JP2000304110A - Automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simplify a structure and to change a gear ratio easily. SOLUTION: This automatic transmission has a first planet gear train 24, second/third planet gear trains 25, 26, plural tightening elements and three sets of counter gear couple 31-33. The first planet gear train 24 is arranged on a first shaft 21 inputted with power from an engine. The second/third planet gear trains 25, 26 are arranged on the second shaft 22 arranged in parallel with the first shaft 21. Plural tightening elements are arranged on the first/ second shafts 21, 22 to control a power transmission passage. Three sets of counter gear couple 31-33 are arranged on the first/second shafts 21, 22 and the power from the first shaft 21 and the first planet gear train 24 is transmitted to the second planet gear train 25 and the third planet gear train 26.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to an automatic transmission for transmitting power from an engine to an output shaft.

[0002]

2. Description of the Related Art As conventional automatic transmissions, three or four forward speed stages are used for passenger cars, and three to six forward speed stages are used for commercial vehicles such as trucks and buses. Recently, a multi-speed automatic transmission having five speeds for passenger vehicles and six speeds for commercial vehicles has been demanded.

For example, in a four-speed automatic transmission for a front-wheel drive vehicle, a first shaft on the input side and a second shaft on the output side are connected by a counter gear, and the first shaft has two planetary gear trains. And five fastening elements including a clutch device and a brake device, and the like, and a second-stage transmission-type auxiliary transmission including one planetary gear train and two fastening elements is provided on the second shaft. I have. The output of the second axis is output to the third
The power is transmitted to a differential gear provided on the shaft.

[0004]

In the above-mentioned conventional automatic transmission, a total of seven fastening elements are required, and the structure is complicated and expensive. Further, the step difference between the respective gears in the portion constituted by the two planetary gear trains becomes large, and the first speed is set to the lower speed side of the auxiliary transmission, so that a wider ratio is obtained.

For this reason, it is difficult to operate lock-up in the torque converter, which is not preferable in terms of power performance and fuel efficiency. An object of the present invention is to simplify the configuration, and in particular to reduce the number of fastening elements. It is another object of the present invention to realize a crossing of the gear ratios and to easily change the gear ratios.

[0006]

An automatic transmission according to claim 1 is a device for transmitting power from an engine to an output shaft, comprising: a first planetary gear train; second and third planetary gear trains;
A plurality of fastening elements and three pairs of counter gears are provided. The first planetary gear train is arranged on a first shaft to which power is input from an engine. The second and third planetary gear trains are the first
It is arranged on a second axis provided parallel to the axis. The plurality of fastening elements are arranged on at least one of the first shaft and the second shaft, and control a power transmission path. The three pairs of counter gears are arranged on the first shaft and the second shaft, and transmit power from the first shaft and the first planetary gear train to the second planetary gear train and the third planetary gear train.

In this device, rotation from the engine is input to the first shaft. Then, this rotation is speed-changed by the first planetary gear train, or input to the second and third planetary gear trains without passing through the first planetary gear train. In the second and third planetary gear trains, the input rotation is shifted and output to the output shaft. At this time, the power transmission path is switched by controlling the plurality of fastening elements. Further, the rotation from the first shaft and the first planetary gear train is transmitted to the second and third planetary gear trains via three pairs of counter gears.

Here, by adjusting the gear ratio of the counter gear pair, the gear ratio of the entire transmission can be easily adjusted.
It is easy to obtain a desired gear ratio. An automatic transmission according to a second aspect is the automatic transmission according to the first aspect, wherein the plurality of fastening elements transmit and disconnect power between the first shaft and the third planetary gear train; A second clutch device for transmitting and disconnecting power between the shaft and the second planetary gear train; and a third clutch device for selecting whether or not to input a shift output of the first planetary gear train to the second planetary gear train. Clutch device or third
It has a brake device, and a first brake device and a second brake device for controlling a power transmission path of the second and third planetary gear trains.

The three pairs of counter gears include a first counter gear pair for transmitting the speed change output of the first planetary gear train to the second planetary gear train, and an output of the second clutch device for the second planetary gear train. A second pair of counter gears for transmitting; and a third pair of counter gears for transmitting the output of the first clutch device to the third planetary gear train. In this device, the rotation of the first shaft is input to the third planetary gear train via the first clutch device and the third counter gear pair, and is also transmitted to the second planetary gear via the second clutch device and the second counter gear pair. Input to the gear train. The output of the first planetary gear train is input to the second planetary gear train via the third clutch device and the first counter gear pair.

Here, the number of fastening elements is five, which is smaller than that of the conventional device. This simplifies the configuration,
In addition, it is easy to reduce the axial dimension, and the device can be downsized. According to a third aspect of the present invention, in the automatic transmission according to the first or second aspect, the first planetary gear unit includes a first ring gear whose rotation is fixed, a planet gear that meshes with the first ring gear, and a planet gear. It has a first carrier that supports and outputs power to the second planetary gear train side, and a first sun gear that meshes with the first planetary gears and receives power from the engine side.

In this device, the rotation from the engine is input to the first sun gear, and the speed is changed at a relatively large reduction ratio by the first planetary gear train, and is output from the first carrier.
According to a fourth aspect of the present invention, in the automatic transmission according to the first or second aspect, the first planetary gear train includes a first ring gear to which power from the engine is input, and a first planetary gear meshing with the first ring gear. A first carrier that supports the first planetary gear and outputs power to the second planetary gear train side;
A first sun gear meshed with the planetary gears and fixed in rotation.

In this device, the rotation from the engine side is input to the first ring gear, and the speed is changed by the first planetary gear train at a relatively small reduction ratio, and is output from the first carrier. The automatic transmission according to claim 5 is the device according to claim 1 or 2, wherein the first planetary gear train includes a first ring gear that outputs power to the second planetary gear train side and two pinion gears that mesh with each other. One of the first planetary gears meshes with the first ring gear, the first carrier supports the first planetary gears and is fixed in rotation, and the other meshes with the other pinion gear of the first planetary gears, and the first A first sun gear to which power is input.

In this device, the rotation from the engine side is input to the first sun gear, and the speed is shifted at a moderate reduction ratio by the first planetary gear train, and is output from the first ring gear. In this case, it is easy to make the difference between the gears more uniform. The automatic transmission according to claim 6 is the device according to claim 2, wherein the second planetary gear train supports the second ring gear, the second planetary gear meshing with the second ring gear, and the second planetary gear. A second carrier is connected to the second pair of counter gears, and a second sun gear meshes with the second planetary gear and is connected to the first pair of counter gears. Also,
The third planetary gear train includes a third ring gear connected to the second carrier, a third planetary gear meshing with the third ring gear,
A third carrier that supports the third planetary gear and is connected to the second ring gear and connected to the output shaft; and a third sun gear that meshes with the third planetary gear and is connected to the third counter gear pair. ing.

The first brake device is provided to brake the rotation of the second carrier and the third ring gear, and the second brake device is provided to brake the rotation of the second sun gear. In this device, the output of the first planetary gear train is input to the second sun gear via the third clutch device and the first counter gear pair. The rotation of the first shaft is input to the second carrier via the second clutch device and the second counter gear pair, and is input to the third sun gear via the first clutch device and the third counter gear pair. You.

