JPH0786382B2 - Clutch separation type integrated planetary gear transmission - Google Patents

Description

Detailed Description of the Invention a. Object of the Invention (Field of Industrial Application) The present invention relates to a planetary gear transmission configured by using three sets of planetary gear trains.

(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. Configuration of the Invention (Means for Solving the Problems) In order to achieve such an object, in the present invention, three sets of planetary gear trains, two input side clutch means, three braking means and one separation are provided. In a planetary gear transmission having a clutch, two elements out of three elements constituting one set of planetary gear trains are detachably connected to an input member via input side clutch means, respectively. Each of the three elements constituting the remaining two sets of planetary gear trains is always connected to each other without being able to be fixedly held by the braking means. One of them is always connected to the input member and the other one is always connected to the output member. Further, one of the elements forming the one set of planetary gear trains is detachably connected to one of the elements forming the other two sets of planetary gear trains via the separating clutch means, and the one set of planets is connected. The other elements that make up the gear train are always connected to the other elements that make up the remaining two sets of planetary gear trains.

Further, in another aspect of the present invention, a transmission is constituted by a Ravigneaux planetary gear train, a third single pinion type planetary gear train, two input side clutch means and three braking means, and a third sun gear element and The third carrier element is releasably connected to the input member via the input side clutch means and fixedly held by the brake means respectively, and any one of the elements constituting the Ravigneaux planetary gear train is input. It is always connected to the member and another one is always connected to the output member. Further, the third carrier element is detachably connected to one of the elements constituting the Ravigneaux planetary gear train via the separating clutch means, and the third ring gear element is always coupled to another element constituting the Ravigneaux planetary gear train. is doing.

(Operation) In the planetary gear transmission having the above structure, three clutches, two brakes, and one clutch are provided in a combination of three planetary gear trains or a combination of a Ravigneaux planetary gear train and one planetary gear train. 5 speed forward, 1 reverse only by installing the separation clutch
A transmission having high speed can be configured, and this configuration can be made small and compact. Further, in this transmission, the separation clutch can be disengaged to prevent such an excessive rotation of the element at a predetermined shift stage in which the excessive rotation of the element occurs.

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

The following five types can be given as typical examples of the structure of the transmission according to the present invention. Hereinafter, the types will be referred to as types 1 to 5, 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 connected to the input shaft 1I, the first carrier C1 is connected to the second ring gear R3 and the third ring gear R3, and is also connected 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 further, the first ring gear R1 and the third carrier C3.
And are connected. The second sun gear S2 is the first clutch K1
A third brake B3, which is detachably connected to the input shaft 1 via the, and is capable of fixing and holding the second sun gear S2, is attached. The second carrier C2 is detachably connected to the input shaft 1 via a second clutch K2, and the second carrier C2 can be fixedly held by a second brake B2. Further, the second carrier C2 has the third clutch K3.
It is connected to the third sun gear S3 in a freely disengageable manner via.

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, 4TH 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 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 is 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 disposed between the second carrier C2 and the third sun gear S3 that form the second rotating member, and the second carrier C2 and the third sun gear S3 are arranged. It is possible to connect and disconnect and.

The figure also shows the ratio λ (where λ = Z _S / Z _R ) between the number of teeth of the sun gear (Z _S ) and the number of teeth of the ring gear (Z _R ).

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 / Z _S ) of the tooth number Z _S of the first sun gear S1, interval "b" of the vertical line indicating the first carrier C1 and the vertical line showing the first ring gear R1 correspond to the reciprocal of the number of teeth Z _r of the first ring gear _{R1 (= 1 / Z r)} . 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.
2, B2 are engaged. In this case, the first planetary gear train G1 and the third planetary gear train G1
The planetary gear train G3 is mechanically connected to the first carrier C1 and the third ring gear R3, and the first ring gear R1 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 second planetary gear train G2 is separated from the integrated first and third planetary gear trains G1 and G3, and the second planetary gear train G2 is separated.
Only one element (second ring gear R2) is connected to the first and third planetary gear trains G1 and G3. As can be seen from this, the third clutch K3 acts as a separation clutch.

Here, assuming that the number of revolutions of the input shaft 1 is n ₀ , this input shaft 1
Since the rotation speed of the first sun gear S1 connected to is also n ₀ and the first ring gear R1 is fixed by the first brake B1, the dotted line L1 connecting the points representing both states and the 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. The first planetary gear train G1
The rotation speeds of the respective elements of the third planetary gear train G3 integrated with the third planetary gear train G3 are also expressed as the rotation speeds at the intersections with the dotted straight line L1.
The rotation speed of S3 is n ₁₁ , the third carrier C3 is fixed together with the first ring gear R1, and the rotation speed of the third ring gear R3 is n ₁ .

The first carrier C1 and the third ring gear are the second ring gear
Since it is connected to R2, this second ring gear R2 also rotates at the rotational speed n ₁ . Here, in the second planetary gear train G2,
Since the second carrier C2 is fixed by the second brake B2, the second ring gear R2 that rotates n ₁ times and the second carrier C2 that is fixed and held.
Draw a dotted line L1 'that connects the points indicating the state of carrier C2,
The point of intersection with the dotted line L1 'is the rotation speed of the second sun gear S2. As can be seen from this figure, the rotation speed n ₁₂ of the second sun gear S2 in this case is smaller than the input rotation n ₀ , and there is no possibility of over-rotation.

