JPH0450540A - Clutch separate type integral planetary gear transmission - Google Patents

Abstract

PURPOSE:To prevent any problem on overspeed by connecting each of first, second and fifth rotating members to an inputting member while connecting a fourth rotating member to an outputting member, and in an interval between elements constituting the second rotating member, installing a separate clutch connecting these elements detachably and vice versa. CONSTITUTION:In a transmission made up of connecting each of elements, a sun gear S, a carrier C and a ring gear R, an input shaft 1 as well as an output shaft gear 2, disengageable control between first - third clutches K1-K3 and first - third brakes B1-B3 is performed, through which the setting of shift speed and shift control both take place. In a speed diagram showing each speed relation among these elements in the transmission, it is shown as divided at each of first - third planetary gear trains G1-G3, in this case, the third clutch K3 is used as a separate clutch. Consequently, in a speed range where an overspeeding element exists, K3 engagement of the separate clutch is released and the connection between elements C2 and S3 constituting the second rotary member is separated, thus any overspeed becomes preventable.

Description

DETAILED DESCRIPTION OF THE INVENTION (1) Object of the Invention (Field of Industrial Application) The present invention relates to a planetary gear transmission configured using three sets of planetary gear trains.

(Prior Art) Planetary gear transmissions are widely used as automatic transmissions for automobiles. Many conventional planetary gear transmissions are constructed by combining two sets of planetary gears, such as Ravigneau gear train and Simpson gear train, and in this case, the gears can be up to 4 forward speeds. were common. However, there is a demand for multi-speed gears for the purpose of improving driving characteristics, etc., and for this reason, transmissions having five or more forward speeds have been proposed and some have been put into practical use.

Examples of such a multi-stage transmission include Japanese Patent Application Laid-open No. 83-318349 and Japanese Utility Model Application No. 61-10385.
There is a transmission disclosed in Publication No. 4.

In this transmission, two sets of planetary gear trains each have three
The combination of two clutches and brakes constitutes a transmission with six forward speeds and one reverse speed. In the case of a transmission with such a configuration, two sets of planetary gear trains are sufficient as in the conventional case.
It has the advantage of being able to share parts with conventional transmissions. However, in this transmission, it is possible to avoid shifting that requires the operation of simultaneously disengaging two retaining means (clutches or brakes) and engaging two other engaging means. First, there is a problem that the speed change control becomes complicated.

For example, in the case of the transmission disclosed in the above-mentioned publication, when shifting from 2nd to 3rd gear or vice versa, one clutch and one brake are disengaged, and a different clutch is disengaged. and the brakes must be engaged.

On the other hand, for example, Japanese Patent Laid-Open Nos. 59-222644 and 1-320362 propose a transmission having three sets of planetary gear trains.

In this proposed transmission, two elements in each planetary gear train are mechanically connected to elements in the other planetary gear train,
Four clutches and three brakes are attached to this, and an integral planetary gear transmission with five forward speeds and one reverse speed is constructed by controlling the operation of these engaging means (clutches and brakes). In a transmission with such a configuration, all adjacent gear shifts between the five forward speeds are performed by disengaging one engagement means (clutch or brake) and engaging another retaining means. Therefore, the problem of complicated control as described above does not occur.

(Problem to be Solved by the Invention) However, it is customary to use such an integral planetary gear transmission using three sets of planetary gear trains in several speed ranges (
For example, LOW (IST), 5TH1REV range, etc.)
In this case, there is a problem that any of the elements of the planetary gear (sun gear, carrier, and ring gear) rotates at a considerably higher speed than the engine rotation (input rotation), that is, one of the elements over-rotates. For this reason,
Although this type of integral planetary gear transmission can be applied to low-speed engines such as diesel engines, it is difficult to apply it to high-speed engines.

In addition, when increasing the number of gears from 4th to 5th, the range of gear ratios, that is, the width of the gear ratio from 1st gear (LOW) to 5th gear, can be made wider than in the case of 4th gear to improve driving characteristics. This is often required, and when the range of gear ratios is widened in this way, the above-mentioned problem of overspeeding is likely to become even more serious.

The present invention has been made in view of such problems, and an object of the present invention is to provide an integral planetary gear transmission using three sets of planetary gear trains, which facilitates speed change control and prevents the problem of overspeeding. shall be.

1. Configuration of the Invention (Means for Solving the Problem) In order to achieve such an object, in the present invention, three planetary gear trains are arranged coaxially, and two elements of each planetary gear train are connected to each other. A planetary gear transmission that is mechanically connected to elements of a planetary gear train to constitute an integral planetary gear transmission, and further, the elements that rotate integrally due to the connection of these mechanical elements are represented as one rotating member. In the speed diagram, the first to fifth rotating members constituting this speed diagram
, a separation clutch that connects the second and fifth rotating members to the input member, connects the fourth rotating member to the output member, and detachably connects these elements between the elements constituting the second rotating member. It is set up.

(Function) When using an integral planetary gear transmission with such a configuration, in a speed range where an over-rotating element exists, the separation clutch is disengaged and the element constituting the second rotating member By separating the connection, the above-mentioned over-rotation is prevented.

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

As representative configurations of the transmission according to the present invention, there are five types shown below, which are hereinafter referred to as types 1 to 5, respectively, and each type will be explained separately.

Figure 1 shows the skeleton of a type 1 planetary gear transmission.
, second and third planetary gear trains G1, G2 . Has G3. Each planetary gear train has first to third gears located in the center.
Sun gear 81. S2, S3, and first to third planetary pinions PL, P2. P3, first to third carriers C1, C2, C3 that rotatably hold this pinion and rotate at the same time as the pinion revolves, and first to third ring gears R1, R that have inner surfaces that mesh with the pinion.
2, R3.

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 ring gear R3, 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 third carrier C3 are connected. The second sun gear S2 is detachably connected to the input shaft 1 via the first clutch 1, and a third brake B3 is attached to the second sun gear S2, which can hold the second sun gear S2 fixedly. The second carrier C2 is detachably connected to the input shaft 1 via a second clutch 2, and can be fixedly held by a second brake B2. Further, the second carrier C2 is detachably connected to the third sun gear S3 via a third clutch 3.

