embodiment, the differential gear device 3
2 and the output gear 22 are now located close to each other, and there is no longer a need for a long counter shaft provided parallel to the axis of the transmission 30 in order to transmit power from the output gear 22 to the differential gear 32. There are advantages. Note that 34 is a counter gear for making the rotation direction the same.

In addition, in the embodiment shown in FIG. 3 above, the first clutch is
, 2 on the second clutch and 3 on the third clutch can also be arranged between the third brake B3 and the torque converter 24.

Further, in the transmission device 10.30, each engagement device may be configured by a combination of a multi-disc clutch, a band brake, a one-way clutch, etc., and typical examples are shown below.

For example, the first engagement device may consist of a multi-disc clutch 44 and a one-way clutch 46 connected in series as shown in FIG. It can be done.

The one-way clutch 46 is configured to be engaged when torque is transmitted in the direction from the input shaft 14 to the output gear 22, and released when torque is transmitted in the opposite direction. According to such an engagement device, in the first gear, second gear, third gear, and fourth gear of the vehicle, the one-way clutch 46 is activated when the vehicle is coasting. Since power transmission in the opposite direction is cut off, there is no engine braking effect during descent or coasting, improving fuel efficiency and quietness of the vehicle.

In addition, when switching gears between the first gear, the second gear, the third gear, or the fourth gear, and the fifth gear and the sixth gear, Since the one-way clutch 46 is automatically disengaged, there is no need to make detailed adjustments to the shift timing, making shift control easier.

The engagement device shown in FIG. 5 is composed of a multi-disc clutch 44 and a one-way clutch 46 connected in series, and a multi-disc clutch 48 for engine braking provided in parallel with them. , may also be used in place of the first clutch as the first engagement device. In this way, in addition to obtaining the same effects as in the above embodiment, by selectively operating the multi-disc clutch, engine braking is no longer necessary when exiting the vehicle or coasting. It can be made to act accordingly.

Further, the fourth engagement device or the engagement device configured as shown in FIG.
It can also be used instead. In this way, when the vehicle is running in the 4th gear, 5th gear, or 6th gear, there is an advantage that fuel efficiency and quietness are improved for the same reason as in the above embodiment. .

The third engagement device includes the fourth engagement device configured as shown in FIG. 5, a multi-disc clutch 44 and a one-way clutch 46 connected in series as shown in FIG. It may consist of a one-way clutch 50 provided in parallel to the third clutch, or it may consist of a multi-plate clutch 44 and a one-way clutch 50 connected in parallel to each other as shown in FIG. It can be used instead of 3. One-way clutch 50 in the engagement device of FIG.
The one-way clutch 46 and the one-way clutch 46 are configured to have opposite directions of engagement. The engagement devices shown in FIGS. 4 to 6 have the advantage that fuel efficiency and quietness are improved by the disengaging action of the one-way clutch 46 when the vehicle is traveling backwards, as in the previous embodiment. Further, the third clutch 3 is engaged with the first clutch 1 and/or the second clutch 2 simultaneously, so that the fourth clutch 3 is engaged with the first clutch 1 and/or the second clutch 2 simultaneously.
It is possible to establish other fourth gears in which the connection state of each element is different from the first gear, but in the fourth gear in which the first clutch is engaged at the same time as 1, the same The release action of the directional clutch 46 has the advantage of improving fuel efficiency and quietness. In addition, 2
By using the engagement device shown in FIG. 6 or 7 in the fourth gear, which is engaged at the same time as , speed change control becomes easy between the fourth gear and the fifth or sixth gear.

The fourth engagement device is configured as shown in FIG. 4 or FIG. 5, or has a multi-disc clutch 44 and a one-way clutch 46 connected in series as shown in FIG.
A multi-disc clutch 44 and a one-way clutch 50 connected in series are connected in parallel, and a multi-disc clutch 44 and a one-way clutch 50 connected in series are connected in parallel as shown in FIG. A band brake 52 consisting of a multi-disc clutch 48 provided thereon, a band brake 52 in which a single band 52a is wound around a drum 56 fixed to a member to be rotationally braked as shown in FIG. 1O, or a band brake 52 as shown in FIG. A pair of bands 54a and 54b are attached to the drum 56 as shown.
are wound in opposite directions to each other.
etc., and can be used in place of the first brake B1. The one-way clutch 46, the band 52a of the band brake 52, and one band 54a of the band brake 54 are members to be rotationally braked during positive torque transmission that transmits power from the input shaft 14 to the output gear 22 (the above embodiment In this case, the direction of engagement or the direction of winding is set so that the reaction force applied to the first carrier 16C) is received and the rotation is prevented, but the engagement torque is such that it allows rotation in the opposite direction.

