JP2621372B2 - Planetary gear type transmission for vehicles - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in a planetary gear type transmission provided between a prime mover and drive wheels in a vehicle such as an automobile or a railway vehicle.

2. Description of the Related Art Conventional vehicles and their problems In a vehicle, a planetary gear type transmission suitable for automatically selecting a plurality of predetermined gears is often used. In such a planetary gear type transmission, it is desired that the transmission be simple and small, have a large transmission ratio width, and be easily controlled for transmission.

On the other hand, for example, a planetary gear type transmission for a vehicle as described in JP-B-51-39306, JP-B-50-32913, and JP-B-51-3012 is provided. According to this, since three sets of single pinion type planetary gear devices are arranged in a row, the structure is relatively simple and the outer shape is small.

However, according to the vehicular planetary gear type transmission described in JP-B-51-39306, a gear stage up to six forward speeds can be obtained, so that there is a feature that a sufficient speed ratio width can be obtained. Since seven frictional engagement elements and one one-way clutch are used for shifting control, there is a disadvantage that the number of hydraulic actuators increases and shift control becomes complicated.

Further, according to the planetary gear type transmission for a vehicle described in Japanese Patent Publication No. 50-32913, a fifth forward gear can be obtained, and the number of friction engagement devices for switching the gear is reduced to six. I do. However, in such a type of planetary gear transmission for a vehicle, when the gear stage is switched from the second speed to the third speed, the power input path up to that point is disconnected and the next power input path is connected. Since so-called input switching is performed, there is a disadvantage that control is delicate. That is, if a power transmission blank period occurs between disconnecting the previous power input path and connecting the next power input path, the engine blows up, and conversely, one is released when the input is switched. When the two frictional engagement devices, which are engaged with each other, are simultaneously engaged, a transmission lock and a shock resulting therefrom are generated. Therefore, a delicate switching control that does not cause engine blow-up and transmission lock is performed. This is required, and it is difficult to perform smooth switching control stably.

Further, according to the planetary gear type transmission for a vehicle described in Japanese Patent Publication No. 51-3012, similarly to the above-mentioned planetary gear type transmission, a fifth forward gear can be obtained and a friction engagement device is provided. Becomes six. However, at the time of switching from the first speed to the second speed, similarly to the above-described planetary gear transmission, there is a disadvantage that input switching is performed, and the four friction engagement devices must be controlled. However, there is a disadvantage that the speed change control is further complicated.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a transmission in which three sets of single pinion type planetary gears are arranged.
It is an object of the present invention to provide a planetary gear type transmission for a vehicle which can obtain five forward gears and a wide gear ratio range and can easily perform gear control.

Means for Solving the Problems In order to achieve the above object, the gist of the present invention is to provide a single sun gear, a first carrier rotatably supporting a first planetary gear, and a single gear including a first ring gear. A single pinion type second planetary gear device including a pinion type first planetary gear device, a second sun gear, a second carrier rotatably supporting the second planetary gear, and a second ring gear; a third sun gear; A third carrier that rotatably supports the third planetary gear and a single-pinion type third planetary gear device having a third ring gear are sequentially provided on the same axis, and the rotation of the input member is stepwise shifted to output. A planetary gear type transmission for a vehicle of the type transmitting to a member, wherein (a) the first
A ring gear, a second sun gear, and a third sun gear are connected to each other, the first carrier and the second ring gear are connected to each other, the second carrier and a third ring gear are connected to each other, and the third carrier and the output are connected. And (b) the first ring gear, the second sun gear,
A first engagement device for selectively connecting a first sun gear and a third sun gear to the input member; a second engagement device for selectively connecting the first carrier and the second ring gear to the input member; A third engaging device for selectively connecting the first carrier to the input member, a fourth engaging device for selectively connecting the second carrier and the third ring gear to a position fixing member, and the first carrier and the second ring gear. A fifth engagement device for selectively connecting the first sun gear to the position fixing member, and a sixth engagement device for selectively connecting the first sun gear to the position fixing member.