The third clutch K3 is not disengaged, the third clutch K3 is engaged to connect the second carrier C2 and the third sun gear S3, and the first to third planetary gear trains G1 to G3 are integrated. A configuration is also possible. In this case, the diagram showing the second planetary gear train G2 is the first and the third as shown by the chain double-dashed line in the figure.
It overlaps the diagram showing the planetary gear trains G1, G3. In such a configuration, the second brake B2 is released, and the first brake B1 is engaged so that the first ring gear R1 and the third carrier are engaged.
If C3 is fixedly held, the rotation speed of the output gear 2 becomes n _{1 and a} predetermined reduction gear ratio can be obtained. However, in this case, the rotation speed n ₁₃ of the intersection of the extension of the dotted straight line L1 and the vertical line representing the second sun gear S2 becomes the rotation speed of the second sun gear S2, and this second sun gear S2 is as shown in the drawing. It becomes higher than the input rotation, which may result in 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 second carrier C2 and the third sun gear S3 are connected. Therefore, the first to third planetary gear trains
G1 to G3 are all united together, and the velocity diagram is also represented as united as shown in FIG.

First, in the second speed, the second brake B2 remains engaged, and the second carrier C2 and the third sun gear S3 are fixedly held. The first sun gear S1 rotates at the same rotation speed n _{0 as} the input shaft 1. Therefore, the intersection of the dotted straight line L2 connecting the points representing both states and the vertical line representing each element is the rotational speed of each element, and the vertical line indicating the first carrier C1, the second and third ring gears R2, R3. The rotation speed n _{2 at} the intersection with and is the rotation speed of the output gear 2. Similarly, the rotation speed of the first ring gear R1 and the third carrier C3 is n ₂₁ , and the rotation speed of the second sun gear S2 is N ₂₂ . As can be seen from this figure, the rotational speed of any element is equal to or lower than the rotational speed n _{0 of the} input shaft, and 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.
S2 is held fixed. Therefore, the intersection with the dotted line L3 is the rotation speed of each element, and the rotation speed n _{3 at} the intersection with the vertical lines indicating the first carrier C1, the second and third ring gears R2, R3 is the rotation speed of the output gear 2. Becomes Similarly, the rotation speeds of the first ring gear R1 and the third carrier C3 are n ₃₁ , and the rotation speeds of the second carrier C2 and the third sun gear S3 are N ₃₂ . Also in this case, the rotational speed of any element is equal to or lower than the rotational speed n _{0 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
Then, the second carrier C2 and the third sun gear S3 rotate at the same number of revolutions n _{0 as} the input shaft 1, and the solid straight line L4 extending horizontally and the first straight line L4
The rotation speed n ₄ (= n ₀ ) of the intersection of the carrier C1 and the vertical lines indicating the second and third ring gears R2 and R3 is the rotation speed of the output gear 2. As can be seen from this diagram, the rotation speeds of all the elements are the same as the input rotation n ₀ , and in this case too, over-rotation does not occur.

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

In addition, the first and third planetary gear trains G1, G that are integrated
In 3, the first carrier C1 and the third ring gear R3
Rotates at the rotational speed n ₅ and the first sun gear S1 connected to the input shaft 1 rotates at the input rotational speed n _0. Therefore, from the rotational speed at the intersection with the dotted line L5 ′ connecting the points indicating both states, The number of rotations of the element is obtained. Therefore, the rotation speeds of the first ring gear R1 and the third carrier C3 are n ₅₁ , and the rotation speed of the third sun gear S3 is n ₅₂ , both of which are higher than the input rotation speed n ₀ . 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 such a problem of over-rotation hardly occurs. In the present example, the first sun gear S1 is connected to the input shaft 1, but this is connected to the input shaft 1 via the clutch in a freely disengageable manner, and the clutch is released in the case of the fifth speed. By doing so, 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 second planetary gear train G2 has the first and third planetary gear trains G1 and G1.
As it is separated from 3, the velocity diagram looks like Fig. 7. In reverse, the second brake B2 is engaged and the second carrier C2 is fixedly held. On the other hand, instead of the second clutch K2, the first clutch K1 is engaged, so that the second sun gear
S2 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.

In this case as well, the first and third units are integrated.
In the planetary gear trains G1 and G3, the first carrier C1 and the third ring gear R3 rotate 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 ₀ .
From the point of intersection with the dotted line L _R ′ that connects the points indicating both states,
The rotation speeds of the ring gear R1 and the third carrier C3 are n _R1 , and the rotation speed of the third sun gear S3 is n _R2 , both of which are negative values, but their absolute values are larger than the input rotation speed n _0. . 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. In addition,
Also in this case, if the first sun gear S1 is releasably connected to the input shaft 1 via a clutch and the clutch is released in the case of reverse, such a problem of over-rotation occurs at all. Absent.

Type 2 A skeleton of a type 2 planetary gear transmission is shown in Fig. 8. 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 to S3, first to third pinions P1 to P3, first to third carriers C1 to C3, and first to third sun gears S1 to S3.
It is composed of third ring gears R1 to R3.

The first sun gear S1 is releasably connected to the input shaft 1 via a first clutch K1, and a third brake B3 capable of fixing and holding the first sun gear S1 is attached. The first carrier C1 can be engaged and disengaged via the second clutch K2.
And a second brake B2 capable of fixedly holding the first carrier C1. Further, the first carrier C1 is connected to the second sun gear S2 via the third clutch K3.
Also, the third ring gear R3 is detachably connected. The second sun gear S2 and the third ring gear R3 are always connected. The first ring gear R1 is connected to the second ring gear R2 and also to the output gear 2. Second
The carrier C2 is connected to the third carrier C3, and further a first brake B1 capable of fixing and holding both the carriers C2 and C3 is provided. The third sun gear S3 is connected to the input shaft 1.

