JPH0886334A - Planetary gear type transmission - Google Patents

Abstract

(57) [Summary] [Purpose] To achieve maximum communalization of parts between 4-speed forward and 5-speed forward planetary gear type transmissions. [Structure] Two sets of planetary gear units G11, G12, three clutches K1, K2, K3, two brakes B1, B2
A four-forward planetary gear type transmission consisting of the above is added with a planetary gear unit G13 and a brake B3 to form a five-forward planetary gear type transmission. The first to fourth speeds of the four forward gears are changed to the second to fifth speeds of the five forward gears, and the first speed that causes the planetary gear device G13 to participate in the gear shifting operation is newly added.
Even in the stepped type, low fuel consumption due to overdrive (4th speed) can be secured.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a planetary gear type transmission used in a multi-stage automatic transmission such as an automobile or a railway vehicle.

[0002]

2. Description of the Related Art An automatic transmission in which a planetary gear type transmission is combined with a torque converter has been put into practical use. The planetary gear type transmission is configured by combining a plurality of planetary gears with a plurality of clutches and brakes, and changing the combination of the on / off of the plurality of clutches and brakes to change the gear ratio (= input speed / output speed). Number) can be switched in multiple ways. The planetary gear device has 1 to 2 stages of pinion gears arranged between an outer ring gear and a central sun gear, and the plurality of pinion gears are constrained by a pinion carrier to perform planetary motion integrally. The ring gear, the pinion carrier, the sun gear, and each element of the plurality of clutches and brakes of the planetary gear device are connected to each other in an appropriate combination by a shell structure and a one-way clutch that carry out torque transmission.

A conventional planetary gear type transmission in an automatic transmission for an automobile is capable of switching the gear ratio between four stages of three forward gears and one reverse gear and five stages of four forward gears and one reverse gear, which is the lowest. The gear ratio of 1 was the mainstream, but with the addition of so-called overdrive gears with a gear ratio of 1 or less, there are 5 stages of 4 forwards, 1 reverse and 5 stages of forwards and 1 reverse. Those that can switch the gear ratio have been put into practical use. In the overdrive stage, the engine speed is suppressed, and fuel consumption at high speed is improved. Here, the five forward gear type planetary gear type transmission is usually adopted as a higher-grade vehicle type or a high-grade specification with respect to the four forward gear automatic transmission. Common parts are desired.

An invention aiming at standardization of parts between a forward four-speed type and a forward five-speed type planetary gear type transmission is disclosed in Japanese Patent Laid-Open No. 59-113346. Here, an auxiliary transmission is connected to the output shaft side of a forward four-stage planetary gear type transmission including two sets of planetary gears to form a forward five-stage type planetary gear type transmission. Therefore, most of the components of the forward four-speed planetary gear type transmission can be used as they are even in the forward five-speed type. The sub-transmission device incorporates a set of planetary gear units, a clutch and a brake.

On the other hand, the forward five-stage planetary gear type speed change device disclosed in JP-A-47-19268 and JP-A-50-64660 incorporates three sets of planetary gear devices and has a casing. By removing one or two clutches and brakes inside the body, it is possible to make a forward four-stage planetary gear type transmission. Here, 4 steps forward and 5 steps forward
The external appearance of the stepped type planetary gear type transmission is exactly the same, and the automatic transmission mounting structure on the automobile side can be made common.

[0006]

DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention
The planetary gear type transmission shown in Japanese Patent No. 13346 has a larger number of fastening elements (clutch and brake) than a dedicated forward five-stage planetary gear type transmission that does not use an auxiliary transmission. Therefore, during operation, the number of fastening elements that run idle in the non-fastened state increases, friction loss in the automatic transmission increases, and unnecessary heat is generated in the automatic transmission.
It also deteriorates the fuel efficiency of automobiles. In particular, although high-speed gears such as 4th and 5th gears with small gear ratios are commonly used, friction loss is considerably larger than that of a dedicated forward 5-speed planetary gear type transmission, and high speed roads Deterioration of fuel efficiency during high-speed driving is remarkable. Also, compared with the dedicated forward five-speed planetary gear type transmission, the arrangement of hydraulic cylinders for driving the fastening elements, the hydraulic circuit, the shaft structure, the shell structure for torque transmission, and the one-way clutch are arranged. It becomes complicated, and in cooperation with the increase in the number of these parts, the automatic transmission becomes large and the weight also increases. Such an increase in the number of parts also increases the cost of parts of the automatic transmission and the number of assembling steps, and lowers the reliability of the final automatic transmission.

The forward five-stage planetary gear type transmission disclosed in the above-mentioned Japanese Patent Laid-Open No. 50-64660 is equipped with a brake 1
It is possible to easily form a forward four-stage planetary gear type transmission by removing the individual pieces. However, since the number of sets of planetary gears is not reduced, the cost of parts is higher than that of the dedicated forward four-stage planetary gear type transmission, the friction loss of the planetary gears is large, and it is difficult to reduce the size and weight. is there. In addition, in the 4-speed type, the distribution of the speed ratio becomes one step missing in the middle of the 5 levels, so if the 4-speed type is prioritized, the speed ratio will be biased in the 5-speed type.
If the five-speed type is prioritized, the distribution of the gear ratio is unnatural in the four-speed type.

The forward five-stage planetary gear type transmission disclosed in the above-mentioned Japanese Patent Laid-Open No. 47-19268 has a brake 1
It is possible to obtain a forward four-stage planetary gear type transmission by removing the individual and one set of planetary gears. However, the gear ratio is 1
Since a shift in a shift stage that exceeds the limit, that is, a so-called underdrive shift stage includes a shift by changing the engagement of two clutches, a shock at the shift is large. Then, in order to reduce the shock, it is necessary to delay the switching operation and to tolerate the extension of the time required for shifting.

