JP2015224757A - Multi-ratio transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a lightweight and compact multi-ratio transmission further improved in fuel economy, drivability, transmission performance and engagement element durability of a vehicle in which the multi-ratio transmission is installed.SOLUTION: An automatic transmission 20 comprises a single pinion type first planetary gear 21, a single pinion type second planetary gear 22, a single pinion type third planetary gear 23, a single pinion type fourth planetary gear 24, clutches C1 to C4, and brakes B1 and B2. Three of the clutches C1 to C4 and brake B1 and B2 are engaged and the other three thereof are released so as to form forward first to tenth speeds and a reverse.

Description

  The present invention relates to a multi-stage transmission that shifts power transmitted from a prime mover of a vehicle to an input member and transmits the power to an output member.

  Conventionally, this type of multi-speed transmission includes four single pinion planetary gears, four clutches, and two brakes, and includes forward and reverse speeds from the first speed to the tenth speed. What is provided is known (see, for example, Patent Document 1). In such a multi-stage transmission, as the spread (gear ratio width = gear ratio of the lowest speed stage / gear ratio of the highest speed stage) is increased, the power transmission efficiency, that is, the fuel consumption of the vehicle on which the multi-stage transmission is mounted, etc. In addition, drivability, that is, acceleration performance of the vehicle can be further improved.

US Patent Application Publication No. 2012/0231917

  However, in the 10-speed multi-speed transmission described in Patent Document 1, when the gear ratio of the lowest gear is 4.600 and the gear ratio of the highest gear is 0.638, the spread is 7 However, in order to further improve the fuel consumption and acceleration performance of the vehicle, it is required to increase the spread. Further, Patent Document 1 discloses a nine-speed multi-speed transmission in which the gear ratio of the lowest gear stage is 4.850, the gear ratio of the highest gear stage is 0.616, and the spread is 7.89. However, in order to further improve the shift feeling, it is preferable to further increase the multi-stage transmission. Therefore, the multi-stage transmission described in the document still has room for improvement in terms of improving the fuel efficiency and drivability (acceleration performance and shift feeling) of the vehicle.

  Further, in the multi-stage transmission described in Patent Document 1, the first planetary gear (reference numeral 14) having a particularly large diameter is formed when the forward second speed to the sixth speed and the forward eighth speed to the tenth speed are formed. ) Always rotates at a high rotation speed, the inertia during the rotation of the ring gear increases. For this reason, it takes time to engage the brake or clutch (shifting time becomes long), a shock may occur at the time of shifting involving the engagement of the brake, etc., and the durability of the friction material of the brake or clutch May deteriorate. Furthermore, there is a risk of increasing the dimensions (thickness, etc.) associated with securing the strength of the ring gear, that is, increasing the weight and increasing the size of the multistage transmission.

  SUMMARY OF THE INVENTION Accordingly, it is a main object of the present invention to further improve the fuel efficiency, drivability, speed change performance, and durability of an engagement element of a vehicle equipped with a multi-stage transmission, and to reduce the weight of the multi-stage transmission. .

  The multi-stage transmission according to the present invention adopts the following means in order to achieve the main object.