In the transmission configured as described above, by performing engagement / disengagement control of the first to third clutches K1 to K3 and the first to third brakes B1 to B3, the transmission can be set and the transmission can be controlled. . Specifically, as shown in the table of FIG.
If the engagement / disengagement control is performed, the fifth forward speed (LOW, 2ND, 3RD, 4TH and 5
TH), 1st reverse speed (REV) can be set. In the table of FIG. 9, it is shown that the clutches and brakes marked with ○ are engaged, and the reduction ratio (ratio) in each speed range.
An example 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. 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 first sun gear S1 alone constitutes the first rotating member, and the first carrier C1, the second sun gear S2, and the third ring gear R3 are connected to each other to form the second rotating member.
It constitutes a rotating member, and the second carrier C2 and the third carrier C3 are connected to constitute a third rotating member, and the first ring gear R1
And the second ring gear R2 are connected to form a fourth rotating member, and the third sun gear S3 alone forms a fifth rotating member.
Then, as shown in FIG. 8, a third clutch K3 is arranged between the first carrier C1, the second carrier C2 and the third ring gear R3 which form the second rotating member, and these are connected to each other. It can be separated or separated.

Also in this figure, one example of the tooth number ratio λ between the sun gear and the ring gear in each gear train is shown for reference.

On the other hand, FIG. 11 shows a speed diagram showing the relationship between the speeds of the respective elements in the type 2 transmission configured as described above, and the reduction ratio in each speed 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.
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 and the third carrier C3, and the second sun gear S2 and the third ring gear R3 are mechanically connected to each other, that is, each 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 ring gear R1) 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, assuming that the number of revolutions of the input shaft 1 is n ₀ , this input shaft 1
Since the rotation speed of the third sun gear S3 connected to is also n ₀ and the second and third carriers C2 and C3 are fixed by the first brake B1, the second straight line L1 connecting the points representing both states and the second straight line L1
The rotation speed n _{1 at} the intersection with the vertical line indicating the ring gear R2 becomes the rotation speed of the second ring gear R2, that is, the output gear 2. The rotation speed of each element of the second and third planetary gear trains G2 and G3 is expressed as the rotation speed at the intersection with the dotted straight line L1, and the second sun gear S2
And the rotation speed of the third ring gear R3 is n ₁₁ .

Since the second ring gear R2 is connected to the first ring gear R1, the first ring gear R1 also rotates at the rotation speed n ₁ . Here, in the first planetary gear train G1, the first carrier C1 is fixed by the second brake B2, and thus the first carrier of n ₁ rotations.
A dotted line L1 ′ connecting the points showing the state of the ring gear R1 and the fixedly held first carrier C1 is drawn, and the intersection with this point number line L1 ′ is the rotational speed of the first sun gear S1. As can be seen from this figure, the rotation speed of the first sun gear S1 in this case is n ₁₂
However, the value is smaller than the input rotation n ₀ , and there is no risk of over-rotation.

It should be noted that, without performing separation by the third clutch K3, the third clutch K3 is engaged to connect the first carrier C1, the second sun gear S2, and the third ring gear R3 to each other to connect the first to third planetary gear trains.
A configuration in which G1 to G3 are integrated is also possible. 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, if the second brake B2 is released and the first brake B1 is engaged and the second and third carriers C2, C3 are fixedly held, the rotation speed of the output gear 2 becomes n ₁ Can be obtained. However, in this case, the rotational speed n _{13 at} the intersection of the extension of the dotted straight line L1 and the vertical line representing the first sun gear S1 is the first sun gear S1.
There is a problem that the number of rotations becomes 1, the first sun gear S1 becomes higher than the input rotation as shown in the figure, and there is a possibility that this will be over-rotation.

Next, the case of the second to fourth speeds will be described with reference to FIG. In this speed range, the third clutch K3 (separation clutch) is engaged, and the first carrier C1, the second sun gear S2, 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 first carrier C1, the second sun gear S2 and the third
The ring gear R3 is fixedly held. The third sun gear S3
Rotates at the same speed n _{0 as} the input shaft 1. Therefore, the intersection of the dotted line L2 connecting the points representing both states and the vertical line representing each element is the rotation speed of each element, and the rotation of the intersection with the vertical line representing the first and second ring gears R1 and R2. Number n ₂ is output gear 2
It becomes the number of rotations. Similarly, the second and third carriers C2, C
The rotation speed of 3 is n ₂₁ , and the rotation speed of the first sun gear S1 is n _22.
Is. As can be seen from this figure, the rotational speed of any element is equal to or lower than the rotational speed n _{0 of the} input shaft, and 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 first sun gear
S1 is held fixed. Therefore, the intersection with the dotted straight line L3 becomes the rotational speed of each element, and the first and second ring gears R1, R
The rotation speed n _{3 at} the intersection with the vertical line indicating 2 is the rotation speed of the output gear 2. Similarly, the rotation speeds of the second and third carriers C2 and C3 are n ₃₁ , and the rotation speeds of the first carrier C1, the second sun gear S2 and the third ring gear R3 are n ₃₂ . Also in this case, the rotational speed of any element is equal to or lower than the rotational speed n _{0 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 are integrally rotated with the input shaft. In the diagram, the third sun gear S3,
First carrier C1, second sun gear S2 and third ring gear
R3 rotates at the same rotation speed n _{0 as} the input shaft 1, and the rotation speed n ₄ (= n ₀ ) at the intersection of the horizontally extending straight line L4 and the vertical lines indicating the first and second ring gears R1 and R2. Is the rotation speed of the output gear 2. As can be seen from this diagram, the rotation speeds of all the elements are the same as the input rotation n ₀ , and in this case too, over-rotation does not occur.

