JPH08105498A - Gear transmission - Google Patents

Abstract

(57) [Abstract] [Purpose] To provide a small and lightweight gear transmission in which the step widths of the gear ratios are made uniform throughout. [Structure] A double pinion type third planetary gear mechanism G3 is arranged on the same axis line with respect to a main transmission portion composed of a pair of CR-CR coupled single pinion type planetary gear mechanisms G1 and G2, and a third planetary gear thereof is arranged. A brake B3 for selectively fixing the carrier C3 of the gear mechanism G3 is provided so that 5 forward speeds or 6 forward speeds can be set. By using the double pinion type planetary gear mechanism, the step width of the gear ratio is equalized, which is advantageous in reducing gear shift shock.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gear transmission for a vehicle, and more particularly to an automatic transmission having a main transmission portion composed of a pair of single pinion type planetary gear mechanisms in which a carrier and a ring gear are interconnected. The present invention relates to a gear transmission.

[0002]

It is well known that a plurality of sets of planetary gear mechanisms are used in a gear transmission of an automatic transmission for a vehicle. By using this planetary gear mechanism, specifically, by changing the number and the connection relationship of each rotating element,
The number of gears that can be set, the gear ratio, and the like can be changed in various ways, and the outer diameter and the length of the gear transmission as a whole change depending on how they are arranged.

Basically, it is desirable that the automatic transmission or the gear transmission used for the automatic transmission is small and lightweight. Therefore, for example, when two sets of single pinion type planetary gear mechanisms are used, their carrier and ring gears are used. A so-called "CR-CR" coupling structure for connecting and mutually connecting and has been widely used in the past. This is because each planetary gear mechanism can be arranged close to each other, and it is possible to set four forward gear stages having a gear ratio suitable for practical use. On the other hand, in order to improve the power performance of the vehicle as a whole, it may be required to increase the number of shift stages that can be set in the automatic transmission, and therefore, it is described in, for example, JP-A-3-56746. In the invention, a single pinion type third planetary gear mechanism is further added to the two sets of "CR-CR" coupled single pinion type planetary gear mechanisms, and 6 forward and 2 reverse stages are set as a whole. It is configured to be possible.

[0004]

By the way, the gear ratio set in the gear transmission using a plurality of sets of planetary gear mechanisms is the gear ratio of the planetary gear mechanism involved in the gear shifting (the number of teeth of the sun gear and the number of teeth of the ring gear). It is desirable that each gear ratio be close to a geometric series in order to improve the power performance of the vehicle as a whole and to facilitate gear shift control. . On the other hand, the gear ratio in the planetary gear mechanism is limited by the manufacturable inner / outer diameter difference and the allowable outer diameter.

However, in the above-described conventional gear transmission, if the gear ratios of the six forward gears are set so as to have a relationship close to a geometric series that can be practically used,
One of the gear ratios of each planetary gear mechanism, which is determined based on that, usually has a small value that is not used. In order to reduce the gear ratio of the planetary gear mechanism, it is necessary to reduce the diameter of the sun gear or increase the diameter of the ring gear.The inner diameter of the sun gear is the inner circumference of the rotary shaft such as the input shaft or intermediate shaft. Due to the arrangement of the gears, it cannot be made smaller than a certain degree, and therefore, in order to reduce the gear ratio, the outer diameter of the ring gear must be increased. ,
In order to obtain a suitable gear ratio, one of the planetary gear mechanisms has a large diameter, and there is a disadvantage that the gear transmission as a whole becomes large.

In order to avoid such inconvenience, if a planetary gear mechanism having a small outer diameter and therefore a gear ratio that is generally used is used, the gear ratio at any gear is assumed. It deviates greatly from the value, in other words, the step width of the gear ratio (ratio between gear ratios)
However, it greatly differs from other step widths at any one of the shift stages, resulting in an increase in shift shock,
Alternatively, the shift control may be difficult.

