JPH0786381B2 - Clutch separation type integrated planetary gear transmission - Google Patents

Description

Detailed Description of the Invention a. Object of the Invention (Industrial field of application) The present invention relates to a planetary gear transmission in which two elements of three sets of planetary gear trains are connected to each other to be integrally formed.

(Prior Art) Planetary gear transmissions are widely used for automatic transmissions of automobiles. Many conventional planetary gear transmissions are composed of two sets of planetary gears, such as a Ravigneaux gear train and a Simpson gear train, which are integrally combined. The ones were common. However, there is a demand for increasing the number of gears for the purpose of improving traveling characteristics. Therefore, conventionally, a transmission having five or more forward gears has been proposed and partially put into practical use.

As such a multi-stage transmission, for example, there is a transmission disclosed in JP-A-63-318349 and JP-A-61-103654. In this transmission, two sets of planetary gear trains are respectively combined with three clutches and brakes to form a transmission having six forward gears and one reverse gear. In the case of the transmission having such a configuration, two planetary gear trains may be provided as in the conventional case, and there is an advantage that parts can be shared with the conventional transmission. However, in this transmission, it is possible to avoid the occurrence of a shift that requires an operation of simultaneously disengaging two engaging means (clutch or brake) and engaging another two engaging means. No
There is a problem that the shift control becomes complicated.

For example, in the case of the transmission disclosed in the above publication, one clutch and one brake are disengaged at the time of shifting from the second speed to the third speed or the reverse speed, and a clutch different from these clutches is disengaged. And the brake needs to be engaged.

On the other hand, for example, JP-A-59-222644 and JP-A-1-222
320362 proposes a transmission having three sets of planetary gear trains. In the proposed transmission, two elements in each planetary gear train are mechanically connected to elements of another planetary gear train, respectively, and four clutches and three brakes are attached to these, and the engagement means (clutch and clutch By controlling the operation of the brakes), an integrated planetary gear transmission of 5 forward speeds and 1 reverse speed is configured. In the transmission having such a configuration, the engagement of one engaging means (clutch or brake) is released and another one of the engaging means is engaged in all adjacent gear shifts between the fifth forward speed. They can be performed together, and the problem of complicated control as described above does not occur.

(Problems to be Solved by the Invention) However, in an integral planetary gear transmission using such three sets of planetary gear trains, there are several speed ranges (for example, LOW (1ST), 5TH, REV ranges, etc.). At
There is a problem that one of the elements of the planetary gear (sun gear, carrier and ring gear) rotates at a speed considerably higher than the engine rotation (input rotation), that is, one of the elements overrotates. Therefore, this type of integral planetary gear transmission has a problem that it is difficult to apply it to a high rotation type engine even though it can be applied to a low rotation type engine such as a diesel engine.

When changing from 4th gear to 5th gear, the range of the gear ratio, that is, the width of the gear ratio from the 1st (LOW) to 5th gear may be widened to improve the running characteristics. This is often required, and when the range of the gear ratio is widened in this way, the above-mentioned problem of over-rotation is more likely to occur.

The present invention has been made in view of the above problems, and an object of the present invention is to provide an integrated planetary gear transmission that uses three sets of planetary gear trains and that is easy to perform gear shift control and does not cause a problem of over-rotation. And

B. Structure of the Invention (Means for Solving the Problems) In order to achieve such an object, in the present invention, first to
In a planetary gear transmission configured by arranging third simple planetary gear trains coaxially side by side and having two input side clutch means, three brake means, and one separation clutch, The first sun gear element is always connected to the input member,
The carrier element is always connected to the second ring gear element and the output member, and the first ring gear element is detachably connected to one of the other elements constituting the second and third planetary gear trains via the separation clutch and the brake is applied. It can be fixedly held by means. Furthermore, the second and third
The two elements of the planetary gear train are always connected to each other, and two of the elements constituting the second and third planetary gear trains are releasably connected to the input member via the input side clutch means. , Two elements of the second and third planetary gear trains can be fixedly held by braking means.

(Operation) In the planetary gear transmission having such a configuration, a transmission having five forward speeds and one reverse speed is configured only by combining three clutches and two brakes in three sets of simple planetary gear trains. Therefore, this structure can be made small and compact. Further, in this transmission, at a predetermined shift stage in which the element over-rotates, the separation clutch can be released to prevent the element over-rotation.

(Example) Hereinafter, a specific configuration of a transmission according to the present invention will be described with reference to the drawings.

The following four types can be cited as typical configurations of the transmission according to the present invention. Hereinafter, these types will be referred to as types 1 to 4, respectively, and each type will be described separately.

Type 1 A skeleton of a type 1 planetary gear transmission is shown in Fig. 1, which comprises first, second and third planetary gear trains G1, G2, G3 arranged coaxially in parallel. Have. Each planetary gear train has first to third sun gears S1, S2, S3 located in the center, and first to third planetary pinions that revolve while rotating around them by meshing with the first to third sun gears. P1, P2, P3 and the first to third carriers C1, C that rotatably hold this pinion and rotate in the same manner as the revolution of the pinion
2, C3, and first to third ring gears R1, R2, R3 having internal teeth that mesh with the pinion.

The first sun gear S1 is always connected to the input shaft 1, and the first carrier C1 is connected to the second ring gear R2 and also to the output gear 2. A first brake B1 capable of fixing and holding the first ring gear R1 is attached to the first ring gear R1, and the first ring gear R1 is releasably connected to a second carrier C2 and a third ring gear R3 via a third clutch K3. It The second carrier C2 and the third ring gear R3 are connected to each other. The second sun gear S2 is detachably connected to the input shaft 1 via the second clutch K2, and
It is linked to carrier C3. The second sun gear S2 and the third carrier C3 connected in this way can be fixedly held by the second brake B2. The third sun gear S3 is releasably connected to the input shaft 1 via the first clutch K1, and
It can be fixedly held by the brake B3.

As described above, each element (first to third sun gears, first to third)
Third carrier and first to third ring gears), input shaft 1
And a transmission configured by connecting the output gears 2,
First to third clutches K1 to K3 and first to third brakes B1
By performing engagement / disengagement control of ~ B3, it is possible to set the shift speed and control the shift. Specifically, as shown in the table of FIG. 2, if the engagement / disengagement control is performed, the fifth forward speed (LOW, 2ND,
3RD, 4HT and 5TH), reverse first speed (REV) can be set.
It should be noted that in the table of FIG. 2, the clutches and brakes marked with a circle are engaged. However, although the second brake B2 in the LOW range is engaged, it does not contribute to the transmission of the driving force, and is therefore parenthesized. The speed reduction ratio (ratio) in each speed range varies depending on the number of teeth of each gear, and FIG. 2 shows an example of this ratio for reference.

As can be seen from this table, each shift range for the fifth forward speed (LOW to 5TH) is set by engaging two clutches and brakes (these are referred to as engaging means). Further, when shifting between adjacent shift ranges, one of the two engaging means is released and another one of the engaging means is engaged, and the two engaging means are engaged. There is no simultaneous release or simultaneous engagement of the coupling means. For this reason,
Shift control is easy.