For example, in the engagement device shown in FIG. 4, FIG. 5, or FIG. 8, the output gear 22 is connected to the input shaft 1.
4, the disengaging action of the one-way clutch 46 allows the member to be rotationally braked to rotate in the opposite direction, eliminating the engine braking action, thereby eliminating the engine braking action when the vehicle is running in the first gear. Fuel efficiency and quietness are improved, and shift control between the first gear and other forward gears becomes easier. Further, when the first brake B1 is operated together with the third clutch 3 to select the second reverse gear, the one-way clutch can be operated by using the engagement device shown in FIG. 8 or 9. The release action of 50 improves fuel efficiency and quietness.

Further, the fifth engagement device is shown in FIGS. 5, 8, 9, and 1.
0 or 11, or as shown in FIG. 12, a band brake 52 and a multi-disc clutch 58 may be provided in parallel.
It can be used in place of brake B2. In this case as well, by using the engagement device shown in FIG. 5 or FIG. 8, the releasing action of the one-way clutch 46 improves fuel efficiency and quietness during running in the second gear. Shift control between the gear stage and a forward gear stage higher than or equal to the third gear stage is facilitated. Furthermore, by using the engagement device shown in FIG. 8 or 9, the releasing action of the one-way clutch 50 improves fuel efficiency and quietness when the vehicle is running in the sixth gear or in the reverse gear.

In addition, the sixth engagement device is shown in FIGS. 5, 8, 9, and 1.
It may be as shown in Fig. 0, Fig. 11, or Fig. 12,
It can be used in place of the third brake B3. In this case as well, by using the engagement device shown in FIG. 5 or FIG. 8, for example, the third
Fuel efficiency and quietness when running in a high gear are improved, and shift control between the third gear and the fourth gear is facilitated. Further, by using the engagement device shown in FIG. 8 or 9, the releasing action of the one-way clutch 50 improves fuel efficiency and quietness when running in the fifth gear, and also improves fuel efficiency and quietness when running in the fifth gear. Shift control between the sixth gear and the sixth gear becomes easy.

The transmission 60 in FIG. 13 is the same as the transmission 10 in FIG.
1 to the first clutch, the first brake B1, and the second brake B1.
This is an example in which the brake B2 and the third brake B3 are changed to the above-mentioned engagement devices.

Next, an example of a planetary gear type transmission for a vehicle according to the second aspect of the present invention will be explained.

FIG. 14 is a schematic diagram showing an example of a planetary gear type transmission for a vehicle according to the second means of the present invention, and this transmission 110
Transmission case 1 attached to the vehicle body
Input shafts 1 sequentially arranged on a common axis within 12
14, first planetary gear device 116, second planetary gear device 11
8, a third planetary gear device 120, and an output gear 122. The input shaft 114 is a torque converter 124
is connected to the vehicle engine 126 via the output gear 1
22 is connected to the drive wheels of the vehicle via a differential gear device (not shown). In this embodiment, the input shaft 1
14 and output gear 122 correspond to the input member and the output member, respectively. Also, transmission case 1
12 corresponds to a position fixing member. Note that the transmission 11
0 and the torque converter 124 are configured line-symmetrically with respect to the axis, so in the skeleton diagram of FIG. 14,
The lower side of the axis is omitted.

The first planetary gear device 116 and the second planetary gear device 1
1B constitute a well-known single pinion type planetary gear device. The first planetary gear device 116 includes a first sun gear 116S, a first planetary gear 116P, a first
The first planetary gear 116p includes a carrier 116C1 and a first ring gear 116r, and is rotatably supported by the first carrier 116c, and is located between the first sun gear 116s and the first ring gear 116r and meshes with them. ing. Further, the second planetary gear device 11B includes a second sun gear 118s, a second planetary gear 118p, a second carrier 118c, and a 21st gear 118r, and a second planetary gear rotatably supported by the second carrier 118c. The gear 118p is located between the second sun gear 118s and the second ring gear 118r and meshes with them.

On the other hand, the third planetary gear device 120 is a double pinion type planetary gear device, and includes a third sun gear 120S, at least a pair of third planetary gears 120p that mesh with each other, a third carrier 120c, and a third ring gear 120r. , at least a pair of third planetary gears 120p rotatably supported by a third carrier 120c are located between a third sun gear 120s and a third ring gear 120r, and one of the pair of third planetary gears 120p is rotatably supported by a third carrier 120c. 3 sun gear 120s, the other is engaged with 3rd ring gear 1
It is meshed with 20r.