The present invention has been made in view of the above circumstances, and it is small and lightweight by taking advantage of the "CR-CR" coupling, and further, it is possible to reduce the shift shock or improve the power performance. An object of the present invention is to provide a gear transmission.

[0008]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides a main transmission section comprising a pair of "CR-CR" coupled single-pinion type planetary gear mechanisms.
The double pinion type planetary gear mechanism is arranged on the same axis line as the third planetary gear mechanism, and is configured such that six forward stages can be set as a whole. That is, the present invention is a gear transmission having a main transmission unit in which a pair of planetary gear mechanisms, in which a carrier and a ring gear are connected to each other, are arranged on the same axis, and which includes a third sun gear and the third sun gear. A double pinion having a third ring gear concentrically arranged with respect to the third ring gear, and a third carrier rotatably holding at least a pair of pinions arranged between the third sun gear and the third ring gear and meshing with each other. A third planetary gear mechanism is arranged on the same axis as the main transmission unit, one carrier of the planetary gear mechanism in the main transmission unit is connected to the third ring gear, and the carrier and the third ring gear are connected to each other. The sun gear of one planetary gear mechanism of the main transmission unit is connected to the output element, and the sun gear of the planetary gear mechanism is connected to the third sun gear. It is to, characterized in that the brake for selectively fixing the rear is provided.

[0009]

In the gear transmission according to the present invention, the four forward gears can be set only by the main transmission portion, and the third carrier is fixed to the sun gear to input the sun gear to the third planetary gear. The gear ratio can be set only by the mechanism, and the gear ratio is determined by the gear ratio of the double pinion type third planetary gear mechanism, but a smaller gear ratio can be selected compared to the single pinion type planetary gear mechanism. The second speed is set so that the width is not particularly different from other step widths. Then, if the fixed element in the state where the highest speed is set in the main transmission section is rotated in the reverse direction by fixing the carrier of the third planetary gear mechanism, the output element will rotate forward at a higher speed, resulting in As a whole, 6 forward stages can be set. Further, the step widths of the gear ratios of the forward gears become values that are approximate.

[0010]

EXAMPLES Next, the present invention will be described more specifically based on examples. In FIG. 1, the first planetary gear mechanism G1 and the second planetary gear mechanism G1 are single pinion type planetary gear mechanisms, respectively.
The planetary gear mechanism G2 and the planetary gear mechanism G2 are arranged adjacent to each other on the same axis, and the third planetary gear mechanism G3 of the double pinion type is further provided.
Are arranged on the same axis with respect to the first and second planetary gear mechanisms G1 and G2. The arrangement order of these planetary gear mechanisms G1, G2, G3 is from the torque converter TC side with the lockup clutch to the third planetary gear mechanism G3, the first planetary gear mechanism G1, and the second planetary gear mechanism G2.

The first planetary gear mechanism G1 includes a sun gear S1, a ring gear R1 concentrically arranged with respect to the sun gear S1, and a carrier C which rotatably holds the sun gear S1 and a pinion P1 meshing with the ring gear R1.
1 and 1 are the main rotating elements. Similarly, the second planetary gear mechanism G2 includes a sun gear S2, a ring gear R2 concentrically arranged with respect to the sun gear S2, and a carrier C2 rotatably holding the sun gear S2 and a pinion P2 meshing with the ring gear R2. And are the main rotating elements. The carrier C1 of the first planetary gear mechanism G1 and the ring gear R2 of the second planetary gear mechanism G2 are connected, and the ring gear R1 of the first planetary gear mechanism G1 and the carrier C2 of the second planetary gear mechanism G2 are connected. The first and second planetary gear mechanisms G1 and G2 form a main transmission section.

The third planetary gear mechanism G3 mainly includes a sun gear S3, a ring gear R3, and a carrier C3 rotatably holding at least a pair of pinions P3 arranged therebetween. The ring gear R3 is connected to the carrier C1 of the first planetary gear mechanism G1, and the ring gear R3 and the carrier C1 are also connected.
And are connected to an output gear (counter gear) GO which is an output element, and a sun gear S3 is further connected to a sun gear S1 of the first planetary gear mechanism G1.