As described above, each element (first to third sun gear, first to third sun gear,
3rd carrier and 1st to 3rd ring gear), input shaft 1
In a transmission configured by connecting and output gear 2,
By controlling the engagement and disengagement of the first to third clutches 1 to 8 and the first to third brakes B1 to B3, it is possible to set the gear stage and control the speed change. Specifically, as shown in the table in Fig. 2, if engagement and disengagement control is performed, the forward speed of 5 (
LOW, 2ND, 3RD, 4TH and 5TH) and reverse 1st speed (REV) can be set. In addition, in the table of FIG. 2, the clutches and brakes marked with ◯ indicate that they are engaged. However, the second brake B in the LOW range
2 is in parentheses because it is engaged but does not contribute to the transmission of driving force. The reduction ratio (ratio) in each speed range is
Although it changes depending on the number of teeth of each gear, an example of this ratio is shown in FIG. 2 for reference.

As you can see from this table, 5 forward speeds (LOW to 5TH
) is set by engaging two of the clutch and brake (these are referred to as retaining means). Furthermore, when shifting between adjacent gear ranges, one of these two engagement means is released and another engagement means is engaged. There is no simultaneous release or simultaneous engagement of the coupling means. Therefore, speed change control is simple.

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 clearly seen from this figure, the second sun gear S2 alone constitutes the first rotating member, and the second sun gear C2
and third sun gear S3 are connected to constitute a second rotating member, first ring gear R1 and third carrier C3 are connected to constitute a third rotating member, and first carrier C1, second ring gear R2, and The eighth ring gear R3 is connected to form a fourth rotating member, and the first sun gear S1 is a single unit forming a fifth rotating member.
It constitutes a rotating member. And, as shown in Figure 1,
A third clutch 3 is disposed between the second carrier C2 and the third sun gear S3 constituting the second rotating member, and connects or separates the second carrier C2 and the third sun gear S3. is now possible.

In addition, this figure shows the ratio λ of the number of teeth of the sun gear (Zs) and the number of teeth of the ring gear (ZR) (however, λ=28/ZR).
is also shown.

A speed diagram showing the speed relationship of each element in the type 1 transmission having such a configuration is shown in FIG. 4, and based on this, the reduction ratio in each speed range will be explained.

In the speed diagram of Figure 4, the first to third planetary surface vehicle trains 01 to G
In the diagram corresponding to each planetary gear train, each vertical line indicates its component, and the length of the vertical line corresponds to the rotation speed. The distance between each vertical line 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 first sun gear S1, the first carrier C1,
Corresponding to the first ring gear R1, the upward length of each vertical line indicates the rotation speed n in the forward direction. In addition, the first sun gear S1
The distance between the vertical line indicating the first carrier C1 and the vertical line indicating the first carrier C1
a” is the reciprocal of the number of teeth Zs of the first sun gear S1 (=1
/Zs), and the vertical line indicating the first carrier C1 and the first
The distance "b" from the vertical line indicating the ring gear R1 corresponds to the reciprocal number (=1/Zr) of the number of teeth Zr of the first ring gear R1. Therefore, the first sun gear S1 connected to the input shaft 1 is rotated at the rotation speed n, and the first ring gear R1 is rotated by the first brake B1.
When it is held fixed by
. is the rotation speed of the first carrier C1.

Second and third planetary gear train G2. The same applies to G3, and the first to third clutches have 1 to 3 and the first to third clutches.
~Third brakes B1 to B3 are shown at positions corresponding to each element.

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

First, in the case of the LOW range, all clutches are
and the third brake B3 is released, and the first and second brakes B1. B2 is engaged.

In this case, in the first planetary gear train G1 and the third planetary gear train G3, the first carrier C1 and the third ring gear R3 and the first ring gear R1 and the third carrier C3 are mechanically connected, respectively, so that Since each two elements are mechanically connected, they become planetary gears of the body, and the velocity diagram can also be expressed by combining them as shown in FIG. However, since the third clutch is released, the second planetary gear train G2 is connected to the integrated first and third planetary gear trains G1.3. G3, and only one element (second ring gear R2) of the second planetary gear train G2 is separated from the first and third planetary gear trains G1. It will only be connected to G3. As can be seen from this, the third clutch 3 functions as a separation clutch.

Here, if the number of revolutions of the input shaft 1 is no, then the number of revolutions of the first sun gear S1 connected to this input shaft 1 is also n. and
Since the first ring gear R1 is fixed by the first brake B1, the dotted straight line L1 connecting the points representing both states and the first ring gear R1 are fixed by the first brake B1.
The rotation speed n1 at the intersection with the vertical line indicating the carrier C1 is the rotation speed of the first carrier C1, that is, the output gear 2. In addition,
Third planetary gear train G3 integrated with first planetary gear train G1
The rotation speed of each element is also expressed as the rotation speed at the intersection with the dotted straight line L1, and the rotation speed of the third sun gear S3 is n, 1,
The third carrier C3 is fixed together with the first link gear R1, and the rotation speed of the third ring gear R3 is n.

Since the first carrier C1 and the third ring gear are connected to the second ring gear R2, the second ring gear R2
also rotates at a rotation speed n1. Here, in the second planetary gear train G2, since the second carrier C2 is fixed by the second brake B2, the point indicating the state of the second ring gear R2 rotating Nn1 and the second carrier C2 fixedly held is connected. A dotted straight line L1' is drawn, and the intersection with this dotted straight line L1' becomes the rotation speed of the second sun gear S2. As can be seen from this figure, the rotation speed of second sun gear S2 in this case is n1□
However, the value is smaller than the input rotation no, and there is no risk of over-rotation.

a1 The eighth clutch is not separated by 3, but the third clutch is engaged by 3 to connect the second carrier C2 and the third sun gear S3, and the first to third planetary gear trains 01 to G3 are integrated. A configuration is also possible. In this case, the diagram showing the second planetary gear train G2 overlaps the diagram showing the first and third planetary gear trains Gl and G3, as shown by the two-dot chain line in the figure.

In such a configuration, the second brake B2 is released, the first brake B1 is engaged, and the first ring gear R
If the first and third carriers C3 are held fixed, the rotational speed of the output gear 2 becomes nl, and a predetermined reduction ratio can be obtained. However, in this case, the rotation speed n at the intersection of the extension line of the dotted straight line L1 and the vertical line representing the second sun gear S2,
3 is the rotation speed of the second sun gear S2, and as shown in the figure, the second sun gear S2 becomes higher than the input rotation, which may result in over-rotation.