According to this configuration, the first and fourth engagement devices allow the input member to be positioned between the first ring gear, the second sun gear, and the third sun gear, and the second carrier and the third carrier.
When the ring gear and the position fixing member are connected at the same time, the first gear stage with the largest gear ratio is obtained. First
And when the input member and the first ring gear, 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 second engagement device, A second speed gear having a smaller gear ratio than the first speed is obtained. When the input member and the first ring gear, 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 A third speed is achieved with a lower speed ratio than the speed.
When the input member and the first ring gear, the second sun gear, and the third sun gear and the input member and the first carrier and the second ring gear are simultaneously connected by the first and second engagement devices. Thus, the fourth gear stage having a smaller gear ratio (= 1.0) than the third gear stage is obtained. When the input member and the first carrier and the second ring gear and the first sun gear and the position fixing member are simultaneously connected by the second and sixth engagement devices, the fourth gear is established. A fifth gear with a small gear ratio is obtained.

Also, when the input member and the first sun gear and the first carrier and the second ring gear and the position fixing member are simultaneously connected by the third engagement device and the fifth engagement device, the reverse gear Is obtained. Then, the third engagement device and the fourth engagement device may be used, if necessary, between the input member and the first sun gear, and between the second carrier and the third sun gear.
When the ring gear and the position fixing member are simultaneously connected, a second reverse gear having a larger gear ratio than the reverse gear is obtained.

Advantageous Effects of the Invention According to the present invention, therefore, by selectively operating the engagement device, five forward gears and a wide speed ratio range can be obtained, so that both high-speed traveling and starting / uphill performance can be achieved. . Further, when the gears are switched, so-called input switching is not required, and the gear can be shifted only by controlling the actuator for switching the operation state of the two engagement devices. It becomes.

The above-mentioned engagement device is for selectively connecting the elements provided with each other, that is, for appropriately releasing the engagement, and includes a multi-plate or band type clutch or brake, a one-way clutch, a combination thereof, and the like. Can be appropriately configured. In addition, not only each engagement device is independently configured, but also a plurality of engagement devices may be configured by a single product having a plurality of functions.

Embodiment Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a skeleton view showing the configuration of the planetary gear type transmission 10 for a vehicle. In the figure, a transmission 10 includes an input shaft 14, a first planetary gear set 16, which is sequentially arranged on a common axis in a transmission case 12 mounted on a vehicle body,
A second planetary gear set 18, a third planetary gear set 20, and an output shaft 22 are provided. The input shaft 14 is connected to an engine 26 of the vehicle via a torque converter 24, and the output shaft 22 is connected to driving wheels of the vehicle via a differential gear device (not shown). In this embodiment, the input shaft 14 and the output shaft
22 corresponds to the input member and the output member, respectively. Further, the transmission case 12 corresponds to a position fixing member. Since the transmission 10 and the torque converter 24 are configured to be line-symmetric with respect to the axis, the lower side of the axis is omitted in the skeleton diagram of FIG.

The first planetary gear set 16, the second planetary gear set 18, and the third planetary gear set 20 each constitute a well-known single pinion type planetary gear set. The first planetary gear device 16 includes a first sun gear 16s, a first planetary gear 16p, a first carrier 16c, and a first ring gear 16r.
First planetary gear 1 rotatably supported by carrier 16c
6p is located between and meshes with the first sun gear 16s and the first ring gear 16r. The second planetary gear set 18 includes a second sun gear 18s, a second planetary gear 18p,
A second planetary gear 18p having a carrier 18c and a second ring gear 18r rotatably supported by the second carrier 18c.
Are located between and mesh with the second sun gear 18s and the second ring gear 18r. The third planetary gear device 20 includes a third sun gear 20s, a third planetary gear 20p, and a third planetary gear 20p.
A third planetary gear 20p rotatably supported by the third carrier 20c, including a carrier 20c and a third ring gear 20r;
Are located between and mesh with the third sun gear 20s and the third ring gear 20r.

In the transmission 10, the first ring gear 16r and the second
The sun gear 18s and the third sun gear 20s are integrally connected,
The first carrier 16c and the second ring gear 18r are integrally connected, the second carrier 18c and the third ring gear 20r are integrally connected, and the third carrier 20c and the output shaft 22 are integrally connected. I have.