Further, the transmission 110 has a first carrier 11
6c and the second ring gear 118r are integrally connected to each other, and the first ring gear 116r and the third ring gear 120
r and the output gear 122 are integrally connected to each other, and the second
Sun gear 118s and third sun gear 120s are integrally connected to each other, and second carrier 118c and third carrier 120C are integrally connected to each other.

Then, the second sun gear 118s and the third sun gear 12
0s to the input shaft 114, a second clutch 12 to selectively connect the second carrier 118c and the third carrier 120c to the input shaft 114, and the first sun gear 116s. 13 and a second carrier 1 to a third clutch selectively coupled to the shaft 114.
18c and a first brake Bll that selectively connects the third carrier 120c to the transmission case 112.
, the first carrier 116c and the second ring gear 118
A second brake B12 that selectively connects the first sun gear 116s to the transmission case 112 and a third brake B13 that selectively connects the first sun gear 116s to the transmission case 112 are provided.

The first clutch Kll, the second clutch 12, the third clutch 13, the first brake B11, the second brake B1
2. The third brake B13 is operated by a hydraulic actuator of a type commonly used in conventional automatic transmissions for vehicles, such as a multi-disc clutch or a brake.
The book or winding is constituted by a band brake with two bands in opposite directions, or a one-way clutch, or the like. In addition, the first clutch Kll and the second sun gear 118
between the second clutch 12 and the second carrier 118c.
A connecting member may be provided between the third clutch 13 and the first sun gear 116s as necessary.

Similarly, between the first brake Bll and the third carrier 120C, between the second brake B12 and the first carrier 116c, between the third brake B13 and the first sun gear I16s, or between each planetary gear device 116, 118. Between each element constituting .120, the third ring gear 120r and the output gear 1
22 as well, a connecting member may be interposed as necessary. In this embodiment, the first clutch Kll,
12 on the second clutch, 13 on the third clutch, the first brake Bll, the second brake B12, and the third brake B13, the first engagement device, the second engagement device, the third engagement device, and the fourth engagement device. device, a fifth engagement device, and a sixth engagement device, respectively.

In the transmission device LLO configured as described above, for example, as shown in the operating state by the O mark in FIG.
13 on the clutch, 1st brake B11, 2nd brake B
12. By simultaneously operating two of the third brakes B13, a desired gear is established from among the six forward gears and two reverse gears, and when changing the adjacent gear, the two It is only necessary to switch one of the two engagement devices to the other. In FIG. 15, the gear ratio ρ of the first planetary gear device 116 is 0°47.
1. The gear ratio ρ1□ of the second planetary gear device 118 is 0, 31
7. The gear ratio ρ1° of the third planetary gear device 120 is 0.28
6, the gear ratio of each gear stage (input shaft 114
(rotational speed of output gear 122). These speed ratios are determined based on the above equations (1) and (2). In addition, the number of teeth of the first sun gear 116s is ZIIm, and the number of teeth of the first ring gear 116r is Zll.
F, the number of teeth of the second sun gear 118s is ZIIm, and the number of teeth of the second ring gear 118r is Zl! l'% 3rd sun gear 12
If the number of teeth at 0s is Z+ss and the number of teeth at third ring gear 120r is Zllr, the gear ratio ρ11 is Zl□/
Z I I F , gear ratio ρ1□ is Z l 1@/Z
I 2+', gear ratio ρ1. is 2. ,,/Z11. It is.

The operation of each transmission gear will be explained below.

First, in the case of the first gear, the first clutch Kll and the first brake Bll are operated, so that
Between input shaft 114 and second sun gear 118s and third sun gear 120s, and between second carrier 118c and third carrier 120c and transmission case 1
12 are connected. Thereby, the power input to the input shaft 114 is transmitted from the third sun gear 120s to the third ring gear 12Or and the output gear 122 via the third planetary gear 120p. As a result, the output gear 12
2 is the gear ratio 1 in the same positive rotation direction with respect to the input shaft 114
/ρ, 3.