According to the present invention, both the forward four-speed type and the five-speed forward type can be configured with the minimum number of parts while maximizing the commonization of parts, and the optimum gear ratio distribution can be achieved for both. It is an object of the present invention to provide a planetary gear type transmission that can secure the above.

[0010]

A planetary gear type transmission according to a first aspect of the present invention is a single pinion type first planetary gear unit and a double pinion type second planetary gear arranged on the rotation axis of an input member and an output member. A planetary gear type transmission having a gear device, wherein a first clutch capable of engaging a sun gear of a second planetary gear device with the input member, and a pinion carrier of the second planetary gear device with respect to the input member. A second clutch that can be engaged with the input member, a third clutch that can engage the sun gear of the first planetary gear device with the input member, and a first clutch
A first brake that can stop the rotation of the sun gear of the planetary gear device, a second brake that can stop the rotation of the pinion carrier of the first planetary gear device, a ring gear of the first planetary gear device, and a ring gear of the second planetary gear device. A first connecting means for rotationally connecting between them, a second connecting means for rotationally connecting between a pinion carrier of the first planetary gear device and a pinion carrier of the second planetary gear device, a ring gear of the second planetary gear device, and And a third connecting means for rotatingly connecting the output members.

In addition to the structure of claim 1, a planetary gear type transmission of claim 2 is the single pinion type third planetary gear device arranged on the rotation axis and a pinion of the third planetary gear device. A third brake capable of stopping the rotation of the carrier; a fourth connecting means for rotationally connecting between the ring gear of the third planetary gear device and the ring gear of the second planetary gear device;
By providing the fifth connecting means for rotationally connecting the pinion carrier of the planetary gear device and the sun gear of the third planetary gear device, it is possible to perform five forward gear shifts and one reverse gear shift.

According to the planetary gear type transmission of claim 3, in addition to the structure of claim 1, a single pinion type third planetary gear device arranged on the rotation axis and a pinion of the third planetary gear device. A third brake capable of stopping the rotation of the carrier, a sixth connecting means for rotationally connecting between a sun gear of the third planetary gear device and a ring gear of the second planetary gear device, a pinion carrier of the first planetary gear device, and a third pinion carrier. By providing the seventh connecting means for rotationally connecting between the ring gears of the planetary gear device, it is possible to perform shifting of five forward gears and one reverse gear.

A planetary gear type speed change device according to a fourth aspect of the present invention is the structure according to the second or third aspect, wherein the first planetary gear device, the second planetary gear device, the first clutch, the second clutch, the third clutch, and the first brake. , And a sub-housing structure connectable to the main housing structure storing the second brake, and the third planetary gear device and the third brake are arranged in the sub-housing structure.

[0014]

The planetary gear type transmission according to claim 1 comprises two sets of a planetary gear set of a single pinion type and a double pinion type.
The forward four-stage type includes one clutch and two brakes, but can be easily changed to a forward five-stage type by adding a single pinion type third planetary gear device and a third brake. Two examples regarding the arrangement and connection of the third planetary gear device and the third brake with respect to the configuration of claim 1 are described in claims 2 to 2.
3 is shown. When the pinion carrier is stopped and the sun gear is input, the rotation direction of the ring gear of the double pinion type planetary gear device is opposite to that of the single pinion type planetary gear device, and coincides with the rotation direction of the sun gear. The planetary gear type transmission of claim 1 utilizes this property to enable forward deceleration in the first speed and the second speed. The connecting means may have a mutually fixed structure for transmitting bidirectional rotational torque, and may be a one-way clutch for transmitting rotational torque in one direction to idle the rotational drive in the opposite direction, or a one-way clutch and a clutch. The structure may be combined in parallel.

1 in the planetary gear type transmission according to claim 1
At high speed, the sun gear is input to the double pinion type second planetary gear device in which the pinion carrier is locked by the second brake, and simple deceleration is performed. From the ring gear of the second planetary gear device, decelerated rotation in the same direction as the sun gear is extracted. In the second speed, the pinion carrier of the second planetary gear device is slowly rotated in the forward direction, so that a rotation speed higher than the first speed in which the pinion carrier is stopped is taken out from the ring gear. That is, the first planetary gear device whose sun gear is locked by the first brake further decelerates the rotational output of the ring gear of the second planetary gear and inputs it back to the ring gear of the second planetary gear device.

In the third speed, both the first clutch and the second clutch are engaged so that the sun gear and the pinion gear of the second planetary gear device rotate integrally while the meshing is locked. At this time, the ring gear also rotates integrally with the pinion carrier while the meshing with the pinion gear is locked, and the rotation of the input member is transmitted to the output member in a one-to-one manner. In the 4th speed, the first planetary gear device in which the sun gear is locked by the brake B1 simply increases the speed. The first planetary gear device speeds up the input to the pinion carrier through the second clutch and outputs it to the ring gear.
In reverse, the first planetary gear set, in which the pinion carrier is locked by the second brake, performs deceleration in the opposite direction. In the single pinion type planetary gear device in which the pinion carrier is stopped, the sun gear and the ring gear rotate in opposite directions. The first planetary gear device decelerates the input to the sun gear through the third clutch, and at the same time, reverses it and outputs it to the ring gear.

In the planetary gear type transmission of the second aspect, a shift stage having a lower rotational speed (higher gear ratio) is added below the first-speed shift stage according to the structure of the first aspect. In this added shift stage, the third planetary gear set, in which the pinion carrier is locked by the third brake, functions auxiliary to the second planetary gear set. The output of the ring gear of the second planetary gear device is input to the ring gear of the third planetary gear device, and the reverse rotation is extracted from the sun gear. This reverse rotation is input back to the pinion carrier of the second planetary gear unit, so that the ring gear of the second planetary gear unit is slower than the "first speed" according to the configuration of claim 1 in which the pinion carrier is stopped. The rotation speed is output.