Here, by controlling each of the fastening elements, it is possible to perform a forward shift and a reverse shift. And
By appropriately setting the gear ratio of each counter gear pair, it is easy to adjust the gear ratio of the entire apparatus to a desired value. The automatic transmission according to claim 7 is the device according to claim 2, wherein the second planetary gear train includes a second ring gear connected to the first pair of counter gears, and a second planetary gear meshing with the second ring gear. , A second carrier that supports the second planetary gear and is connected to the second counter gear pair, and a second sun gear that meshes with the second planetary gear and is connected to the third counter gear pair. The third planetary gear train includes a third ring gear connected to the second carrier, a third planetary gear meshing with the third ring gear, and a third planetary gear supporting the third planetary gear and connected to the output shaft. It has a carrier and a third sun gear that meshes with the third planetary gear and is connected to the second sun gear.

The first brake device is provided to brake the rotation of the second carrier and the third ring gear,
The second brake device is provided to brake the rotation of the second ring gear. In this device, the output of the first planetary gear train is input to the second ring gear via the third clutch device and the first counter gear pair. In addition, the rotation of the first shaft is input to the second carrier via the second clutch device and the second counter gear pair, and the second sun gear and the third sun gear via the first clutch device and the third counter gear pair.
Input to Sun Gear.

Here, in the same manner as described above, by controlling the respective fastening elements, it is possible to change the speed of six forward speeds and one reverse speed. By appropriately setting the gear ratio of each counter gear pair, it is easy to adjust the gear ratio of the entire apparatus to a desired value. An automatic transmission according to claim 8 is the device according to claim 2, wherein the second planetary gear train supports the common ring gear connected to the output shaft, the common planetary gear meshing with the common ring gear, and the common planetary gear. And second
It has a common carrier connected to the counter pair, and a second sun gear meshing with the common planet gear and connected to the first counter gear pair. Also, the third planetary gear train is
It has a common ring gear and a common planetary gear, a small planetary gear meshing with the common planetary gear and supported by the common carrier, and a third sun gear meshing with the small planetary gear and connected to the third counter gear pair. .

[0018] The first brake device is provided to brake the rotation of the common carrier, and the second brake device is provided to brake the rotation of the second sun gear.
In this device, the output of the first planetary gear train is input to the second sun gear via the third clutch device and the first counter gear pair. The rotation of the first shaft is input to the common carrier via the second clutch device and the second counter gear pair, and is input to the third sun gear via the first clutch device and the third counter gear pair. .

Here, similarly to the above, by controlling each of the fastening elements, it is possible to change the speed to six forward speeds and one reverse speed. By appropriately setting the gear ratio of each counter gear pair, it is easy to adjust the gear ratio of the entire apparatus to a desired value. An automatic transmission according to a ninth aspect is the apparatus according to any one of the first to eighth aspects, further comprising a fluid coupling portion provided on an input side of the first planetary gear train and having an impeller, a turbine, and a stator. The power from the turbine in the fluid coupling portion is supplied to the first planetary gear train.
The signal is input to either the ring gear or the first sun gear.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [First Embodiment] FIG. 1 is a schematic diagram showing an automatic transmission according to a first embodiment of the present invention.
This automatic transmission has a torque converter 2 as a fluid coupling part to which power is input from an engine, and a transmission 3 provided on the output side of the torque converter 2.
The torque converter 2 and the transmission 3 are housed in a housing 4.

The torque converter 2 has a torque converter main body 10 and a lock-up clutch device 11 for directly transmitting power from the engine to the output side. The torque converter body 10 includes a front cover 12 connected to an output portion of the engine, and a front cover 12.
, A turbine 14 axially facing the impeller 13, and a stator 15 disposed between the inner peripheral portions thereof. The stator 15 is connected to the housing 4 via a one-way clutch 16.
It is fixed to.

The transmission 3 includes a first shaft 21 connected to the output side of the turbine 14, a second shaft 22 arranged in parallel with the first shaft 21, and a first shaft 21 on the output side of the second shaft 22. An output shaft 23 is arranged in parallel with the shaft 21. And
A first planetary gear train 24 is arranged on the first shaft 21, and a second planetary gear train 25 and a third planetary gear train 26 are arranged on the second shaft 22. The output shaft 23 has a differential gear mechanism 2
7 are arranged. The shafts 21, 22, and 23 are rotatably supported by the housing 4 by bearings (not shown).

The first planetary gear train 2 arranged on the first shaft 21
The fourth and first shafts 21 and the second and third planetary gear trains 25 and 26 arranged on the second shaft 22 are connected by first to third counter gear pairs 31, 32 and 33, and the second and third The three planetary gear trains 25 and 26 and the differential gear mechanism 27 are connected by a pair of counter gears 34. Each counter gear pair includes a first counter gear 31 provided on the first shaft 21 side.
a, the second counter gear 32a and the third counter gear 33
a, and a fourth counter gear 31 provided on the second shaft 22 side.
b, fifth counter gear 32b, sixth counter gear 33b
And a seventh counter gear 34a, and an eighth counter gear 34b provided on the output shaft 23 side. The first counter gear pair 31 includes a first counter gear 31a and a fourth counter gear 31b that mesh with each other, and the second counter gear pair 32 includes a second counter gear 3 that meshes with each other.
2a and a fifth counter gear 32b, and the third counter gear pair 33 is engaged with the third counter gear 33a.
And a sixth counter gear 33b. The counter gear pair 34 is a seventh counter gear 3 meshing with each other.
4a and an eighth counter gear 34b.

The first to third counter gear pairs 31,
By appropriately setting the speed reduction ratios α1, α2, α3 of 32 and 33, respectively, it is possible to adjust the difference between the speeds. The reduction ratios α1 to α3 are (number of gear teeth on second shaft 22) / (number of gear teeth on first shaft 21). Here, in FIG. 4 described later, a case where α1 = α2 = α3 = 1 (first setting) and a case where α1 = 1 α2 = 1.1 α3 = 1.2 (second setting) are shown as examples. ing.

On the first shaft 21, first to third clutch devices C1, C2, C3 and a second brake device B2 as fastening elements are arranged. First clutch device C1
Is disposed at the shaft end remote from the torque converter 2, and the second clutch device C1 is further provided with a second shaft end.
The clutch device C2 is arranged. The third clutch device C3 and the second brake device B2 are disposed between the first clutch device C1 and the first planetary gear train 24. Further, a first brake device B1 as a fastening element is disposed on the second shaft 22.

Next, referring to FIG. 2, each of the planetary gear trains 24-2 will be described.
6, each counter gear pair 31 to 33, and each fastening element will be described in detail. FIG. 2 shows the first shaft 21 and the second shaft 2 for easy understanding of the relationship between the components.
2 are arranged coaxially and schematically shown. Further, FIG. 2 shows only one side of the rotation center axis. First
The planetary gear train 24 includes a first ring gear R1 fixed to the housing 4, a first planetary gear P1 meshing with the first ring gear R1, a first carrier CA1 supporting the first planetary gear P1, and a first planetary gear. A first sun gear S1 meshed with the gear P1 and connected to the turbine 14 of the torque converter body 10.