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 velocity diagram is as shown in FIG. Become. In the fifth speed, the third brake B3 is engaged and the first sun gear S1 is fixedly held. On the other hand, the second clutch K2 remains engaged,
Therefore, the first carrier C1 is driven at the same rotation speed as the input shaft 1. Therefore, the intersection with the dotted line L5 is the rotation speed of each element, and the rotation speed n _{5 at} the intersection with the vertical line indicating the first ring gear R1 is the rotation speed of the output gear 2.

In addition, the second and third planetary gear trains G2, G that are integrated
In 3, the second ring gear R2 rotates at the rotation speed n ₅ , and the third sun gear S3 connected to the input shaft 1 receives the input rotation speed n _0.
The rotation speed of each element can be obtained from the rotation speed of the intersection with the dotted line L5 ′ connecting the points indicating both states. Therefore, the rotation speeds of the second and third carriers C2 and C3 are n ₅₁ , and the rotation speeds of the second sun gear S2 and the third ring gear R3 are
n ₅₂ , both of which are larger than the input speed n ₀ . 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 such a problem of over-rotation hardly occurs. In the present example, the third sun gear S3 is connected to the input shaft 1, but this is connected to the input shaft 1 via the clutch in a freely disengageable manner, and the clutch is released in the case of the fifth speed. By doing so, 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.
Separated from 3, the velocity diagram looks like Figure 14. In reverse, the second brake B2 is engaged and the first carrier C1 is fixedly held. On the other hand, the first clutch K1 is engaged instead of the second clutch K2, and therefore the first sun gear
S1 is driven at the same speed as the input shaft 1. Therefore, the intersection with the dotted straight line L _R connecting the points indicating both states becomes the rotation speed of each element, and the rotation speed n _R (negative value) at the intersection with the vertical line showing the first ring gear R1 is the output gear 2 It becomes the number of rotations.

In this case also, the second and third units are integrated.
In the planetary gear trains G2 and G3, the second ring gear R2 rotates at the rotational speed n _R and the third sun gear S3 connected to the input shaft 1
Rotates at the input speed n ₀ , the second and third carriers C can be detected from the intersection with the dotted line L _R ′ connecting the points indicating both states.
The number of revolutions of 2, C3 becomes n _R1 , and the second sun gear S2 and the third sun gear S2
The rotation speed of the ring gear R3 becomes n _R2 , both of which are negative values, but their absolute values are larger than the input rotation speed n ₀ . 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, if the third sun gear S3 is releasably connected to the input shaft 1 via a clutch and the clutch is released in the case of reverse, such a problem of over-rotation can be avoided. It does not occur at all.

Type 3 A skeleton of a type 3 planetary gear transmission is shown in Fig. 15. This transmission is also composed of first, second and third planetary gear trains G1, G2, G3 arranged in parallel on the same axis. Composed.

However, in the case of this type of transmission, the carrier C1 of the first and second planetary gear trains G1 and G2 and the ring gear R1 are common, and both gear trains G1 and G2 are integrated into a Ravigneaux gear train. I am configuring. This Ravigneaux planetary gear train G1, G2 is a large sun gear S2 coaxially arranged in parallel with the transmission input shaft 1.
S _L and small sun gear S _S , this small sun gear S _S
Short pinion P _S that revolves around this small sun gear S _S while revolving around this small sun gear S _S , this short pinion
And meshes to large sun gear S _L with meshing with the large sun gear P _S S _L long pinion P _L of the revolving while rotating around, short pinion P _S and the long pinion P _L
Is composed of a large and small sun gear S _L , a Ravigneaux carrier C1 that rotates around the shafts of S _S , and a Ravigneaux ring gear R1 that has internal teeth that mesh with the long pinion P _L. To be done. In this case, the first planetary gear train G1 is composed of a small sun gear S _S , a Ravigneaux carrier C1 and a Ravigneaux ring gear R1,
The second planetary gear train G2 is composed of a large sun gear S _L , a Ravigneaux carrier C1 and a Ravigneaux ring gear R1.

The third planetary gear train G3 includes a third sun gear S3, a third pinion P3, a third carrier C3, and a third ring gear R3.

In such a gear train configuration, the small sun gear S _S is connected to the input shaft 1, and the Ravigneaux carrier C1 is provided with the first brake B1 capable of fixing and holding the same.
The Ravigneaux ring gear R1 is connected to the third ring gear R3 and the output gear 2. The third sun gear S3 is releasably connected to the input shaft 1 via the first clutch K1, and the third brake capable of fixing and holding the third sun gear S3.
B3 is installed. The third carrier C3 is disengageably coupled to the input shaft 1 via the second clutch K2, and is disengageably disengageable via the third clutch K3.
It is also linked to S _L. Further, a second brake B2 capable of fixing and holding the third carrier C3 is provided.