In the planetary gear type transmission of the third aspect, a shift stage having a lower rotational speed (higher gear ratio) is added below the first-speed shift stage according to the structure of the first aspect. In this added shift stage, the third planetary gear set, in which the pinion carrier is locked by the third brake, functions auxiliary to the second planetary gear set. The output of the ring gear of the second planetary gear device is input to the sun gear of the third planetary gear device, and the reverse rotation is extracted from the ring gear. This reverse rotation is input back to the pinion carrier of the second planetary gear unit, so that the ring gear of the second planetary gear unit is slower than the "first speed" according to the configuration of claim 1 in which the pinion carrier is stopped. The rotation speed is output.

In the planetary gear type transmission according to a fourth aspect of the present invention, the third planetary gear apparatus according to the second or third aspect is provided with respect to the main casing structure in which the forward four-stage planetary gear type transmission according to the first aspect is housed. And the sub-housing structure that houses the third brake are connected to advance 5
A stepped planetary gear type transmission is constructed.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A planetary gear type transmission according to a first embodiment will be described with reference to FIGS. The planetary gear type transmission of the embodiment is combined with a torque converter and an oil pump (not shown) to be assembled into an automatic transmission (automatic transmission) for an automobile. 1 to 6,
The configuration of the planetary gear type transmission is represented by a skeleton, which illustrates the arrangement and connection state of the component parts and whose lower side from the center line is not shown. FIG. 1 is an explanatory diagram of a configuration of a planetary gear type transmission device according to a first embodiment, FIG. 2 is an explanatory diagram of a forward four-stage planetary gear type transmission device, and FIGS. 3 and 4 are diagrams of a planetary gear device at each transmission stage. Operation diagram, FIG. 5 is a modification of the arrangement and connection state of the planetary gear device,
FIG. 6 is an explanatory diagram of the housing structure. In FIG. 1, (a) shows the skeleton, and (b) shows the engagement state and the gear ratio of the clutch and the brake at each gear. In FIG. 2, (a) shows the skeleton, and (b) shows the engaged state of the clutch and brake at each gear. In FIG. 3, (a) is the first speed, (b)
Shows the operating state of the 2nd speed, and (c) shows the operating state of the 3rd speed. FIG.
In the figure, (a) shows the fourth speed, (b) shows the fifth speed, and (c) shows the reverse operation state. 5A and 5B show different modifications.

In FIG. 1 (a), three sets of clutches K1, K2, K from the left on the same rotation axis as the input shaft E1.
Three, three sets of brakes B1, B2, B3, three sets of planetary gear units G11, G12, G13, and an output shaft E2 are arranged. A housing D1 shown by hatching at the top stores these mechanisms, and also has an input shaft E1 and an output shaft E.
2 rotatably supported. In the planetary gear unit G11, a plurality of pinion gears P11 are arranged and meshed between an outer ring gear R11 and a central sun gear S11, and the plurality of pinion gears P11 are integrally restrained by a pinion carrier C11. The planetary gear unit G12 has an outer ring gear R1.
2 and the center sun gear S12 between the two-stage pinion gear P
A plurality of sets of pinion gears P12 and Q12 are integrally constrained by the pinion carrier C12. In the planetary gear unit G13, a plurality of pinion gears P13 are arranged and meshed between the outer ring gear R13 and the center sun gear S13, and the plurality of pinion gears P13 are integrally restrained by the pinion carrier C13.

The clutch K1 is capable of engaging the input shaft E1 with the sun gear S12 of the planetary gear unit G12. The clutch K2 can connect the input shaft E1 to the pinion carrier C12 of the planetary gear unit G12. The clutch K3 connects the input shaft E1 to the sun gear S of the planetary gear unit G11.
It can be fastened to 11. The brake B1 is a case D
It is possible to lock the sun gear S11 of the planetary gear unit G11 with respect to 1, and stop the rotation of the sun gear S11. The brake B2 can lock the pinion carrier C12 of the planetary gear device G12 with respect to the housing D1 and stop the rotation of the pinion carrier C12. The brake B3 is connected to the housing D1 by a pinion carrier C of the planetary gear unit G13.
It is possible to lock 13 and stop the rotation of the pinion carrier C13.

Pinion carrier C of the planetary gear unit G11
A connecting member N12 is arranged between the pinion carrier C12 and the pinion carrier C12 of the planetary gear unit G12. Planetary gear unit G11
A connecting member N11 is arranged between the ring gear R11 of No. 1 and the ring gear R12 of the planetary gear unit G12. A connecting member N13 is arranged between the ring gear R12 and the output shaft E2 of the planetary gear unit G12. The connecting member N14 is arranged between the ring gear R12 of the planetary gear unit G12 and the ring gear R13 of the planetary gear unit G13. The connecting member N15 is arranged between the pinion carrier C11 of the planetary gear unit G11 and the sun gear S13 of the planetary gear unit G13. These connecting members have a shell structure for torque transmission, an axial meshing structure, or a multiple shaft structure, and fix relative rotation to transmit rotational torque in both forward and reverse directions.

As shown in a list in FIG. 1B, the combination of the clutch K1 and the brake B3 is engaged in the first speed. In second gear, clutch K1 and brake B2
The combination of is concluded. In the third speed, the combination of the clutch K1 and the brake B1 is engaged. In the fourth speed, the combination of the clutches K1 and K2 is engaged. In the fifth speed, the combination of the clutch K2 and the brake B1 is engaged. In reverse, the combination of the clutch K3 and the brake B2 is engaged. The gear ratios at these gears are obtained by using the tooth ratios α1, α2, α3 of the planetary gear units G11, G12, G13 as shown in the right-hand formula. Using this formula, the tooth number ratios α1, α2, α3 are 0.375, 0.
Specific values of the gear ratio when 475 and 0.675 are set are shown in the rightmost column.