The first ring gear 16r, the second sun gear 18s, and the third sun gear 20s are selectively connected to the input shaft 14 by the first ring gear 16r.
Clutch K1, first carrier 16c and second ring gear 1
A second clutch K2 for selectively connecting 8r to the input shaft 14, a third clutch K3 for selectively connecting the first sun gear 16s to the input shaft 14, and a transmission case 12 for connecting the second carrier 18c and the third ring gear 20r. Brake B1 selectively connected to the first carrier 16c and the second ring gear 18r.
To selectively connect to the transmission case 12
A brake B2 and a third brake B3 for selectively connecting the first sun gear 16s to the transmission case 12 are provided, respectively.

The first clutch K1, the second clutch K2, the third clutch
K3, first brake B1, second brake B2, third brake B3
Is operated by a hydraulic actuator of the type often used in conventional automatic transmissions for vehicles, and is constituted by a multi-plate clutch, one band brake or two band brakes having opposite winding directions. Is done. Further, between the first brake B1 and the second carrier 18c or the third ring gear 20r, between the second brake B2 and the first carrier 16c or the second ring gear 18r, or between the third brake B3
A connecting member may be appropriately provided between the first sun gear 16s and the first sun gear 16s as necessary. Similarly, each planetary gear between the first clutch K1 and the first ring gear 16r or the second sun gear 18s, between the second clutch K2 and the first carrier 16c, between the third clutch K3 and the first sun gear 16s, A connecting member may be interposed between the components constituting the devices 16, 18, and 20 and between the third carrier 20c and the output shaft 22, if necessary.
In the present embodiment, the first clutch K1, the second clutch K2,
The third clutch K3, the first brake B1, the second brake B2, and the third brake B3 form a first engagement device, a second engagement device, a third engagement device, a fourth engagement device, and a fifth engagement device. , And the sixth engagement device.

In the transmission 10 configured as described above, the first clutch K1, the second clutch K2, the third clutch K3, the first brake By simultaneously operating two of B1, the second brake B2, and the third brake B3 by the hydraulic actuator, a desired gear is established, and one of the two is switched to the other. , Five forward speeds and two reverse speeds can be sequentially performed. In FIG. 2, the gear ratio ρ of the first planetary gear set 16 is shown.
₁ is 0.613, the gear ratio ρ _{2 of} the second planetary gear set 18 is 0.382,
The third gear ratio for each gear position when the gear ratio [rho ₃ of the planetary gear unit 20 is 0.410 (rotational speed / output shaft of the input shaft 14
Rotation speed of 22) is shown. The first sun gear 16
The number of teeth of s is Z _1s , the number of teeth of the first ring gear 16r is Z _1r , the number of teeth of the second sun gear 18s is Z _2s , and the number of teeth of the second ring gear 18r is Z
Z _2r , the number of teeth of the third sun gear 20s is Z _3s , the third ring gear 20r
If the number of teeth and Z _3r, the gear ratio [rho ₁ is Z _1s / Z _1r, the gear ratio ρ ₂ Z _2s / Z _2r, the gear ratio [rho ₃ is Z _3s / Z _3r.

 The operation of each gear will be described below.

First, in the case of the first gear, the first clutch K1 and the first brake B1 are actuated, so that the input shaft
14, the first ring gear 16r, the second sun gear 18s, and the third
The transmission gear 12 is connected to the sun gear 20s, and between the second carrier 18c and the third ring gear 20r and the transmission case 12. As a result, the power input from the input shaft 14 is exclusively transmitted from the third sun gear 20s to the third carrier 20c via the third planetary gear 20p. Gear ratio in the rotating direction (1 + ρ ₃ ) /
It is decelerated rotation at ρ _3.