Next, the case of 2nd speed to 4th speed will be explained using FIG. 6. In this speed range, the third
(separation clutch) is engaged, and the second carrier C2 and the third
It is connected to sun gear S3. Therefore, all of the first to third planetary gear trains 61 to G3 are combined into one, and the speed diagram is also shown in a combined manner as shown in FIG.

First, when in second gear, the second brake B2 remains engaged, and the second carrier C2 and third sun gear S3
is held fixed. Note that the first sun gear S1 is the input shaft 1
The same rotation speed n. Rotate with. Therefore, the intersection of the dotted straight line L2 connecting the points representing both states and the vertical line representing each element becomes the rotation speed of each element, and the vertical line representing the first carrier C1, second and third link gears R2, R3 The rotation speed n2 at the intersection with the line is the rotation speed of the output gear 2. Similarly, the rotational speed of the first ring gear R1 and the third carrier C3 is n21, and the rotational speed of the second sun gear S2 is N22. As can be seen from this figure, the rotation speed of any element is the rotation speed n of the input shaft. or less, and there is no problem with overspeed.

At the third speed, the second brake B2 is released and the third brake B3 is engaged instead, so that the second sun gear S2 is held fixed. Therefore, the intersection with the dotted straight line L3 is the rotation speed of each element, and the rotation speed n3 of the intersection with the vertical line indicating the first carrier C1, second and third ring gears R2, R3 is the rotation speed of the output gear 2. Become. Similarly, the rotational speed of the first ring gear R1 and the third carrier C3 is n
3□, second carrier C2 and third sun gear S3
The rotation speed is N3°. In this case as well, the rotation speed of any element is the rotation speed n of the input shaft.

or less, and there is no problem with overspeed.

When in fourth gear, the third brake B3 is released, and in addition to the third clutch 3, the second clutch 2 is engaged. Therefore, the first to third planetary gear trains G1 to G3 are integrally rotated at the same time as the input shaft 1. On the diagram, the first sun gear S1, the second carrier C2 and the third sun gear S3
is the same rotation speed n as input shaft 1. rotation speed n4 (=
no) is the rotation speed of the output gear 2. As can be seen from this diagram, the number of rotations of all elements is the input rotation n. is the same as that, and no over-speed occurs in this case as well.

Next, in the case of 5th gear, 3 is released to the third clutch,
The second planetary gear train G2 is the first and third planetary gear train G1.
It is separated from G3, and the velocity diagram becomes as shown in Fig. 7. 5
At high speed, the third brake B3 is engaged and the second sun gear S2
is held fixed.

On the other hand, the second clutch 2 remains engaged, so that the second carrier C2 is driven at the same rotation speed as the input shaft 1. Therefore, the intersection point with the dotted straight line L5 becomes the rotation speed of each element, and the rotation speed n5 of the intersection with the vertical line indicating the second ring gear R2 becomes the rotation speed of the output gear 2.

In addition, the first and third planetary gear trains Gl that are integrated
, G3, the first carrier c1 and the third ring gear R3 rotate at the rotation speed n5, and the first sun gear s1 connected to the input shaft 1 rotates at the input rotation speed n. Because it rotates with
The rotation speed of each element is determined from the rotation speed at the intersection with the dotted straight line L5' connecting the points indicating both states. Therefore, the rotational speed of the first ring gear R1 and the third carrier C3 becomes n5□, and the rotational speed of the third sun gear S3 becomes R5°, both of which are equal to the input rotational speed n. Become bigger. However, when driving in 5th gear, the vehicle speed is high, so the running resistance is large.
Engines are rarely used at very high rotational speeds, so this problem of overspeeding rarely occurs. In this example, the first sun gear S1 is connected to the input shaft 1, but this is connected to the input shaft 1 via a clutch in a freely engageable and detachable manner, and in the case of fifth speed, this clutch is released. If this is done, such an over-speed problem will not occur at all.

Also in the case of reverse (REV), the third clutch is released and the second planetary gear train G2 is connected to the first and third planetary surface train G1. Since it is separated from G3, the velocity diagram becomes as shown in Fig. 7. In reverse, the second brake B2 is engaged and the second carrier C2 is held fixed. On the other hand, the first clutch 1 is engaged instead of the second clutch 2, and therefore the second sun gear S2 is driven at the same rotation speed as the input shaft 1. Therefore, the intersection point with the dotted straight line Rie connecting the points indicating the open state becomes the rotation speed of each element, and the rotation speed nR (negative value) at the intersection with the vertical line indicating the second ring gear R2 is the rotation speed nR (negative value) of the output gear 2.
The number of rotations will be.

In addition, in this case as well, the first and third
In the planetary gear trains Gl and G3, the first carrier C1 and the third ring gear R3 rotate at the above rotation speed nR, and the first sun gear S1 connected to the input shaft 1 rotates at the input rotation speed n. Since it rotates at , the dotted straight line LR' connecting the points indicating the open state
From the intersection with Number n. Become bigger. However, the engine is rarely used at full throttle in reverse, and even in this case, overspeed problems rarely occur. In this case as well, if the first sun gear S1 is connected to the input shaft 1 via a clutch so that it can be freely engaged and disengaged, and this clutch is released in the case of reverse, this problem of over-speeding can be solved. It doesn't happen at all.

Figure 8 shows the skeleton of a type 2 planetary vehicle transmission.
, second and third planetary gear trains G1, G2 . has G3,
Each planetary gear train includes first to third sun gears 81 to S3, first to third pinions P1 to P3, and first to third carriers 0.
1 to C3, and first to third ring gears R1 to R3.

The first sun gear S1 is detachably connected to the input shaft 1 via a first clutch 1, and a third brake B3 capable of fixing and holding the first sun gear S1 is attached. The first carrier C1 is detachably connected to the input shaft 1 via a second clutch 2, and the first carrier C1
A second brake B2 is provided that can fix and hold the.

Furthermore, this first carrier C1 is detachably connected to a second sun gear S2 and a third ring gear R3 via a third clutch 3. Note that 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 is also connected to the output gear 2. The second carrier C2 is connected to the third carrier C3, and both carriers C2,
A first brake B1 capable of holding C3 fixedly is provided. Third sun gear S3 is connected to input shaft 1.