In the planetary gear type transmission having five forward gears and one reverse gear shown in FIG. 1 (a), the planetary gear train G13 and the brake B3 are removed, and a portion A1 surrounded by a broken line is left to move forward. It is possible to use a planetary gear type transmission having one gear and one reverse gear. Fig. 2 shows a planetary gear type transmission with four forward gears and one reverse gear.
Shown in In FIG. 2B, the gear stage (1st speed) in which the planetary gear unit G13 is involved is lost, and the portion surrounded by the broken line in FIG. 1B is a new clutch and brake operation combination at each gear stage. Becomes Second speed, 3 in FIG. 1 (b)
The 4th speed, the 5th speed, the 1st speed, the 2nd speed of FIG.
3rd speed and 4th speed, and gear ratios and numerical values (tooth ratio α1,
α2 is common) is also the same.

Next, referring to FIG. 3 and FIG.
The operation state of the planetary gear device at each shift speed of one reverse speed will be described. Here, for the clutch and the brake, the solid line is the engaged state and the broken line is the released state. Regarding the planetary gear device and the connecting portions of the respective elements, the state related to the gear shifting operation and connected to the output is shown by a solid line, and the unrelated state is shown by a broken line.

In the first speed shown in FIG. 3A, deceleration is performed by the planetary gear unit G13 whose pinion carrier C13 is locked by the brake B3 and the planetary gear unit G12 which is the input to the sun gear S12 by the clutch K1. When the rotation of the ring gear R12 of the planetary gear device G12 is input to the ring gear R13 of the planetary gear device G13 in which the pinion carrier C13 is stopped, the planetary gear device G12 is rotated.
The sun gear S13 of No. 13 outputs accelerated rotation in the opposite direction to the ring gear R13. This reverse rotation is input back to the pinion carrier C12 of the planetary gear unit G12 via the pinion carrier C11 of the planetary gear unit G11. Double pinion type planetary gear unit G12
Means that when the pinion carrier C12 is stopped, the ring gear R12 and the sun gear S12 rotate in the same direction. If the pinion carrier C12 rotates in the forward direction in this state, the ring gear R12 is accelerated by that amount, while the reverse rotation If the ring gear rotates in the direction, the ring gear is decelerated accordingly. Therefore, from the ring gear R12 of the planetary gear unit G12 in which the pinion carrier C12 rotates in the opposite direction, a rotational speed lower than the second speed at which the pinion carrier C12 is stopped is output.

In the second speed shown in FIG. 3B, the double pinion type planetary gear unit G12 in which the pinion carrier C12 is stopped performs simple deceleration. That is, the planetary gear device G
Brake B via 11 pinion carrier C11
While 2 locks the pinion carrier C12 of the planetary gear unit G12, the rotation of the input shaft is input to the sun gear S12 of the planetary gear unit G12 through the clutch K1. Ring gear R12 reduced by the planetary gear unit G12
Rotation is output to the output shaft as it is.

In the third speed shown in FIG. 3C, the planetary gear unit G is used.
Rotate the 12 pinion carriers C12 in the forward direction,
The rotation speed of the ring gear R12 is set to "the pinion carrier C1.
2 is stopped, the second speed is stopped. That is, the planetary gear unit G11 whose sun gear S11 is locked by the brake B1 outputs the rotation obtained by reducing the rotation of the ring gear R11 from the pinion carrier C11. Ring gear R12 reduced by the planetary gear unit G12
Is input to the ring gear R11 of the planetary gear device G11, and the further reduced forward rotation is extracted from the pinion carrier C11 of the planetary gear device G11.
This forward rotation is input back to the pinion carrier C12 of the planetary gear unit G12 to slightly increase the rotational speed of the ring gear R12.

In the fourth speed shown in FIG. 4A, the clutch K1,
K2 is simultaneously engaged, and the pinion carrier C12 and the sun gear S12 of the planetary gear unit G12 rotate in the same direction and at the same rotation speed. As a result, the meshing state of the sun gear S12 and the pinion gear P12 is locked, the rotation of the pinion gear P12 is restricted, and the pinion gear P1 is locked.
The meshing of 2 and the ring gear R12 is also locked. Therefore, the ring gear R12 and the planetary gear unit G
12 rotates integrally, and the rotation of the input shaft is transmitted to the output shaft as it is. At this time, the planetary gear unit G11 also includes the pinion carrier C11 and the ring gear R11.
Becomes the same rotation speed, and the entire planetary gear unit G11 becomes 1
They rotate together as one mesh.

In the fifth speed of FIG. 4B, the planetary gear unit G1 in which the sun gear S11 is locked by the brake B1.
1 makes a simple speedup. When the rotation of the input shaft is input to the pinion carrier C11 of the planetary gear device G11 through the clutch K2, the gear change output of the overdrive in which the gear ratio is increased to be less than 1 is output from the ring gear R11. The rotation of the ring gear R11 causes the planetary gear device G12 to rotate.
It directly appears on the output shaft via the ring gear R12.

In the reverse of FIG. 4 (c), the planetary gear unit G11, which has the pinion carrier C11 locked by the brake B2, performs simple inversion and deceleration. The rotation of the input shaft through the clutch K3 is the sun gear S of the planetary gear unit G11.
11 is input, the reduced rotation in the opposite direction is output from the ring gear R11. The rotation of the ring gear R11 directly appears on the output shaft via the ring gear R12 of the planetary gear unit G12.