Explaining the clutch means and the braking means, the input shaft 1 to which power is transmitted from the turbine runner of the torque converter TC is arranged along the central axis of each planetary gear mechanism G1, G2, G3. The first clutch K1 which is a multi-plate clutch is arranged between the input shaft 1 and the sun gear S3 of the third planetary gear mechanism G3, and the input shaft 1 and the carrier C2 of the second planetary gear mechanism G2 are A second clutch K2, which is a multi-plate clutch, is arranged between the two. Further, the input shaft 1 and the first
A third clutch K3, which is a multi-plate clutch, is arranged between the planetary gear mechanism G1 and the sun gear S1.

As the braking means, the second planetary gear mechanism G is used.
The first brake B1 for selectively fixing the sun gear S2 in the second gear, the second brake B2 for selectively fixing the ring gear R1 of the first planetary gear mechanism G1 and the carrier C2 of the second planetary gear mechanism G2, and the third planetary gear. A third brake B3 for selectively fixing the carrier C3 of the gear mechanism G3 is provided.

In the above-described gear transmission, by engaging the above-mentioned clutch and brake as shown in FIG. 2, it is possible to set a shift speed of 6 forward gears and 1 reverse gear. Note that, in FIG. 2, a circle indicates an engaged state and a blank indicates a released state. Further, in FIG. 2, the specific value of the gear ratio is obtained by setting the gear ratio ρ1 of the first planetary gear mechanism G1 to "0.4.
8 ", the gear ratio ρ2 of the second planetary gear mechanism G2 is set to" 0.3 ".
7 ", and the gear ratio ρ3 of the third planetary gear mechanism G3 is set to" 0.4.
7 ". The collinear diagram of the gear transmission having the configuration shown in Fig. 1 is shown in Fig. 3. Each gear stage will be briefly described below.

The first forward speed is set by engaging the first clutch K1 and the second brake B2. That is, it is set by inputting it to the first sun gear S1 and fixing its ring gear R1. Therefore, in the first planetary gear mechanism 1, since the sun gear S3 is rotated together with the input shaft 1 with the ring gear R1 fixed, the carrier C1 and the output gear GO integral therewith are greatly reduced with respect to the input shaft 1. As a result, normal rotation (rotation in the same direction as the input shaft 1) is performed, and the first speed having the largest gear ratio in the forward speed is achieved. Therefore, this first speed is set only by the first planetary gear mechanism G1 of the main transmission section.

The second speed is the second speed from the state of the first speed.
It is set by engaging the third brake B3 instead of the brake B2. That is, while inputting to the sun gear S3 of the third planetary gear mechanism G3,
The carrier C3 of is fixed. Therefore, in the third planetary gear mechanism G3, with the carrier C3 fixed, the sun gear S
Since 3 rotates together with the input shaft 1, the ring gear R3 and the output gear G0 integral therewith become the third planetary gear mechanism G3.
The speed is reduced in accordance with the gear ratio .rho.3 of the first gear and the positive rotation is performed, resulting in the second speed having a gear ratio slightly smaller than the first speed. That is, this second
The speed is set only by the third planetary gear mechanism G3.

The third speed is set by engaging the first brake B1 instead of the third brake B3 in the second speed state. That is, the sun gear S of the first planetary gear mechanism G1
Input to 1 and fix the sun gear S2 of the second planetary gear mechanism G2. Therefore, in the first planetary gear mechanism G1, since the load from the output gear GO is applied to the carrier C1, the ring gear R1 tries to rotate in the reverse direction (rotation in the direction opposite to the input shaft 1), and accordingly the second planetary gear mechanism. In the mechanism G2, the carrier C2 tries to rotate in the reverse direction while the load from the output gear GO is applied to the ring gear R2, so that the sun gear S2 tries to rotate in the reverse direction. However, since the sun gear S2 is fixed by the first brake B1, the carrier C2 eventually rotates forward, and the ring gear R
2 and the output gear GO integrated with it rotate forward at a higher speed than in the first speed. That is, the third speed is set. Therefore, the third speed is set only by the main transmission unit.