The second planetary gear train 25 includes a second ring gear R
2 and a second planetary gear P2 meshing with the second ring gear R2
And a second carrier CA2 that supports the second planetary gear P2 and is connectable to the turbine 14 via the second pair of counter gears 32 and the second clutch device C2. The second carrier CA2 meshes with the second planetary gear P2 and the first counter gear. A second sun gear S2 connectable to the first carrier CA1 via the pair 31 and the third clutch device C3.

The third planetary gear train 26 supports a third ring gear R3 connected to the second carrier CA2, a third planetary gear P3 meshing with the third ring gear R3, and a third planetary gear P3. A third carrier CA3 connected to the second ring gear R2 and a third sun gear S3 meshing with the third planetary gear P3 and connectable to the turbine 14 via the third counter gear pair 33 and the first clutch device C1. have. The third carrier CA3 is connected to an output shaft 35 that is arranged coaxially with the second shaft 22.

As is clear from the above, the first counter gear pair 31 connects the output of the first planetary gear train 24 and the second sun gear S2 of the second planetary gear train 25, and the second counter gear pair 32 is The output of the two-clutch device C2 is connected to the second carrier CA2 of the second planetary gear train 25, and the third counter gear pair 33 is connected to the output of the first clutch device C1 and the third sun gear S3 of the third planetary gear train 26. Are connected.

The first clutch device C1 is a device for transmitting or interrupting the power from the turbine 14 to the third sun gear S3 of the third planetary gear train 26 via the third counter gear pair 33. It is. Second clutch device C2
Transmits the power from the turbine 14 to the second counter gear pair 3
This is a device for transmitting or cutting off to the second carrier CA2 of the second planetary gear train 25 via the second planetary gear train 25. The third clutch device C3 outputs the output of the first planetary gear train 24 to the first
Through the counter gear pair 31, the second planetary gear train 25
This is a device for transmitting to or blocking the sun gear S2.

The first brake device B1 is a device for braking the rotation of the second carrier CA2 and the third ring gear R3, and the second brake device B2 is a second sun gear S
This is a device for braking the rotation of No. 2. Each planetary gear train 2
4, 25, and 26, the ratio of the number of teeth between the sun gear and the ring gear (the number of sun gear teeth / the number of ring gear teeth) ρ1, ρ2, and ρ3 is, as shown in FIG. = 0.4.

Next, the operation will be described with reference to FIGS. FIG. 4 shows the control contents of the fastening elements, the gear ratios, and the differences between the gears at each shift speed, and FIG. 5 shows a speed diagram. In the velocity diagram of FIG. 5, the vertical axis indicates the number of revolutions, and the horizontal axis indicates each position of the power train. The position of the horizontal axis is determined by the reduction ratio between the elements. In addition, predetermined positions M01, M02, M on the horizontal axis
1 to M4 are positions on the power train shown in FIGS. 1 and 2, respectively.

<First Forward Speed> At the first forward speed, as shown in FIG. 4, the first clutch device C1 is turned on (transmission state), and the first brake device B1 is turned on (braking). As a result, the rotation of the third ring gear R3 is stopped, and the third sun gear S of the third planetary gear train 26 is stopped.
The power from the turbine 14 is supplied to the third counter gear pair 33.
Is entered via Further, the other fastening elements, that is, the second and third clutch devices C2 and C3 and the second brake device B2 are turned off (power cutoff, brake release).

In the first forward speed, the turbine 14
Is input to the third sun gear S3 of the third planetary gear train 26 via the third counter gear pair 33. And the third
Reduced by the planetary gear train 26, the third carrier CA3
Output from Here, when the input rotation speed is “1”, the rotation speed of the third sun gear S3 is “1 / α3”. The rotation of the third ring gear R3 is "0" because the rotation is stopped by the first brake device B1.
For this reason, the speed diagram of the first forward speed is “1s” shown in FIG.
t ”. The gear ratio in this case is (1 + ρ3) α3 / ρ3, as shown in FIG. 4, and the first setting (α1 = α2 = α3 =
The case of 1) is “3.5”, and the second setting (α1 = 1,
α4.2 = 1.1, α3 = 1.2) is “4.2”. Note that the gear ratio here is the gear ratio at the shaft 35, which is the output of the second shaft 22, and the entire transmission is finally further decelerated by the counter gear pair 34 from here.

<Second Forward Speed> In the case of the second forward speed, FIG.
As shown in (1), the first clutch device C1 and the second brake device B2 are turned on (power transmission, braking). This allows
The power from the turbine 14 is input to the third sun gear S3 via the third counter gear pair 33, and the rotation of the second sun gear S2 of the second planetary gear train 25 is stopped. Therefore, the power of the turbine 14 is input to the third sun gear S <b> 3 via the third counter gear pair 33, and is reduced and output by the second and third planetary gear trains 25 and 26.

Here, assuming that the input rotation speed is "1", the rotation speed of the third sun gear S3 is "1 / α" as described above.
3 ". Further, the rotation of the second sun gear S2 is "0" because it is stopped by the second brake device B2, and therefore, the speed diagram of the second forward speed has the characteristic of "2nd" shown in FIG. . As shown in FIG. 4, the gear ratio in this case is (ρ2 + ρ2ρ3 + ρ3) α3 / {ρ3 (1 + ρ2)}, and the first setting is “1.98” and the second setting is “2.38”. ".

<Third forward speed> In the case of the third forward speed, FIG.
As shown in (1), the first and third clutch devices C1 and C3 are turned on. As a result, the power from the turbine 14 becomes the third
The deceleration output of the first planetary gear train 24 is input to the second planetary gear train 25 via the first counter gear pair 31 via the counter gear pair 33 and transmitted to the third sun gear S3.
Therefore, the rotation from the turbine 14 is the first and third
A counter gear pair 31, 33 and three planetary gear trains 24,
The output is decelerated by 25 and 26.

Here, assuming that the input rotation speed is "1", as shown in FIG. 5, the output rotation speed of the first planetary gear train 24 is "ρ1 / (1 + ρ1)".
The value is multiplied by α1 and input to the second sun gear S2. And
The rotation speed of the third sun gear S3 is “1 / α3” as described above. Therefore, the speed diagram of the third forward speed has the characteristic of “3rd” shown in FIG. As shown in FIG. 4, the gear ratio in this case is (1 + ρ1) (ρ2 + ρ2ρ3 + ρ3) α1α3 / ｛ρ
3 (1 + ρ2) (α1 + ρ1α1-ρ1α3) + ρ1
(Ρ2 + ρ2ρ3 + ρ3) α3｝, which is “1.45” for the first setting and “1.65” for the second setting.

<Fourth forward speed> In the case of the fourth forward speed, FIG.
As shown in (1), the first and second clutch devices C1 and C2 are turned on. As a result, the power from the turbine 14 is transmitted to the third sun gear S3 via the third counter gear pair 33, and the second power is transmitted via the second counter gear pair 32.
The power is transmitted to the carrier CA2 and the third ring gear R3.

Here, the rotation of the turbine 14 is input to the third planetary gear train 26, and the second and third counter gear pairs 3
The speed is reduced by the second and third planetary gear trains 26 and output. Therefore, the speed diagram of the fourth forward speed has the characteristic of “4th” shown in FIG. The gear ratio in this case is shown in FIG.
As shown in (1), (1 + ρ3) α2α3 / (ρ3α2 + α3), the first setting is “1”, and the second setting is “1.13”.