According to the planetary gear type transmission of the first embodiment constructed as described above, the forward four-step type and the forward five-step type of the planetary gear type transmission are selected depending on the presence or absence of the planetary gear apparatus G13 and the brake B3. Can be changed easily. Even when the forward 5 speed type is used, the number of clutches and brakes is 3 each.
Therefore, the number of parts does not increase as compared with the conventional planetary gear type transmission for exclusive use of the forward five-speed type. Even when the forward four-speed type is used, the planetary gear set G1 and the gear set having a gear ratio of 1 for rotating the two planetary gear sets G11 and G12 integrally.
Since the overdrive gear position that increases the speed by 1 remains as it is, it is possible to avoid deterioration of fuel efficiency during high-speed traveling. Further, at a gear position having a gear ratio of 1 which is commonly used during traveling, the meshing of the planetary gear units G11 and G12 is locked, so that the friction and heat generation on the tooth surface are suppressed, and the total number of fastening elements is small There is little heat generation due to idling of the fastening elements of the fastening, and therefore fuel consumption is improved. In addition, the planetary gear device G1
3 and the brake B3 are arranged on the most output shaft side, and there is no other component that interferes when the planetary gear unit G13 and the brake B3 are moved to the output shaft side. Therefore, when the planetary gear unit G13 and the brake B3 are attached or detached. There is no need to disassemble the forward four-stage mechanism part including its hydraulic circuit, etc., and the entire mechanical structure can be simplified as compared with the case of designing on the premise of such disassembly. Further, naturally, the attachment / detachment work is easier than the case where such disassembly is required.

Further, as is apparent from the list of FIG. 1B, in the adjacent gear stages of the 1st to 5th speeds, one engaging element is kept common and the other engaging element is switched. The shift operation is executed. Therefore, the gear shifting operation becomes smooth, and the gear shifting operation can be completed in a shorter time than when the two fastening elements are switched in order. Further, since there is no shift operation for switching the two fastening elements at the same time, there is no fear of giving a shock to the mechanism of the automatic transmission or the vehicle body due to the shift operation. Therefore, it is possible to provide an automatic transmission that operates smoothly and quickly and that does not make the driver aware of the gear shifting operation.

In the first embodiment, the planetary gear unit G11 corresponds to the first planetary gear unit of the invention, the planetary gear unit G12 corresponds to the second planetary gear unit of the invention, and the planetary gear unit G13 corresponds to the third planetary gear unit of the invention. The connecting member N11 is the first connecting member of the invention, the connecting member N12 is the second connecting member of the invention, and the connecting member N.
13 corresponds to the third connecting means of the invention, the connecting member N14 corresponds to the fourth connecting means of the invention, and the connecting member N15 corresponds to the fifth connecting means of the invention. It should be noted that at least one of these connecting means and other members that transmit rotational torque in both forward and reverse directions.
For example, the connecting member N13 may be replaced with "a one-way clutch and a connecting means in which the clutch is arranged in parallel". The one-way clutch allows the engine brake, which is unnecessary for one-way torque transmission, to be cut off. On the other hand, when engine braking is required on a downhill or the like, the clutches arranged in parallel are engaged to transmit torque in both directions. Further, the gear ratio of each planetary gear device may be changed to change the gear ratio of each gear stage. Further, as shown in FIGS. 38 to 48 of JP-A-2-159443, a multi-disc clutch, a band brake, and a structure in which a one-way clutch is combined with these three brakes and three clutches are shown. Can be arbitrarily selected according to the use and purpose.

By the way, in the structure of the first embodiment, the three planetary gear devices, the three brakes, and the three clutches are arranged in the order or in the relative order as long as the mutual connection by the connecting members is maintained. The positional relationship can be changed in various ways.
Then, the arrangement order of each element and the detour direction of the connecting member may be adjusted according to the convenience of the housing structure and the connecting state to minimize the number and length of the connecting members. At this time, the rotating elements (sun gear, pinion carrier, ring gear) of the planetary gear device may be connected to the connecting members by selecting the left and right convenient sides. 5 (a) and 5 (b) are shown in FIG. 1 (a).
Planetary gear units G11, G12, G13 and connecting member N1
1 shows a modification of the first embodiment obtained by geometrically rearranging 1, N12, N13, N14, N15 and other members transmitting rotational torque.

In FIG. 5A, the brake B3 in the planetary gear type transmission of FIG. 1A is replaced by the planetary gear unit G1.
3 to the input shaft side, and instead, a connecting member that connects between the ring gear R12 of the planetary gear unit G12 and the ring gear R13 of the planetary gear unit G13 is replaced with the planetary gear unit G.
It is diverted to the shaft side of 13. Accordingly, the pinion carrier C11 of the planetary gear unit G11 and the planetary gear unit G1
It is no longer necessary to detour the connecting member connecting between the three sun gears S13 to the outside of the planetary gear unit G13 as shown in FIG. In FIG. 5B, the planetary gear units G11 and G1 in the planetary gear type transmission of FIG.
The arrangement order of 2 is reversed, and the planetary gear device G1
The ring gear R11 of No. 1 and the ring gear R13 of the planetary gear unit G13 are shortly connected to each other on the opposing surface side.

FIG. 6 shows an example of the assembly structure of the housing in the first embodiment. In FIG. 6, a sub-housing D12 is connected to the output shaft side of a main housing D11 having a built-in four-forward planetary gear type transmission to construct a five-forward planetary gear-type transmission. The main housing D11 has a planetary gear unit G11,
The configuration of FIG. 2A including G12 is stored. on the other hand,
The sub-housing D12 has a planetary gear unit G13 and a brake B3.
The mechanism of the portion A11 surrounded by the broken line including is stored. The connecting member that connects the ring gear R12 of the planetary gear device G12 and the ring gear R13 of the planetary gear type transmission 13 is configured by connecting a component fixed to the ring gear R12 and a component fixed to the ring gear R13 with an intermediate meshing structure. . In addition, the pinion carrier C1 of the planetary gear unit G11
The connecting member that connects 1 to the sun gear S13 of the planetary gear type transmission 13 is configured by connecting a component fixed to the pinion carrier C11 and a component fixed to the sun gear S13 with an intermediate meshing structure. These biting structures are
The main housing D11 and the sub-housing D12 are arranged at a connecting position, and they are brought close to each other in the axial direction to be engaged with each other, and are separated from each other in the axial direction to be released, and the sub-housing D12 is connected to the main housing D11. At the same time, the connection of the connecting members is completed.