In the case of the second gear stage, the first clutch Kll and the second brake B12 are operated, so that the input shaft 114, the second sun gear 118s, and the third sun gear 12
0s, and between the first carrier 116c and the second carrier 116c.
Ring gear 118r and transmission case 112
are connected. As a result, part of the power input to the input shaft 114 is transmitted from the third sun gear 120s to the third ring gear 120r via the third planetary gear 120p, and the other part is transmitted from the second sun gear 118s to the third ring gear 120r. It is transmitted to the second carrier 118c and the third carrier 120c via the two planetary gears 118p, and further transmitted to the third ring gear 120r via the third planetary gear 120p. The power thus transmitted to the third ring gear 120r is combined and transmitted to the output gear 122. As a result, the output gear 122 rotates in the same positive rotation direction as the input shaft 114 at a gear ratio (1+ρIt)/(ρ1.+ρ
13).

In the case of the third gear, the first crank Kll and the third brake B13 are operated, so that the input shaft 114, the second sun gear 118s, and the third sun gear 12
0s, and between the first sun gear 116s and the transmission case 112. As a result, part of the power input to the input shaft 114 is transmitted from the third sun gear 12O5 to the third ring gear 120r via the third planetary gear 120p, and the other part is transmitted from the second sun gear 118s to the third ring gear 120r. It is transmitted to the second carrier 118c and the third carrier 120c via the two planetary gears 118p, and further transmitted to the third ring gear 120r via the third planetary gear 120P. Part of the power transmitted to the third ring gear 12Or in this way is directly transmitted to the output gear 122, while the other part is transmitted to the first ring gear 12Or.
The signal is transmitted from ring gear 116r to first carrier 116C and second ring gear 118r via first planetary gear 116p, and then returned to second carrier 118C via second planetary gear 118p. As a result, the output gear 122
is the gear ratio (ρ,
+ρ1t+ρ13+ρ11ρ1□)/(1+ρ11)(
ρ1t+ρ3. ).

In the case of the fourth gear, the first clutch Kll and the second clutch 12 are actuated, so that the input shaft 114, the second sun gear 118S, and the third sun gear 12
0S, and between the input shaft 114 and the second carrier 11
8C and the third carrier 120c are connected.

As a result, the sun gear, carrier, and ring gear of the first planetary gear set 116, the second planetary gear set W118, and the third planetary gear set 120 rotate integrally, so that the power input to the input shaft 114 is transferred to the output The signal is transmitted directly to the gear 122. Therefore, the output gear 122 is connected to the input shaft 114.
It is rotated at a gear ratio of 1 in the same positive rotational direction as the motor.

In the case of the fifth gear, the input shaft 114, the second carrier 118C, and the third carrier 1 are operated by the second clutch 12 and the third brake B13.
20C, and between the first sun gear 116s and the transmission case 112. As a result, part of the power input to the input shaft 114 is transmitted from the third carrier 120c to the third +7 ring gear 120r and the output gear 122 via the third planetary gear 120p, and the other part is A part of the second carrier 118C is further transmitted to the second ring gear 118r and the first carrier 116c via the second planetary gear 118P, and another part is transmitted to the second sun gear 118S and third sun gear 120S. .

The power transmitted to the first carrier 116C is transmitted to the first ring gear 116r and the output gear 122 via the first planetary gear 116p, while the power is transmitted to the third sun gear 116r.
The power transmitted to 20s is transmitted to third ring gear 120r and output gear 122 via third planetary gear 120p. As a result, the output gear 122 rotates in the same positive rotation direction as the input shaft 114 at the gear ratio (ρ1□+ρ8.+ρ1
．． The rotation speed is increased at ρ, t)/(1+ρ,)(ρ, 2+ρ1.).

In the case of the 6th gear, the input shaft 114, the second carrier 118C, and the third carrier 12 are operated by the second clutch B12 and the second brake B12.
0C, and between the first carrier 116c and the second carrier 116c.
Ring gear 118r and transmission case 112
are connected. As a result, a portion of the power input to the input shaft 114 is transmitted from the second carrier 118C to the second sun gear 118S and the third sun gear 120s via the second planetary gear 118p, and further transmitted to the third planetary gear 120p. The other part is transmitted from the third carrier 120C to the third ring gear 120r.
It is transmitted to the third ring gear 120r via the planetary gear 120p. The power thus transmitted to the third ring gear 12or is combined and transmitted to the output gear 122.

As a result, the output gear 122 is rotated at an increased speed in the same positive rotation direction as the input shaft 114 at a speed ratio ρ1□/(ρ, 2+ρ13).