In the case of the second gear, the first clutch K1 and the second clutch
By operating the brake B2, the input shaft 14 and the first ring gear 16r, the second sun gear 18s, and the third sun gear 20s, and the first carrier 16c, the second ring gear 18r, and the transmission case 12 are connected. Be linked. As a result, part of the power input from the input shaft 14 is transmitted from the third sun gear 20s to the third sun gear 20s via the third planetary gear 20p.
The other part is transmitted from the second sun gear 18s to the second carrier 18c and the third ring gear 20r via the second planetary gear 18p, while the other part is transmitted to the carrier 20c and the output shaft 22. Via the third carrier 20c and the output shaft 22
Is transmitted to At this time, the first carrier 16c and the second carrier 16c
Since the ring gear 18r is in a non-rotating state, the second carrier 18c and the third ring gear 20r are connected to the third carrier 20r.
c and the output shaft 14 are rotated in the same direction as the input shaft 14. As a result, the output shaft 22 moves in the same forward rotation direction with respect to the input shaft 14 in the gear ratio (1 + ρ ₂ ) (1 + ρ ₃ ) / ｛ρ ₃ + ρ ₂
(1 + ρ ₃ )｝, and the motor is rotated at a reduced speed.

In the case of the third gear, the first clutch K1 and the third clutch
By operating the brake B3, the input shaft 14 is connected to the first ring gear 16r, the second sun gear 18s, and the third sun gear 20s, and the first sun gear 16s is connected to the transmission case 12. This allows the input shaft
A part of the power input from the third carrier 20c and the third carrier 20c and the output shaft from the third sun gear 20s via the third planetary gear 20p.
The other part is transmitted to the second carrier 18c and the third carrier from the second sun gear 18s via the second planetary gear 18p.
The power is transmitted to the ring gear 20r, transmitted to the third carrier 20c and the output shaft 22 via the third planetary gear 20p, and another part is transmitted from the first ring gear 16r to the first carrier 16c via the first planetary gear 16p. The power is transmitted to the second ring gear 18r, transmitted to the second carrier 18c and the third ring gear 20r via the second planetary gear 18p, and transmitted to the third carrier 20c and the output shaft 22 via the third planetary gear 20p. At this time, since the first sun gear 16s is in a non-rotating state, the first carrier 16c and the second ring gear 18r and the second carrier 18c and the third ring gear 20r both rotate in the same direction as the input shaft 14. Let me do. As a result, the output shaft 22 becomes the input shaft
Speed change ratio (1 + ρ ₁ ) (1+
ρ ₂ ) (1 + ρ ₃ ) / [(1 + ρ ₂ ) (1 + ρ ₃ ) + ρ
₁ {ρ ₃ + ρ ₂ (1 + ρ ₃ )}].

In the case of the fourth gear, the first clutch K1 and the second clutch
When the clutch K2 is operated, the input shaft 14 and the first ring gear 16r, the second sun gear 18s, and the third sun gear 20s, and between the input shaft 14 and the first carrier 16c and the second ring gear 20r. Are linked. As a result, relative rotation of each element of the planetary gear units 16, 18, and 20 is prevented, and the elements are integrally rotated as a whole.
Are rotated at the gear ratio 1 in the same forward rotation direction with respect to the input shaft 14.

In the case of the fifth gear, the second clutch K2 and the third clutch
By operating the brake B3, the connection between the input shaft 14 and the first carrier 16c and the second ring gear 18r, and the connection between the first sun gear 16s and the transmission case 12 are established. As a result, part of the power input from the input shaft 14 is transferred from the second ring gear 18r to the second planetary gear 1
8p to the second carrier 18c and the third ring gear 20r, and from the third ring gear 20r to the third planetary gear 20p.
Through the third carrier 20c and the output shaft 22. Another part is from the first carrier 16c to the first planetary gear 16p.
Through the first ring gear 16r, the second sun gear 18s, and the third sun gear 20s. A part of the power transmitted in this manner is transmitted from the third sun gear 20s to the third carrier 20c and the output shaft 22 via the third planetary gear 20p, while being transmitted from the second sun gear 18s to the second planetary gear 18p. Through the second
The power is transmitted to the carrier 18c and the third ring gear 20r.
The power is transmitted to the third carrier 20c and the output shaft 22 via the planetary gear 20p. At this time, since the first sun gear 16s is in a non-rotating state, the first ring gear 16r, the second sun gear 18s, the third sun gear 20s, and the second carrier 18c
And the third ring gear 20r are rotated in the same direction as the input shaft 14, so that the output shaft 22 rotates in the same forward direction with respect to the input shaft 14 in the speed ratio (1 + ρ ₂ ) (1 + ρ ₃ ) / [(1
+ Ρ ₂ ) (1 + ρ ₃ ) + ρ ₁ ｛ρ ₃ + ρ ₂ (1+
ρ ₃ )｝].