<Fifth forward speed> In the case of the fifth forward speed, FIG.
As shown in (2), the second and third clutch devices C2 and C3 are turned on. As a result, the power from the turbine 14 is
The reduced output of the first planetary gear train 24 is input to the second planetary gear train 25 via the first counter gear pair 31 via the counter gear pair 32 and transmitted to the second carrier CA2. Accordingly, the rotation from the turbine 14 is reduced by the first and first counter gear pairs 31 and 32 and the first and second planetary gear trains 24 and 25, and the second ring gear R2
Is output from the third carrier CA3 connected to.

Here, when the input rotation speed is "1", the output rotation speed of the first planetary gear train 24 is "ρ1 / (1 + ρ1)" as shown in FIG.
The value is multiplied by α1 and input to the second sun gear S2. And
The rotation speed of the second carrier CA2 is “1 / α2”. For this reason, the speed diagram of the fifth forward speed is "5th" shown in FIG.
Characteristic. As shown in FIG. 4, the gear ratio in this case is (1 + ρ1) (1 + ρ2) α1α2 / (α1 + ρ1α1)
+ Ρ1ρ2α2), which is “0.72” for the first setting and “0.8” for the second setting.

<Sixth forward speed> In the case of the sixth forward speed, FIG.
As shown in (2), the second brake device B2 and the second clutch device C2 are turned on. Thereby, the rotation of the second sun gear S2 is stopped, and the power from the turbine 14 is supplied to the second carrier CA via the second counter gear pair 32.
2 is transmitted. Therefore, the rotation from the turbine 14 is reduced and output by the second pair of counter gears 32 and the second planetary gear train 25.

Here, when the input rotation speed is "1", as shown in FIG. 5, the rotation of the second sun gear S2 is stopped, so that the second sun gear S2 is "0".
The rotation speed of A2 is “1 / α2”. Therefore, the speed diagram of the sixth forward speed has the characteristic of “6th” shown in FIG.
The gear ratio in this case is α2 / (1 + ρ2), as shown in FIG. 4, and “0 .0” in both the first setting and the second setting.
61 ".

<Reverse> In the case of reverse, as shown in FIG. 4, the third clutch device C3 and the first brake device B1 are turned on. As a result, the output of the first planetary gear train 24 is transmitted to the second carrier CA2 via the first counter gear pair 31. Further, the second carrier CA2 (the second planetary gear P
The rotation of 2) is stopped. Therefore, turbine 1
The rotation from 4 is reduced and output by the first counter gear pair 31 and the first and second planetary gear trains 24 and 25.

Here, assuming that the input rotation speed is "1", the output rotation speed of the first planetary gear train 24 is "ρ1 / (1 + ρ1)", as shown in FIG.
The value is multiplied by α1 and input to the second sun gear S2. And
The rotation speed of the second carrier CA2 is “0”. For this reason, the reverse speed diagram has the characteristics of "Rev" shown in FIG. In this case, the gear ratio is (1 + ρ1) α1 / ρ1ρ2, as shown in FIG. 4, and “4.
11 ".

In the automatic transmission of such an embodiment,
Particularly, the size in the axial direction can be reduced as compared with the conventional device. Further, the number of fastening elements is smaller than that of the conventional device, the configuration is simple, and the manufacturing cost is low. Further, by adjusting the reduction ratios α1 to α3 of the counter gear pairs 31 to 33, it is easy to set the difference between the gears to a desired value. Specifically, in the above example, as is apparent from FIG. 4, the first forward speed and the second speed are functions of α3, the third forward speed is α1 and α3, and the fourth forward speed is α2 and α3. The fifth speed is α1 and α2, the sixth forward speed is α2, and the reverse is α
1, and the difference between the gears can be adjusted by selecting the number of teeth of the counter gear pair except between the first forward speed and the second forward speed.

[Second Embodiment] FIG. 6 is a schematic diagram showing an automatic transmission according to a second embodiment of the present invention. This second
In the embodiment, the configuration of the second and third planetary gear trains 25 and 26 provided on the second shaft 22 differs from the automatic transmission according to the first embodiment described above, and the connection relationship of each planetary gear train. Are different. The other configuration is the same as the configuration shown in the first embodiment. So, below,
Only parts different from the first embodiment will be described.

FIG. 7 shows the connection between the planetary gear trains 24-26 and the counter gear pairs 31-33. Here, similarly to the above, the first shaft 21 and the second shaft 22 are coaxially arranged and schematically shown. Also, only one side of the rotation center axis is shown. The second planetary gear train 25 is
A second ring gear R2 connectable to the first carrier CA1 of the first planetary gear train 24 via the counter gear pair 31 and the third clutch device C3; a second planetary gear P2 meshing with the second ring gear R2; The second counter gear pair 32 and the second clutch device C2
Carrier CA2 connectable to turbine 14 via
And a second sun gear S2 meshable with the second planetary gear P2 and connectable to the turbine 14 via the third counter gear pair 33 and the first clutch device C1.

The third planetary gear train 26 supports a third ring gear R3 connected to the second carrier CA2, a third planetary gear P3 meshing with the third ring gear R3, and a third planetary gear P3. And the third carrier CA3 connected to the output shaft 35 and the third carrier meshing with the third planetary gear P3 and connected to the second sun gear S2 for synchronous rotation.
And a sun gear S3.

As is apparent from the above, the first counter gear pair 31 connects the output of the first planetary gear train 24 and the second ring gear R2 of the second planetary gear train 25, and the second counter gear pair 32 The output of the second clutch device C2 is connected to the second carrier CA2 of the second planetary gear train 25, and the third counter gear pair 33 is connected to the output of the first clutch device C1 and the second and third planetary gear trains 25 and 26. Second and third sun gear S2,
It connects S3.

Further, the first clutch device C 1 transmits the power from the turbine 14 to the second clutch gear 33 via the third counter gear pair 33.
And a device for transmitting to and blocking the third sun gear S2, S3. The second clutch device C2 is a device for transmitting or interrupting the power from the turbine 14 to the second carrier CA2 via the second counter gear pair 32. The third clutch device C3 is a device for transmitting or interrupting the output of the first planetary gear train 24 to the second ring gear R2 via the first counter gear pair 31.

The first brake device B1 is a device for braking the rotation of the second carrier CA2 and the third ring gear R3, and the second brake device B2 is for braking the rotation of the second ring gear R2. Device. Each of the planetary gear trains 24, 25, and 26 has a tooth ratio between the sun gear and the ring gear (the number of sun gear teeth / the number of ring gear teeth) ρ1, ρ2, and ρ3.
However, as shown in FIG. 8, the configuration is such that ρ1 = 0.6 ρ2 = 0.5 ρ3 = 0.4.

Next, the operation will be described with reference to FIGS. 9 and 10. FIG. 9 shows the control contents of the fastening elements, the gear ratios, and the differences between the gears at each shift speed, and FIG. 10 shows a speed diagram. As is clear from the columns of the fastening elements in FIGS. 4 and 9, the control contents are the same as in the above-described embodiment. In the velocity diagram of FIG. 10, the vertical axis indicates the number of revolutions, and the horizontal axis indicates each position of the power train. The position of the horizontal axis is determined by the reduction ratio between the elements. In addition, predetermined positions M01, M02, M on the horizontal axis
1 to M4 are positions on the power train shown in FIGS. 6 and 7, respectively.