According to the housing structure shown in FIG. 6, the planetary gear units G11 and G12, the clutches K1 to K3, and the brake B are included.
Not only 1 and B2, but also the connection structure between the housing and elements, the maximum common parts are realized between the planetary gear type transmission of four forward gears and five forward gears. And the cost of parts can be reduced.

The planetary gear type transmission of the second embodiment will be described with reference to FIGS. FIG. 7 is an explanatory view of the configuration of the planetary gear type transmission device of the second embodiment, FIGS. 8 and 9 are operation diagrams of the planetary gear device at each gear stage, and FIG. 10 is a modification of the arrangement and connection state of the planetary gear device. FIG. 11 is an explanatory diagram of the housing structure. In FIG. 7, (a) shows the skeleton, and (b) shows the engagement state of the clutch and the brake and the gear ratio at each gear. In FIG. 8, (a) shows the first speed, (b) shows the second speed, and (c) shows the third speed. In FIG. 9, (a) is 4
Speed, (b) shows a fifth speed, and (c) shows a reverse operation state.

In FIG. 7 (a), three sets of clutches K1, K2, K from the left on the same rotation axis as the input shaft E1.
Three, three sets of brakes B1, B2, B3, three sets of planetary gear units G21, G22, G23, and an output shaft E2 are arranged. A housing D2, which is hatched at the top, stores these mechanisms and also has an input shaft E1 and an output shaft E1.
2 rotatably supported. In the planetary gear device G21, a plurality of pinion gears P21 are arranged and meshed between an outer peripheral ring gear R21 and a central sun gear S21, and the plurality of pinion gears P21 are integrally restrained by a pinion carrier C21. The planetary gear unit G22 has an outer ring gear R2.
2 and the center sun gear S22 between the two-stage pinion gear P
A plurality of sets of pinion gears P22 and Q22 are integrally constrained by a pinion carrier C22. In the planetary gear device G23, a plurality of pinion gears P23 are arranged and meshed between the outer ring gear R23 and the central sun gear S23, and the plurality of pinion gears P23 are integrally restrained by the pinion carrier C23.
The planetary gear units G21, G22 in the second embodiment are the first in terms of the connection state with the clutches K1, K2, K3, the brakes B1, B2, and the functions at some shift speeds.
This is the same as the planetary gear units G11 and G12 in the embodiment. However, the gear ratios of the first speed and the second speed are adjusted by partially changing the gear ratio.

The clutch K1 is capable of engaging the input shaft E1 with the sun gear S22 of the planetary gear unit G22. The clutch K2 can fasten the input shaft E1 to the pinion carriers C21, 22 of the planetary gear units G21, G22. The clutch K3 connects the input shaft E1 to the planetary gear unit G2.
It can be fastened to one sun gear S21. The brake B1 can stop the rotation of the sun gear S21 of the planetary gear unit G21. The brake B2 is a planetary gear unit G21.
The rotation of the pinion carrier C21 and the ring gear R23 of the planetary gear unit G23 can be stopped. Brake B
3 can stop the rotation of the pinion carrier C23 of the planetary gear unit G23.

A connecting member N21 is arranged between the ring gear R21 of the planetary gear unit G21 and the ring gear R22 of the planetary gear unit G22. The connecting member N22 is arranged between the pinion carrier C21 of the planetary gear unit G21 and the pinion carrier C22 of the planetary gear unit G22. The connecting member N24 is arranged between the ring gear R22 of the planetary gear unit G22 and the sun gear S23 of the planetary gear unit G23. The connecting member N23 is arranged between the sun gear S23 and the output shaft E2 of the planetary gear unit G23.

As shown in the table in FIG. 7B, the combination of the clutch K1 and the brake B3 is engaged in the first speed. In second gear, clutch K1 and brake B2
The combination of is concluded. In the third speed, the combination of the clutch K1 and the brake B1 is engaged. In the fourth speed, the combination of the clutches K1 and K2 is engaged. In the fifth speed, the combination of the clutch K2 and the brake B1 is engaged. In reverse, the combination of the clutch K3 and the brake B2 is engaged. The gear ratios at these gears are obtained by using the tooth ratios α1, α2, α3 of the planetary gear units G21, G22, G23 as in the right-hand formula. Using this formula, the tooth number ratios α1, α2, α3 are 0.375,
Specific gear ratio values when 0.40 and 0.75 are set are shown in the rightmost column.

In the planetary gear type transmission having five forward gears and one reverse gear shown in FIG. 7A, the planetary gear train G23 and the brake B3 are removed, and a portion A2 surrounded by a broken line is left to move forward. It is possible to use a planetary gear type transmission having one gear and one reverse gear. The part A2 surrounded by the broken line is substantially the same as the structure of the part A1 surrounded by the broken line in FIG.
A planetary gear type transmission having one speed and one reverse speed is configured. Also,
The part surrounded by the broken line in FIG. 7B is also the same as the part surrounded by the broken line in FIG. Therefore, when the planetary gear type transmission of the second embodiment is of the forward four-speed type, the gear shifting operation at each gear is the same as that of the first embodiment. When the forward four-speed type is adopted, the first speed associated with the planetary gear unit G23 is lost, and the fifth forward second speed, the third speed, the fourth speed, and the fifth speed are retained as they are, the fourth forward first speed, the second speed, and the third speed. It becomes 4th speed. Therefore, in these shift speeds, the formula of the gear ratio is also the same as in the first embodiment.

