JPH0886337A - Planetary gear type transmission - Google Patents

Abstract

PURPOSE: To commonly use items and optimize distribution of transmission ratios by adding a third planetary gear device and a brake to a forward four- speed type transmission device including two pairs of planetary gear devices and brakes to modulate it to a forward five-speed type. CONSTITUTION: In a forward five-speed transmission device, a clutch K1 and a brake B2 are fastened at the first speed. The clutch K1 and a brake B3 are fastened at a second speed. The clutch K1 and a brake B1 are fastened at the third speed. Clutches K1, K2 are fastened at the fourth speed. The clutch K2 and the brake B1 are fastened at the fifth speed. A clutch K3 and the brake B2 are fastened at back running. Transmission ratios in these transmission stages are obtained as indicated by an equation by the use of tooth number ratios α1 to α3 of planetary gear device G11 to G13. This transmission device is modulated to a forward four speed type by removing the planetary gear device G13 and the brake B3 and connecting portions A1, A2 surrounded by broken lines directly. Even in the case that it is modulated to the forward four-speed type, deterioration of fuel consumption performance is avoided at high speed running since the first transmission stage and an overdrive transmission stage remain.

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 has a single pinion type first planetary gear unit and a second planetary gear unit arranged on the rotational axes of the input member and the output member. In the planetary gear type transmission,
A first clutch capable of engaging the sun gear of the second planetary gear device with the input member; and a second clutch capable of engaging the ring gear of the second planetary gear device with the input member.
A third clutch capable of engaging the sun gear of the first planetary gear device with the input member, a first brake capable of stopping rotation of the sun gear of the first planetary gear device, and rotation of a pinion carrier of the first planetary gear device. A second brake capable of stopping the rotation, a first connecting means for rotationally connecting the ring gear of the first planetary gear unit and the pinion carrier of the second planetary gear unit, a pinion carrier of the first planetary gear unit, and a second planetary gear. It has a second connecting means for rotationally connecting between the ring gears of the device, and a third connecting means for rotationally connecting between the pinion carrier of the second planetary gear device and the output member.

In addition to the structure of claim 1, the planetary gear type transmission of claim 2 has a double pinion type third planetary gear device arranged on the rotation axis and a ring gear of the third planetary gear device. Third brake that can stop the rotation of the
Fourth connecting means for rotationally connecting between the pinion carrier of the planetary gear unit and the pinion carrier of the first planetary gear unit;
By providing a fifth connecting means for rotationally connecting the sun gear of the third planetary gear device and the sun gear of the first planetary gear device, the forward five-stage type is provided.

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

[0013]

A planetary gear type transmission according to claim 1 is a forward four-stage type including two sets of single pinion type planetary gear units, three clutches and two brakes, but a double pinion type. If the third planetary gear unit and the third brake are added, it can be easily changed to the forward five-speed type. An example relating to the arrangement and connection of the third planetary gear device and the third brake with respect to the configuration of claim 1 is shown in claim 2. Each of the connecting means may have a mutually fixed structure that transmits bidirectional rotation torque, and may be a one-way clutch that transmits rotation torque in one direction and idles rotational drive in the opposite direction, or a one-way clutch. The clutch may be combined in parallel.

1 in the planetary gear type transmission according to claim 1
At high speed, a simple deceleration output is taken out from the pinion carrier by inputting the sun gear to the second planetary gear device whose ring gear is locked by the second brake.
In the second speed, the first planetary gear device and the second planetary gear device are made to cooperate with each other to decelerate. By inputting the rotation of the output shaft to the ring gear of the first planetary gear whose sun gear is locked by the first brake, the decelerated forward output is extracted from the pinion carrier. This output in the forward direction is input to the ring gear of the second planetary gear device via the second connecting means.
From the pinion carrier of the second planetary gear device in which the ring gear slowly rotates in the forward direction, an output having a higher rotation speed than that in the case of the first speed in which the ring gear is stopped is taken out.