In the transmission configured as described above, setting of the gear stage and speed change control are performed by controlling the engagement and disengagement of the first to third clutches 1 to 3 and the first to third brakes B1 to B3. I can do it. Specifically, as shown in the table in Fig. 9, if engagement/disengagement control is performed, five forward speeds (LOW, 2ND, 3RD, 4TH, and 5TH) and one reverse speed (R
EV) can be set. In the table of FIG. 9, clutches and brakes marked O are engaged, and examples of reduction ratios in each speed range are shown for reference.

In this case as well, when shifting between adjacent shift ranges in each of the five forward speeds (LOW to 5TH), one of these two engagement means is released and the other one is engaged. The two engaging means are not released or engaged simultaneously. Therefore, speed change control is simple.

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 clearly seen from this figure, the first sun gear S1 alone constitutes the first rotating member, and the first sun gear C
1, the second sun gear S2, and the third ring gear R3 are connected to constitute a second rotating member, the second carrier C2 and the third carrier C3 are connected to constitute a third rotating member, and the first
Ring gear R1 and second ring gear R2 are connected to form a fourth rotating member, and third sun gear S3 alone forms a fifth rotating member. As shown in FIG. 8, a third clutch 3 is disposed between the first carrier C1, the second carrier C2, and the 31st gear R3 that constitute the second rotating member, and these clutches are connected to each other. It is now possible to have it performed or to separate it.

Note that this figure also shows an example of the tooth number ratio λ between the sun gear and the ring gear in each gear train for reference.

On the other hand, a speed diagram showing the speed relationship of each element in the type 2 transmission having the above configuration is shown in FIG. 11, and based on this, the reduction ratio in each speed range will be explained.

First, in the case of the LOW range, all brakes 1 to 3 and the third brake B3 are released, and the first and second brakes are released.
Brakes Bl and B2 are engaged.

In this case, the second planetary gear train G2 and the third planetary gear train G3 are mechanically connected to the second carrier C2 and the third carrier C3, and to the second sun gear S2 and the third ring gear R3, respectively. In other words, since each two elements are mechanically connected, they form an integral planetary gear, and the speed diagram can also be expressed as a combined planetary gear as shown in FIG.

However, since the third clutch is released, the first planetary gear train G1 is connected to the integral second and third planetary gear trains G2. G3, and only one element (first ring gear R1) of the first planetary gear train G1 is separated from the second planetary gear train G3.
and the third planetary gear train G2, G3. As can be seen from this, the third clutch functions as a separation clutch.

Here, the number of rotations of the input shaft 1 is n. Then, the rotation speed of the third sun gear S3 connected to this input shaft 1 is also n. and
The second and third carriers C2 and G3 are the first brake B1
Therefore, the rotation speed n1 at the intersection of the dotted straight line L1 connecting the points representing both states and the vertical line indicating the second ring gear R2 becomes the rotation speed of the second ring gear R2, that is, the output gear 2. In addition, the second and third planetary surface convoy G2゜G
The rotational speed of each element of 3 is expressed as the rotational speed of the intersection with the dotted straight line L1, and the rotational speed of each element of the second sun gear S2 and the third ring gear R
The rotation speed of No. 3 is n+.

Since the second ring gear R2 is connected to the first ring gear R1, this first ring gear R1 also rotates at the rotation speed n1. Here, in the first planetary gear train G1, since the first carrier C1 is fixed by the second brake B2, the first ring gear R1 rotates n1 times and the first carrier C1 is fixedly held.
Draw a dotted straight line L1' connecting the points indicating the state of the carrier C1, and the intersection with this dotted straight line LL' is the first sun gear S1.
The number of rotations will be. As can be seen from this figure, the rotational speed of the first sun gear S1 in this case is nl. However, its value is the input rotation n. It is smaller and there is no risk of over-speeding.

Note that the third clutch is disengaged by 3, and the third clutch is engaged by 3 to connect the first carrier C1, the second sun gear S2, and the third ring gear R3, and the first to third
A configuration in which the planetary gear trains 01 to G3 are integrated is also possible.

In this case, as shown by the two-dot chain line in the figure, the diagram showing the first planetary gear train G1 is changed to the second and third planetary gear trains G1.
2. It overlaps with the diagram showing G3. In such a configuration, the second brake B2 is released and the first brake B1 is released.
If the second and third carriers C2 and G3 are engaged and held fixed, the rotational speed of the output gear 2 becomes B8, and a predetermined reduction ratio can be obtained.

However, in this case, the rotation speed n1a at the intersection of the extension line of the dotted straight line L1 and the vertical line representing the first sun gear S1 becomes the rotation speed of the first sun gear S1, and this first sun gear S
1 becomes higher than the input rotation as shown in the figure, and there is a problem that this may result in over-rotation.

Next, the case of 2nd speed to 4th speed will be explained using FIG. 13. In this speed range, the third clutch
(separation clutch) is engaged, and the first carrier C1 and the second
Sun gear S2 and third ring gear R3- are connected. Therefore, all of the first to third planetary gear trains 01 to G3 are combined into one, and the speed diagram is also shown in a combined manner as shown in FIG. 13.

First, in the second speed, the second brake B2 remains engaged, and the first carrier C1, second sun gear S2, and third ring gear R3 are held fixed. Note that the third sun gear S3 has the same rotation speed n as the input shaft 1. Rotate with.

Therefore, the intersection of the dotted straight line L2 connecting the points representing both states and the vertical line representing each element becomes 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. The number n2 is the rotation speed of the output gear 2. Similarly, the rotation speeds of the second and third carriers C2 and G3 are n21,
The rotational speed of the first sun gear S1 is R2°. As can be seen from this figure, the rotation speed of any element is the rotation speed n of the input shaft. or less, and there is no problem with overspeed.

At the third speed, the second brake B2 is released and the third brake B3 is engaged instead, so that the first sun gear S1 is held fixed. Therefore, the intersection point with the dotted straight line L3 becomes the rotation speed of each element, and the rotation speed n3 of the intersection with the vertical line that separates the first and second ring gears R1 and R2 becomes the rotation speed of the output gear 2. Similarly, the rotational speed of the second and third carriers C2 and G3 is n3I, and the rotation speed of the first carrier C2 and G3 is n3I.
1. The rotational speed of the second sun gear S2 and the third ring gear R3 is n3□. In this case as well, the rotation speed of any element is the rotation speed n of the input shaft. or less, and there is no problem with overspeed.