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 the engagement / disengagement control is performed, the fifth forward speed (LOW, 2ND, 3RD, 4TH and 5
TH), 1st reverse speed (REV) can be set. In the table of Fig. 16, the clutches and brakes marked with ○ are engaged, and the reduction ratio (ratio) in each speed range is shown.
An example 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. 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 third sun gear S3 alone constitutes the first rotating member, and the large sun gear S _L
And the third carrier C3 are connected to form a second rotating member, and the Ravigneaux carrier C1 common to the first and second planetary gear trains G1 and G2 forms a third rotating member, and the first and second
The Ravigneaux ring gear R1 and the third ring gear R3, which are common to the planetary gear trains G1 and G2, are connected to form a fourth rotating member,
The small sun gear S _S alone constitutes the fifth rotating member.
Then, as shown in FIG. 15, a third clutch K3 is provided between the large sun gear S _L constituting the second rotating member and the third carrier C3 to connect or disconnect them. You can do it.

For reference, this figure also shows an example of the tooth number ratio λ between the sun gear and the ring gear.

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.
Since the first and second planetary gear trains G1 and G2 forming the Ravigneaux gear train are always integrated, they are also shown together in this diagram. Further, since the first planetary gear train G1 is a double pinion type gear train composed of the small pinion P _S and the large pinion P _L , the rotation direction of the ring gear with respect to the sun gear is opposite to that of the single pinion type gear train. The positional relationship between the ring gear R1 and the sun gear S _S with respect to the carrier C1 on the diagram is opposite to that of the other gear trains.

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, since the third clutch K3 is released, the third planetary gear train G3 is separated from the integrated first and second planetary gear trains G1 and G2 (Ravigneaux gear train), and Only one element of the planetary gear train G3 (third ring gear R3) is connected to the first and second planetary gear trains G1, G2. As you can see from this, the third
The clutch K3 acts as a separation clutch.

Here, assuming that the number of revolutions of the input shaft 1 is n ₀ , this input shaft 1
Since the rotation speed of the small sun gear S _S connected to is also n ₀ and the Ravigneaux carrier C1 is fixed by the first brake B1, as shown in FIG. 19, a dotted line connecting the two states is shown. The rotation speed n _{1 at} the intersection of the straight line L1 and the vertical line indicating the Ravigneaux ring gear R1 is the rotation speed of the Ravigneaux ring gear R1, that is, the output gear 2. The rotation speed of each element of the first and second planetary gear trains G1 and G2 is expressed as the rotation speed at the intersection with the dotted straight line L1, and the rotation speed of the large sun gear S _L is n _11.
Is.

Since the Ravigneaux ring gear R1 is connected to the third ring gear R3, the third ring gear R3 also rotates at the rotational speed n ₁ . Here, in the third planetary gear train G3, the second brake
Since the third carrier C3 is fixed by B2, a dotted line L1 ′ connecting the points indicating the state of the third carrier C3 fixedly held with the third ring gear R3 of n ₁ rotation is drawn.
The intersection with L1 'is the rotation speed of the third sun gear S3. As can be seen from this figure, the rotation speed of the third sun gear S3 in this case is n ₁₂ , but its value is smaller than the input rotation n ₀ , and there is no risk of over-rotation.

The third clutch K3 is not disengaged, and the third clutch K3 is engaged to connect the third carrier C3 and the large sun gear S1 to integrate the first to third planetary gear trains G1 to G3. Is also possible. In this case, the diagram showing the third planetary gear train G3 overlaps the diagram showing the first and second planetary gear trains G1 and G2, as indicated by the chain double-dashed line in the figure. In such a configuration, if the second brake B2 is released and the first brake B1 is engaged to hold the first carrier C1 fixed,
The rotation speed of the output gear 2 becomes n _{1 and a} predetermined reduction gear ratio can be obtained. However, in this case, the rotation speed n at the intersection of the extension of the dotted straight line L1 and the vertical line representing the third sun gear S3
₁₃ is the rotation speed of the third sun gear S3, and this third sun gear S3
There is a problem that S3 becomes higher than the input rotation as shown in the figure, which may cause over-rotation.

Next, the case of 2nd to 4th speed will be described with reference to FIG. In this speed range, the third clutch K3 (separation clutch) is engaged, and the third carrier C3 and the large sun gear S _L are connected. Therefore, all of the first to third planetary gear trains G1 to G3 are integrated together, and the velocity diagram is also integrated as shown in FIG.

First, in the second speed, the second brake B2 remains engaged, and the third carrier C3 and the large sun gear S _L are fixedly held. The small sun gear S _S rotates at the same rotation speed n _{0 as} the input shaft 1. Therefore, the intersection of the dotted straight line L2 connecting the points representing both states and the vertical line representing each element is the rotational speed of each element, and the Ravigneaux and third ring gear R
The rotation speed n _{2 at} the intersection with the vertical line indicating 1, R3 is the rotation speed of the output gear 2. Similarly, the number of revolutions of the Ravigneaux carrier C1 is n.
₂₁ and the rotation speed of the third sun gear S3 is n ₂₂ . As can be seen from this figure, the rotational speed of any element is equal to or lower than the rotational speed n _{0 of the} input shaft, and 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 lines indicating the Ravigneaux and third ring gears R1 and R3 is the rotation speed of the output gear 2. Similarly, the rotation speed of the Ravigneaux carrier C1 is n ₃₁ , and the third carrier C3 and the large sun gear S _{L are}
The rotation speed of is n ₃₂ . Also in this case, the rotational speed of any element is equal to or lower than the rotational speed n _{0 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. On the diagram, large sun gear S _L
And the third carrier C3 rotates at the same rotation speed n _{0 as} the input shaft 1, and the rotation speed n ₄ (at the intersection of the horizontally extending straight line L4 and the vertical lines indicating the Ravigneaux and the third ring gears R1 and R3 ( = N ₀ ) is the rotation speed of the output carrier 2. As can be seen from this diagram, the rotation speeds of all the elements are the same as the input rotation n ₀ , and in this case too, over-rotation does not occur.