FIG. 3 shows the connection relationship of each element (sun gear, carrier, and ring gear) in the planetary gear transmission configured as described above. As can be seen from this figure, the third sun gear S3 alone constitutes the first rotating member, and the second sun gear S2 and the third carrier C3 are connected to constitute the second rotating member,
First ring gear R1, second carrier C2, third ring gear R3
Are connected to form a third rotating member, and the first carrier C1
And the second carrier C2 are connected to form a fourth rotating member, and the first sun gear S1 alone forms a fifth rotating member.
Then, as shown in FIG. 1, a third clutch K3 is arranged between the first ring gear R1 and the second carrier C2 and the third ring gear R3 which form the third rotating member, and the third clutch K3 is arranged to perform this connection. It can be separated or separated.

FIG. 4 shows a velocity diagram showing the relationship of the velocity of each element in the type 1 transmission having such a configuration, and the reduction ratio in each velocity range will be described based on this diagram.

In the velocity diagram of FIG. 4, the diagram is shown separately for each of the first to third planetary gear trains G1 to G3, and in the diagram corresponding to each planetary gear train, each vertical line represents its constituent elements. The length of the vertical line corresponds to the rotation speed as shown. The interval between the vertical lines is proportional to the reciprocal of the number of teeth of the sun gear and the reciprocal of the number of teeth of the ring gear.

For example, in the case of the first planetary gear train G1, the three vertical lines are
In order from the right, the length of each vertical line in the upward direction corresponds to the first sun gear S1, the first carrier C1, and the first ring gear R1, and indicates the rotation speed n in the forward direction. The distance "a" between the vertical line indicating the first sun gear S1 and the vertical line indicating the first carrier C1 corresponds to the reciprocal number (= 1 / Zs) of the tooth number Zs of the first sun gear S1. The distance "b" between the vertical line indicating C1 and the vertical line indicating the first ring gear R1 corresponds to the reciprocal number (= 1 / Zr) of the tooth number Zr of the first ring gear R1. Therefore, the first sun gear S1 connected to the input shaft 1
The first ring gear R1 to the first brake.
When fixedly held by B1, the rotation speed n _c of the intersection of the line C connecting the points A and B indicating both states and the vertical line indicating the first carrier C1.
Is the rotation speed of the first carrier C1.

The same applies to the second and third planetary gear trains G2 and G3, and the first to third clutches K1 to K3 and the first to third brakes B1 to B3 are shown at the positions corresponding to the respective elements. .

Using such a velocity diagram, input shaft 1 for each velocity range
The rotation of the output gear 2 with respect to the rotation is calculated by drawing.

First, in the LOW range, all the clutches K1 to K3 and the third brake B3 are released, and the first and second brakes B are released.
1, B2 are engaged. In this case, the second planetary gear train G2 and the third planetary gear train G2
The planetary gear train G3 is mechanically connected to the second carrier C2, the third ring gear R3, and the second sun gear S2 and the third carrier C3, that is, the two elements are mechanically connected to each other. Therefore, it becomes an integral planetary gear, and the velocity diagram can also be expressed as a unit as shown in FIG. However, since the third clutch K3 is released, the first planetary gear train G1 is separated from the integrated second and third planetary gear trains G2 and G3, and the first planetary gear train G1 is separated from the first planetary gear train G1. Only one element (first carrier C1) is connected to the second and third planetary gear trains G2, G3. As can be seen from this, the third clutch K3 acts as a separation clutch.

Here, if the rotational speed of the input shaft 1 and n _o, the input shaft 1
Coupled to the rotational speed of the first sun gear S1 is also n _o, since the first ring gear R1 is fixed by the first brake B1, and the dotted line the straight line L1 connecting the points representing both states first carrier C1
The number of revolutions n _{1 at} the intersection with the vertical line indicating is the number of revolutions of the first carrier C 1, that is, the output gear 2.

Since the first carrier C1 is connected to the second ring gear R2, the second ring gear R2 also rotates at the rotation speed n ₁ . In the integrated second and third planetary gear trains G2 and G3, the second sun gear S2 and the third sun gear S2 and the third planetary gear train G2 are integrated by the second brake B2.
Since the carrier C3 is fixed, a dotted line L1 ′ connecting the points indicating the states of the second ring gear R2 of n ₁ rotation and the fixedly held second sun gear S2 and the third carrier C3 is drawn, and this dotted line L1 ′ The intersection with and becomes the rotation speed of each other element. As can be seen from this figure, the rotation speed of the second carrier C2 and the third ring gear R3 is n ₁₁ , and the rotation speed of the third sun gear S3 is n.
It is _12, which is smaller than the input speed n _o , and there is no problem of overspeed.

Note that without performing the separation by the first clutch K _1, construction is also possible to integrally first to third planetary gear train G1~G3 in conjunction with the first ring gear R1 and the second carrier C2 and the third ring gear R3 Is. In this case, the diagram showing the first planetary gear train G1 overlaps with the diagrams showing the second and third planetary gear trains G2 and G3, as indicated by the chain double-dashed line in the figure. In such a configuration, the second brake B2 is released and the first brake B2 is released.
If B1 is engaged and the first ring gear R1, the second carrier C2, and the third ring gear R3 are fixedly held, the rotation of the first carrier C1, that is, the output gear 2 is the same as described above, as indicated by the chain double-dashed line L1 ″. A predetermined speed reduction ratio can be obtained by changing the rotation speed n _1. However, in this case, the third sun gear S3
The rotation speed n ₁₃ of the above becomes higher than the input rotation as shown in the drawing, which may cause over-rotation.

Next, the case of the 2nd speed to the 4th speed will be described with reference to FIG. In this speed range, the third clutch K3 (separation clutch) is engaged, and the first ring gear R1, the third carrier C2, and the third ring gear R3 are connected. Therefore, all of the first to third planetary gear trains G1 to G3 are integrated, and the velocity diagram is also expressed as shown in FIG.

First, in the second speed, the second brake B2 remains engaged, and the second sun gear S2 and the third carrier C3 are fixedly held. The first sun gear S1 rotates at the same as the input shaft 1 of the rotation speed n _o. Therefore, the intersection of the dotted line L2 connecting the points representing both states and the vertical line representing each element is the rotational speed of each element, and the first carrier C1 and the second ring gear R2
The rotation speed of the output gear 2 is the rotation speed n _{a at} the intersection with the vertical line. Similarly, the rotation speed of the first ring gear R1, the second carrier C2, and the third ring gear R3 is n ₂₁ , and the rotation speed of the third sun gear S3 is n ₂₂ . As you can see from this figure,
The rotation speed of any element is less than or equal to the rotation speed n _{o of the} input shaft,
There is no problem of over rotation.