In the case of reverse gear, 13 and 2 are connected to the third clutch.
By operating the brake B12, the input shaft 1
14 and first sun gear 116S, and between first carrier 116C and second ring gear 118r and transmission case 112. As a result, the power input to the input shaft 114 is transferred to the first sun gear 1.
16s, the signal is transmitted to the first ring gear 116r and the output gear 122 via the first planetary gear 116p. As a result, the output gear 122 is rotated in the opposite rotation direction with respect to the input shaft 114, and the gear ratio is −1/ρ1. It is rotated at a reduced speed.

Furthermore, in this embodiment, a second reverse gear stage is obtained in which the vehicle is driven backwards at a gear ratio that is larger than that.

That is, 13 and the first brake Bl are applied to the third clutch.
By operating the input shaft 114 and the first sun gear 116s, and between the second carrier 118c and the third carrier 120c and the transmission case 1.
It connects between 12 and 12. As a result, input shaft 1
A portion of the power input to the first sun gear 116s is transmitted to the first ring gear 116r and the output gear 122 via the first planetary gear 116p, while the other portion is transmitted to the first carrier 116c and the output gear 122. 2nd ring gear 1
18r. And the second ring gear 118r
The power transmitted to is transmitted to the second sun gear 118s and the third sun gear 120s via the second planetary gear 118p, and further transmitted to the third ring gear 120r and the output gear 122 via the third planetary gear 120P. As a result, the output gear 122 is rotated in the opposite rotation direction with respect to the input shaft 114, and the gear ratio is ~(ρ, +ρ,).

+ρ, ρ1□)/ρIIρ1. It is rotated at a reduced speed.

In this embodiment, six forward speeds and two reverse speeds can be selected, but five forward speeds and one reverse speed may be selected as required.

As described in detail above, according to the transmission 110 of the present embodiment, two sets of single pinion type planetary gear devices 116,
118 and a set of double pinion type planetary gear device 120
Since the three clutches Kll and Kll are arranged on a common axis, the structure is relatively simple.
K12. K13 and 3 brake Blls,
B12. By selectively operating a total of six engagement devices consisting of B13, it is possible to obtain five or more forward gears and a wide range of gear ratios, making it possible to achieve both high-speed running and starting and climbing performance. Due to extremely fine gear shifting, there is no need to increase the rotation speed of the engine 126 more than necessary, improving fuel efficiency and quietness.

Furthermore, when changing between adjacent transmission gears, there is no need for so-called input switching, in which the power input path is switched using a clutch, and the gear can be changed simply by switching the operating states of the two engagement devices. Shift control becomes extremely simple and easy.

Further, according to the transmission 110 of this embodiment, the gear ratios ρ, I, ρ1□,
ρ3. is maintained within the range of 0.2 to 0.6, and the gear ratios of the first to fourth gears are adjusted to each gear of the vehicle stepped transmission based on the characteristics of the engine 126. The gear ratio is close to the desired geometric series, and the gear ratio is set to gradually become smaller as the gears get higher, so the transmission 1.10 can be kept relatively small and Excellent power performance can be achieved at all vehicle speeds, from low to high speeds.

Further, according to the transmission 110 of the present embodiment, the planetary gear 116p in each planetary gear device 116, 118, 120
, 118p, 120p (7) carriers 116c, 118
Since the relative rotational speed with respect to c and 120c is suppressed to a relatively low value, bearings provided between these planetary gears and the carrier, and furthermore, each planetary gear device 116, 118, 12
This has the advantage of improving the durability and lifespan of 0. For example, the relative rotational speed of the second planetary gear 118p with respect to the second carrier 118C at each speed change gear when the rotational speed of the input shaft 114 is 1, and is described in the first embodiment of JP-A-51-108168. Table 1 shows a comparison of the relative rotational speed of the planetary gear to the carrier in the planetary gear unit located in the center of the planetary gear type transmission system. It can be seen that the relative rotational speed is lower in this example.

Table 1 Also, according to the transmission 110 of this embodiment, the gear ratio of the fifth gear is set to approximately 0.848, so that fuel efficiency and quietness during high-speed driving are improved, and Compared to overdrive driving using a conventional automatic transmission, sufficient power performance can be obtained during acceleration and the like.

Further, according to the transmission device 110 of this embodiment, since the second sun gear 118S and the third sun gear 120S are integrally connected, each of the sun gears 116s, 118s, 120
It is only necessary to provide double shafts for providing s, and the diameter dimensions of these shafts can be reduced, and the transmission 110 can be made even more compact.

Next, another embodiment of the second means of the present invention will be described. In the following description, parts common to those in the above-described embodiments are designated by the same reference numerals, and the description thereof will be omitted.