When in fourth gear, the third brake B3 is released, and in addition to the third clutch 3, the second clutch 2 is engaged. Therefore, the entire first to third planetary surface vehicle trains 61 to G3 rotate together with the input shaft 1 . On the diagram, the third sun gear S3, the first carrier C1, the second sun gear S2, and the third ring gear R3 have the same rotation speed n as the input shaft 1. rotation speed n4 (
= no) is the rotation speed of the output gear 2. As can be seen from this diagram, the number of rotations of all elements is the input rotation n. is the same as that, and no over-speed occurs in this case as well.

Next, in the case of 5th gear, 3 is released to the third clutch,
The first planetary gear train G1 is connected to the second and third planetary gear trains G2.
It is separated from G3, and the velocity diagram becomes as shown in Fig. 14.

In 5th gear, the third brake B3 is engaged and the first sun gear S
1 is held fixed. On the other hand, the second clutch 2 remains engaged, so that the first carrier C1 is driven at the same rotation speed as the input shaft 1. Therefore, the dotted straight line L5
The intersection point is the rotation speed of each element, and the first ring gear R1
The rotational speed n5 at the intersection with the vertical line indicating the rotational speed n5 is the rotational speed of the output gear 2.

Note that the second and third planetary gear trains G2 are integrated.
．． In G3, the second ring gear R2 has the above rotation speed n.
6, and the third sun gear S3 connected to the input shaft 1 has an input rotation speed n. Therefore, the rotation speed of each element can be determined from the rotation speed at the point of intersection with the dotted straight line L5' connecting the points indicating both states. Therefore, the second and third carriers C2, G3
The number of rotations becomes 151, and the second sun gear S2 and the third
The rotation speed of ring gear R3 is n152, and both values are input rotation speed n. Become bigger. However, when the vehicle is running in fifth gear, the vehicle speed is high, so the running resistance is large, and the engine is rarely used in a very high rotation range, so this problem of overspeed rarely occurs. In this example, the third sun gear S3 is connected to the input shaft 1, but this is connected to the input shaft 1 via a clutch in a freely engageable and detachable manner, and in the case of fifth speed, this clutch is released. If this is done, such an over-speed problem will not occur at all.

Also in the case of reverse (REV), the third clutch is released, and the first planetary gear train G1 is connected to the second and third planetary surface train G2. Since it is separated from G3, the velocity diagram becomes as shown in Fig. 14. In reverse, the second brake B2 is engaged and the first carrier C1 is held fixed. On the other hand, the first clutch 1 is engaged instead of the second clutch 2, and therefore the first sun gear S1 is driven at the same rotation speed as the input shaft 1. Therefore, the dotted straight line L connecting the points indicating both states
The intersection point with R becomes the rotation speed of each element, and the first ring gear R
The rotation speed n8 (negative value) at the intersection with the vertical line indicating 1 is the rotation speed of the output gear 2.

In addition, in this case as well, the second and third
Planetary gear train G2. In G3, the second ring gear R2
rotates at the above rotation speed n7, and the third sun gear S3 connected to the input shaft 1 rotates at the input rotation speed n. Therefore, from the intersection with the dotted straight line LR connecting the points indicating both states, the rotational speed of the second and third carriers C2 and G3 becomes np+, and the rotational speed of the second sun gear S2 and third ring gear R3 becomes n6. °, both of which are negative values, but their absolute value is the input rotation speed n. Become bigger. However, in ly '1 reverse, the engine is rarely used at full throttle, and even in this case, the problem of overspeeding rarely occurs. In this case as well, if the third sun gear S3 is connected to the input shaft 1 via a clutch so that it can be freely engaged and disengaged, and this clutch is released in the case of reverse, this problem of over-speeding can be solved. It doesn't happen at all.

The skeleton of a L/2A-"L type 3 planetary vehicle transmission is shown in Fig. 15, and this transmission also includes first, second, and third planetary gear trains arranged in parallel on the same axis. G1, G2. Consists of G3.

However, in the case of this type of transmission, the carrier C1 and ring gear R1 of the first and second planetary gear trains Gl, G2 are common, and both gear trains Gl, G2 are integrated into the Ravigneau gear train. forming a column. This Rabinyo planetary gear train G
1 and G2 are a large sun gear SL and a small sun gear Ss1, which are arranged coaxially and in parallel with the transmission input shaft 1, and a short pinion P that meshes with the small sun gear S6 and revolves around the small sun gear Ss while rotating on its axis.
szLong pinion PLN meshes with this short pinion Ps and also meshes with large sun gear SL and revolves around large sun gear SL while rotating on its own axis.Short pinion P6 and long pinion PL are held rotatably and integrally, and large and small sun gear SL,
It is composed of a carrier C1 for Ravigneau that rotates around the axis of S6, and a ring gear R1 for Ravigneau that has an inner surface that meshes with a long pinion PL. In this case, the first planetary gear train G1 is composed of a small sun gear S8, a carrier C1 for Ravigneau, and a ring gear R1 for Ravigneau, and the second planetary gear train G2 is composed of a large sun gear SL%, a carrier C1 for Ravigneau, and a ring gear R1 for Ravigneau. be done.

Further, the third planetary dredging train G3 includes a third sun gear S3, a third pinion P3, a third carrier C3, and a third ring gear R8.

In such a gear train configuration, the small sun gear Ss
is connected to the input shaft 1, and a first brake B1 capable of fixing and holding it is attached to the Ravigneau carrier C1. Ring gear R1 for Ravigno is third ring gear R3
and is connected to output gear 2. 3rd sun gear S3
is removably connected to the input shaft 1 via the first clutch 1, and a third brake B3 capable of fixing and holding the third sun gear S3 is attached to the third brake B3. The third carrier C3 is removably connected to the input shaft 1 through a second clutch 2, and also connected to the large sun gear SL through a third clutch 3. Furthermore, a second brake B2 capable of holding the third carrier C3 fixedly is provided.

In the transmission configured as described above, the setting of the gear stage and the speed change control are performed by controlling the engagement and disengagement of the first to third brakes B1 to B3 to the first to eighth clutches and the first to third brakes B1 to B3. I can do it. Specifically, as shown in the table in Fig. 16, if the engagement/disengagement control is performed, the speed will be 5 forward speeds (LOW, 2N).
D.3rd.