In the third speed, the second brake B2 is released and the third brake B3 is engaged instead of the second brake B2, so that the third sun gear
S3 is held fixed. Therefore, the intersection with the dotted straight line L3 is the rotation speed of each element, and the rotation speed n ₃ of the intersection with the vertical line indicating the first carrier C1 and the second ring gear R2 is the rotation speed of the output gear 2. Similarly, the rotation speeds of the first ring gear R1, the second carrier C2, and the third ring gear R3 are n ₃₁ , and the rotation speeds of the second sun gear S2 and the third carrier C3 are N ₃₂ . Also in this case, the rotational speed of any element is equal to or lower than the rotational speed n _{o of the} input shaft, and there is no problem of over-rotation.

In the fourth speed, the third brake B3 is released, and the second clutch K2 is engaged in addition to the third clutch K3. Therefore, the entire first to third planetary gear trains G1 to G3 integrally rotate as the input shaft 1 rotates. In the diagram, the first sun gear S1
When second sun gear S2 and the third carrier C3 is rotated at the same rotational speed n _o and the input shaft 1, a solid line a straight line L4 extending laterally first
The rotation speed n ₄ (= n _o ) of the intersection of the carrier C1 and the vertical line indicating the second ring gear R2 is the rotation speed of the output gear 2. The As can be seen from the diagram, the same rotational speed and an input rotation n _o of all the elements, there is no over-rotated in this case.

Next, in the case of the fifth speed, the third clutch K3 is released, the first planetary gear train G1 is separated from the second and third planetary gear trains G2, G3, and the speed diagram is as shown in FIG. Become. In the fifth speed, the third brake B3 is engaged and the third sun gear S3 is fixedly held. On the other hand, the second clutch K2 remains engaged,
Therefore, the second sun gear S2 and the third carrier C3 are driven at the same rotation speed as the input shaft 1. Therefore, the dotted line L5
The intersection point with and becomes the rotation speed of each element, and the rotation speed n _{5 at} the intersection with the vertical line indicating the second ring gear R2 becomes the rotation speed of the output gear 2. The rotation speed of the second carrier C2 and the third ring gear R3 is n ₅₁ .

In the first planetary gear train G1, the first carrier C1 rotates at the rotation speed n ₅ and the first sun gear S1 connected to the input shaft 1 rotates at the input rotation speed n _o , so points indicating both states are The number of rotations of the first ring gear R1 becomes n ₅₂ from the number of rotations at the intersection with the connecting dotted straight line L5 ′, and the value is larger than the input number of rotations n _o . Moreover, when the vehicle travels at the 5th speed, the vehicle speed is high, the traveling resistance is large, the engine is rarely used in a high rotation region, and the problem of over-rotation of the first ring gear R1 hardly occurs. In addition, in this example, the first sun gear S1 is connected to the input shaft 1, but the first sun gear S1 is connected to the input shaft 1 via the clutch so as to be disengageable.
If the clutch is disengaged at a high speed, such a problem of over-rotation does not occur at all.

Also in the case of reverse (REV), the third clutch K3 is released, and the first planetary gear train G1 becomes the second and third planetary gear trains G2, G.
As it is separated from 3, the velocity diagram looks like Fig. 7. In reverse, the second brake B2 is engaged and the second sun gear S2 and the third carrier C3 are fixedly held. on the other hand,
The first clutch K1 is engaged in place of the second clutch K2, so that the third sun gear S3 is driven at the same speed as the input shaft 1. Therefore, the intersection point with the dotted line L _R connecting the points indicating both states is the rotation speed of each element, and the rotation speed n _R (negative value) at the intersection with the vertical line indicating the second ring gear R2 is the output gear 2 It becomes the number of rotations. The rotation speeds of the second carrier C2 and the third ring gear R3 are n _R1 .

Also in this case, in the first planetary gear train G1, the first carrier C1 rotates at the rotation speed n _R , and the first sun gear S1 connected to the input shaft 1 rotates at the input rotation speed n _o. From the intersection with the dotted straight line L _R ′ connecting the points indicating the state, the rotation speed of the first ring gear R1 becomes n _R2 , which is a negative value,
The absolute value is greater than the input speed n _o. However, the engine is rarely used in the full throttle state in reverse, and in this case too, the problem of over-rotation hardly occurs. Even in this case, the first sun gear S1 is connected to the input shaft 1 by engaging and disengaging the clutch,
If the clutch is released in the case of reverse, such a problem of over-rotation can be surely prevented.

Type 2 A skeleton of a type 2 planetary gear transmission is shown in Fig. 8, which comprises first, second and third planetary gear trains G1, G2, G3 coaxially arranged in parallel. Have. Each planetary gear train has first to third sun gears S1, S2,
S3 and the first to third planetary pinions P1, P2, which mesh with this sun gear and revolve while rotating around each sun gear.
P3, first to third carriers C1, C2, and C3 that rotatably hold the pinion and rotate in the same way as the revolution of each pinion, and first to third ring gears R1 that have internal teeth that mesh with the pinion. , R2, R3.

The first sun gear S1 is directly connected to the input shaft 1, and the first carrier C1
Is directly connected to the second ring gear R2 and the output gear 2. Further, a first brake B1 capable of fixing and holding the first ring gear R1 is attached to the first ring gear R1.
R1 and the third ring gear R3 are detachably connected via a first clutch K1. Second and third sun gears S2, S3
Are directly connected to each other, and these sun gears S2 and S3 are releasably connected to the input shaft 1 via a second clutch K2. Further, the second and third sun gears S2 and S3 are provided with a second brake B2 capable of fixing and holding them. The second and third carriers C2, C3 are directly connected to each other, and these second and third carriers C2, C3 are removably connected to the input shaft 1 via a third clutch K3. Further, the second and third carriers C2, C3 can be fixedly held by the third brake B3.

In the transmission configured by connecting the respective elements (sun gear, carrier and ring gear), the input shaft 1 and the output gear 2 as described above, the first to third clutches K1 to K3 and the first to third brakes B1 to By performing the engagement / disengagement control of B3, it is possible to set the shift speed and control the shift.
Specifically, as shown in the table of FIG. 9, if engagement / disengagement control is performed, 5 forward speeds (LOW, 1ST, 2ND, 3RD, 4TH and 5TH) and 1 reverse speed (REV) can be set.

As can be seen from this table, in this case as well, each shift range of the fifth forward speed (LOW to 5TH) is set by engaging two clutches and brakes (these are referred to as engaging means). , When shifting between adjacent shift ranges,
One of these two engaging means is disengaged, and another one of the engaging means is engaged, so that the two engaging means cannot be simultaneously released or simultaneously engaged. Since it does not exist, shift control is easy.