In the fourth speed, the first clutch K1 and the second clutch K2 are engaged. As a result, in the first planetary gear mechanism G1, the sun gear S1 and the ring gear R1 are connected to the input shaft 1
Since it rotates together with it, the entire body rotates together, and the output gear GO rotates at the same speed as the input shaft 1. That is, it is the fourth speed, which is the direct connection stage. In this case also, the fourth speed is set only by the main transmission unit.

The fifth speed is set by engaging the second clutch K2 and the first brake B1. That is, while inputting to the carrier C2 of the second planetary gear mechanism G2, its sun gear S2 is fixed. As a result, the carrier C2 and the output gear G0 connected to the carrier C2 rotate forward at a higher speed than the carrier C2 and the input shaft 1, and reach the fifth speed, which is the overdrive stage. Therefore, the fifth speed is also set only by the main transmission section.

The sixth speed is set by engaging the third brake B3 instead of the first brake B1 from the state of the fifth speed. That is, in the fifth speed state, in the third planetary gear mechanism G3, the ring gear R3 rotates forward at high speed together with the output gear GO, and accordingly, the sun gear S3 rotates forward at higher speed. It is rotating forward at a speed lower than 1. Therefore, if the carrier C3 is fixed by the third brake B3 from this state, the ring gear R
3 and sun gear S3 are further accelerated, resulting in a second
The sixth speed, which is the overdrive stage of, is set.

To explain the reverse gear further, the reverse gear is set by engaging the third clutch K3 and the second brake B2. That is, the second planetary gear mechanism G
The sun gear S2 in 2 is connected to the input shaft 1, while its carrier C2 is fixed. As a result, ring gear R2
And the output gear G0 integrated with this is rotated with respect to the input shaft 1 to rotate, and the reverse gear is established.

Also in the above-described gear transmission shown in FIG. 1, a one-way clutch can be appropriately added in order to facilitate the shift control, one example of which is shown in FIG. That is, the fourth clutch K4 is arranged in series with the first brake B1, and the first clutch B1 and the carrier C2 of the second planetary gear mechanism G2 are arranged between the first clutch B1 and the carrier C2.
The one-way clutch F1 is arranged in series. Further, a second one-way clutch F2 is arranged in parallel with the first brake B1. That is, the first one-way clutch F1 and the second one-way clutch F2 are arranged in series between the carrier C2 and the predetermined fixed portion in the second planetary gear mechanism G2.

An engagement operation table for the gear transmission shown in FIG. 4 is shown in FIG. In addition, in FIG.
It is to be engaged during engine braking. As described above, the first speed is the ring gear R of the first planetary gear mechanism G1.
1 and the carrier C2 of the second planetary gear mechanism G2 integral therewith are fixed and set, but in the configuration shown in FIG. 4, the first one-way clutch F1 and the second one-way clutch F2 are set.
Engage with each other to fix the ring gear R1 and the carrier C2. Therefore, the second brake B2, which is a multi-disc brake with no torque transmission direction during engine braking, is used.
Will be engaged. In the third speed, the second
Since the sun gear S2 of the planetary gear train G2 is fixed and set, the second one-way clutch F2 is engaged and the sun gear S2 is fixed as the fourth clutch K4 is engaged. In this case, if the direction of the torque acting on the second one-way clutch F2 is reversed, this one-way clutch F2 will be released, so during engine braking, the first brake in parallel with the second one-way clutch F2 will be released. B1
Is engaged. Furthermore, in the 4th speed, the 1st clutch K1 and the 2nd
It suffices to engage the clutch K2 and integrally rotate the entire first planetary gear mechanism G1.
With the engagement of the clutch K4, the entire second planetary gear mechanism G2 integrally rotates, and torque is transmitted from the ring gear R2 to the output gear GO. Therefore, the torque applied to the first planetary gear mechanism G1 can be reduced. The other gears can be set in the same manner as the gear transmission shown in FIG.