<First Forward Speed> At the first forward speed, as shown in FIG. 9, the first clutch device C1 and the first brake device B1 are turned on. Thus, similarly to the first embodiment, the rotation of the third ring gear R3 is stopped, and the power from the turbine 14 is input to the second and third sun gears S2 and S3 via the third counter gear pair 33. You.

Therefore, the power transmission path is the same as that of the first embodiment, and the velocity diagram of the first forward speed has the characteristic of "1st" shown in FIG. The gear ratio in this case is (1 + ρ3) α3 / ρ3. At this time, α1 = α2 = α3 = 1 (first setting)
, The gear ratio becomes “3.5” and α1 = 0.
By setting 8, α2 = 1 and α3 = 1.1 (third setting), the gear ratio becomes “3.85”. Note that the gear ratio here is the gear ratio at the shaft 35, which is the output of the second shaft 22, and the entire transmission is finally further decelerated by the counter gear pair 34 from here.

<Second forward speed> In the case of the second forward speed, the first
The clutch device C1 and the second brake device B2 are turned on. Thereby, the power from the turbine 14 is input to the second sun gear S2 and the third sun gear S3 via the third counter gear pair 33, and the rotation of the second ring gear R2 of the second planetary gear train 25 is stopped. Can be Therefore, the power of the turbine 14 is input to the second and third sun gears S2 and S3 via the third counter gear pair 33, and the second
And the speed is reduced by the third planetary gear trains 25 and 26 and output.

Here, when the input rotation speed is "1", the rotation speeds of the second and third sun gears S2 and S3 are "1 / α3" as described above. Further, since the rotation of the second ring gear R2 is stopped by the second brake device B2, it is "0", and therefore, the speed diagram of the second forward speed corresponds to the characteristic of "2nd" shown in FIG. Become. As shown in FIG. 9, the gear ratio in this case is (1 + ρ2) (1 + ρ3) α3 / (ρ2 + ρ2ρ3 + ρ
3) The first setting is “1.91”, and the third setting is “2.1”.

<Third forward speed> In the case of the third forward speed, the first
And the third clutch devices C1 and C3 are turned on. As a result, the power from the turbine 14 is transferred to the third counter gear pair 33.
And transmitted to the second and third sun gears S2 and S3 via
Further, the reduced output of the first planetary gear train 24 is input to the second planetary gear train 25 via the first counter gear pair 31. Therefore, the rotation from the turbine 14 is controlled by the first and third counter gear pairs 31, 33 and the three planetary gear trains 24, 25,
26, the output is decelerated.

Here, assuming that the input rotation speed is "1", the output rotation speed of the first planetary gear train 24 is "ρ1 / (1 + ρ1)" as shown in FIG.
/ Α1 and input to the second ring gear R2. Then, the rotation speed of the third sun gear S3 is "1 / α
3 ". Therefore, the speed diagram of the third forward speed is shown in FIG.
"3rd" characteristic shown by The gear ratio in this case is
As shown in FIG. 9, (1 + ρ1) (1 + ρ2) (1 + ρ3) α1α3 /
｛(Ρ2 + ρ2ρ3 + ρ3) (α1 + ρ1α1-ρ1α
2) + ρ1 (1 + ρ2) (1 + ρ3) α3｝, which is “1.42” for the first setting and “1.34” for the third setting.

<Fourth forward speed> In the case of the fourth forward speed, the first
And turn on the second clutch devices C1 and C2. As a result, the power from the turbine 14 is transmitted to the third counter gear pair 3
3, and is transmitted to the third ring gear R3 via the second pair of counter gears 32 and the second carrier CA2 while being transmitted to the second and third sun gears S2 and S3.

Here, the rotation from the turbine is controlled by the second and third counter gear pairs 32 and 33 and the third planetary gear train 26.
Is output after being decelerated. Therefore, the speed diagram of the fourth forward speed has the characteristic of “4th” shown in FIG. As shown in FIG. 9, the gear ratio in this case is (1 + ρ3) α2α3 / (ρ3α2 + α3), which is “1” in the first setting and “1.03” in the third setting.

<Fifth forward speed> In the case of the fifth forward speed, the second
And the third clutch devices C2 and C3 are turned on. As a result, the power from the turbine 14 is transferred to the second counter gear pair 32
, And the reduced output of the first planetary gear train 24 is input to the second planetary gear train 25 via the first pair of counter gears 31. Therefore, rotation from the turbine 14 is controlled by the first and second counter gear pairs 31 and 32 and the three planetary gear trains 2.
4, 25, and 26 to be output after being decelerated.

Here, assuming that the input rotation speed is "1", the output rotation speed of the first planetary gear train 24 is "ρ1 / (1 + ρ1)" as shown in FIG.
/ Α1 and input to the second ring gear R2. Then, the rotation speed of the second carrier CA2 is “1 / α2”. Therefore, the speed diagram of the fifth forward speed has the characteristic of "5th" shown in FIG. As shown in FIG. 9, the gear ratio in this case is ρ2 (1 + ρ1) (1 + ρ3) α1α2 / ｛(ρ2 + ρ
2ρ3 + ρ3) (α1 + ρ1α1-ρ1) + ρ1ρ2
(1 + ρ3) α2)｝, where the first setting is “0.74” and the second setting is “0.77”.

<Sixth forward speed> In the case of the sixth forward speed, the second
The brake device B2 and the second clutch device C2 are turned on. Thus, the rotation of the second ring gear R2 is stopped, and the power from the turbine 14 is transmitted to the second carrier CA2 and the third ring gear R3 via the second counter gear pair 32. Therefore, the rotation from the turbine 14 is output after being reduced by the second pair of counter gears 32 and the second and third planetary gear trains 25 and 26.

Here, when the input rotation speed is "1", as shown in FIG. 10, the rotation of the second ring gear R2 is stopped, so that it is "0". The rotation speed is “1 / α2”. Therefore, the speed diagram of the sixth forward speed has the characteristic of "6th" shown in FIG. The gear ratio in this case is, as shown in FIG. 9, ρ2 (1 + ρ3) α2 / (ρ2 + ρ2ρ3 + ρ3). In both the first setting and the third setting, “0.
64 ".

<Reverse> In the case of reverse, the third clutch device C3 and the first brake device B1 are turned on. As a result, the output of the first planetary gear train 24 becomes the first counter gear pair 3
1 to the second ring gear R2. Further, the rotation of the second carrier CA2 and the third ring gear R3 is stopped. Therefore, the rotation from the turbine 14
First counter pair 31 and three planetary gear trains 24, 25, 2
6, the output is decelerated.

Here, assuming that the input rotation speed is “1”, the output rotation speed of the first planetary gear train 24 is “ρ1 / (1 + ρ1)” as shown in FIG.
/ Α1 and input to the second ring gear R2. Then, the rotation speeds of the second carrier CA2 and the third ring gear R3 become “0”. For this reason, the reverse speed diagram is shown in FIG.
"Rev" characteristic shown by The gear ratio in this case is
As shown in FIG. 10, ρ2 (1 + ρ1) (1 + ρ3) α1 / ρ1ρ3, which is “4.67” in the first setting,
In the setting, it becomes “3.73”.