In the third speed, both the first clutch and the second clutch are engaged, the sun gear and the ring gear of the second planetary gear device rotate together, and the pinion carrier also rotates together with the meshing locked. As a result, the rotation of the input member is transmitted to the output member one by one. At 4th speed, the first planetary gear set performs a simple speedup. Brake B
With respect to the first planetary gear device whose sun gear is locked by 1, the rotation of the input shaft is input to the pinion carrier via the second clutch. From the ring gear of the first planetary gear device, the rotation in which the input of the pinion carrier is accelerated is taken out and output as it is to the output shaft. In reverse, the first planetary gear device, which has the pinion carrier locked by the second brake, performs reverse rotation deceleration. When a single-pinion type planetary gear device with the pinion carrier locked is used as the sun gear input, the reduced rotation in the opposite direction is extracted from the ring gear. This decelerated rotation in the opposite direction is directly output to the output shaft.

In the planetary gear type transmission of the second aspect, a gear stage having an intermediate rotational speed (intermediate gear ratio) is added between the first and second gear stages according to the structure of the first aspect. In the added gear stage, the first planetary gear device, the second planetary gear device, and the third planetary gear device cooperate to reduce the speed. That is, by setting the third planetary gear device, whose ring gear is locked by the third brake, as the pinion carrier input, the sun gear rotates in the opposite direction, and the sun gear of the first planetary gear device also rotates in the opposite direction. The forward rotation speed taken out from the pinion carrier of the first planetary gear unit becomes slower than in the case of the second forward four-speed type in which the sun gear is locked, and accordingly, the rotation speed of the pinion carrier of the second planetary gear unit is reduced. The output is also slow. When the ring gear is stopped and the pinion carrier input is used, the rotation direction of the sun gear of the double pinion type planetary gear device is opposite to that of the single pinion type planetary gear device.
The direction is opposite to the rotation direction of the pinion carrier.

According to a third aspect of the present invention, there is provided a planetary gear type transmission according to the first aspect of the present invention, which is different from the main housing structure in which the forward four-stage planetary gear type transmission according to the first aspect is housed. By connecting the sub-housing structure storing the three brakes, a forward five-stage planetary gear type transmission is constructed.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The planetary gear type transmission of the 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 7,
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. FIG. 5 is an operation diagram, FIG. 5 and FIG. 6 are modifications of the arrangement and connection state of the planetary gear device, and FIG. In FIG. 1, (a)
Is a skeleton, and (b) shows a clutch and brake engagement state and a gear ratio at each gear. In FIG. 2, (a)
Shows a skeleton, and (b) shows the engaged state of the clutch and the brake at each shift stage. In FIG. 3, (a) is the first speed,
(B) shows an operating state of the second speed, and (c) shows an operating state of the third speed. In FIG. 4, (a) shows the fourth speed, (b) shows the fifth speed, and (c) shows the reverse operating state. 5 (a), (b),
6 and 6 show different modifications. FIG. 7 shows a structure in which a sub-housing is sandwiched between two main housings.

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 sets of two-stage pinion gears P11 and Q11 are arranged and meshed between an outer ring gear R11 and a central sun gear S11, and the plurality of sets of pinion gears P11 and Q11 are integrally restrained by a pinion carrier C11. . Planetary gear unit G12
Is a plurality of pinion gears P12 arranged between the outer peripheral ring gear R12 and the central sun gear S12 and meshed with each other.
The plurality of pinion gears P12 are integrally restrained 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 S13 of the planetary gear unit G13. The clutch K2 can connect the input shaft E1 to the ring gear R13 of the planetary gear device G13. Clutch K3
The input shaft E1 to the sun gear S11 of the planetary gear unit G11.
Can be concluded against. The brake B1 can lock the sun gear S11 of the planetary gear device G11 with respect to the housing D1 and stop the rotation of the sun gear S11. The brake B2 locks the pinion carrier C11 of the planetary gear device G11 with respect to the housing D1, and the pinion carrier C1
The rotation of 1 can be stopped. The brake B3 is a case D1.
On the other hand, the ring gear R11 of the planetary gear unit G11 can be locked to stop the rotation of the ring gear R11.