In the case of the reverse gear, the third clutch K3 and the second brake B2 are operated, so that the input shaft 14 and the first
The sun gear 16s and the first carrier 16c and the second ring gear 18r and the transmission case 12 are connected. As a result, the first sun gear
The power input to 16s is transmitted to the first ring gear 16r, the second sun gear 18s, and the third sun gear 20sr via the first planetary gear 16p supported by the first carrier 16c whose position is fixed. A part of the power transmitted in this way is transmitted from the third sun gear 20s to the third carrier 20c and the output shaft 22 via the third planetary gear 20p, while the other part is
The power is transmitted from the second sun gear 18s to the second carrier 18c and the third ring gear 20r via the second planetary gear 18p, and transmitted to the third carrier 20c and the output shaft 22 via the third planetary gear 20p. At this time, since the first carrier 16c and the second ring gear 18r are in a non-rotating state, the first ring gear 16r, the second sun gear 18s, and the third sun gear 20s
, The second carrier 18c and the third ring gear 20r are rotated in the opposite direction with respect to the input shaft 14, the output shaft 22 is rotated in the reverse rotation direction with respect to the input shaft 14, and the gear ratio − ( 1 + ρ ₂ ) (1 + ρ ₃ ) / [ρ ₁ ｛ρ ₃ + ρ
₂ (1 + ρ ₃ )｝.

Further, in the present embodiment, a second reverse gear that reverses the vehicle at a larger gear ratio can be established. That is, when the third clutch K3 and the first brake B1 are operated, the space between the input shaft 14 and the first sun gear 16s, and the second carrier 18c and the third ring gear 20r
And the transmission case 12 are connected. Accordingly, the power input from the input shaft 14 to the first sun gear 16s is transmitted to the first carrier 16c and the second ring gear 18r, the first ring gear 16r, and the third ring gear 20s via the first planetary gear 16p. You. The power transmitted to the first carrier 16c and the second ring gear 18r is transmitted from the second ring gear 18r to the second sun gear 18s and the third sun gear 18s via the second planetary gear 18p supported by the fixed second carrier 18c. It is transmitted to sun gear 20s. The power transmitted to the third sun gear 20s in this manner is transmitted from the third sun gear 20s to the third sun gear 20s.
The power is transmitted to the third carrier 20c and the output shaft 22 via the planetary gear 20p. At this time, since the second carrier 18c and the third ring gear 20r are not rotating, the first carrier 18c and the third ring gear 20r are not rotated.
The ring gear 16r, the second sun gear 18s, the third sun gear 20s, and the third carrier 20c are rotated in the opposite direction with respect to the input shaft 14, and the output shaft 22 is rotated in the reverse rotation direction with respect to the input shaft 14, and the speed is changed. Ratio− (1 + ρ ₃ ) ｛1 + ρ
₂ (1 + ρ ₁ )｝ / ρ ₁ ρ ₃

As described above, according to the transmission 10 of the present embodiment, since three sets of single pinion type planetary gear units 16, 18, and 20 are arranged on a common axis, the structure is comparatively relatively small. In addition to being simplified and having a small external shape, there are the following advantages.

In other words, the selective operation of a total of six engagement devices including the three clutches K1, K2, K3 and the three brakes B1, B2, B3 provides five forward gears and a wide gear ratio range. Thus, both high-speed running and starting and climbing performance can be achieved. Also, when switching gears,
The so-called input switching is not required, and the shift can be performed only by controlling the actuator for switching the operation state of the two engagement devices, so that the shift control is extremely easy.

Further, according to the transmission 10 of the present embodiment, the gear ratios of the first to fourth gear stages are desired as the gear ratios of the respective gear stages of the vehicle step-variable transmission based on the characteristics of the engine. There is an advantage that the value can be set to a value close to the geometric series, for example, a value of about 90 to 95% of the geometric series.