FIG. 10 shows the connection relationship of each element (sun gear, carrier, and ring gear) in the planetary gear transmission configured as described above. As can be seen from this figure, the second sun gear S2 and the third sun gear S3 are connected to form a first rotating member, and the second carrier C2 and the third carrier C3 are connected to form a second rotating member. Then, the first ring gear R1 and the third ring gear R3 are connected to form a third rotating member, and the first carrier 1C1 and the second ring gear R2 are connected to form a third rotating member, and the first sun gear S1. Constitutes the fifth rotating member by itself. Then, as shown in FIG. 8, a third clutch K3 is arranged between the first ring gear R1 and the third ring gear R3 forming the third rotating member, and the third clutch K3 is engaged or disengaged. Is able to.

FIG. 11 is a speed diagram showing the relationship between the speeds of the respective elements in the type 2 transmission having such a structure.

Using this velocity diagram, the rotation of the output gear 2 with respect to the rotation of the input shaft 1 is determined for each velocity range by drawing.

First, in the LOW range, all the clutches K1 to K3 and the second brake B2 are released, and the first and third brakes B are released.
Only 1, B3 are engaged. In this case, since the second and third planetary gear trains G2 and G3 each have two elements (the sun gear and the carrier) mechanically connected to each other, they become an integral planetary gear train, and the velocity diagram is also shown in FIG. Can be expressed as a unit. However, since the first clutch K1 is released, the first planetary gear train G1 is separated from the integrated second and third planetary gear trains G2 and G3, and
Only the carrier C1 and the second ring gear R2 are connected.

Here, if the rotational speed of the input shaft 1 and n _o, the input shaft 1
Directly related to the rotational speed of the first sun gear S1 is also n _o, since the first ring gear R1 is fixed by the first brake B1, and the dotted line the straight line L1 connecting the points representing both states first carrier C1
The number of revolutions n _{1 at} the intersection with the vertical line indicating is the number of revolutions of the first carrier C 1, that is, the output gear 2.

Since the first carrier C1 is directly connected to the second ring gear R2, the second ring gear R2 also rotates at the rotation speed n ₁ . In the second and third planetary gear trains G2 and G3 which are integrated here, the second and third carriers C2 and C are provided by the third brake B3.
Since 3 is fixed, a dotted line L1 ′ connecting the points indicating the states of the second ring gear R2 of n ₁ rotation and the fixedly held second and third carriers C2, C3 is drawn. The intersection point of is the number of rotations of each other element. As can be seen from this figure, the maximum rotation speed in this case is the rotation speed n ₁₁ of the second and third sun gears S2, S3, but the value is smaller than the input rotation n _o , and there is an element that causes overspeed. do not do.

It is also possible to directly connect the first and third ring gears R1 and R3 to each other so as to integrate the first to third planetary gear trains G1 to G3 without performing the separation by the first clutch K1. In this case, as shown by the chain double-dashed line in the figure, the first planetary gear train G1
Shows the second and third planetary gear trains G2 and G3. In such a configuration, if the third brake B3 is released and the first brake B1 is engaged to fix and hold the first and third ring gears R1 and R3, the two-dot chain line L
As shown by 1 ″, the rotation of the first carrier C1 can be set to the same rotation speed n ₁ as above to obtain a predetermined reduction ratio. However, in this case, the second and third sun gears S2, S
The rotation speed n _{12 of} 3 becomes considerably higher than the input rotation as shown, and these become over-rotation.

Next, the case of the second to fourth speeds will be described with reference to FIG. In this speed range, the first clutch K1 is engaged and the first brake B1 is released. Therefore, the first
The two elements of the planetary gear train G1 (the first carrier C1 and the first ring gear R1) are directly connected to the elements of the second and third planetary gear trains G2 and G3, and all of the first to third planetary gear trains G1 to G3 are It becomes a united state, and the velocity diagram is also united.

First, in the second speed, the third brake B3 is engaged and the second and third carriers C2, C3 are fixedly held. Therefore, the rotation speed n _{2 at} the intersection of the dotted straight line L2 and the vertical line indicating the first carrier C1 becomes the rotation speed of the output gear 2. The rotation speed n _{21 at} the intersection of the extension of the dotted straight line L2 and the vertical lines indicating the second and third sun gears S2, S3 is the maximum rotation in this case, but this rotation speed n ₂₁ is the input rotation speed. It is equal to or less than n _o, and there is no problem of over rotation.

In the third speed, the second brake B2 is engaged and the second and third sun gears S2, S3 are fixedly held. Therefore, the rotation speed at the intersection of the dotted straight line L3 and the vertical line indicating the first carrier C1
n ₃ is the rotation speed of the output gear 2. In this case, the rotational speed of the elements is less than all input speed n _o, problems of excessive rotation does not occur.

In the 4th speed, in addition to the first clutch K1, the third clutch
K3 is engaged. Therefore, the first to third planetary gear trains G1 to
The whole G3 rotates together with the input shaft 1. In the diagram, the first sun gear S1 and the second and third carriers C2, C
3 is rotated at the same rotational speed n _o and the input shaft 1, the rotation speed of the intersection of the vertical line showing the combat line L4 and the first carrier C1 which extends laterally
n ₄ is the rotation speed of the output gear 2. The As can be seen from the diagram, the same rotational speed and an input rotation n _o of all the elements, there is no over-rotated in this case.

Next, in the case of the 5th speed, both the first clutch K1 and the first brake B1 are released, so that the two elements in the first planetary gear train G1 (first carrier C1 and first ring gear R1) As a result, the planetary gear train G1 becomes free. The velocity diagram in this case is the first planetary gear train.
The velocity diagram of G1 is separated and expressed as shown in FIG. In this case, the first carrier C1 only transmits the output rotation to the output gear 2, and the other elements do not participate in the power transmission. In the fifth speed, the second brake B2 is engaged, the second and third sun gears S2, S3 are fixedly held, and the third clutch K3
Are engaged and the second and third carriers C2 and C3 are connected to the input shaft 1
Rotate the same as. For this reason, the dotted straight line L5 in FIG.
The rotational speed n _{5 at} the intersection of the vertical line indicating the second ring gear R2 (and the first carrier C1) directly connected to the output gear 2 becomes the rotational speed of the output gear 2, which is the output gear via the first carrier C1. 2 is transmitted.

In the first planetary gear train G1, since the first carrier C1 rotates at the rotational speed n _5, the first sun gear S1 is directly connected to the input shaft 1 rotates at input speed n _o, the first ring gear R1
The rotation speed of is the rotation speed n _{51 at} the intersection with the dotted straight line L5 ′,
The value is greater than the input speed n _o. However, when the vehicle travels at the fifth speed, the vehicle speed is high, the traveling resistance is large, the engine is rarely used in a high rotation region, and the problem of over-rotation of the first ring gear R1 hardly occurs.

On the other hand, also in the case of reverse (REV), both the first clutch K1 and the first brake B1 are released, so that the first planetary gear train G1 is in a free state, and the velocity diagram is shown in FIG. Is represented as In reverse, the third brake B3 is engaged and the second and third carriers C2, C3 are fixedly held, and the second clutch K2 is engaged and the second clutch K2 is engaged.
And the third sun gears S2, S3 rotate in the same manner as the input shaft 1.
Therefore, the dotted straight line L _R and the first ring gear in FIG.
The rotation speed n _R (negative value) at the intersection with the vertical line indicating R2 (and the first carrier C1) is the rotation speed of the output gear 2.