First, in the transmission 130 shown in FIG. 16, the input shaft 114 is connected to the second sun gear 118s and the third sun gear 1.
20s, and the engine 126 and torque converter 124 are disposed on the output gear 122 side. The transmission 130 is usually a horizontal FF
The differential gear device 132, which is installed in the transaxle of a car, is installed in the transaxle in order to equally distribute the driving force output from the transmission 130 to the left and right drive wheels. It is desirable to place it near the center of the vehicle in relation to the space in the room. Therefore, in this embodiment, the differential gear system 2132
and the output gear 122 are located close to each other, which eliminates the need for a long counter shaft provided parallel to the axis of the transmission 130 in order to transmit power from the output gear 122 to the differential gear 132. There is. Note that 134 is a counter gear for making the rotation directions the same.

Furthermore, in the embodiment shown in FIG. 16 above, the first clutch K
It is also possible to arrange Bll, 12 on the second clutch, and 13 on the third clutch between the first brake Bll and the torque converter 124.

Furthermore, as each engagement device in the transmissions 110 and 130, as shown in FIGS. 4 to 12, a combination of a multi-disc clutch, a band brake, a one-way clutch, etc. is used. By using the engaging devices shown in FIGS. 4 to 12, the same effects as in the embodiment using the first means described above can be obtained.

That is, the first engagement device may be one shown in FIGS. 4 and 5 (and can be used in place of the first clutch Kll). In the first gear, second gear, third gear, and fourth gear, the one-way clutch 46 cuts off power transmission in the opposite direction when the vehicle is coasting.
There is no engine braking effect when driving down or coasting, improving fuel efficiency and quietness of the vehicle.

In addition, when switching gears between the first gear, the second gear, the third gear, or the fourth gear, and the fifth gear and the sixth gear, Since the one-way clutch 46 is automatically disengaged, there is no need for fine adjustment of the diamond speed timing, and the speed change control becomes easier. Further, in the engagement device shown in FIG. 5, by selectively operating the multi-disc clutch 48, engine braking can be applied as necessary when descending or coasting.

Further, the second engagement device may be one shown in FIGS. 4 and 5, and may be used in place of the second clutch 12. In this way, when the vehicle is running in the 4th gear, 5th gear, or 6th gear, there is an advantage that fuel efficiency and quietness are improved for the same reason as in the above embodiment. .

Further, the third engaging device may be one shown in FIG. 4, FIG. 5, FIG. 6, or FIG. 7, and may be used in place of the third clutch 13. The engagement devices shown in FIGS. 4 to 6 have the advantage that fuel efficiency and quietness are improved by the release action of the one-way clutch 46 when the vehicle is traveling backwards, similar to the previously described embodiment. In addition, the third clutch 13 is engaged with the first clutch Kll and/or the second latch 12 at the same time, so that the third clutch 13 is connected to another fourth gear in which the connection state of each element is different from the fourth gear. Each of the high gears can be established, but when the fourth gear is engaged simultaneously with the first clutch Kll, the advantage is that fuel efficiency and quietness are improved by the release action of the one-way clutch 46, as described above. There is. Furthermore, in the fourth gear position where the second clutch is engaged at the same time as 12, by using the engagement device shown in FIG. The quietness is improved, and the speed change control between the fourth gear and the fifth or sixth gear becomes easier.

Further, the fourth engagement device may be one shown in FIG. 4, FIG. 5, FIG. 8, FIG. 9, FIG. 10, or FIG. 11, and is used in place of the first brake Bll. It can be done. In the engagement device shown in FIG. 4, FIG. 5, or FIG. Rotation of the member to be braked in the opposite direction is allowed, eliminating the engine braking effect, improving fuel efficiency and quietness when running in the first gear, and improving the relationship between the first gear and other forward gears. It becomes easy to control the speed change between the two positions. In addition, when the first brake Bll is actuated together with the third clutch 13 to select the second reverse gear, the unidirectional The releasing action of the clutch 50 improves fuel efficiency and quietness.

Further, the fifth engagement device is shown in FIGS. 5, 8, 9, and 10.
11 or 12, and can be used in place of the second brake B12.

In this case as well, by using the engagement device shown in FIG. 5 or FIG. 8, the releasing action of the one-way clutch 46 improves fuel efficiency and quietness during running in the second gear. Shift control between the gear stage and a forward gear stage higher than or equal to the third gear stage is facilitated. Furthermore, by using the engagement device shown in FIG. 8 or 9, the releasing action of the one-way clutch 50 improves fuel efficiency and quietness when the vehicle is running in the sixth gear or in the reverse gear.