Next, referring to FIGS. 8 and 9, the forward 5 stages,
The operation state of the planetary gear device at each shift speed of one reverse speed will be described. Here, since the second to fifth speeds and the reverse speed are substantially the same as those in the first embodiment, detailed description thereof will be omitted.

The first speed shown in FIG. 8A is higher than that of the second speed at which the pinion carrier C22 is stopped by inputting reverse rotation in the reverse direction to the pinion carrier C22 of the second planetary gear unit G22. The point at which the rotation speed is reduced and this return rotation is the third planetary gear set G2.
3 by the output shaft (the ring gear R2 of the second planetary gear device)
This is consistent with the first embodiment in that it is formed by the rotation of 2).
However, since the connection of the sun gear S23 and the ring gear R23 of the third planetary gear device G23 is opposite to that of the first embodiment,
The reverse rotation in the reverse direction is accelerated more than the output shaft in the first embodiment, whereas it is decelerated in the second embodiment.
That is, the brake B3 causes the pinion carrier C2
Sun gear S23 of the planetary gear unit G23 in which No. 3 is stopped
When the rotation of the ring gear R22 of the planetary gear unit G22 is input to the ring gear R23 of the planetary gear unit 23, the ring gear R23 of the planetary gear unit 23 outputs decelerated rotation in the opposite direction to the sun gear S23. The rotation in the opposite direction is returned and input to the pinion carrier C22 of the planetary gear unit G22 via the pinion carrier C21 of the planetary gear unit G21. Then, the planetary gear unit G2 in which the pinion carrier C22 rotates in the opposite direction
From the second ring gear R22, the pinion carrier C22
The rotation speed that is slower than the second speed at which is stopped is output.

In the second speed shown in FIG. 8B, the planetary gear unit G22 having the pinion carrier C22 locked by the brake B2 simply decelerates the rotation of the input shaft input to the sun gear S22 by the clutch K1 and outputs it. Output to axis. In the third speed of FIG. 8C, the first planetary gear unit G2
1 is an output shaft (ring gear R2 of the second planetary gear unit G22
By inputting the forward return rotation formed from 2) to the pinion carrier C22 of the second planetary gear unit G22, the rotation speed of the ring gear R22 is increased more than the second speed in which the pinion carrier C22 is locked.

In the fourth speed shown in FIG. 9A, the planetary gear unit G is used.
The entire 22 rotates integrally while maintaining one meshed state, and the rotation of the input shaft is transmitted to the output shaft one to one. Figure 9
In the 5th speed of (b), the sun gear S is driven by the brake B1.
The planetary gear unit G21, which is locked with 21, simply increases the rotation speed of the input shaft and outputs it as it is to the output shaft via the ring gear R22 of the planetary gear unit G22. In the reverse of FIG. 9 (c), the planetary gear unit G21, which has the pinion carrier C22 locked by the brake B2, forms a reduced rotation in the opposite direction.

According to the planetary gear type transmission of the second embodiment constructed as described above, the same effects as those of the first embodiment can be obtained. In the second embodiment, the planetary gear unit G21 corresponds to the first planetary gear unit of the invention, the planetary gear unit G22 corresponds to the second planetary gear unit of the invention, the planetary gear unit G23 corresponds to the third planetary gear unit of the invention, and the connecting member. N21 is the first communication means of the invention,
The connecting member N22 is the second connecting means of the invention, the connecting member N2.
3, N24 correspond to the third connecting means of the invention, the connecting member N24 corresponds to the sixth connecting means of the invention, and the connecting member N25 corresponds to the seventh connecting means of the invention.

FIG. 10 shows a modification of the second embodiment obtained by geometrically rearranging the components of FIG. 7 (a).
In FIG. 10, the planetary gear units G21 and G2 of FIG.
The arrangement of No. 2 was reversed and the double pinion type planetary gear unit G22 was positioned closest to the input shaft.

FIG. 11 shows an example of the assembly structure of the housing in the second embodiment. In FIG. 11, a sub-housing D22 is connected to the output shaft side of a main housing D21 having a built-in four-forward planetary gear type transmission to form a five-forward planetary gear-type transmission. In the main housing D21, (a) of FIG.
The configuration of the portion A2 surrounded by the broken line is stored. Sub housing D
Reference numeral 22 internally stores and holds a mechanism of a portion A21 surrounded by a broken line, that is, a planetary gear device G23, a brake B3, an output shaft, a connecting member that interconnects each element, and the like. According to the housing structure shown in FIG. 11, the planetary gear device G
21, G22, clutches K1 to K3, brakes B1 and B
Not only 2 but also the connecting members between the housing and elements, the maximum commonization of parts was realized between the planetary gear type transmission with four forward gears and five forward gears, and the required number of parts was reduced. And the cost of parts can be reduced.

[0053]

According to the planetary gear type transmission of the present invention,
Forward planetary gear type transmission with 4 forward gears and 1 reverse gear is required to add 5 planetary gear units and 1 brake.
A planetary gear type transmission having one gear and one reverse gear can be obtained. Therefore, it is possible to maximize the commonality of components between the four forward gear type and the five forward gear type planetary gear type transmission, and it is easy to reduce the manufacturing cost and improve the reliability. Even when the forward four-stage type is used, the required number of clutches is three and the number of brakes is only two, and it is not necessary to increase these required numbers as compared with the conventional dedicated four-stage forward type. Also, when the forward four-stage type is used, unnecessary planetary gear devices and brakes are removed,
There is no need to worry about holding useless parts inside, or causing wasted parts to spin and increase loss. Therefore, it becomes easy to reduce the size and weight of the planetary gear type transmission, ensure high transmission efficiency and low fuel consumption, and further reduce the manufacturing cost.