Further, according to the transmission 10 of the present embodiment, the first planetary gear set 16, the second planetary gear set 18, and the third planetary gear set 20 are provided.
Since the gear ratio can be set to a suitable value, there is an advantage that the overall shape can be reduced.

According to the transmission 10 of the present embodiment, the first clutch K
1, second clutch K2, third clutch K3, first brake B
1, a total of six engagement devices of the second brake B2 and the third brake B3 can be arranged concentrated on the end on the engine side,
Since the end on the output shaft 22 side has a small diameter and the distance between the actuator that operates the engagement device and the control valve is short, there is an advantage that the hydraulic piping is short and the pressure loss of the hydraulic pressure is small.

Further, according to the transmission 10 of the present embodiment, there is no so-called power circulation in the power transmission state in each gear, so that there is an advantage that a relatively high transmission efficiency can be obtained.

Further, according to the transmission 10 of the present embodiment, the output shaft 22 is located at one end of the transmission on the non-engine side,
Since the structure is such that the propeller shaft can be directly connected, the propeller shaft is suitably used in FR vehicles. However, by replacing the output shaft 22 with an output gear, it can also be used in FF vehicles.

Further, according to the transmission 10 of the present embodiment, the second sun gear 18
s and the third sun gear 20s are integrally connected to each other, so that the second sun gear 18s and the third sun gear 20s
Can be constituted by a long pinion with a long tooth width formed on a common member.In such a case, the number of man-hours for manufacturing parts, the number of parts, and the number of assembling steps are reduced, and the dimension in the axial direction is reduced. There is the advantage of being smaller.

Further, according to the transmission 10 of the present embodiment, the second sun gear 18
Since there is no need for a shaft passing through the shaft center of the second sun gear 20s and the third sun gear 20s, there is an advantage that the outer diameter is further reduced.

Next, another embodiment of the present invention will be described. In the following description, the same parts as those in the above-described embodiment are denoted by the same reference numerals, and description thereof will be omitted.

In the vehicle planetary gear type transmission 30 shown in FIG.
An output gear 23 is provided in place of the output shaft 22, and the input shaft 14 passes through the axes of the first sun gear 16 s, the second sun gear 18 s, and the third sun gear 20 s.
6 and a torque converter 24 are arranged on the output gear 23 side. The transmission 30 is disposed in the transaxle of a laterally mounted FF vehicle.In this case, the transmission 30 is disposed in the transaxle in order to equally distribute the driving force output from the transmission 30 to the left and right driving wheels. The differential gear device 28 to be disposed is located on the center side of the vehicle in relation to the space in the engine room,
That is, the transmission 30 is arranged on the output gear 23 side.
For this reason, in the present embodiment, since the differential gear device 28 and the output gear device 23 can be located in the vicinity, in order to transmit power from the output gear 23 to the differential gear device 28, it is parallel to the axis of the transmission 30. There is an advantage that the counter shaft provided in the above is unnecessary. In addition, in FIG. 3, a first clutch K1, a second clutch K2, and a third clutch K3 are disposed between the output gear 23 and the torque converter 24, or a counter shaft that meshes with the output gear 23. Power may be transmitted to the differential gear device 28 via the

Next, in the transmissions 10 and 30, each engagement device can be configured by a combination of a multi-plate clutch, a band brake, a one-way clutch, and the like.
Examples are given below.

For example, the first engagement device may be composed of a multi-plate clutch 44 and a one-way clutch 46 connected in series as shown in FIG. 4, or the first clutch K1 may be constructed as described above. Can be used instead. The one-way clutch 46 is configured to be engaged when transmitting torque in the direction from the input shaft 14 to the output shaft 22 and released when transmitting torque in the opposite direction. According to the present embodiment, in the first gear, second gear, third gear, and fourth gear of the vehicle, the one-way clutch 46 operates in the reverse direction when the vehicle coasts. Since the power transmission is cut off, there is no engine braking effect during downhill running, coasting running, and the like, so that fuel efficiency and quietness of the vehicle are improved. Further, when the gear is switched between the first gear, the second gear, the third gear, or the fourth gear and the fifth gear, the one-way clutch 46 is engaged. Is automatically released, so that fine adjustment of the shift timing is not required, and the shift control is simplified.