In the automatic transmission of such an embodiment,
As described above, the size in the axial direction can be reduced particularly, the number of fastening elements is small, the configuration is simple, and the manufacturing cost is low. Furthermore, the reduction ratio α1 of each counter gear pair 31-33
By adjusting? 3, it is easy to set the difference between the gears to a desired value. [Third Embodiment] FIG. 11 is a schematic diagram showing an automatic transmission according to a third embodiment of the present invention.

In the third embodiment, the structure of the second and third planetary gear trains 25 and 26 provided on the second shaft 22 is different from the automatic transmission of the first embodiment described above. The connection relationship of the planetary gear train is different. The other configuration is the same as the configuration shown in the first embodiment.
Therefore, only the portions different from the first embodiment will be described below.

FIG. 12 shows the connection relationship between each of the planetary gear trains 24-26 and each of the counter gears 31-33. Here, similarly to the above, the first shaft 21 and the second shaft 22 are coaxially arranged and schematically shown. Also, only one side of the rotation center axis is shown. The second planetary gear train 25 supports the common ring gear Rc connected to the shaft 35 on the output side, the common planetary gear Pc meshing with the common ring gear Rc, and the common planetary gear Pc. A common carrier CAc that can be connected to the turbine 14 via the second clutch device C2 and a common carrier CAc that meshes with the common planetary gear Pc and is connected to the first carrier CA1 via the first counter gear pair 31 and the third clutch device C3. And two sun gears S2.

The third planetary gear train 26 includes the common ring gear Rc and the common planetary gear Pc, the small planetary gears Ps that mesh with the common planetary gears Pc and are supported by the common carrier CAc, and the small planetary gears Ps. And a third sun gear S3 that can be coupled to the turbine 14 via the third counter gear pair 33 and the first clutch device C1.

As is clear from the above, the first counter gear pair 31 connects the output of the first planetary gear train 24 and the second sun gear S2 of the second planetary gear train 25, and the second counter gear pair 32 is Connecting the output of the two-clutch device C2 to the common carrier CAc of the second and third planetary gear trains 25 and 26,
The third counter gear pair 33 connects the output of the first clutch device C1 and the third sun gear S3 of the third planetary gear train 26.

Further, the first clutch device C 1 transfers the power from the turbine 14 to the third
This is a device for transmitting to and blocking the sun gear S3. The second clutch device C2 uses the common carrier C via the second counter gear pair 32 to transfer the power from the turbine 14 to the common carrier C2.
It is a device for transmitting or blocking to Ac.
The third clutch device C3 is a device for transmitting or disconnecting the output of the first planetary gear train 24 to the second sun gear S2 via the first counter gear pair 31.

The first brake device B1 is a device for braking the rotation of the common carrier CAc, and the second brake device B2 is a device for braking the rotation of the second sun gear S2. , 25, and 26 are the ratio of the number of teeth between the sun gear and the ring gear (the number of sun gear teeth / the number of ring gear teeth) ρ1, ρ
2, ρ3, as shown in FIG. 13, is configured such that ρ1 = 0.6 ρ2 = 0.5 ρ3 = 0.3.

Next, the operation will be described with reference to FIGS. FIG. 14 shows the control contents of the fastening elements, the gear ratios, and the differences between the gears in each gear, and FIG. 15 shows a speed diagram. As is clear from the column of the fastening element in FIGS. 14 and 15, the control content is the same as in the first and second embodiments. In the velocity diagram of FIG. 15, the vertical axis indicates the rotation speed, and the horizontal axis indicates each position of the power train. The position of the horizontal axis is determined by the reduction ratio between the elements. The predetermined positions M01, M02, M1 to M4 on the horizontal axis are the positions on the power train shown in FIGS. 11 and 12, respectively.

<First Forward Speed> At the first forward speed, the first clutch device C1 and the first brake device B1 are turned on. Thus, the rotation of the common carrier CAc is stopped, and the power from the turbine 14 is input to the third sun gear S3 of the third planetary gear train 26 via the third counter gear pair 33.

Here, when the input rotation speed is "1", the rotation speed of the third sun gear S3 is "1 / α3",
Further, since the rotation of the common carrier CAc is stopped, the value is “0”. For this reason, the rotation from the turbine 14 is reduced and output by the third pair of counter gears 33 and the third planetary gear train 26, and has a “1st” characteristic in the velocity diagram shown in FIG. The gear ratio in this case is α3 / ρ3. At this time, α1 = α2 = α3 = 1 (first setting)
, The gear ratio becomes “3.33”, and α1 =
If 0.7 and α2 = α3 = 1 (fourth setting) are set, the gear ratio is similarly “3.33”. Note that the gear ratio here is the gear ratio at the shaft 35, which is the output of the second shaft 22, and the entire transmission is finally further decelerated by the counter gear pair 34 from here.

<Second forward speed> In the case of the second forward speed, the first
The clutch device C1 and the second brake device B2 are turned on. Thus, the power from the turbine 14 is input to the third sun gear S3 via the third counter gear pair 33, and the rotation of the second sun gear S2 is stopped. Therefore, the rotation of the turbine 14 is controlled by the third counter gear pair 3
3 is input to the third sun gear S3 through the second and third sun gears S3.
The output is reduced by the planetary gear trains 25 and 26.

Here, assuming that the input rotation speed is “1”, the rotation speed of the third sun gear S 3 is “1 / α” as described above.
3 ". Further, since the rotation of the second sun gear S2 is stopped by the second brake device B2, it is "0", so that the speed diagram of the second forward speed has the characteristic of "2nd" shown in FIG. . The gear ratio in this case is shown in FIG.
As shown in (1), (ρ2 + ρ3) α3 / ρ3 (1 + ρ2), which is “1.78” in both the first setting and the fourth setting.

<Third forward speed> In the case of the third forward speed, the first
And the third clutch devices C1 and C3 are turned on. As a result, the power from the turbine 14 is transferred to the third counter gear pair 33.
, And the reduced output of the first planetary gear train 24 is input to the second planetary gear train 25 via the first counter gear pair 31. Therefore, rotation from the turbine 14 is controlled by the first and third counter gear pairs 3
1, 33 and the three planetary gear trains 24, 25, 26 are output at reduced speed.

Here, assuming that the input rotation speed is "1", as shown in FIG. 15, the output rotation speed of the first planetary gear train 24 is "ρ1 / (1 + ρ1)".
/ Α1 and input to the second sun gear S2. Then, the rotation speed of the third sun gear S3 is "1 / α
3 ". Therefore, the speed diagram of the third forward speed is shown in FIG.
"3rd" characteristic shown by The gear ratio in this case is
As shown in FIG. 14, (1 + ρ1) (ρ2 + ρ3) α1α3 / ｛ρ3 (1 + ρ
2) (α1 + ρ1α1-ρ1α3) + ρ1 (ρ2 + ρ
3) α3｝, the first setting is “1.38”, and the fourth setting is “1.25”.