Next, in the case of the fifth speed, the third clutch K3 is released, the third planetary gear train G3 is separated from the first and second planetary gear trains G1 and G2, 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 third carrier C3 is driven at the same rotation speed as the input shaft 1. Therefore, the intersection with the dotted straight line L5 becomes the rotation speed of each element, and the rotation speed n _{5 at} the intersection with the vertical line showing the third ring gear R3 becomes the rotation speed of the output gear 2.

In the Ravigneaux gear train, that is, in the integrated first and second planetary gear trains G1 and G2, the Ravigneaux ring gear R1 rotates at the rotation speed n ₅ and the small sun gear S _S connected to the input shaft 1 Since the rotation is performed at the input rotation speed n ₀ , the rotation speed of each element can be obtained from the rotation speed of the intersection of the points indicating both states and the dotted line L5 ′. Therefore, the rotation speed of the Ravigneaux carrier C1 becomes n ₅₁ , and the rotation speed of the large sun gear S _L becomes n ₅₂ , both of which are larger than the input rotation speed n ₀ . 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 such a problem of over-rotation hardly occurs.

Also in the case of reverse (REV), the third clutch K3 is released, and the third planetary gear train G3 becomes the first and second planetary gear trains G1, G3.
Separated from 2, the velocity diagram looks like Figure 21. In reverse, the second brake B2 is engaged and the third carrier C3 is fixedly held. On the other hand, instead of the second clutch K2, the first clutch K1 is engaged, so that the third sun gear
S3 is driven at the same speed as the input shaft 1. Therefore, the intersection 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 third ring gear R3 is the output gear 2 It becomes the number of rotations.

Even in this case, the first and second units are integrated.
In the planetary gear trains G1 and G2, the Ravigneaux ring gear R1
Rotates at the above-mentioned rotational speed n _R , and the small sun gear S _S connected to the input shaft 1 rotates at the input rotational speed n _0. Therefore, from the point of intersection with the dotted line L _R ′ connecting the points indicating both states, the Ravigneaux The rotation speed of the carrier C1 is n _{R1 and} the rotation speed of the large sun gear S _L is n _R2 , both of which are negative values, but their absolute values are larger than the input rotation speed n ₀ . 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.

Type 4 A skeleton of a Type 3 planetary gear transmission is shown in Fig. 15, which is also based on the first, second and third planetary gear trains G1, G2, G3 which are coaxially arranged in parallel. Composed.

However, in the case of this type of transmission, the carrier C1 of the first and second planetary gear trains G1 and G2 and the ring gear R1 are common, and both gear trains G1 and G2 are integrated into a Ravigneaux gear train. I am configuring. In the Ravigneaux planetary gear trains G1 and G2, the first planetary gear train G1 is composed of a large sun gear S _L , a Ravigneaux carrier C1 and a Ravigneaux ring gear R1, and the second planetary gear train G2 is a small sun gear S _S and a Ravigneaux gear train. It is composed of a carrier C1 and a Ravigneaux ring gear R1.

The third planetary gear train G3 includes a third sun gear S3, a third pinion P3, a third carrier C3, and a third ring gear R3.

In such a gear train configuration, the large sun gear S _L is connected to the input shaft 1 and the Ravigneaux carrier C1 is connected to the output gear 2
And is connected to the third ring gear R3. The first brake B1 that can hold the Ravigneaux ring gear R1 fixedly
Is attached. The third sun gear S3 is the first clutch
It is detachably connected to the input shaft 1 via K1, and
A third brake B3 capable of fixing and holding the third sun gear S3 is attached. Third carrier C3 is second clutch K2
It is releasably connected to the input shaft 1 through the clutch and is also removably connected to the small sun gear S _S through the third clutch K3. Further, a second brake B2 capable of fixing and holding the third carrier C3 is provided.

In the transmission configured as described above, by performing engagement / disengagement control of the first to third clutches K1 to K3 and the first to third brakes B1 to B3, the transmission can be set and the transmission can be controlled. . Specifically, as shown in the table of FIG. 23,
If engaging / disengaging control is performed, 5 forward speeds (LOW, 1ST, 2ND, 3RD, 4TH and 5TH) and 1 reverse speed (REV) can be set. The 23rd
In the table of the figure, 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, and its velocity diagram is shown in FIG. 25. As can be seen from this figure, the third sun gear S3 alone constitutes the first rotating member, and the small sun gear S _S and the third carrier C3 are connected to constitute the second rotating member. Ravigneaux ring gear R1 common to planetary gear trains G1 and G2
Constitute a third rotating member, and the first and second planetary gear trains G
Ravigneaux carrier C1 and third ring gear R3 common to 1 and G2
Is connected to form a fourth rotating member, and a large sun gear
S _L constitutes the fifth rotating member by itself. Then, as shown in FIG. 22, a third clutch K3 is provided between the small sun gear S _S and the third carrier C3, which form the second rotating member, to connect or disconnect them. You can do it.