As shown in FIG. 5, the first engagement device includes a multi-plate clutch 44 and a one-way clutch 46 connected in series, and a multi-plate clutch 48 for engine braking provided in parallel with the multi-plate clutch 44 and the one-way clutch 46. The first clutch K1 may be used instead of the first clutch K1. By doing so, in addition to obtaining the same operation and effect as the above-described embodiment, by selectively operating the multiple disc clutch 48, an engine brake is required when traveling downhill or coasting. Can act accordingly.

Further, the second engagement device may be configured as shown in FIG. 4 or FIG. 5, and may be used in place of the second clutch K2 even if configured as described above. This has the advantage that fuel economy and quietness can be improved when the vehicle is traveling in the fourth gear and the fifth gear for the same reasons as in the above embodiment.

The third engagement device is configured as shown in FIG. 4 or FIG. 5, and the multi-plate clutch 44 and the one-way clutch 46 connected in series as shown in FIG. A one-way clutch 50 or a one-way clutch 50 provided in parallel, or a multi-plate clutch 44 and a one-way clutch 50 connected in parallel as shown in FIG. 7 may be used. Even with this configuration, the third clutch K3
May be provided instead. The one-way clutch 50 and the one-way clutch 46 are configured so that the directions of the engagement action are opposite. According to the present embodiment, there is an advantage that the fuel consumption and the quietness can be improved by the releasing operation of the one-way clutch 46 during the backward traveling of the vehicle as in the above-described embodiment. The third clutch K3 is engaged at the same time as the first clutch K1 and / or the second clutch K2, so that the connection state of each element with the fourth gear is different from that of the fourth gear. Can be established respectively. In the fourth gear by simultaneous engagement with the first clutch K1, there is an advantage that the fuel consumption and quietness can be improved by the releasing action of the one-way clutch 46 as described above. Further, in the fourth gear by simultaneous engagement with the second clutch K2, the automatic release operation of the one-way clutch 50 improves fuel economy and quietness, and also improves the fourth gear and the fifth gear. Shift control between the gears is facilitated.

The fourth engagement device is configured as shown in FIG. 4 or FIG. 5, and is connected in series with the multi-plate clutch 44 and the one-way clutch 46 connected in series as shown in FIG. Clutch 48 and one-way clutch connected to
10, a multi-disc clutch 44 and a one-way clutch 50 connected in series as shown in FIG. 9 and a multi-disc clutch 48 provided in parallel with them, FIG. A band brake 52 in which one band 52a is wound around a drum 56 fixed to a member to be controlled to rotate as shown in FIG. 11, or a pair of bands 54a and 54b are opposite to each other around the drum 56 as shown in FIG. A band brake 54 wound in the direction may be used. Even with such a configuration, it can be used in place of the first brake B1. In the following embodiment, the one-way clutch 46, the band 52a of the band brake 52, and one band 54a of the band brake 54
When a positive torque for transmitting power from the input shaft 14 to the output shaft 22 is transmitted, a reaction force applied to a member to be rotation-controlled (in the present embodiment, the second carrier 18c and the third ring gear 20r) is applied to rotate the member. However, the engagement direction or the winding direction is set so that the engagement torque allows rotation in the opposite direction. In this embodiment, the output shaft 22
In the state where power is transmitted from the motor to the input shaft 14, the one-way clutch 46 allows the rotation of the member to be rotation-controlled in the reverse direction, cancels the engine braking effect, and cancels the first speed gear. The fuel economy and quietness during the second gear are improved, and the shift control between the first gear and the other forward gears is facilitated. Also, the first
When the brake B1 is operated together with the third clutch K3 and the second reverse gear is selected, the one-way clutch
Fuel economy and quietness are improved by the release action of 50.

The fifth engagement device is shown in FIGS. 5, 8, 9,
The structure shown in FIGS. 10 and 11 may be used, and such a structure may be used instead of the second brake B2.
In this embodiment as well, the fuel consumption and quietness during traveling in the second gear are improved by releasing the one-way clutch 46 in the same manner as in the previous embodiment, and the second gear and the third gear are used. Shift control between the forward gear and the forward gear is facilitated. The second brake B2 is connected to the third clutch K3.
When the reverse gear is selected by operating together with the one-way clutch 50, the fuel consumption and quietness are improved by the releasing action of the one-way clutch 50 as in the above-described embodiment.