A connecting member N1 is provided between the sun gear S11 of the planetary gear unit G11 and the sun gear S12 of the planetary gear unit G12.
5 are arranged. Pinion carrier C11 of planetary gear unit G11 and pinion carrier C1 of planetary gear unit G12
The connecting member N14 is arranged between the two. Planetary gear unit G
The connecting member N12 is arranged between the twelve pinion carriers C12 and the ring gear R13 of the planetary gear unit G13.
A connecting member N11 is provided between the ring gear R12 of the planetary gear unit G12 and the pinion carrier C13 of the planetary gear unit G13.
Is arranged. The connecting member N13 is arranged between the pinion carrier C13 and the output shaft E2 of the planetary gear unit G13. These connecting members are configured by a shell structure for torque transmission, an axial meshing structure, or a multiple shaft structure,
Relative rotation is fixed and rotational torque is transmitted in both forward and reverse directions.

As shown in the table in FIG. 1B, the combination of the clutch K1 and the brake B2 is engaged in the first speed. In second gear, clutch K1 and brake B3
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 0.30, 0.3, respectively.
The concrete numerical values of the gear ratios when 25 and 0.425 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. 1A, the planetary gear train G13 and the brake B3 are removed, and the portions A1 and A2 surrounded by broken lines are directly connected. By doing so, a planetary gear type transmission having four forward gears and one reverse gear can be obtained. A planetary gear type transmission having four forward gears and one reverse gear is shown in FIG. In FIG. 2 (b), the second speed of FIG. 1 (b) involving the planetary gear unit G11 is lost,
The part surrounded by the broken line in FIG. 1 (b) is the operation combination of the clutch and the brake in each new gear. FIG.
The first speed, the third speed, the fourth speed, and the fifth speed in (b) are directly changed to the first speed, the second speed, the third speed, and the fourth speed in (b) of FIG. 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, the planetary gear unit G is used.
The brake B2 is connected to the ring gear R of the planetary gear unit G13 via the pinion carriers C11 and C12 of G11 and G12.
13 is locked, while the clutch K1 inputs the planetary gear unit G13 to the sun gear S13. Ring gear R13
The planetary gear unit G13 locked with the sun gear S13
Simply reduce the rotation speed of 1 to reduce the speed of the pinion carrier C13.
Output to.

In the second speed shown in FIG. 3B, the three planetary gear units G11, G12 and G13 cooperate to reduce the speed. The output of the pinion carrier C13 of the planetary gear device G13, which has been input to the sun gear S13 by the clutch K1, is input to the ring gear R12 of the planetary gear device G12. The planetary gear device G12 decelerates the rotation speed of the ring gear R12 and outputs it to the pinion carrier C12. Planetary gear unit G in which the ring gear R11 is locked by the brake B3
The rotation of the pinion carrier C12 of the planetary gear unit G12 is input to the 11 pinion carrier C11.
From the sun gear S11 of the planetary gear unit G11, the rotation in the direction opposite to that of the pinion carrier C11 is extracted and input to the sun gear S12 of the planetary gear unit G12. Sun gear S1
The rotation in the opposite direction of 2 causes the pinion carrier C12 of the planetary gear unit G12 to rotate more than when the sun gear S12 is stopped.
Slow down the rotation speed of. By inputting the rotation of the pinion carrier C12 to the ring gear R13 of the planetary gear unit G13, the rotation speed of the pinion carrier C13 becomes
The speed is higher than "1st speed in which the ring gear R13 is stopped" but slower than "3rd speed in which the sun gear S12 of the planetary gear device G12 is stopped".

In the third speed shown in FIG. 3C, the planetary gear unit G is used.
The brake B1 locks the sun gear S12 of the planetary gear unit G12 via the sun gear S11 of No. 11. In the case of the second speed, the rotation speed of the ring gear R13 of the planetary gear device G13 (= the pinion carrier C12 of the planetary gear device G12) is increased by the amount that the reverse rotation of the sun gear S11 is eliminated, and the rotation speed from the pinion carrier C13 is higher than that of the second speed. Even faster "decelerated output" is taken out.