The speed reduction ratio in each speed range based on the speed diagram showing the speed relationship of each element in the type 4 transmission having the above configuration is
Since it is the same as the case of type 3, the description thereof is omitted. Note that, in the velocity diagram of FIG. 25, the first and second planetary gear trains G1 and G2 forming the Ravigneaux gear train are always integrated, and therefore are also shown combined in this diagram. Further, since the second planetary gear train G2 is a double pinion type gear train, the rotation direction of the ring gear with respect to the sun gear is opposite to that of the single pinion type gear train, and the ring gear R1 and the sun gear for the carrier C1 in the diagram are The positional relationship with S _S is opposite to that of the other gear trains.

Type 5 A skeleton of a type 5 planetary gear transmission is shown in Fig. 26, which 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 to S3, first to third pinions P1 to P3, first to third carriers C1 to C3, and first to third sun gears S1 to S3.
It is composed of third ring gears R1 to R3. However, the third planetary gear train G3 is a double pinion type gear train, and the third pinion P3 is composed of two pinions that mesh in series.

The first sun gear S1 is connected to the input shaft 1, and the first carrier C1
Is connected to the second ring gear R3 and the third carrier C3, and is also connected 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 further, the first ring gear R1 and the third ring gear R1.
It is connected to R3. The second sun gear S2 is the first clutch
It is detachably connected to the input shaft 1 via K1, and
A third brake B3 capable of fixing and holding the second sun gear S2 is attached. The second carrier C2 is the second clutch K2
The second carrier C2 can be fixedly held by a second brake B2 while being releasably connected to the input shaft 1 via. Furthermore, the second carrier C2 is the third clutch
It is detachably connected to the third sun gear S3 via K3.

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. 27,
If engaging / disengaging control is performed, 5 forward speeds (LOW, 1ST, 2ND, 3RD, 4TH and 5TH) and 1 reverse speed (REV) can be set. The 27th
In the table of the figure, 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. 28 shows the connection relationship of each element (sun gear, carrier, and ring gear) in the planetary gear transmission configured as described above, and its velocity diagram is shown in FIG. 29. 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 form a second rotating member, and a first ring gear
R1 and the third ring gear R3 are connected to form a third rotating member, and the first carrier C1, the second ring gear R2 and the third carrier C3 are connected to form a fourth rotating member, and the first sun gear S1 is The fifth rotating member is configured by itself. And the 26th
As shown in the figure, a third clutch K3 is arranged between the second carrier C2 and the third sun gear S3 that form the second rotating member, and connects the second carrier C2 and the third sun gear S3. It can be separated or separated.

Also in this figure, one example of the tooth number ratio λ between the sun gear and the ring gear in each gear train is shown for reference. In this case, since the third planetary gear train G3 is a double pinion type, the tooth number ratio λ of the third planetary gear train G3 can be set to about 0.4, and the degree of freedom in selecting the gear ratio is large. In addition,
When the third planetary gear train G3 is of a simple pinion type, the tooth number ratio λ thereof needs to be 0.6 or more, and in this case, the pinion gear P3 needs to have a small diameter, which makes the configuration difficult.

The speed reduction ratio in each speed range based on the speed diagram showing the speed relationship of each element in the type 5 transmission having the above configuration is
Since it can be obtained in the same way as in the case of type 1,
The description is omitted. In the velocity diagram of FIG. 29, since the third planetary gear train G3 is a double pinion type gear train, the rotation direction of the ring gear with respect to the sun gear is opposite to that of the songle pinion type gear train, and The positional relationship between the ring gear R3 and the sun gear S3 with respect to the carrier C3 in the figure is opposite to that of the other gear trains.

C. As described above, according to the present invention, three sets of planetary gear trains arranged coaxially side by side or a combination of a Ravigneaux planetary gear train and one set of planetary gear trains have three sets. A transmission having five forward speeds and one reverse speed can be configured by providing only a clutch, two brakes and one separation clutch, and a small and compact transmission can be obtained. Further, in the forward 5th speed shift, a shift between adjacent shift speeds can be performed only by releasing one engaging means and engaging another one of the engaging means, and the shift control is simple and easy. is there.

Further, in the present invention, since the separation clutch that connects the predetermined planetary gear elements to each other in a disengageable manner is provided, the separation clutch is disengaged at the shift stage where the elements over rotate. Occurrence can be prevented.

[Brief description of drawings]

1, FIG. 8, FIG. 15, FIG. 22, and FIG. 26 are skeleton diagrams showing the structure of the planetary gear transmission according to the present invention, FIG. 2, FIG. 9, FIG. 16, FIG. 23 and 27 are tables showing the relationship between the operation of clutches and brakes in the above-mentioned transmission and the shift range, FIG. 3, FIG. 10, FIG. 17, FIG. 24, and FIG. Tables showing connections of elements of the planetary gear train that make up the transmission, FIGS. 4 to 7, FIGS. 11 to 14, and 18 to 21.
Figures 25, 29 are the same as Figures 1, 8 and 15 above.
FIG. 27 is a velocity diagram showing a velocity relationship of each element of the transmission shown in FIGS. 22, 22 and 26. FIG. 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) Yoichi Kojima, 1-4-1 Chuo, Wako-shi, Saitama Inside Honda R & D Co., Ltd. (72) Inventor, Kimihiko Kikuchi 1-4-1 Chuo, Wako-shi, Saitama Incorporated company Honda R & D Co., Ltd. (72) Inventor Tsunefumi Niiyama 1-4-1, Chuo, Wako-shi, Saitama Incorporated company Honda R & D Co., Ltd. (72) Inventor Yorinori Kumagai 1-4-4 Wako-shi, Saitama Prefecture No. 1 Inside the Honda R & D Co., Ltd. (72) Inventor Shinichi Sakaguchi 1-4-1 Chuo, Wako-shi, Saitama Inside the Honda R & D Co., Ltd. (72) Inventor Tomoji Kumagai 1-4 Chuo, Wako, Saitama No. 1 in Honda R & D Co., Ltd. (56) Reference JP 59-222644 (JP, A) JP 60-65942 (JP, A) JP 60-88249 (JP, A) JP Sho 60-88251 (JP, A) JP-A-60-88252 (JP, A)