In addition, the sixth engagement device is shown in FIGS. 5, 8, 9, and 10.
11 or 12, and can be used in place of the third brake B13.

In this case as well, by using the engagement device shown in FIG. 5 or FIG. 8, for example, the releasing action of the one-way clutch 46 improves fuel efficiency and quietness when running in the third gear, and Shift control between the first gear and the fourth gear becomes easier. Also, Figure 8 or 9
By using the engagement device shown in the figure, the one-way clutch 50
The release action improves fuel efficiency and quietness when running in the fifth gear, and facilitates shift control between the fifth and sixth gears.

The transmission 160 shown in FIG. 17 is different from the transmission 110 shown in FIG.
1, the second brake B12, and the third brake B13 are changed to the above-mentioned engagement devices. In this transmission 160, the second sun gear 118s of the second planetary gear device 118 and the third sun gear 120s of the third planetary gear device 120 are one sun gear 16.
2, and the second planetary gear 118p of the second planetary gear device 118 and the third planetary gear device 1
One of the third planetary gears 120p of 20 and the third planetary gear 120p are integrally constituted by one planetary gear 164.

Therefore, the man-hours for manufacturing such parts, the number of parts, and the assembly man-hours are reduced, and the planetary gear device 118.120
It has the advantage of being simple and compact.

Above, several embodiments of the first means and second means of the present invention have been described in detail based on the drawings, respectively.
These are just one specific example, and the present invention can also be implemented in other embodiments.

For example, in the above embodiment, the torque converter is 24°124
However, instead of this, a torque converter with a lock-up clutch, a fluid coupling, a magnetic particle electromagnetic clutch, a multi-disc or single-disc friction clutch, etc. may be used.

Further, in the embodiment shown in FIG. 1, the fourth gear was established by simultaneously connecting the first clutch with 1 and the second clutch with 2, but the first clutch had 1 and the second clutch had 2. It may be established by simultaneously connecting at least two of 3 to the third clutch. The same applies to the embodiment shown in FIG.

Furthermore, it is of course possible to change the gear ratio of each planetary gear device and the speed ratio of each speed change gear in each of the above embodiments, and to change the arrangement positions of the brakes and clutches.

Although other examples are not provided, the present invention can be implemented with various modifications and improvements based on the knowledge of those skilled in the art.

Effects of the Invention As detailed above, according to the planetary gear transmission for a vehicle according to the first means and the second means of the present invention, two sets of single pinion type planetary gear sets and one set of double pinion type transmissions are provided. The structure is relatively simple because the two planetary gears are arranged on a common axis, and the selective operation of the six engagement devices allows for transmission of five or more forward gears. Since a wide gear ratio range is available, it is possible to achieve both high-speed driving and start-up/mounting performance, and at the same time, due to extremely fine gear shifting, there is no need to increase the engine speed more than necessary, improving fuel efficiency and quietness. It is.

In addition, when changing adjacent gears, so-called input switching is not necessarily required, and the gear can be changed simply by switching the operating states of the two engagement devices, making it extremely simple and easy to control the gear. It becomes possible.

Also, the gear ratio of each planetary gear device is set to 0.2 to 0.6, for example.
The gear ratios of the first to fourth gears can be set to values close to a geometric series while maintaining the transmission speed within an appropriate range. Excellent power performance can be achieved at all vehicle speeds, from low to high speeds.