<Fourth forward speed> In the case of the fourth forward speed, the first
And turn on the second clutch devices C1 and C2. As a result, the power from the turbine 14 is transmitted to the third counter gear pair 3
3 to the third sun gear S3, and to the common carrier CAc through the second pair of counter gears 32.

Here, the rotation from the turbine is controlled by the second and third counter gear pairs 32, 33 and the third planetary gear train 26.
Is output after being decelerated. Therefore, the speed diagram of the fourth forward speed has the characteristic of "4th" shown in FIG. The gear ratio in this case is α2α3 / (ρ3α2-ρ3α3 + α3), as shown in FIG. 14, and is “1” in both the first setting and the fourth setting.

<Fifth forward speed> In the case of the fifth forward speed, the second
And the third clutch devices C2 and C3 are turned on. As a result, the power from the turbine 14 is transferred to the second counter gear pair 32
To the common carrier CAc, and the reduced output of the first planetary gear train 24 is input to the second planetary gear train 25 via the first counter gear pair 31. Therefore, rotation from the turbine 14 is controlled by the first and second counter gear pairs 3.
The speed is reduced by the first and second planetary gear trains 24 and 25 and output.

Here, assuming that the input rotation speed is “1”, the output rotation speed of the first planetary gear train 24 is “ρ1 / (1 + ρ1)” as shown in FIG.
/ Α1 and input to the second sun gear S2. Then, the rotation speed of the common carrier CAc is “1 / α2”. Therefore, the speed diagram of the fifth forward speed has the characteristic of "5th" shown in FIG. The gear ratio in this case is shown in FIG.
As shown in (1 + ρ1) α1α2 / ｛(1 + ρ2) (α1 + ρ1α
1−ρ1α2) + ρ1α2｝, which is “0.76” in the case of the first setting and “0.81” in the case of the fourth setting.

<Sixth forward speed> In the case of the sixth forward speed, the second
The brake device B2 and the second clutch device C2 are turned on. Thereby, the rotation of the second sun gear S2 is stopped, and the power from the turbine 14 is transmitted to the common carrier CAc via the second counter gear pair 32.
Therefore, the rotation from the turbine 14 is reduced and output by the second counter gear 32 and the second planetary gear train 25.

Here, when the input rotation speed is "1", as shown in FIG. 15, since the rotation of the second sun gear S2 is stopped, it is "0", and the rotation speed of the common carrier CAc is set. Is “1 / α2”. Therefore, the speed diagram of the sixth forward speed has the characteristic of "6th" shown in FIG. In this case, the gear ratio is α2 / (1 + ρ2) as shown in FIG. 14, and “0.
67 ".

<Reverse> In the case of reverse, the third clutch device C3 and the first brake device B1 are turned on. As a result, the output of the first planetary gear train 24 becomes the first counter gear pair 3
1 to the second sun gear S2. Further, the rotation of the common carrier CAc is stopped. Therefore,
The rotation from the turbine 14 is controlled by the first pair of counters 31 and the first pair.
And the speed is reduced by the second planetary gear trains 24 and 25 and output.

Here, assuming that the input rotation speed is “1”, the output rotation speed of the first planetary gear train 24 is “ρ1 / (1 + ρ1)” as shown in FIG.
/ Α1 and input to the second sun gear S2. Then, the rotation speed of the common carrier CAc becomes “0”. Therefore, the reverse speed diagram has the characteristics of “Rev” shown in FIG. The gear ratio in this case is (1 + ρ1) α1 / ρ1ρ2, as shown in FIG. 14, and is “5.3” in both the first setting and the fourth setting.
3 ".

In the automatic transmission of such an embodiment,
The same effect as described above can be obtained. Fourth Embodiment FIG. 16 shows a fourth embodiment. In the fourth embodiment, the configuration of the first planetary gear train 24 is the first to third
The configuration of the second and third planetary gear trains 25 and 26 is different from that of the embodiment, and the configurations of the first to third embodiments are applicable. It should be noted that the first planetary gear train 24 in this embodiment has a smaller reduction ratio than that in the above-described embodiment. Hereinafter, the configuration of only the first planetary gear train 24 will be described.

The first planetary gear train 24 includes the turbine 14
Ring gear R1 connected to the first ring gear R
A first planetary gear P1 meshing with the first planetary gearset 1, a first carrier CA1 that supports the first planetary gearset P1 and is connected to the second planetary gear train 25 via a third clutch device C3;
A first sun gear S1 meshed with the planetary gear P1 and fixed to the housing 4.

Here, the output of the first planetary gear train 24 is
From the first carrier CA1 to the third clutch device C3 and the first
The second and third planetary gear trains 2 via the counter gear pair 31
5 and 26 are input. As described above, the first planetary gear train 24 has a smaller reduction ratio than the reduction ratio of the first planetary gear train described in each of the above embodiments. The velocity diagram in this case is basically the same as the velocity diagram in each of the above embodiments, except that the portion related to ρ1 is changed.

[Fifth Embodiment] FIG. 17 shows a fifth embodiment. The fifth embodiment is different from the first to third embodiments in the configuration of the first planetary gear train 24, and the configurations of the other second and third planetary gear trains 25 and 26 are the same as those in the first to third embodiments. The configuration of the third embodiment is applicable. The first planetary gear train 24 in this embodiment has an intermediate reduction ratio between the cases of the first to third embodiments and the fourth embodiment. Hereinafter, the configuration of only the first planetary gear train 24 will be described.

The first planetary gear train 24 is connected to a second planetary gear train 25 via a third clutch device C3.
A ring gear R1 and a first gear meshing with the first ring gear R1.
A first planetary gear P1 including a pinion gear P11 and a second pinion gear P12, and first and second pinion gears P1;
1, a first carrier CA1 fixed to the housing 4 while supporting the P12, and a first sun gear S1 meshed with the second pinion gear P12 and connected to the turbine 14.

Here, the output of the first planetary gear train 24 is
From the first ring gear R1 to the third clutch device C3 and the first
The second and third planetary gear trains 2 via the counter gear pair 31
5 and 26 are input. As described above, the first planetary gear train 24 is the first planetary gear train 24 of the first to third embodiments and the fourth embodiment.
The speed reduction ratio becomes an intermediate speed reduction ratio of the planetary gear train.

[Sixth Embodiment] FIG. 18 shows a sixth embodiment. In the sixth embodiment, the third clutch device C3 in the first to third embodiments is replaced with a third brake device B3. That is, the third brake device B3 is
It is provided so as to brake the rotation of the ring gear R1. The first carrier CA1 is input to the second and third planetary gear trains 25 and 26 via the first counter gear pair 31.

In this case, the control content of the fastening element is the same as the control content in the first to third embodiments, except that the third clutch device C3 is replaced with the third brake device B3. The speed diagram of the first planetary gear train 24 in this case is as shown in FIG. The velocity diagrams of the second and third planetary gear trains 25 and 26 are basically the same as the velocity diagrams in the first to third embodiments.

[0099]

As described above, according to the present invention, the device can be constituted by a small number of fastening elements, and a desired gear ratio can be easily obtained by appropriately setting the gear ratio of the counter gear pair. Therefore, for example, it is possible to cross the gear ratios of the gears on the high-speed side, and to adjust the non-uniformity of the ratios of the gears.