4TH and 5TH), reverse 1st speed (REV) can be set. In the table of FIG. 16, the clutches and brakes marked with ◯ indicate that they are engaged, and examples of reduction ratios in each speed range are shown for reference.

In this case as well, when shifting between adjacent shift ranges in each of the five forward speeds (LOW to 5TH), one of these two engagement means is released and another one is engaged. The two engaging means are not released or engaged simultaneously. Therefore, speed change control is simple.

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 clearly seen from this figure, the third sun gear S3 alone constitutes a first rotating member, the large sun gear SL and the third carrier C3 are connected to constitute a second rotating member, and the first and second planetary Gear train G1. The Ravigneau carrier C1 common to G2 constitutes the third rotating member, and the first
A common Ravigneau ring gear R1 and a third ring gear R3 are connected to the second planetary gear trains Gl and G2.
It constitutes a rotating member, and the small sun gear Ss is the fifth
It constitutes a rotating member. As shown in FIG. 15, a third clutch 3 is disposed between the large sun gear SL and the third carrier C3 constituting the second rotating member, and is used to connect or separate them. It is now possible to do so.

This figure also shows an example of the tooth number ratio λ between the sun gear and the ring gear for reference.

On the other hand, a speed diagram showing the speed relationship of each element in the Type 3 transmission having the above configuration is shown in FIG. 18, and the reduction ratio in each speed range will be explained based on this. In addition, since the first and second planetary gear trains Gl and G2 constituting the Ravigneau gear train are always integrated, they are shown together in this diagram as well. Furthermore, the first planetary gear train G
Since 1 is a double pinion type gear train consisting of a small pinion Ps and a large pinion PL, the rotation direction of the ring gear with respect to the sun gear is opposite to that of a single pinion type gear train, so carrier C1 on the diagram The positional relationship between the ring gear R1 and the sun gear Ss is opposite to that of the other gear trains.

First, in the case of the LOW range, all clutches have 1 to 3
and the third brake B3 is released, and the first and second brakes B1. B2 is engaged.

In this case, since the third clutch 3 is released, the third planetary gear train G3 is connected to the integrated first and second gear train G3.
Planetary gear train G1. G2 (Rapigno gear train) is separated, and only one element (third ring gear R3) of the third planetary gear train G3 is connected to the first and second planetary gear trains Gl and G2. As you can see from this, the third
3 on the clutch acts as a separation clutch.

Here, the number of rotations of the input shaft 1 is n. Then, the rotation speed of the small sun gear S8 connected to this input shaft 1 is also n. Since the carrier C1 for Ravigneau is fixed by the first brake B1, as shown in FIG. The rotational speed n1 at the intersection point is the rotational speed of the Ravigneau ring gear R1, that is, the output gear 2. Note that the rotational speed of each element of the first and second planetary gear trains Gl and G2 is expressed as the rotational speed of the intersection with the dotted straight line L1, and the rotational speed of the large sun gear SL is n++.

Since the Ravigneau ring gear R1 is connected to the third ring gear R3, the third ring gear R3 also rotates at a rotational speed n. Here, in the third planetary gear train G3, since the third carrier C3 is fixed by the second brake B2, connect the points indicating the state of the third ring gear R3 rotating 11 times and the third carrier C3 fixedly held. Dotted straight line Ll
The intersection point with this dotted straight line L1' becomes 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 n1□, but its value is the input rotation n. It is smaller and there is no risk of over-speeding.

Note that the third clutch is separated by 3, and the third clutch is engaged by 3 to connect the third carrier C3 and the large sun gear S1 to integrate the first to third planetary gear trains 61 to G3. A configuration is also possible. In this case, as shown by the two-dot chain line in the figure, the diagram showing the third planetary gear train G3 is different from the first and second planetary gear trains G1. It overlaps with the diagram showing G2.

In such a configuration, the second brake B2 is released, the first brake B1 is engaged, and the first carrier C1
If the output gear 2 is held fixed, the rotational speed of the output gear 2 becomes nl, and a predetermined reduction ratio can be obtained. However, in this case, the rotation speed n13 at the intersection of the extension line of the dotted straight line L1 and the vertical line representing the third sun gear S3 becomes the rotation speed of the third sun gear S3, and the third sun gear S3 inputs the input signal as shown in the figure. There is a problem in that the speed becomes higher than the rotation speed, which may result in over-speed rotation.

Next, the case of 2nd speed to 4th speed will be explained using FIG. 20. In this speed range, the third clutch
(separation clutch) is engaged, and third carrier C3 and large sun gear SL are connected. For this reason, the first to third
All of the planetary gear trains 01 to G3 are integrated into one, and the speed diagram is also shown in an integrated manner as shown in FIG.

First, when in second gear, the second brake B2 remains engaged, and the third carrier C3 and large sun gear S
L is held fixed. Note that the small sun gear Ss has the same rotation speed n as the input shaft 1. Rotate with. Therefore, the intersection of the dotted straight line L2 connecting the points representing both states and the vertical line representing each element becomes the rotation speed of each element, and
Rotation speed n2 at the intersection with the vertical line indicating ring gears R1 and R3
is the rotation speed of the output gear 2. Similarly, the rotation speed of the Ravigneau carrier C1 is n2□, and the rotation speed of the third sun gear S3 is nQ2. As can be seen from this figure, the rotation speed of any element is the rotation speed n of the input shaft. or less, and there is no problem with overspeed.

At the third speed, the second brake B2 is released and the third brake B3 is engaged instead, so that the third sun gear S3 is held fixed. Therefore, the intersection with the dotted straight line L3 becomes the rotation speed of each element, and the
Rotation speed n3 at the intersection with the vertical line indicating ring gears R1 and R3
is the rotation speed of the output gear 2. Similarly, the rotational speed of the Ravigneau carrier C1 is n31, and the rotational speed of the third carrier C3 and large sun gear SL is n3°. In this case as well, the rotation speed of any element is the rotation speed n of the input shaft. or less, and there is no problem with overspeed.

When in fourth gear, the third brake B3 is released, and in addition to the third clutch 3, the second clutch 2 is engaged. Therefore, the entire first to third planetary gear trains 61 to G3 rotate together with the input shaft 1 . On the diagram, the large sun gear SL and the third carrier C3 have the same rotation speed n as the input shaft 1. The rotation speed n4 (=no) at the intersection of the horizontally extending solid straight line L4 and the vertical line indicating Ravigneau and third ring gears R1 and R3 is the rotation speed of the output gear 2.