In this case, in the first planetary gear train G1, the first carrier
C1 is rotated by the rotational speed n _R, since the first sun gear S1 is directly connected to the input shaft 1 rotates at input speed n _o, the rotational speed of the first ring gear R1 is rotated at the intersection of the dashed straight line L _R ' It becomes the number n _R1 . The direction of rotation the rotational speed n _R1 is a reverse (backward direction), although the absolute value approximately equal to the input speed n _o, it is hardly to use the engine at full throttle condition in reverse, in this case However, the problem of over-rotation does not occur.

Type 3 A skeleton of a type 3 planetary gear transmission is shown in Fig. 15. This transmission also includes first, second and third planetary gear trains G1, G2, G3 arranged in parallel on the same axis. Each planetary gear train has first to third sun gears S1, S2, S3 and first to third sun gears.
It is composed of carriers C1, C2, C3 and first to third ring gears R1, R2, R3.

The first sun gear S1 is directly connected to the input shaft 1, and the carrier C1 is directly connected to the second and third ring gears R2, R3 and the output gear 2. A first brake B1 capable of fixing and holding the first ring gear R1 is attached to the first ring gear R1, and the first ring gear R1 and the third carrier C3 are releasably connected via a first clutch K1. The second sun gear S2 is detachably connected to the input shaft 1 via the second clutch K2, and the second sun gear S2 is provided with a second brake B2 capable of fixing and holding the second sun gear S2. The second carrier C2 is directly connected to the second sun gear S3 and these second carrier C2 and third
The sun gear S3 is detachably connected to the input shaft 1 through a third clutch K3. Further, the second carrier C2 and the third sun gear S3 can be fixedly held by the third brake B3.

In the transmission configured as described above, it is possible to set the shift speed and control the shift by performing engagement / disengagement control of the first to third clutches K1 to K3 and the first to third brakes B1 to B3. . Specifically, as shown in the table of FIG. 16,
If engaging / disengaging control is performed, 5 forward speeds (LOW, 1ST, 2ND, 3RD, 4TH and 5TH) and 1 reverse speed (REV) can be set. In the table of FIG. 16, it is shown that the clutches and brakes marked with a circle are engaged, and an example of the reduction ratio (ratio) in the angular velocity range is shown for reference.

Also in this case, when shifting between adjacent shift ranges in each of the forward side fifth speeds (LOW to 5TH), one of these two engaging means is released and another one of the engaging means is released. The engaging means are engaged, and the two engaging means are not simultaneously released or engaged. Therefore, the shift control is easy.

FIG. 17 shows the connection relationship of each element (sun gear, carrier, and ring gear) in the planetary gear transmission configured as described above. As can be seen from this figure, the second sun gear S2 alone constitutes the first rotating member, and the second carrier C2 and the third sun gear S3 are connected to constitute the second rotating member,
The first ring gear R1 and the third carrier C3 are connected to each other to form a third
It constitutes a rotating member, and has a first carrier C1 and a second ring gear R2.
And the third ring gear R3 are connected to form a fourth rotating member, and the first sun gear S1 alone forms a fifth rotating member.
Then, as shown in FIG. 15, a third clutch K3 is arranged between the first ring gear R1 and the third carrier C3 that form the third rotating member, and this coupling is performed or disengaged. Is able to.

On the other hand, FIG. 18 shows a speed diagram showing the relationship between the speeds of the respective elements in the type 3 transmission configured as described above, and based on this, the speed reduction ratio in each speed range will be described.

First, in the LOW range, all the clutches K1 to K3 and the second brake B2 are released, and the first and third brakes B are released.
Only 1, B3 are engaged. The second and third planetary gear trains are
Since the two elements (sun gear and carrier) are mechanically connected to each other, they become an integral planetary gear train, and the velocity diagram can be expressed as a unit as shown in FIG. However, since the first clutch K1 is released, the first planetary gear train G1 is separated from the integrated second and third planetary gear trains G2, G3, and the first carrier C1 and the second ring gear are separated. It is only connected with R2.

The first sun gear S1 is directly connected to the input shaft 1 is rotated at the same rotational speed n _o and the input shaft 1, the first ring gear R1 first brake
Since it is fixed by B1, the rotation speed n _{1 at} the intersection of the dotted straight line L1 and the vertical line showing the first carrier C1 becomes the rotation speed of the first carrier C1, that is, the output gear 2.

Since the first carrier C1 is directly connected to the second and third ring gears R2 and R3, these second and third ring gears R2
2, R3 also rotates at the rotation speed n ₁ . In the integrated second and third planetary gear trains G2 and G3, the third brake B3
As a result, the second carrier C2 and the third sun gear S3 are fixed, and therefore the points indicating the states of the second and third ring gears R2, R3 that rotate n ₁ and the second carrier C2 and the third sun gear S3 that are fixedly held are shown. Draw a dotted straight line L1 '
The intersection with and becomes the rotation speed of each other element. As can be seen from this figure, the maximum rotational speed in this case is the rotational speed n ₁₁ of the second sun gear S2, the value is smaller than the input rotation n _o,
There is no over-rotation element.

Also in this case, it is possible to connect the first ring gear R1 and the third carrier C3 to integrate the first to third planetary gear trains G1 to G3 without performing the separation by the first clutch K1. . In such a configuration, the third brake B3 is released and the first brake B1 is engaged so that the first ring gear R1
If the third carrier C3 is fixedly held, the two-dot chain line L1 ″
As shown in, the rotation of the first carrier C1 can be set to the same rotation speed n ₁ as described above to obtain a predetermined reduction gear ratio. However, in this case, the rotation speed n ₁₂ of the second sun gear S2 becomes considerably higher than the input rotation as shown in the figure, and there is a high possibility that this will be over-rotation.

Next, the case of 2nd to 4th speed will be described with reference to FIG. In this speed range, the first clutch K1 is engaged and the first brake B1 is released. Therefore, the two elements (the first carrier C1 and the first ring gear R1) of the first planetary gear train G1 are directly connected to the elements of the second and third planetary gear trains G2 and G3, and the first to third planetary gear trains G1 ~ All G3 are united together, and the velocity diagram is also united.

First, in the second speed, the third brake B3 is engaged, and the second carrier C2 and the third sun gear S3 are fixedly held.
Therefore, the rotation speed n _{2 at} the intersection of the dotted straight line L2 and the vertical line indicating the first carrier C1 becomes the rotation speed of the output gear 2. The rotation speed n _{21 at} the intersection of the extension of the dotted straight line L2 and the vertical line indicating the second sun gear S2 is the maximum rotation in this case, but this rotation speed n ₂₁ is equal to the input rotation speed n _o or Below this, there is no problem of over-rotation.