Claims (6)

[Claims] 1. A first to a third sun gear element, and a first to a third sun gear element, respectively.
The first to third planetary gear trains having the third carrier element and the first to third ring gear elements and arranged side by side in this order, and the input member and any one of the elements are detachably connected. The two input-side clutch means, one separating clutch means that is disposed between any two of the elements to connect the two elements in a disengageable manner, and any one of the elements, Each of the second sun gear element and the second carrier element is detachably connected to the input member via the input side clutch means. Is fixedly held by the braking means, the first carrier element is always connected to the second and third ring gear elements and is always connected to an output member, and the first ring gear element is The third carrier element is always connected and can be fixedly held by the brake means, the first sun gear element is always connected to the input member, and the second carrier element and the third sun gear element are the separation clutch. A planetary gear transmission characterized in that the planetary gear transmission is detachably connected via means. 2. A first to a third sun gear element and a first to a third sun gear element, respectively.
The first to third planetary gear trains having the third carrier element and the first to third ring gear elements and arranged side by side in this order, and the input member and any one of the elements are releasably connected. The two input-side clutch means, one separating clutch means that is disposed between any two of the elements to connect the two elements in a disengageable manner, and any one of the elements, Each of the first sun gear element and the first carrier element is removably connected to the input member via the input side clutch means, and the three brake means can be fixedly held. The second sun gear element is always connected to the third ring gear element, the second carrier element is always connected to the third carrier element, and Can be fixedly held by a brake means, the third sun gear element is always connected to the input member, the first and second ring gear elements are always connected to the output member, the first carrier element and the second sun gear element A planetary gear transmission, wherein and are connected to each other via the separating clutch means so as to be engageable and disengageable. 3. A Ravigneaux planetary gear train consisting of a large sun gear element, a small sun gear element, a Ravigneaux carrier element and a Ravigneaux ring gear element, and a third single pinion consisting of a third sun gear element, a third carrier element and a third ring gear element. Type planetary gear train, two input side clutch means for respectively connecting and disconnecting the input member and any one of the above elements, and any two of these two elements arranged between any two of the above elements One detachable clutch means for releasably connecting the two and three braking means capable of fixing and holding any of the elements, respectively, wherein the third sun gear element and the third carrier element are
Releasably connected to the input member via the input side clutch means, respectively, can be fixed and held by the brake means, respectively, the small sun gear element is always connected to the input member,
The Ravigneaux ring gear element is always connected to the third ring gear element and is always connected to the output member,
The planetary gear, wherein the Ravigneaux carrier element can be fixedly held by the braking means, and the third carrier element and the large sun gear element are detachably connected via the separation clutch means. transmission. 4. A Ravigneaux planetary gear train consisting of a large sun gear element, a small sun gear element, a Ravigneaux carrier element and a Ravigneaux ring gear element, and a third single pinion consisting of a third sun gear element, a third carrier element and a third ring gear element. Type planetary gear train, two input side clutch means for respectively connecting and disconnecting the input member and any one of the above elements, and any two of these two elements arranged between any two of the above elements One detachable clutch means for releasably connecting the two and three braking means capable of fixing and holding any of the elements, respectively, wherein the third sun gear element and the third carrier element are
Respectively releasably connected to the input member via the input side clutch means and fixedly held by the brake means respectively, the large sun gear element is always connected to the input member, and the Ravigneaux carrier element is The planetary gear transmission, wherein the third ring gear element and the output member are always connected, and the third carrier element and the small sun gear element are releasably connected via the separating clutch means. 5. A first to a third sun gear element and a first to a third sun gear element, respectively.
A first and a second single pinion type planetary gear train and a third double pinion type planetary gear train having a third carrier element and first to third ring gear elements and arranged side by side in this order; Two input-side clutch means for releasably connecting any one of the elements, and one input-side clutch means arranged between any two of the elements for releasably connecting these two elements. It is composed of a separating clutch means and three braking means capable of fixing and holding any of the elements, respectively, and the second sun gear element and the second carrier element are respectively connected via the input side clutch means. The first carrier element is detachably connected to the input member and can be fixedly held by the brake means, and the first carrier element is the second ring gear element and the third carrier element. The first ring gear element is always connected to the output member, the first ring gear element is always connected to the third ring gear element, and can be fixedly held by the brake means, and the first sun gear element is the input member. A planetary gear transmission, wherein the second carrier element and the third sun gear element are connected to each other via the separating clutch means so as to be disengageable. 6. A velocity diagram in which each of the elements that rotate integrally when the input side clutch means and the separation clutch means are engaged is represented as one rotating member. Of the first to fifth rotating members, the first and second rotating members are detachably connected to the input member via the input side clutch means, and the fifth rotating member is directly connected to the input member, A fourth rotating member is connected to the output member, and the separating clutch means for disengageably connecting these elements is arranged between the elements forming the second rotating member. The clutch-separated integral planetary gear transmission according to any one of 1.