As can be seen from this diagram, the rotational speed of all elements is the same as the input rotation n0, and no over-rotation occurs in this case as well.

Next, in the case of 5th gear, 3 is released to the third clutch,
The eighth planetary gear train G3 is the first and second planetary gear train G1.
It is separated from G2, and the velocity diagram becomes as shown in Fig. 21.

In 5th gear, the third brake B3 is engaged and the third sun gear S
3 is held fixed. On the other hand, the second clutch 2 remains engaged, so that the third carrier c3 is driven at the same rotation speed as the input shaft 1. Therefore, the dotted straight line L5
The intersection point is the rotation speed of each element, and the third ring gear R3
The rotation speed n! at the point of intersection with the vertical line indicating l is the output gear 20 rotation speed.

Note that the Ravigneau gear train, that is, the first and second planetary surface gear trains G1. In G2, the Ravigneau ring gear R1 rotates at the above rotation speed n5, and the small sun gear S8 connected to the input shaft 1 has an input rotation speed n. Therefore, the rotation speed of each element can be determined from the rotation speed at the point of intersection with the dotted straight line L5' connecting the points indicating both states. For this reason,
The rotation speed of the Ravigneau carrier C1 is 151, the rotation speed of the large sun gear SL is n52, and both values are the input rotation speed n. Become bigger. However, when the vehicle is running in fifth gear, the vehicle speed is high, so the running resistance is large, and the engine is rarely used in a very high rotation range, so this problem of overspeed rarely occurs.

3 is also released in the third clutch in the case of reverse (REV), and the third planetary gear train G3 is connected to the first and second planetary gear train G1. Since it is separated from G2, the velocity diagram becomes as shown in Fig. 21. In reverse, the second brake B2 is engaged and the third carrier C3 is held fixed. On the other hand, the first clutch 1 is engaged instead of the second clutch 2, and therefore the third sun gear S3 is driven at the same rotation speed as the input shaft 1. Therefore, the dotted straight line LR connecting the points indicating both states
The intersection point is the rotation speed of each element, and the third ring gear R3
The rotation speed nR (negative value) at the intersection with the vertical line indicating the rotation speed of the output gear 2 is the rotation speed nR (negative value).

In addition, in this case as well, the first and second
In the planetary gear trains Gl and G2, the Ravigneau ring gear R1 rotates at the above rotation speed n9, and the small sun gear Ss connected to the input shaft 1 rotates at the input rotation speed n0, so the dotted straight line connects the points indicating both states. From the intersection with LR, the rotation speed of the Ravigneau carrier C1 becomes nR1, and the rotation speed of the large sun gear SL becomes nR2. Both values are negative values, but their absolute value is the input rotation speed n. Become bigger. However, the engine is rarely used at full throttle in reverse, and even in this case, overspeed problems rarely occur.

Figure 22 shows the skeleton of a type 4 planetary gear transmission, and this transmission also consists of first, second and third planetary gear trains G1 and G2 arranged in parallel on the same axis. ．． Consists of G3.

However, even in the case of continuous shooting, the first and second
Carrier C1 and ring gear R1 of planetary gear trains Gl and G2
are common, and both gear trains Gl and G2 together constitute a Ravigneau gear train. In these Ravigneaux planetary gear trains Gl and G2, the first planetary gear train G1 is composed of a large sun gear SL, a Ravigneau carrier C1, and a Ravigneau ring gear R1, and the second planetary gear train G2 is composed of a small sun gear SR% Ravigneau carrier C1. It is composed of ring gear R1 for Oyohirabigno.

Further, the third planetary gear train G3 includes a third sun gear S8, a third pinion P3, a third carrier C3, and a third ring gear R3.

In such a gear train configuration, the large sun gear SL is connected to the input shaft 1, and the Ravigneau carrier C1 is connected to the output gear 2 and the third ring gear R3. A first brake B1 capable of fixing and holding the ring gear R1 is attached to the Ravigno ring gear R1. The third sun gear S3 can be detachably connected to the input shaft 1 through the first clutch 1, and a third brake B3 is attached to the third sun gear S3, which can hold the third sun gear S3 fixedly. The third carrier C3 is removably connected to the input shaft 1 through a second clutch 2, and also connected to the small sun gear Ss through a third clutch 3. Furthermore, a second brake B2 capable of holding the third carrier C3 fixedly is provided.

In the transmission configured as described above, the setting of the gear stage and the speed change control are performed by controlling the engagement and disengagement of the first to third clutches 1 to 3 and the first to third brakes 81 to B3. I can do it. Specifically, as shown in the table in Fig. 23, if engagement/disengagement control is performed, 5 forward speeds (LOW, IS
T, 2nd.

3RD, 4TH and 5TH), reverse 1st speed (REV) can be set. In addition, in the table of FIG. 23, clutches and brakes marked with ◯ indicate that they are engaged, and examples of reduction ratios (ratios) in each speed range are shown for reference.

In this case as well, when shifting between adjacent shift ranges in each of the five forward speeds (LOW to 5TH), one of these two engagement means is released and another one is engaged. The two engaging means are not released or engaged simultaneously. Therefore, speed change control is simple.

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 FIG. 25 shows its speed diagram.

As can be clearly seen from this figure, the third sun gear S8 alone constitutes the first rotating member, and the small sun gear Ss and the third
The carrier C3 is connected to constitute a second rotating member, and the first and second planetary surface vehicle trains G1. The Ravigneau ring gear R1 common to G2 constitutes the third rotating member, and the Ravigneau carrier C common to the first and second planetary gear trains Gl and G2 constitutes the third rotating member.
1 and third ring gear R3 are connected to constitute a fourth rotating member, and large sun gear S1 alone constitutes a fifth rotating member. As shown in FIG. 22, the small sun gear Ss and the third carrier C3 constituting the second rotating member
A third clutch 3 is disposed between the two and enables the connection and separation thereof.