A more specific example of the gear transmission shown in FIG. 4 is shown in FIG. In FIG. 6, the casing 2
An annular center support portion 3 is provided at a substantially middle portion in the axial direction of the above so as to project into the center portion so as to divide the inside into two parts. This center support section 3
On the other hand, the main transmission portion is arranged on the left side (the side opposite to the torque converter) in FIG. 6, and the output gear GO and the third planetary gear mechanism G3 are arranged on the right side (torque converter side) of the center support portion 3. ing. That is, the first planetary gear mechanism G1 is arranged adjacent to the left side of the center support portion 3, and further adjacent to this, the second planetary gear mechanism G2.
Is arranged. The cylindrical portion of the ring gear R1 in the first planetary gear mechanism G1 extends to the outer peripheral side of the second planetary gear mechanism G2, and the tip portion thereof is the second planetary gear mechanism G2.
Is connected to the carrier C2 for integral rotation. Further, the ring gear R2 of the second planetary gear mechanism G2 is on the inner peripheral side of the cylindrical portion of the ring gear R1 of the first planetary gear mechanism G1, and its end portion is connected so as to rotate integrally with the carrier C1 of the first planetary gear mechanism G1. Has been done.

A sun gear shaft 4 and a first connecting shaft 5 are rotatably arranged on the outer peripheral side of an input shaft (intermediate shaft) 1 arranged along the central axis.
The first connecting shaft 5 is arranged on the left side (shaft end side) in FIG. 6 with respect to the sun gear shaft 4, and the carrier C2 of the second planetary gear mechanism G2 is spline-fitted to one end of the first connecting shaft 5. The other end of the first connecting shaft 5 is connected to the second clutch K2. A second connecting shaft 6 is rotatably arranged on the outer peripheral side of the first connecting shaft 5.
A sun gear S2 of the second planetary gear mechanism G2 is formed at one end of the second connecting shaft 6, and the other end of the second connecting shaft 6 has a third clutch K3 and a fourth clutch K3.
It is connected to the clutch K4.

The sun gear S3 of the third planetary gear mechanism G3 is formed at one end of the sun gear shaft 4, and the sun gear S1 of the first planetary gear mechanism G1 is splined at the other end of the sun gear shaft 4. It is fitted. A cylindrical shaft portion of the carrier C1 in the first planetary gear mechanism G1 is rotatably fitted on the outer peripheral side of the sun gear shaft 4, and the cylindrical shaft portion of the output gear GO is arranged on the outer peripheral side of the cylindrical shaft portion of the carrier C1. The parts are spline-fitted. The cylindrical shaft portion of the output gear GO and the cylindrical shaft portion of the carrier C1 are rotatably supported by a pair of tapered roller bearings 7 arranged on the inner peripheral portion of the center support portion 3.

A plurality of friction plates are spline-fitted to the outer peripheral surface of the ring gear R1 in the first planetary gear mechanism G1. Other friction plates arranged alternately with these friction plates are the inner peripheral surface of the casing 2. Is splined to
The second brake B2 is formed here. The piston 8 for pressing the friction plate of the second brake B2 is housed in the cylinder portion formed on the side surface of the center support portion 3 so as to be movable back and forth. A cylindrical brake hub 9 is integrally connected to the carrier C3 of the third planetary gear mechanism G3.
A plurality of friction plates are spline-fitted to the outer peripheral surface of the casing, and other friction plates alternately arranged with respect to these friction plates are spline-fitted to the inner peripheral surface of the casing 2. The brake B3 is formed. And the piston 10 for pressing the friction plate in the third brake B3
Is accommodated in a cylinder portion formed on the side surface of the center support portion 3 so as to be movable back and forth.