In the third speed, the second brake B2 is engaged and the second sun gear S2 is fixedly held. Therefore, the dotted line L3 and the first line
The rotation speed n _{3 at} the intersection with the vertical line indicating the carrier C1 is the output gear 2
It becomes the number of rotations. In this case, the rotational speed of the elements is less than all input speed n _o, problems of excessive rotation does not occur.

In the 4th speed, in addition to the first clutch K1, the third clutch
K3 is engaged. Therefore, the first to third planetary gear trains G1 to
The whole G3 rotates together with the input shaft 1. The diagram line indicates the first sun gear S1, a second carrier C2 and the third sun gear S3 are rotated at the same rotational speed n _o and the input shaft 1, the solid line straight line L4 and the first carrier C1 which extends laterally The rotation speed n _{4 at} the intersection with the vertical line is the rotation speed of the output gear 2. The As can be seen from the diagram, the same rotational speed and an input rotation n _o of all the elements, there is no over-rotated in this case.

Next, in the case of the 5th speed, both the first clutch K1 and the first brake B1 are released, so that the two elements in the first planetary gear train G1 (first carrier C1 and first ring gear R1) As a result, the planetary gear train G1 becomes free. The velocity diagram in this case is the first planetary gear train.
The velocity diagram of G1 is separated and expressed as shown in FIG. In the fifth speed, the second brake B2 is engaged and the second sun gear S2 is fixedly held, and the third clutch K3 is engaged so that the second carrier C2 and the third sun gear S3 rotate in the same manner as the input shaft 1. . Therefore, the rotational speed n _{5 at} the intersection of the dotted line L5 in FIG. 21 and the vertical line indicating the second and third ring gears R2, R3 (and the first carrier C1) directly connected to the output gear 2 is the output gear 2 Rotation speed, which is transmitted to the output gear 2 via the first carrier C1.

In the first planetary gear train G1, since the first carrier C1 rotates at the rotational speed n _5, the first sun gear S1 is directly connected to the input shaft 1 rotates at input speed n _o, the first ring gear R1
The rotation speed of is the rotation speed n _{51 at} the intersection with the dotted straight line L5 ′,
The value is greater than the input speed n _o. However, as described above, when the vehicle travels at the 5th speed, the vehicle speed is high, the traveling resistance is large, the engine is rarely used in a high rotation region, and the problem of over-rotation of the first ring gear R1 occurs. Almost never.

On the other hand, even in the case of reverse (REV), both the first clutch K1 and the first brake B1 are released, so the first planetary gear train G1 is in a free state, and the velocity diagram is shown in FIG. Is represented as In reverse, the third brake B3 is engaged and the second carrier C2 and the third sun gear S3 are engaged.
Is fixedly held, the second clutch K2 is engaged, and the second sun gear S2 rotates in the same manner as the input shaft 1. Therefore, the rotational speed n _R (negative value) at the intersection of the dotted straight line L _{R in} FIG. 21 and the vertical lines indicating the second and third ring gears R2, R3 (and the first carrier C1) is the output gear 2 It becomes the number of rotations.

In this case, in the first planetary gear train G1, the first carrier
C1 is rotated by the rotational speed n _R, since the first sun gear S1 is directly connected to the input shaft 1 rotates at input speed n _o, the rotational speed of the first ring gear R1 is rotated at the intersection of the dashed straight line L _R ' It becomes the number n _R1 . This rotation speed n _R1 has a reverse rotation direction (reverse direction) and its absolute value is greater than the input rotation speed n _o, but the engine is rarely used at full throttle in reverse, and in this case too The problem of does not occur.

Type 4 A skeleton of a type 4 planetary gear transmission is shown in Fig. 22. This transmission also has the first and second coaxial transmissions arranged in parallel.
It has second and third planetary gear trains G1, G2, G3, and each planetary gear train has first to third sun gears S1, S2, S3, and first to third carriers C1, C2, C3J, first. -It comprises 3rd ring gear R1, R2, R3.

The first sun gear S1 is directly connected to the input shaft 1, and the first carrier C1
Is directly connected to the second ring gear R2 of the second planetary gear train G2 and the output gear 2. A first brake B1 capable of fixing and holding the first ring gear R1 of the first planetary gear train G1 is attached, and further, the first ring gear R1 and the third ring gear R3 of the third planetary gear train G3 are the first. The clutch K1 is engaged and disengaged. The second sun gear S2 of the second planetary gear train G2 is connected to the third carrier C3 of the third planetary gear train G3, and the second brake B2 capable of fixing and holding the third carrier C3 is attached. . Second planetary gear train
The second carrier C2 of G2 is connected to the third ring gear R3 of the third planetary gear train G3, and these second carrier C2 and third ring gear R3 are detachably connected to the input shaft 1 via the second clutch K2. ing. A third brake B3 is attached to the third sun gear S3, and the third sun gear S3 is detachably connected to the input shaft 1 via a third clutch K3.

In the transmission configured as described above, the engagement and disengagement control of the first to third clutches K1 to K3 and the first to third brakes B1 to B3 can be performed to set the gear speed and control the gear shift. it can. Specifically, as shown in the table of FIG. 23, if engagement / disengagement control is performed, the fifth forward speed (LOW, 1ST, 2ND, 3RD, 4T
H and 5TH), 1st reverse speed (REV) can be set. In addition,
In the table of FIG. 23, it is shown that the clutches and brakes marked with a circle are engaged, and an example of the reduction ratio (ratio) in each speed range is shown for reference.

Also in this case, when shifting between adjacent shift ranges in each of the forward side fifth speeds (LOW to 5TH), one of these two engaging means is released and another one of the engaging means is released. The engaging means is engaged, and the two engaging means are not simultaneously released or engaged. Therefore, the shift control is easy.

FIG. 24 shows the connection relationship of each element (sun gear, carrier, and ring gear) in the planetary gear transmission configured as described above. As can be seen from this figure, the third sun gear S3 alone constitutes the first rotating member, and the second sun gear S2 and the third carrier C3 are connected to constitute the second rotating member,
First ring gear R1, second carrier C2, third ring gear R3
Are connected to form a third rotating member, and the first carrier C1
And the second ring gear R2 are connected to form a fourth rotating member, and the first sun gear S1 alone forms a fifth rotating member.
Then, as shown in FIG. 22, a third clutch K3 is arranged between the first ring gear R1 and the second carrier C2 and the third ring gear R3, which form the third rotating member, and this connection is performed. It can be separated or separated.

On the other hand, FIG. 25 shows a velocity diagram showing the relationship of the velocity of each element in the type 4 transmission configured as described above, and the reduction ratio in each velocity range will be described based on this.

First, in the LOW range, all the clutches K1 to K3 and the third brake B3 are released, and the first and second brakes B are released.
Only 1, B2 are engaged. The second and third planetary gear trains are
Since the two elements (sun gear and carrier) are mechanically connected to each other, they become an integral planetary gear train, and the velocity diagram can be expressed as a unit as shown in FIG. However, since the first clutch K1 is released, the first planetary gear train G1 is separated from the integrated second and third planetary gear trains G2, G3, and the first carrier C1 and the second ring gear are separated. It is only connected with R2.