[Brief description of the drawings]

FIG. 1 is an overall schematic configuration diagram of an automatic transmission according to a first embodiment of the present invention.

FIG. 2 is a schematic diagram showing a connection relationship of first to third planetary gear trains according to the first embodiment.

FIG. 3 is a diagram showing the ratio of the number of teeth of each planetary gear train.

FIG. 4 is a diagram showing control contents of a fastening element and a gear ratio at each gear position according to the first embodiment.

FIG. 5 is a velocity diagram of the first embodiment.

FIG. 6 is an overall schematic configuration diagram of an automatic transmission according to a second embodiment of the present invention.

FIG. 7 is a schematic diagram showing a connection relationship between first to third planetary gear trains according to the second embodiment.

FIG. 8 is a diagram showing a tooth ratio of each planetary gear train.

FIG. 9 is a diagram showing control contents and a gear ratio of a fastening element at each gear position according to the second embodiment.

FIG. 10 is a velocity diagram of the second embodiment.

FIG. 11 is an overall schematic configuration diagram of an automatic transmission according to a third embodiment of the present invention.

FIG. 12 is a schematic diagram showing a connection relationship of first to third planetary gear trains according to the third embodiment.

FIG. 13 is a diagram showing the ratio of the number of teeth of each planetary gear train.

FIG. 14 is a diagram showing control contents of a fastening element and a gear ratio at each gear position according to the third embodiment.

FIG. 15 is a velocity diagram of the third embodiment.

FIG. 16 is a schematic diagram showing a configuration of a first planetary gear train of a fourth embodiment.

FIG. 17 is a schematic diagram showing a configuration of a first planetary gear train of the fifth embodiment.

FIG. 18 is a schematic diagram showing a configuration of a first planetary gear train of a sixth embodiment.

FIG. 19 is a velocity diagram of a first planetary gear train of the sixth embodiment.

[Explanation of symbols]

 Reference Signs List 2 Torque converter 3 Transmission 10 Torque converter main body 21 First shaft 22 Second shaft 24 First planetary gear train 25 Second planetary gear train 26 Third planetary gear train 31 First counter gear pair 32 Second counter gear pair 33 3 counter gear pairs S1 first sun gear P1 first planetary gear CA1 first carrier R1 first ring gear S2 second sun gear P2 second planetary gear CA2 second carrier R2 second ring gear S3 third sun gear P3 third planetary gear CA3 Third carrier R3 Third ring gear Rc Common ring gear Pc Common planetary gear CAc Common carrier C1 First clutch device C2 Second clutch device C3 Third clutch device B1 First brake device B2 Second brake device B3 Third brake device

Claims (9)

[Claims] An automatic transmission for transmitting power from an engine to an output shaft, wherein the first transmission is arranged on a first shaft to which power is input from the engine.
A planetary gear train, and a second gear arranged on a second shaft provided in parallel with the first shaft.
A planetary gear train and a third planetary gear train, a plurality of fastening elements arranged on at least one of the first shaft and the second shaft for controlling a power transmission path, and arranged on the first shaft and the second shaft The first shaft and the first shaft
An automatic transmission having three pairs of counter gears for transmitting power from a planetary gear train to the second and third planetary gear trains. 2. The first coupling device according to claim 2, wherein the plurality of fastening elements transmit and disconnect power between the first shaft and a third planetary gear train. A second clutch device for transmitting and disconnecting power between the first and second planetary gear trains; and a third clutch device or a third brake device for selecting whether or not to input a shift output of the first planetary gear train to the second planetary gear train. And a first brake device and a second brake device for controlling a power transmission path of the second and third planetary gear trains, wherein the three pairs of counter gears are formed of the first planetary gear train. A first counter gear pair for transmitting a shift output to the second planetary gear train; a second counter gear pair for transmitting the output of the second clutch device to the second planetary gear train; and an output of the first clutch device. Third counter for transmitting the gears to the third planetary gear train. A gear pair, the automatic transmission according to claim 1. 3. The first planetary gear device includes: a first ring gear having a fixed rotation; a planetary gear meshing with the first ring gear; and a supporter for supporting the planetary gear and a second planetary gear train. The automatic transmission according to claim 1, further comprising: a first carrier that outputs power; and a first sun gear that meshes with the first planetary gear and receives power from an engine. 4. The first planetary gear train supports a first ring gear to which power from an engine is input, a first planetary gear that meshes with the first ring gear, and supports the first planetary gear. The automatic transmission according to claim 1, further comprising a first carrier that outputs power to the second planetary gear train side, and a first sun gear that meshes with the first planetary gear and has a fixed rotation. apparatus. 5. The first planetary gear train comprises: a first ring gear that outputs power to the second planetary gear train side; and two pinion gears that mesh with each other, one of which meshes with the first ring gear. A first planetary gear, a first carrier that supports the first planetary gear and is fixed in rotation, and a first sun gear that meshes with the other pinion gear of the first planetary gear and receives power from the engine. The automatic transmission according to claim 1, further comprising: 6. The second planetary gear train is connected to a second ring gear, a second planetary gear meshing with the second ring gear, and the second counter gear pair while supporting the second planetary gear. And a second sun gear engaged with the second planetary gear and connected to the first counter gear pair. The third planetary gear train includes a third sun gear connected to the second carrier. A third gear that meshes with the third ring gear, a third carrier that supports the third planetary gear, is connected to the second ring gear, and is connected to the output shaft; A third sun gear meshed with a third planetary gear and connected to the third counter gear pair, wherein the first brake device is configured to brake the rotation of the second carrier and the third ring gear. The automatic transmission according to claim 2, wherein the second brake device is provided to brake the rotation of the second sun gear. 7. The second planetary gear train supports a second ring gear connected to the first counter gear pair, a second planetary gear meshing with the second ring gear, and the second planetary gear. And a second carrier connected to the second counter gear pair, and a second sun gear engaged with the second planetary gear and connected to the third counter gear pair. The third planetary gear train includes: A third ring gear connected to the second carrier; a third planetary gear meshing with the third ring gear; a third carrier supporting the third planetary gear and connected to the output shaft; A third sun gear engaged with the third planetary gear and connected to the second sun gear, wherein the first brake device is provided to brake the rotation of the second carrier and the third ring gear; The automatic transmission according to claim 2, wherein the second brake device is provided so as to brake the rotation of the second ring gear. 8. The second planetary gear train includes: a common ring gear connected to the output shaft; a common planetary gear meshing with the common ring gear; and a support for the common planetary gear and a second counter pair. A coupled common carrier, and a second sun gear meshed with the common planetary gear and coupled to the first counter gear pair, wherein the third planetary gear train comprises: the common ring gear and the common planetary gear; A first planetary gear that meshes with the common planetary gear and is supported by the common carrier; and a third sun gear that meshes with the small planetary gear and is connected to the third counter gear pair. A second brake device provided to brake the rotation of the common carrier; and a second brake device provided to brake the rotation of the second sun gear. The automatic transmission according to claim 2. 9. An input side of the first planetary gear train, wherein:
The fluid coupling portion further comprising an impeller, a turbine, and a stator, wherein power from the turbine of the fluid coupling portion is input to one of a first ring gear and a first sun gear of the first planetary gear train. 9. The automatic transmission according to any one of 1 to 8.