When the casing structure is divided and connected according to the distinction between the forward 4-stage type and the forward 5-stage type, the casing parts can be shared between the forward 4-stage type and the forward 5-stage type. Although it is possible, the forward four-stage type can be used as a lightweight and small planetary gear type transmission having a minimum necessary internal volume.

[Brief description of drawings]

FIG. 1 is an explanatory diagram of a configuration of a planetary gear type transmission according to a first embodiment.

FIG. 2 is an explanatory diagram of a configuration of a forward four-stage planetary gear type transmission.

FIG. 3 is an operation diagram of the planetary gear device at each shift stage.

FIG. 4 is an operation diagram of the planetary gear device at each shift stage.

FIG. 5 is a modification of the arrangement and connection state of the planetary gear device.

FIG. 6 is an explanatory diagram of a housing structure.

FIG. 7 is an explanatory diagram of a configuration of a planetary gear type transmission according to a second embodiment.

FIG. 8 is an operation diagram of the planetary gear device at each shift stage.

FIG. 9 is an operation diagram of the planetary gear device at each shift stage.

FIG. 10 is a modification of the arrangement and connection state of the planetary gear device.

FIG. 11 is an explanatory diagram of a housing structure.

[Explanation of symbols]

B1, B2, B3 Brake K1, K2, K3 Clutch E1 Input shaft E2 Output shaft D1, D2 Housing C11, C12, C13, C21, C22, C23 Pinion carrier G11, G12, G13, G21, G22, G23 Planetary gear device N11, N12, N13, N14, N15, N21, N
22, N23, N24, N25 Connecting member P11, P12, P13, P21, P22, P23 Pinion gear R11, R12, R13, R21, R22, R23 Ring gear

Claims (4)

[Claims] 1. A planetary gear type transmission having a single-pinion type first planetary gear device and a double-pinion type second planetary gear device, which are arranged on rotation axes of the input member and the output member, and comprising: A first clutch that can fasten the sun gear of the two planetary gear device to the input member, a second clutch that can fasten the pinion carrier of the second planetary gear device to the input member, and a first clutch of the first planetary gear device. A third clutch that can engage the sun gear with the input member, a first brake that can stop the rotation of the sun gear of the first planetary gear device, and a second clutch that can stop the rotation of the pinion carrier of the first planetary gear device. A brake, first connecting means for rotationally connecting between the ring gear of the first planetary gear unit and the ring gear of the second planetary gear unit, and a pinion carrier and a second idle of the first planetary gear unit. Four forward stages, characterized by having second connecting means for rotationally connecting between the pinion carriers of the gear device and third connecting means for rotationally connecting between the ring gear of the second planetary gear device and the output member. , A planetary gear type transmission capable of shifting in one reverse position. 2. A planetary gear type transmission having a single-pinion type first planetary gear device and a double-pinion type second planetary gear device, which are arranged on rotation axes of the input member and the output member, and comprising: A first clutch that can fasten the sun gear of the two planetary gear device to the input member, a second clutch that can fasten the pinion carrier of the second planetary gear device to the input member, and a first clutch of the first planetary gear device. A third clutch that can engage the sun gear with the input member, a first brake that can stop the rotation of the sun gear of the first planetary gear device, and a second clutch that can stop the rotation of the pinion carrier of the first planetary gear device. A brake, first connecting means for rotationally connecting between the ring gear of the first planetary gear unit and the ring gear of the second planetary gear unit, and a pinion carrier and a second idle of the first planetary gear unit. A second connecting means for rotationally connecting between the pinion carriers of the gear device, and a third connecting means for rotationally connecting between the ring gear of the second planetary gear device and the output member, and arranged on the rotation axis. 3rd single pinion type
A planetary gear device, a third brake capable of stopping the rotation of the pinion carrier of the third planetary gear device, and a fourth connecting means for rotationally communicating between the ring gear of the third planetary gear device and the ring gear of the second planetary gear device. And a fifth connecting means for rotationally connecting between the pinion carrier of the first planetary gear unit and the sun gear of the third planetary gear unit, and a planet capable of shifting five forward gears and one reverse gear. Gear type transmission. 3. A planetary gear type transmission having a single-pinion type first planetary gear device and a double-pinion type second planetary gear device, which are arranged on rotation axes of the input member and the output member, and comprising: A first clutch that can fasten the sun gear of the two planetary gear device to the input member, a second clutch that can fasten the pinion carrier of the second planetary gear device to the input member, and a first clutch of the first planetary gear device. A third clutch that can engage the sun gear with the input member, a first brake that can stop the rotation of the sun gear of the first planetary gear device, and a second clutch that can stop the rotation of the pinion carrier of the first planetary gear device. A brake, first connecting means for rotationally connecting between the ring gear of the first planetary gear unit and the ring gear of the second planetary gear unit, and a pinion carrier and a second idle of the first planetary gear unit. A second connecting means for rotationally connecting between the pinion carriers of the gear device, and a third connecting means for rotationally connecting between the ring gear of the second planetary gear device and the output member, and arranged on the rotation axis. 3rd single pinion type
A planetary gear device, a third brake capable of stopping the rotation of the pinion carrier of the third planetary gear device, and a sixth connecting means for making rotational communication between the sun gear of the third planetary gear device and the ring gear of the second planetary gear device. And a seventh connecting means for rotationally connecting between the pinion carrier of the first planetary gear device and the ring gear of the third planetary gear device, and a planetary gear capable of shifting 5 forward gears and 1 reverse gear. Gear type transmission. 4. A first planetary gear device, a second planetary gear device,
A sub-housing structure connectable to a main housing structure storing the first clutch, the second clutch, the third clutch, the first brake, and the second brake, and the sub-housing structure includes a third planetary gear device. The planetary gear type transmission according to claim 2 or 3, wherein a third brake is arranged.