In the fourth speed shown in FIG. 4A, the clutch K1,
Since K2 is simultaneously engaged, the relative rotation of the ring gear R13 and the sun gear S13 in the planetary gear unit G13 disappears. Pinion carrier C13 of the planetary gear unit G13
Will rotate integrally with the input shaft with the meshing of the ring gear R13 and the sun gear S13 locked, and the output shaft will have the same rotation speed as the input shaft. At this time, although not directly related to the output, the planetary gear units G11, G
12 is also in a state in which the meshing is locked at the same time to rotate integrally.

In the fifth speed shown in FIG. 4B, the planetary gear unit G is used.
The brake B1 locks the sun gear S12 of the planetary gear device G12 via the sun gear S11 of No. 11. The planetary gear unit G12, to which the sun gear S12 is locked, simply speeds up the rotation of the pinion carrier C12 input through the clutch K2 to form an overdrive output having a gear ratio of less than 1, and outputs the overdrive output to the ring gear R12.

In the reverse of FIG. 4C, the planetary gear unit G is used.
Brake B via 11 pinion carrier C11
2 locks the pinion carrier C12 of the planetary gear unit G12. The planetary gear unit G12, to which the pinion carrier C12 is locked, reverses the rotation of the sun gear S12 input through the clutch K3 and reduces the speed to output the output to the ring gear R12.

According to the planetary gear type transmission of the first embodiment constructed as described above, depending on the presence / absence of the planetary gear unit G13 and the brake B3, the planetary gear type transmission has four forward gears and five forward gears. Can be changed easily. Even if the forward 5 type is used, the number of clutches and brakes is 3 each, and the number of parts does not increase as compared with the conventional planetary gear type transmission dedicated to the forward 5 type. Further, even in the case of the four-forward type, the gear ratio of 1 for rotating the two planetary gear devices G13 integrally and the overdrive gear ratio for increasing the speed by the planetary gear device G12 remain as they are, so that the fuel consumption at high speed is improved. You can avoid the deterioration. Even in the case of the forward four-speed type using the planetary gear device G11, which does not have the second speed, the problem is that the engine speed slightly increases just before the automatic switching from the first speed to the second speed. There is no fear of adversely affecting the acceleration performance or significantly impairing the driving feeling. Further, at the gear ratio of gear ratio 1 that is commonly used during traveling, the planetary gear units G11, G12, G13 are
Since all the meshes of are locked, friction and heat generation on the tooth surface are suppressed. Further, since the total number of fastening elements is small, less heat is generated due to idling of non-fastened fastening elements. Therefore, fuel efficiency is improved.

Further, as is apparent from the list of FIG. 1B, in the adjacent gear stages of the 1st speed to the 5th speed, one engagement element is kept common and the other engagement 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 in which the gear shifting operation is smooth and fast and the driver is not aware of the gear shifting operation. Further, since the brakes B1 and B2 are arranged adjacent to each other,
It is possible to reduce the total number of parts by configuring both as a single pack and using a common drive cylinder and hydraulic circuit parts. Also,
Brake B1, adjacent to clutches K1, K2, K3,
Since B2 is arranged, it is possible to reduce the total number of parts by integrally forming some parts such as a rotating member having a spline for restraining the friction plate.

In the first embodiment, the planetary gear unit G12 corresponds to the first planetary gear unit of the invention, the planetary gear unit G13 corresponds to the second planetary gear unit of the invention, and the planetary gear unit G11 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. Note that at least one of these connecting members and other members that transmit rotational torque in both forward and reverse directions, such as the connecting member N12, may be replaced with "a one-way clutch and a connecting means in which the clutch is arranged in parallel." The one-way clutch enables to cut off unnecessary engine braking in 1st and 2nd speed as torque transmission in one direction, while when engine braking is required on a downhill, the clutch is engaged to transmit torque in both directions. To do. Further, the gear ratios of the three sets of planetary gear units G11, G12, G13 may be changed to make the gear ratios of the respective gear stages different. Further, the three brakes and the three clutches are disclosed in Japanese Patent Laid-Open No. 2-1594.
As shown in FIGS. 38 to 48 of No. 43, a multi-disc clutch, a band brake, and a structure in which a one-way clutch is combined with these can be arbitrarily selected according to the use and purpose.