The reduction ratio in each speed range based on the speed diagram showing the speed relationship of each element in the Type 4 transmission with the above configuration is as follows:
Since it is the same as the case of type 3, its explanation will be omitted. In the speed diagram of FIG. 25, the first and second planetary gear trains Gl and G2 constituting the Ravigneaux train are always integrated, and therefore are shown together in this diagram as well. Furthermore, 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 a single pinion type gear train, and the ring gear R1 with respect to the carrier C1 on the diagram is opposite to the rotation direction of the ring gear with respect to the sun gear. The positional relationship with sun gear S8 is opposite to that of other gear trains.

E”! A skeleton of a type 5 planetary gear transmission is shown in FIG. 26, and this transmission also includes first, second and third planetary surface gear trains G1, G2 . G3, and each planetary gear train has first to third sun gears 81 to S3,
It is composed of first to third pinions P1 to P3, first to third carriers 01 to C3, and first to 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 meshing 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, as well as to the output gear 2. 1st
The first brake B that can be fixedly held on the ring gear R1
1 is attached, and furthermore, this first ring gear R1 and third ring gear R3 are connected. The second sun gear S2 is detachably connected to the input shaft 1 via the first clutch 1, and a third brake B3 is attached to the second sun gear S2, which can hold the second sun gear S2 fixedly. The second carrier C2 is detachably connected to the input shaft 1 via a second clutch 2, and can be fixedly held by a second brake B2. Further, the second carrier C2 is detachably connected to the third sun gear S3 via a third clutch 3.

In the transmission configured as described above, setting of the gear stage and speed change control are performed by controlling the engagement and disengagement of the first to third clutches 1 to 3 and the first to third brakes B1 to B3. I can do it. Specifically, as shown in the table of FIG.
T, 2nd.

3RD, 4TH and 5TH), reverse 1st speed (REV)
can be set. In the table of FIG. 27, clutches and brakes marked with 0 indicate that they are engaged, and examples of reduction ratios in each speed range are shown for reference.

In this case as well, when shifting between adjacent shift ranges in each of the five forward speeds (LOW to 5TH), one of these two retaining means is released and another one is engaged. The two engaging means are not released or engaged simultaneously. Therefore, speed change control is simple.

FIG. 28 shows the connection relationship of each element (sun gear, carrier, and ring gear) in the planetary gear transmission having the above configuration, and FIG. 29 shows its speed diagram.

As can be clearly seen from this figure, the second sun gear S2 alone constitutes a first rotating member, the second carrier C2 and third sun gear S3 are connected to constitute a second rotating member, and the first ring gear R1 and The third ring gear R3 is connected to the third ring gear R3.
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 alone forms a fifth rotating member. As shown in FIG. 26, a third clutch 3 is disposed between the second carrier C2 and the third sun gear S3 that constitute the second rotating member, and the second carrier C2 and the third sun gear S3 are connected to each other. S3 can be connected or separated.

Note that this figure also shows an example of the tooth number ratio λ between the sun gear and the ring gear in each gear train for reference. In this case, since the third planetary gear train G3 is a double pinion type, the gear ratio λ of this third planetary gear train G3 can be set to about 0.4, and the degree of freedom in selecting the gear ratio is increased. big.

In addition, when this third planetary surface train G3 is a simple pinion type, its tooth ratio λ needs to be 0.6 or more, and in this case, the pinion gear P3 needs to have a small diameter, and its configuration can become difficult.

The reduction ratio in each speed range based on the speed diagram showing the speed relationship of each element in the Type 5 transmission with the above configuration is as follows:
It can be obtained in the same way as for type 1, so
The explanation will be omitted. In the speed diagram of FIG. 29, since the third planetary surface train G3 is a double pinion type gear train, the rotation direction of the ring gear relative to the sun gear is opposite to that of the simple pinion type gear train.
The positional relationship of ring gear R3 and sun gear S3 with respect to carrier C8 on the diagram is opposite to that of other gear trains.

As described in detail, according to the present invention, two elements of three planetary gear trains arranged in parallel on the same axis are mechanically connected to elements of other planetary gear trains to form an integral planetary gear train. In a speed diagram of a planetary gear transmission in which the elements that constitute the gear transmission and rotate integrally through the connection of these mechanical elements are represented as one rotating member, the first to fifth rotations that constitute this speed diagram Among the members, the first, second and fifth rotating members are connected to the input member, and the fourth rotating member is connected to the output member,
Moreover, a separation clutch is disposed between the elements constituting the second rotating member to connect these elements in a detachable manner. For this reason, the speed range in which over-rotating elements exist (for example, LO
(W (IST) range, 5TH range, reverse range, etc.), the engagement of the separation clutch is released and the second
By separating the connections of the elements that make up the rotating member,
The above-mentioned over-rotation can be prevented, and the transmission efficiency and durability of the transmission can be improved. Further, the fifth rotating member can be directly connected to the input member, and the structure of the input clutch portion can be simplified and the axial length of the transmission can be shortened.

[Brief explanation of the drawing]

1, 8, 15, 22, and 26 are skeleton diagrams showing the configuration of a planetary gear transmission according to the present invention, FIG. 2, FIG. 9, FIG. 16, and FIG. 26, respectively. 23 and 27 are tables showing the relationship between clutch and brake operations and shift ranges in the transmission, and FIGS. 3, 10, 17, 24, and 28 are Tables showing the connections of the elements of the planetary gear train constituting the transmission, Figures 4 to 7, Figures 11 to 14, Figures 18 to 21, Figures 25 and 29, Figure 1 above,
26 is a speed diagram showing the speed relationship of each element of the transmission of FIGS. 8, 15, 22, and 26. FIG. 1...Input shaft 2...Output gear Gl. S 1°C1°R1°B1°KL. G2゜B2゜C2゜R2゜B2゜K2゜G3... Planetary plane train B3... Sun gear C3... Carrier R3... Ring gear B3... Brake 3... Clutch

Claims (1)

[Scope of Claims] 1) Three sets of planetary gear trains each having a sun gear element, a carrier element, and a ring gear element are arranged coaxially, and two elements of each planetary gear train are connected to each other. An integral planetary gear transmission mechanically connected to elements of a planetary gear train, wherein the elements that rotate integrally due to the connection of the mechanical elements are expressed as one rotating member. In the diagram, among the first to fifth rotating members constituting this speed diagram, the first, second, and fifth rotating members are connected to the input member, and the fourth rotating member is connected to the output member,
A clutch separation type integral planetary gear transmission characterized in that a separation clutch is disposed between the elements constituting the second rotating member to connect these elements in a detachable manner.