The first sun gear S1 is rotated by the input shaft 1 and the same rotational speed n _o which is directly connected to the input shaft 1, the first ring gear R1 first brake
Since it is fixed by B1, the rotation speed n _{1 at} the intersection of the dotted straight line L1 and the vertical line showing the first carrier C1 becomes the rotation speed of the first carrier C1, that is, the output gear 2.

Since the first carrier C1 is directly connected to the second ring gear R2, the second ring gear R2 also rotates at the rotation speed n ₁ . In the integrated second and third planetary gear trains G2 and G3, since the second sun gear S2 and the third carrier C3 are fixed by the second brake B2, the second ring gear R2 that rotates n ₁ times Draw a dotted line L1 'that connects the points indicating the states of the second sun gear S2 and the third carrier C3 that are fixedly held.
The intersection with L1 'is the rotation speed of each of the other elements. As can be seen from this figure, the maximum rotation speed in this case is the third sun gear.
It is the rotation speed n ₁₁ of S3, but its value is smaller than the input rotation n _o , and there is no element that causes overspeed.

Even in this case, the first clutch K1 is not used for separation, and the first ring gear R1, the second carrier C2, and the third ring gear R3 are directly connected to each other so that the first to third planetary gear trains G1 to G3 are integrated. It is also possible to have a configuration. In such a configuration, the second
If the first brake B1 is engaged and the first ring gear R1, the second carrier C2, and the third ring gear R3 are fixedly held while releasing the brake B2, as shown by the two-dot chain line L1 ″, the first carrier C1 the rotation can be obtained predetermined reduction ratio by the same number of revolutions n ₁ and described above. in this case, however, considerably higher than the input rotation as the rotation speed n ₁₂ is shown in the third sun gear S3, which is There is a possibility of over-rotation Next, the case of 2nd to 4th speed will be described with reference to Fig. 27. In this speed range, the first clutch K1 is engaged and the first brake is engaged. B1 is released, so that the two elements of the first planetary gear train G1 (the first carrier C1 and the first ring gear R1) are directly connected to the elements of the second and third planetary gear trains G2, G3, and All the third planetary gear trains G1 to G3 are integrated together, and the speed diagram also matches. Represented by.

First, in the second speed, the second brake B2 is engaged and the second sun gear S2 and the third carrier C3 are fixedly held.
Therefore, the rotation speed n _{2 at} the intersection of the dotted straight line L2 and the vertical line indicating the first carrier C1 becomes the rotation speed of the output gear 2. Although the rotational speed n ₂₁ of intersection of the vertical line showing the extension and the third sun gear S3 of the dotted straight line L2 is the highest rotation in this case, the rotational speed n ₂₁ is smaller than the input speed n _o, There is no problem of over rotation.

In the third speed, the third brake B3 is engaged and the third sun gear S3 is fixedly held. Therefore, the dotted line L3 and the first line
The rotation speed n _{3 at} the intersection with the vertical line indicating the carrier C1 is the output gear 2
It becomes the number of rotations. In this case, the rotational speed of the elements is less than all input speed n _o, problems of excessive rotation does not occur.

In the 4th speed, in addition to the first clutch K1, the second clutch
K2 is engaged. Therefore, the first to third planetary gear trains G1 to
The whole G3 rotates together with the input shaft 1. In the diagram, the first sun gear S1 and the first ring gear R1 and the second sun gear S1
A carrier C2 and the third ring gear R3 is rotated at the same rotational speed n _o and the input shaft 1, the intersection rpm n ₄ of the vertical line showing the solid straight line L ₄ and the first carrier C1 which extends laterally output This is the rotation speed of the gear 2. As can be seen from this diagram, the rotational speeds of all the elements are the same as the input rotational speed n _o, and no over-rotation occurs in this case either. Next, in the case of the fifth speed, the first clutch K1 and the first brake Since both B1 are released, the two elements (the first carrier C1 and the first ring gear R1) in the first planetary gear train G1 are no longer constrained, and the planetary gear train G1 becomes free. The velocity diagram in this case is the first planetary gear train.
The velocity diagram of G1 is separated and expressed as shown in FIG. At the 5th speed, the third brake B3 is engaged and the third sun gear S3 is fixedly held, and the second clutch K2 is engaged so that the second carrier C2 and the third ring gear R3 rotate together with the input shaft 1. To do. Therefore, the rotational speed n ₅ of the intersection of the dotted straight line L _{5 in} FIG. 28 and the vertical line showing the second ring gear R2 (and the first carrier C1) directly connected to the output gear 2 becomes the rotational speed of the output gear 2. , This is the output gear 2 via the first carrier C1
Be transmitted to.

In the first planetary gear train G1, the first carrier C1 rotates at the rotation speed n ₅ and the first sun gear S1 directly connected to the input shaft 1 rotates at the input rotation speed n _o , so the first ring gear B1
The rotation speed of is the rotation speed n _{51 at} the intersection with the dotted straight line L5 ′,
The value is greater than the input speed n _o. However, as described above, when the vehicle travels at the 5th speed, the vehicle speed is high, the traveling resistance is large, the engine is rarely used in a high rotation region, and the problem of over-rotation of the first ring gear R1 occurs. Almost never.

Further, the setting of the fifth speed can be performed by changing the third brake B3 and engaging the second brake B2.

On the other hand, even in the case of reverse (REV), the first clutch K1 and the first brake B1 are both in the released state, so the first planetary gear train G1 is in the free state, and the velocity diagram is shown in FIG. 28. Is represented as In reverse, the second brake B2 is engaged and the second sun gear S2 and the third carrier C3 are engaged.
Is fixedly held, the third clutch K3 is engaged, and the third sun gear S3 rotates in the same manner as the input shaft 1. Therefore, the rotational speed n at the intersection of the dotted line L _{R in} FIG. 28 and the vertical line indicating the second ring gear R2 (and the first carrier C1)
_R (negative value) is the rotation speed of the output gear 2.

In this case, in the first planetary gear train G1, the first carrier
C1 is rotated by the rotational speed n _R, since the first sun gear S1 is directly connected to the input shaft 1 rotates at input speed n _o, the rotational speed of the first ring gear R1 is rotated at the intersection of the dashed straight line L _R ' It becomes the number n _R1 . This rotation speed n _R1 has a reverse rotation direction (reverse direction), and although its absolute value is larger than the input rotation speed n _o, it rarely uses the engine in the full throttle state in reverse, and in this case too. Rotational problems do not occur.