Further, the end portion of the sun gear shaft 4 on the torque converter side extends outward in the radial direction and extends toward the clutch hub 1.
1 and a clutch drum 12 arranged concentrically with the clutch hub 11 is spline-fitted to the input shaft 1. Then, one of the plurality of friction plates alternately arranged in the axial direction is spline-fitted to the outer peripheral surface of the clutch hub 11, and the other is engaged with the clutch drum 12.
Is spline-fitted to the inner peripheral surface of which the first clutch K1 is formed. The piston 13 for pressing the friction plate of the first clutch K1 is
It is housed in a cylinder portion formed by 2 so as to be movable back and forth.

FIG. 7 shows a modification of the gear transmission shown in FIG. 1 in which the arrangement of the planetary gear mechanisms G1, G2, G3 is changed and the one-way clutch is actuated during the gear shift between adjacent gears. 1 shows a configured gear transmission. That is, the second planetary gear mechanism G2, the first planetary gear mechanism G1, and the third planetary gear mechanism G3 are arranged in this order from the torque converter TC side, and the carrier C2 of the second planetary gear mechanism G2 is selectively fixed. A one-way clutch F3 is arranged in parallel with the second brake B2, and between the carrier C2 and the ring gear R1 of the first planetary gear mechanism G1 is a fifth clutch K5 which is a multi-plate clutch and a one-way clutch. F4 is arranged in series. Further, a sixth clutch K6, which is a multi-plate clutch, is arranged in parallel with the fifth clutch K5 and the one-way clutch F4. On the other hand, the carrier C3 of the third planetary gear mechanism G3
A fourth brake B4 and a one-way clutch F5, which are multiple disc brakes arranged in series with each other, are arranged in parallel with respect to a third brake B3 for selectively fixing the. The sun gear S1 of the first planetary gear mechanism G1 and the sun gear S3 of the third planetary gear mechanism G3 are directly connected to the input shaft 1. Since other configurations are the same as the configurations shown in FIG. 1, the same reference numerals as those in FIG.

In the gear transmission shown in FIG. 7, 5 forward gears
One reverse speed can be set, and the alignment chart is shown in FIG. 8 and the engagement operation table is shown in FIG. In the engagement operation table of FIG. 9, the mark Δ indicates that engagement does not contribute to torque transmission.

As is known from these figures,
As for the speed, as the fifth clutch K5 is engaged, the one-way clutch F4 in series with the fifth clutch K5 is engaged, and the first planetary gear mechanism G1 and the second planetary gear mechanism G2 are "CR-CR" coupled. In this state, the third one-way clutch F3 is engaged to fix the ring gear R1 of the first planetary gear mechanism G1 and the carrier C2 of the second planetary gear mechanism G2. That is, in the first planetary gear mechanism G1, the sun gear S1 is rotated as an input element while the ring gear R1 is fixed, so that the first speed is set similarly to the gear transmission shown in FIG. 1 described above.

As the fourth brake B4 is engaged from the first speed state, the fifth one-way clutch F5 arranged in series with the fourth brake B4 engages to fix the carrier C3 in the third planetary gear mechanism G3. As a result, the ring gear R1 of the first planetary gear mechanism G1 and the carrier C2 of the second planetary gear mechanism G2 rotate in the positive direction, and the third one-way clutch F3, which has fixed them, is released. Even in this state, the fourth one-way clutch F4 is engaged and the "CR-C" between the first planetary gear mechanism G1 and the second planetary gear mechanism G2.
The R "connection is established. Therefore, in the third planetary gear mechanism G3, the sun gear S3 rotates as an input element with the carrier C3 fixed, so that the gear transmission is the same as the gear transmission shown in FIG. A second forward speed is achieved, i.e. an upshift from the first speed to the second speed is achieved by engaging the fourth brake B4.