By the way, in the structure of the first embodiment, the arrangement order and relative positional relationship of the three sets of planetary gear units, the three brakes and the three clutches are maintained in the mutually connected state by the connecting members. As it is, it can be freely changed according to the convenience of the housing structure, the connecting member, and the like. At this time, the sun gear, the pinion carrier, and the ring gear of the planetary gear device may be connected to the connecting members by selecting the left and right convenient sides. 5 (a), (b), and FIG.
Are three sets of planetary gear units G11 and G1 shown in FIG.
2, G13 and connecting members N11, N12, N13, N1
4 shows a modification of the first embodiment obtained by geometrically rearranging N15 and other members for transmitting rotational torque.

In FIG. 5 (a), the ring gear R12 of the planetary gear unit G12 and the pinion carrier C13 of the planetary gear unit G13 are shortly connected to each other on the opposite side, and instead, the pinion carrier C12 of the planetary gear unit G12 is connected. And the ring gear R12 of the planetary gear unit G13 are connected while bypassing the outside of the planetary gear unit G12. In FIG. 5B, the order of arrangement of the planetary gear unit G12 and the planetary gear unit G13 is opposite to that in FIG. 1A. Planetary gear unit G1
The connecting members that connect the pinion carriers C11 and C12 of G1 and G12 to each other and the sun gears S11 and S12 of the planetary gear type transmission, respectively, are largely detoured to the outside, and the planetary gears are provided inside the connecting members. Device G1
3 are arranged. In FIG. 6, the planetary gear unit G11 and the clutch K3 in FIG.
13 are arranged. Further, although not shown, the planetary gear unit G11 and the brake B3 may be arranged on the most output shaft side. Clutch K1, K2, K3, brake B1,
A forward four-stage planetary gear type transmission including B2, planetary gear units G12 and G13 is integrally configured on the input shaft side, and a planetary gear unit G11 and a brake B3 are added to the right side (output shaft side) thereof. 5 forward type

FIG. 7 shows an example of the assembly structure of the housing in the planetary gear type transmission of the first embodiment. Here, the main housing is divided into a front portion D11 and a rear portion D13, and if the rear portion D13 is directly connected to the front portion D11, the forward four-stage planetary gear type transmission shown in FIG. Is configured. On the other hand, if the sub-casing D12 is sandwiched and connected between the front portion D11 and the rear portion D13, the forward five-stage planetary gear type transmission shown in FIG. 1A is constructed. The front part D11 stores the mechanism of the part A1 surrounded by the broken line in FIG. 1A, and the rear part D13 also has the part A surrounded by the broken line.
Two mechanisms are stored. The sub-housing D12 internally holds the mechanism of a portion A11 that is surrounded by a broken line and that includes the planetary gear device G11, the brake B3, and the connecting members N16 and N17.

The connecting member connecting between the clutch K3 and the brake B1 and the sun gear S11 of the planetary gear unit G11 is an intermediate mesh between the component fixed to the clutch K3 and the brake B1 and the component fixed to the sun gear S11 of the planetary gear unit G11. It is configured by connecting in a mating structure. Further, the sun gear S11 of the planetary gear device G11 and the planetary gear device G1
The connecting member connecting between the two sun gears S12 is constituted by connecting a component fixed to the sun gear S11 of the planetary gear device G11 and a component fixed to the sun gear S12 of the planetary gear device G12 with an intermediate meshing structure. The meshing structure is arranged at the connecting position between the front portion D11 and the sub-casing D12 and the connecting position between the sub-casing D12 and the rear portion D13, respectively.
It is a structure in which both 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 front part D11 and the rear part D1
The sub-casing D12 is sandwiched between 3 and connected, and at the same time, the meshing connection of the respective connecting members is completed. On the other hand, when the front part D11 and the rear part D13 are directly connected without the sub-housing D12, the parts fixed to the clutch K3 and the brake B1 and the parts fixed to the sun gear S12 of the planetary gear device G12 mesh with each other to communicate between them. The member is constructed. The structure from the brake B2 to the pinion carrier C12 of the planetary gear device G12 via the pinion carrier C11 of the planetary gear device G11 is similarly configured.