C. As described above, according to the present invention, only three sets of simple planetary gear trains arranged coaxially side by side, two input side clutch means, three braking means and one separation clutch are provided. As a result, it is possible to obtain a compact and compact transmission having five forward speeds and one reverse speed. In particular, all three sets of planetary gear trains are simple planetary gear trains, and the configuration of the planetary gear mechanism is simple. Further, in the fifth forward speed shift, the shift between adjacent shift speeds can be performed only by releasing one engaging means (clutch or brake) and engaging another one of the engaging means. Is easy.

Further, in the planetary gear transmission of the present invention, the first sun gear element is always connected to the input member, the first carrier element is always connected to the second ring gear element and the output member, and the first ring gear element is connected to the second and the second ring gear elements. The third planetary gear train is configured so that it can be engaged and disengaged via one separation clutch of another element constituting the third planetary gear train and can be fixedly held by a brake means. The elements are always connected to each other, and two of the elements forming the second and third planetary gear trains are detachably connected to the input member via input side clutch means, and
Also, two of the elements constituting the third planetary gear train can be fixedly held by the braking means.

If such a configuration is adopted, at a predetermined shift speed in which the element over-rotates, the separation clutch can be released to reliably prevent the element from over-rotating. You can get the opportunity.

[Brief description of drawings]

1, 8, 15, and 22 are skeleton diagrams showing the configuration of the planetary gear transmission according to the present invention, FIG. 2, FIG. 9, FIG. 16, FIG. Tables showing the relationship between the operation of clutches and brakes in the above-mentioned transmission and the shift range are shown in FIGS. 3, 10, 17, and 24, which show the connection of the elements of the planetary gear train constituting the above-mentioned transmission. Fig. 4 to Fig. 7, Fig. 11 to Fig. 14, and Fig. 18 to Fig. 21
Figures and Figures 25 to 28 are the same as Figures 1, 8 and
FIG. 23 is a velocity diagram showing a velocity relationship of each element of the transmission shown in FIG. 15 and FIG. 22. 1 …… input shaft, 2 …… output gear G1, G2, G3 …… planetary gear train S1, S2, S3 …… sun gear C1, C2, C3 …… carrier R1, R2, R3 …… ring gear B1, B2, B3 ...... Brakes K1, K2, K3 …… Clutch

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Kimihiko Kikuchi 1-4-1 Chuo, Wako-shi, Saitama Inside the Honda R & D Co., Ltd. (72) Inventor Tsunefumi Niiyama 1-4-1 Chuo, Wako-shi, Saitama No. Incorporated in Honda R & D Co., Ltd. (72) Yorinori Kumagai 1-4-1 Chuo, Wako-shi, Saitama Incorporated in Honda R & D Co., Ltd. (72) In-house Shinichi Sakaguchi 1-4-1 Chuo, Wako, Saitama No. 1 inside Honda R & D Co., Ltd. (72) Inventor Tomoji Kumagai 1-4-1 Chuo, Wako, Saitama Inside R & D Co., Ltd. (56) Reference JP-A-59-222644 (JP, A) JP-A-60-65942 (JP, A) JP-A-60-88249 (JP, A) JP-A-60-88251 (JP, A) JP-A-60-88252 (JP, A)

Claims (5)

[Claims] 1. A first to a third sun gear element, and a first to a third sun gear element, respectively.
It is composed of first to third simple planetary gear trains that are coaxially arranged side by side with a third carrier element and first to third ring gear elements, and disengages the input member and any of the elements from each other. Two input-side clutch means that are freely connected, one separation clutch that is disposed between any two of the elements and that releasably connects these two elements, and any one of the above elements The first sun gear element is always connected to the input member, and the second and third sun gear elements are respectively connected via the input side clutch means. The input member is detachably connected and can be fixedly held by the brake means, the first carrier element is always connected to the second ring gear element and the output member, and One ring gear element can be fixedly held by the braking means, the second carrier element and the third ring gear element are always connected, the second sun gear element and the third carrier element are always connected, The clutch-separated integral planetary gear transmission, wherein the first ring gear element is detachably connected to the second carrier element via the separation clutch. 2. A first to a third sun gear element and a first to a third sun gear element, respectively.
It is composed of first to third simple planetary gear trains that are coaxially arranged side by side with a third carrier element and first to third ring gear elements, and disengages the input member and any of the elements from each other. Two input-side clutch means that are freely connected, one separation clutch that is disposed between any two of the elements and that releasably connects these two elements, and any one of the above elements A first sun gear element is always connected to the input member, the first carrier element is always connected to the second ring gear element and the output member, The first ring gear element can be fixedly held by the braking means, the second carrier element and the third carrier element are always connected, and the second sun gear element and the third sangui The second carrier element and the second sun gear element are respectively releasably connected to the input member via the input side clutch means and can be fixedly held by the brake means. The clutch-separated integral planetary gear transmission, wherein the first ring gear element is detachably connected to the third ring gear element via the separation clutch. 3. A first to a third sun gear element and a first to a third sun gear element, respectively.
It is composed of first to third simple planetary gear trains that are coaxially arranged side by side with a third carrier element and first to third ring gear elements, and disengages the input member and any of the elements from each other. Two input-side clutch means that are freely connected, one separation clutch that is disposed between any two of the elements and that releasably connects these two elements, and any one of the above elements The first sun gear element is always connected to the input member, and the first carrier element is always connected to the second and third ring gear elements and the output member. Connected, said first ring gear element can be fixedly held by said braking means, said second carrier element and said third sun gear element are always connected, said second sun gear element and said second sun gear element Second carrier elements are each releasably connected to the input member via the input side clutch means and can be fixedly held by the brake means, and the first ring gear element is connected via the separation clutch. A clutch-separated integral planetary gear transmission, which is detachably connected to a third carrier element. 4. A first to a third sun gear element and a first to a third sun gear element, respectively.
It is composed of first to third simple planetary gear trains that are coaxially arranged side by side with a third carrier element and first to third ring gear elements, and disengages the input member and any of the elements from each other. Two input-side clutch means that are freely connected, one separation clutch that is disposed between any two of the elements and that releasably connects these two elements, and any one of the above elements The first sun gear element is always connected to the input member, and the first carrier element is always connected to the second ring gear element and the output member. The first ring gear element can be fixedly held by the brake means, the second carrier element and the third ring gear element are always connected, and the second sun gear element and the third A carrier element is always connected, the second carrier element and the third sun gear element are detachably connected to the input member via the input side clutch means, and the third sun gear element and the third carrier element are Each of them can be fixedly held by the brake means, and the first ring gear element is detachably connected to the second carrier element via the separation clutch, so that the clutch-separated integral planetary gear shift is provided. Machine. 5. A velocity diagram showing each of the elements that rotate integrally when the input side clutch means and the separation clutch means are engaged as one rotating member. Of the first to fifth rotating members, the first and second rotating members are connected to the input member via the clutch means, the fifth rotating member is directly connected to the input member, and the fourth rotating member is the output member. The clutch separation according to any one of claims 1 to 4, wherein the separation clutch that is connected to a member and that releasably connects these elements is provided between the elements that form the third rotation member. Type integrated planetary gear transmission.