Furthermore, in the second means of the present invention, in addition to the above-mentioned effects, the relative rotational speed of the planetary gear to the carrier in each planetary gear device can be suppressed to a relatively low value. The durability and lifespan of the product can be improved.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing an embodiment of a planetary gear type transmission for a vehicle according to a first aspect of the present invention. FIG. 2 is a chart showing the relationship between the transmission gears of the embodiment shown in FIG. 1 and the engagement devices necessary to establish them. FIG. 3 is a schematic diagram showing another embodiment of the planetary gear type transmission for a vehicle according to the first means of the present invention. Figures 4 to 1
FIG. 2 is a diagram showing other examples of the engagement device in FIGS. 1 and 14, respectively. FIG. 13 is a schematic diagram illustrating a case where another type of engagement device is used in the embodiment of FIG. 1. FIG. 14 is a schematic diagram showing an embodiment of a planetary gear type transmission for a vehicle according to the second means of the present invention. FIG. 15 is a chart showing the relationship between the transmission gears of the embodiment shown in FIG. 14 and the engagement devices necessary to establish them. FIG. 16 is a schematic diagram showing another embodiment of the planetary gear type transmission for a vehicle according to the second means of the present invention. 1st
FIG. 7 is a schematic diagram illustrating a case where another type of engagement device is used in the embodiment of FIG. 14. '1
0.30,60. 110. 130, 160: Planetary gear type transmission for vehicles 12.112=) Transmission case (position fixing member) 14.114: Input shaft (input member) 16.116: First planetary gear unit 18.118: Second play M@wheel device 20.120: Third planetary gear device 22.122: Output gear (output member) 16s, 116s: First sun gear 16p, 116p: First planetary gear 16c, 116c: First carrier 16r, 116r: 1st ring gear 18s, 118s: 2nd sun gear 18P, 118p: 2nd planetary gear 18c, 118c: 2nd carrier 18r, 118r: 2nd ring gear 20s, 120s: 3rd sun gear 20p, 120p: 3rd planetary gear 20c, 120c: Third carrier 2Or, 120r: Third ring gear 162: Sun gear (second sun gear, third sun gear) 16
4: Planetary gears (second planetary gear, third planetary gear) Kl, K
ll: first clutch (first engagement device) K2. 12: Second clutch (second engagement device) K3. 13: Third clutch (third engagement device) Bl, Bll: First brake (fourth
Engagement device) B2. B12: Second brake (fifth engagement device) B3. 17

Claims (2)

[Claims] (1) Single pinion type comprising a first sun gear, a first planetary gear that meshes with the first sun gear, a first ring gear that meshes with the first planetary gear, and a first carrier that rotatably supports the first planetary gear. a first planetary gear device;
A second sun gear of a single pinion type, comprising a second sun gear, a second planetary gear that meshes with the second sun gear, a second ring gear that meshes with the second planetary gear, and a second carrier that rotatably supports the second planetary gear. a planetary gear device, a third sun gear, at least a pair of third planetary gears that mesh with each other and one of which meshes with the third sun gear, a third ring gear that meshes with the other of the third planetary gears, and the third ring gear.
A double pinion type third planetary gear device including a third carrier that rotatably supports the planetary gear is sequentially provided on the same axis, and the rotation of the input member is transmitted to the output member by changing the speed in stages. In the planetary gear transmission for a vehicle, the first sun gear, the second ring gear, and the third carrier are connected to each other, the first ring gear and the third sun gear are connected to each other, and the second carrier and the third ring gear are connected to each other. and an output member to each other, and a first engagement device selectively connecting the first sun gear, second ring gear, and third carrier to the input member, and selectively connecting the first carrier to the input member. a second engagement device that selectively couples the second sun gear to the input member; and a fourth engagement device that selectively couples the first carrier to the position fixing member. and a fifth engagement device that selectively connects the first ring gear and the third sun gear to the position fixing member, and a sixth engagement device that selectively connects the second sun gear to the position fixation member. A planetary gear type transmission for a vehicle, which is characterized by: (2) A single pinion type comprising a first sun gear, a first planetary gear that meshes with the first sun gear, a first ring gear that meshes with the first planetary gear, and a first carrier that rotatably supports the first planetary gear. a first planetary gear device;
A second sun gear of a single pinion type, comprising a second sun gear, a second planetary gear that meshes with the second sun gear, a second ring gear that meshes with the second planetary gear, and a second carrier that rotatably supports the second planetary gear. a planetary gear device, a third sun gear, at least a pair of third planetary gears that mesh with each other and one of which meshes with the third sun gear, a third ring gear that meshes with the other of the third planetary gears, and the third ring gear.
A double pinion type third planetary gear device including a third carrier that rotatably supports the planetary gear is sequentially provided on the same axis, and the rotation of the input member is transmitted to the output member by changing the speed in stages. In the planetary gear transmission for a vehicle, the first carrier and the second ring gear are connected to each other, the first ring gear, the third ring gear, and the output member are connected to each other, and the second sun gear and the third sun gear are connected to each other. a first engagement device that connects the second carrier and the third carrier to each other and selectively connects the second sun gear and the third sun gear to the input member; a second engagement device that selectively couples the third carrier to the input member; a third engagement device that selectively couples the first sun gear to the input member; and a second engagement device that selectively couples the first sun gear to the input member; a fourth engagement device selectively coupled to the position fixing member; a fifth engagement device selectively coupling the first carrier and second ring gear to the position fixing member; and a fifth engagement device selectively coupling the first sun gear to the position fixing member. A planetary gear type transmission for a vehicle, characterized in that a sixth engagement device for selective connection is provided.