In the third speed, the first brake B is changed from the second speed state.
This is achieved by engaging 1 to fix the sun gear S2 in the second planetary gear mechanism G2. Also in this case
"CR-" between the planetary gear mechanism G1 and the second planetary gear mechanism G2
Since the CR "connection is established and the carrier C3 in the third planetary gear train G3 starts to rotate forward by engaging the first brake B1, the one-way clutch F5, which has fixed it, is released, As a result, the state in which the sun gear S1 of the first planetary gear mechanism G1 is used as an input element and the sun gear S2 of the second planetary gear mechanism G2 is fixed is established, and the forward gear shift is performed as in the gear transmission shown in FIG. 1 described above. Three
The speed is set.

The fourth speed is a so-called direct connection stage, and the first brake B1 is released from the state of the third speed and the second speed is applied.
It is set by engaging the clutch K2. Also in this case, the "CR-CR" connection between the first planetary gear mechanism G1 and the second planetary gear mechanism G2 is established, and therefore the sun gear S of the first planetary gear mechanism G1 is established.
1 and the ring gear R1 are connected to the input shaft 1. As a result, the planetary gear mechanisms G1, G2, G3 rotate together with the input shaft 1 to form a direct connection stage.

The fifth forward speed is the first speed in the fourth speed state.
It is set by engaging the brake B1. Therefore, in the second planetary gear mechanism G2, the sun gear S2
The carrier C2 serves as an input element and rotates together with the input shaft 1 in a state in which is fixed. Therefore, the ring gear R2 thereof is accelerated with respect to the input shaft 1 and rotates in the normal direction. Since this ring gear R2 is connected to the carrier C1 of the first planetary gear mechanism G1, the sun gear S1 of the first planetary gear mechanism G1 rotates together with the input shaft 1 and the carrier C1 accelerates faster than the input shaft 1. As a result, the ring gear R1 rotates forward at a higher speed than the carrier C2, and as a result, the fourth one-way clutch F4 is released to release the connection between the ring gear R1 and the carrier C2. Therefore, the output gear G connected to the carrier C1 of the first planetary gear mechanism G1 and the ring gear R2 of the second planetary gear mechanism G2.
0 is speeded up more than the input shaft 1 to rotate forward, and the fifth speed, which is the overdrive stage, is set.

The reverse speed is set by engaging the third clutch K3 and the second brake B2. Therefore, in the second planetary gear mechanism G2, the sun gear S2 is rotated together with the input shaft 1 while the carrier C2 is fixed, so that the ring gear R2 and the output gear G0 connected thereto are opposite to the input shaft 1. It rotates in the direction and the reverse gear is set. In that case, in the first planetary gear mechanism G1, the ring gear R1 rotates in the reverse direction at a higher speed than the output gear G0, but the fifth clutch K5 is released and the connection with the second planetary gear mechanism G2 is released.

In the above-described gear transmission shown in FIG. 7, it is necessary to change both the engagement / disengagement state of the second clutch K2 and the first brake B1 when shifting between the third speed and the fourth speed. However, it can be configured to eliminate this, and an example thereof is shown in FIG. That is, in the example shown in FIG. 10, a fifth brake B5, which is a multi-disc brake, and a one-way clutch F6, which is arranged in series with the fifth brake B5, are arranged in parallel with respect to the first brake B1. Rear-wheel drive engine), the arrangement has been changed to suit. Therefore, the torque converter TC is arranged on an axis parallel to the central axes of the planetary gear mechanisms G1 and G2G3, and the turbine runner and the input shaft 1 are connected by a transmission mechanism TF such as a silent chain. Since other configurations are the same as those of the gear transmission shown in FIG. 7, the same reference numerals as those in FIG.