In addition, the sixth engagement device is shown in FIG. 5, FIG. 8, FIG.
The structure shown in FIGS. 10 and 11 may be used, and such a structure may be used instead of the third brake B3.
Also in this embodiment, the fuel consumption and quietness during traveling in the third gear are improved by the disengaging action of the one-way clutch 46, as in the previous embodiment, and the third gear and the fourth gear are used. Shift control between the gears is facilitated. When the third brake B3 is operated together with the second clutch K2 to select the fifth speed, the release of the one-way clutch 50 reduces fuel consumption and quietness during traveling at the fifth speed. Can be improved.

FIG. 12 illustrates the transmission 10 in which the first engagement device, the fourth engagement device, the fifth engagement device, and the sixth engagement device are changed to other types.

Further, in the above-described embodiment, the torque converter 24
However, a torque converter with a lock-up clutch, a fluid coupling, a magnetic powder type electromagnetic clutch, a multi-plate or single-plate friction clutch, etc. may be used instead.

In the above-described embodiment, the fourth gear is the first gear.
Although the clutch K1 and the second clutch K2 are established by simultaneous connection, the first clutch K1 and the second clutch K
2. It may be established by simultaneously connecting at least two of the third clutches K3.

The above is merely an example of the present invention, and the present invention can be variously modified without departing from the spirit thereof.

[Brief description of the drawings]

FIG. 1 is a skeleton view showing a main configuration of a power transmission device including a vehicle planetary gear type transmission according to one embodiment of the present invention. FIG. 2 is a table showing the relationship between the shift speeds of the embodiment of FIG. 1 and the engagement devices necessary for establishing the shift speeds. FIG. 3 is a skeleton view showing another embodiment of the present invention together with a differential gear device. 4 to 11 are views showing other examples of the engagement device in the embodiment of FIG. 1, respectively. FIG. 12 is a skeleton diagram illustrating a case where another type of engagement device is used in the embodiment of FIG. 10, 30: planetary gear transmission for vehicle 12: transmission case (position fixing member) 14: input shaft (input member) 16: first planetary gear unit 18: second planetary gear unit 20: third planetary gear unit 22 : Output gear (output member) 16s: first sun gear 16p: first planetary gear 16c: first carrier 16r: first ring gear 18s: second sun gear 18p: second planetary gear 18c: second carrier 18r: second ring gear 20s : Third sun gear 20p: Third planetary gear 20c: Third carrier 20r: Third ring gear K1: First clutch (first engagement device) K2: Second clutch (second engagement device) K3: Third clutch ( B1: First brake (fourth engagement device) B2: Second brake (fifth engagement device) B3: Third brake (sixth engagement device)

Claims (1)

(57) [Claims] 1. A single pinion type first planetary gear device having a first carrier rotatably supporting a first sun gear and a first planetary gear, and a first ring gear, and rotating a second sun gear and a second planetary gear. A single pinion type second planetary gear device having a second carrier and a second ring gear that are rotatably supported, and a single carrier having a third sun gear and a third carrier and a third ring gear that rotatably support the third planetary gear. A planetary gear type transmission for a vehicle in which a pinion-type third planetary gear device is sequentially provided on the same axis, and the rotation of the input member is stepwise shifted to be transmitted to the output member; The second sun gear and the third sun gear are connected to each other, the first carrier and the second ring gear are connected to each other, and the second carrier and the third ring gear are connected to each other. A first engagement device that connects the carrier and the output member to each other, and selectively connects the first ring gear, the second sun gear, and the third sun gear to the input member;
A second engagement device for selectively connecting the first carrier and the second ring gear to the input member; a third engagement device for selectively connecting the first sun gear to the input member; and the second carrier. A fourth engagement device for selectively connecting the first carrier and the third ring gear to the position fixing member, a fifth engagement device for selectively connecting the first carrier and the second ring gear to the position fixing member, A planetary gear type transmission for a vehicle, comprising: a sixth engagement device for selectively connecting a sun gear to the position fixing member.