The connecting members N16 and N17 are the sub-housing D12.
It is held rotatably by and is restrained in the axial direction. The connecting member N17 relays between the component fixed to the clutch K1 and the component fixed to the sun gear S13 of the planetary gear device G13. Further, the connecting member N16 relays between the component fixed to the clutch K2 and the component fixed to the ring gear R13 of the planetary gear device G13. These relayed parts and the connecting members N16, N17 are restrained from rotating relative to each other by a meshing structure arranged at a connecting position of the front portion D11 and the rear portion D13 with respect to the sub-housing N12. On the other hand, the sub-housing D1
When the front part D13 and the rear part D15 are directly connected without 4, the relayed parts of the front part D13 and the rear part D15 are directly meshed with each other, and the connecting members as shown in FIG. Make up. Since the connection is made by such engagement, it is not necessary to replace the connecting member or connect with a screw or the like accompanying the addition or removal of the sub-housing 12.

According to the housing structure shown in FIG. 7, the planetary gear units G12 and G13, the clutches K1 to K3, and the brake B are arranged.
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. Also, instead of adding individual parts, all the necessary parts are incorporated and the units assembled in the factory are connected, so work such as replacement and repair is simplified, and mistakes in parts and various work mistakes are made. It is unlikely to occur.

[0040]

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

FIG. 7 is an explanatory diagram of a housing structure.

[Explanation of Codes] B1, B2, B3 Brakes K1, K2, K3 Clutch E1 Input shaft E2 Output shaft D1 Housing D11 Front D12 Sub housing D13 Rear C11, C12, C13 Pinion carriers G11, G12, G13 Planetary gear device N11, N12, N13, N14, N15, N16, N
17 Connecting member P11, P12, P13 Pinion gear R11, R12, R13 Ring gear

Claims (3)

[Claims] 1. A planetary gear type transmission having a single-pinion type first planetary gear device and a second planetary gear device arranged on the rotation axis of an input member and an output member, wherein a sun gear of the second planetary gear device is provided. A first clutch that can be fastened to the input member, a second clutch that can fasten a ring gear of a second planetary gear device to the input member, and a sun gear of the first planetary gear device to the input member. A third clutch that can be engaged, a first brake that can stop the rotation of the sun gear of the first planetary gear device, a second brake that can stop the rotation of the pinion carrier of the first planetary gear device, and a first planetary gear device. First connecting means for rotationally communicating between the ring gear of the first planetary gear unit and the pinion carrier of the second planetary gear unit, and the pinion carrier of the first planetary gear unit and the phosphorus of the second planetary gear unit. 4 forward gears, 1 reverse gear, characterized by having a second connecting means for rotationally connecting between the gears and a third connecting means for rotationally connecting between the pinion carrier of the second planetary gear device and the output member. A planetary gear type transmission that can shift gears. 2. A planetary gear type transmission having a single-pinion type first planetary gear device and a second planetary gear device arranged on the rotation axis of an input member and an output member, wherein a sun gear of the second planetary gear device is provided. A first clutch that can be fastened to the input member, a second clutch that can fasten a ring gear of a second planetary gear device to the input member, and a sun gear of the first planetary gear device to the input member. A third clutch that can be engaged, a first brake that can stop the rotation of the sun gear of the first planetary gear device, a second brake that can stop the rotation of the pinion carrier of the first planetary gear device, and a first planetary gear device. First connecting means for rotationally communicating between the ring gear of the first planetary gear unit and the pinion carrier of the second planetary gear unit, and the pinion carrier of the first planetary gear unit and the phosphorus of the second planetary gear unit. A double connecting member arranged on the rotation axis, the second connecting member rotatingly connecting the gears, and the third connecting member rotatingly connecting the pinion carrier of the second planetary gear device and the output member. A third planetary gear device of the pinion type and a third planetary gear device capable of stopping the rotation of the ring gear of the third planetary gear device.
A brake, fourth connecting means for rotationally connecting the pinion carrier of the third planetary gear set and the pinion carrier of the first planetary gear set, and a sun gear of the third planetary gear set and a sun gear of the first planetary gear set. A planetary gear type speed change device capable of performing five forward speed shifts and one reverse speed shift, characterized by being provided with a fifth connecting means for rotational communication. 3. 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, further comprising a third brake.