The collinear diagram for the gear transmission shown in FIG. 10 is the same as that shown in FIG. 8 and the engagement operation table thereof is shown in FIG. As is known from FIG. 11, in the gear transmission shown in FIG. 10, the fifth brake B5 and the one-way clutch F6 are arranged in parallel with the first brake B1. In the ON state, the one-way clutch F6 is engaged with the engagement of the fifth brake B5, and the sun gear S2 of the second planetary gear mechanism G2 can be fixed. If the second clutch K2 is engaged from this state, the second clutch K2
Since the sun gear S2 of the planetary gear mechanism G2 rotates forward,
The one-way clutch F6 is released. That is, when upshifting from the third speed to the fourth speed, it is sufficient to engage the second clutch K2, and as a result, the one-way clutch is operated in all the shift speeds from the first speed to the fifth speed to shift gears. Can be executed. The control of engagement / disengagement of the friction engagement device when setting another gear is the same as that of the gear transmission shown in FIG. 7 described above.

The present invention is not limited to the above-described embodiment, and a one-way clutch or a multi-plate friction engagement device can be further added, and each planetary gear mechanism is described above. They may be arranged in an order other than that of the embodiment, for example, in order from the torque converter TC side, the second planetary gear mechanism G2, the third planetary gear mechanism G3, and the first planetary gear mechanism G1.

[0041]

As described above, according to the present invention,
A double pinion type third planetary gear mechanism is added to the main transmission unit consisting of a pair of so-called "CR-CR" engaged single pinion type planetary gear mechanisms, and the ring gear is used as one of the output element and the main transmission unit. Since the sun gear is connected to one of the sun gears in the main transmission unit and the carrier of the third planetary gear mechanism is selectively fixed by a brake, the gear ratio of each planetary gear mechanism is changed. Even if the gear ratio is set within the range of commonly used gear ratios, the step width of the gear ratio at each shift stage becomes an approximate value. As a result, according to the present invention, there is little shift shock or easy shift control. In addition, it is possible to obtain a small and lightweight gear transmission.

[Brief description of drawings]

FIG. 1 is a skeleton diagram showing an embodiment of the present invention.

FIG. 2 is a chart showing an engagement operation table.

FIG. 3 is a nomographic chart thereof.

FIG. 4 is a skeleton diagram showing another embodiment in which a one-way clutch is additionally installed.

FIG. 5 is a diagram showing an engagement operation table.

FIG. 6 is a partial cross-sectional view showing more specifically the gear transmission shown in FIG.

FIG. 7 is a skeleton diagram of an example in which the connection between the ring gear of the first planetary gear mechanism and the carrier of the second planetary gear mechanism can be selectively released.

FIG. 8 is a collinear diagram of the gear transmission shown in FIG. 7.

FIG. 9 is a chart showing the engagement operation table.

FIG. 10 is a skeleton diagram showing an example in which a one-way clutch is operated in all shifts between adjacent shift speeds.

FIG. 11 is a chart showing an engagement operation table.

[Explanation of symbols]

 G1 1st planetary gear mechanism G2 2nd planetary gear mechanism G3 3rd planetary gear mechanism S1, S2, S3 Sun gears C1, C2, C3 Carriers R1, R2, R3 Ring gear GO Output gear B3 Third brake

Claims (1)

[Claims] 1. A gear transmission having a main transmission unit in which a pair of planetary gear mechanisms, in which a carrier and a ring gear are connected to each other, are arranged on the same axis line, wherein a third sun gear and the third sun gear are provided. Double pinion-type third ring gear having a third ring gear arranged concentrically with each other and a third carrier rotatably holding at least a pair of pinions arranged between the third sun gear and the third ring gear and meshing with each other. A three planetary gear mechanism is arranged on the same axis as the main transmission unit, one carrier of the planetary gear mechanism in the main transmission unit is connected to the third ring gear, and these carriers and the third ring gear are output elements. And a sun gear of one of the planetary gear mechanisms in the main transmission unit is connected to the third sun gear, and the third carrier A gear transmission characterized in that a brake for selectively fixing the gear is provided.