The multi-stage transmission according to the present invention is
In a multi-stage transmission that shifts the power transmitted to the input member and transmits it to the output member,
A first planetary gear having a first rotating element, a second rotating element, and a third rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A second planetary gear having a fourth rotating element, a fifth rotating element, and a sixth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A third planetary gear having a seventh rotating element, an eighth rotating element, and a ninth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A fourth planetary gear having a tenth rotating element, an eleventh rotating element, and a twelfth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
The first, second, third and fourth rotating elements of the first, second, third and fourth planetary gears are connected to other rotating elements or stationary members, respectively, and the connection between them is released. And fifth and sixth engaging elements,
The third rotating element of the first planetary gear and the eighth rotating element of the third planetary gear are always connected to the input member,
The second rotating element of the first planetary gear and the eleventh rotating element of the fourth planetary gear are always connected to the output member,
The sixth rotating element of the second planetary gear and the twelfth rotating element of the fourth planetary gear are always connected,
The ninth rotating element of the third planetary gear and the tenth rotating element of the fourth planetary gear are always connected,
The first engaging element connects the first rotating element of the first planetary gear and the fifth rotating element of the second planetary gear to each other, and releases the connection between them.
The second engaging element includes the fourth rotating element of the second planetary gear, the third rotating element of the first planetary gear and the eighth rotating element of the third planetary gear that are always connected. Connect with each other, disconnect both,
The third engaging element connects the fourth rotating element of the second planetary gear and the seventh rotating element of the third planetary gear to each other, and releases the connection between them.
The fourth engaging element includes the fifth rotating element of the second planetary gear, the ninth rotating element of the third planetary gear and the tenth rotating element of the fourth planetary gear that are always connected. Connect with each other, disconnect both,
The fifth engaging element connects the fifth rotating element of the second planetary gear to the stationary member and fixes the non-rotatable, and releases the connection between the two,
The sixth engaging element connects the seventh rotating element of the third planetary gear to the stationary member and fixes it to be non-rotatable, and releases the connection between them.
Advancement from the first speed to the tenth speed by selectively engaging any three of the first, second, third, fourth, fifth and sixth engagement elements A step and a reverse step are formed.

  In the 10-speed multi-speed transmission configured as described above, for example, the spread is made larger while adjusting the step ratio between the respective speeds more appropriately than the 9-speed multi-speed transmission. Can do. As a result, the gear ratio of the low speed stage is increased and the speed ratio of the high speed stage is further reduced while ensuring a good shift feeling, improving the fuel efficiency of a vehicle equipped with a multi-stage transmission and drivability. That is, the acceleration performance of the vehicle can be further improved. Further, in this multi-stage transmission, when planetary gears including ring gears are used as the first, second, third and fourth planetary gears, the forward gear and the reverse gear from the first gear to the tenth gear are used. It is possible to prevent an increase in inertia during rotation of the ring gear by preventing the ring gear having a particularly large diameter from rotating at a high rotational speed during formation. As a result, the time required for engaging the engaging element is shortened, the occurrence of shock at the time of shifting accompanied by the engagement of the engaging element is suppressed, and the durability of the friction material of the engaging element is improved. Can be secured. In addition, by reducing the inertia at the time of rotation of the ring gear, it is possible to suppress an increase in dimensions (thickness, etc.), that is, a weight associated with securing the strength of the ring gear, and an increase in the size of the multi-stage transmission. As a result, in the multi-stage transmission according to the present invention, the fuel efficiency, drivability, transmission performance, and durability of the engagement element of the vehicle in which the multi-stage transmission is mounted are further improved, and the multi-stage transmission is reduced in weight and size. It becomes possible.

1 is a schematic configuration diagram of a power transmission device including a multi-stage transmission according to an embodiment of the present invention. FIG. 2 is a velocity diagram showing a ratio of a rotational speed of each rotary element to an input rotational speed in the multi-stage transmission of FIG. 1. FIG. 2 is an operation table showing the relationship between each shift stage and the operation states of clutches and brakes in the multi-stage transmission of FIG. 1. It is a schematic block diagram of the power transmission device containing the multistage transmission which concerns on other embodiment of this invention.

  Next, the form for implementing this invention is demonstrated, referring drawings.

  FIG. 1 is a schematic configuration diagram of a power transmission device 10 including an automatic transmission 20 as a multi-stage transmission according to an embodiment of the present invention. A power transmission device 10 shown in these drawings is connected to a crankshaft of an engine (internal combustion engine) (not shown) as a drive source mounted vertically in a front portion of a rear-wheel drive vehicle and power (torque) from the engine. ) Can be transmitted to left and right rear wheels (drive wheels) (not shown). As illustrated, the power transmission device 10 includes a transmission case (stationary member) 11 and a starting device in addition to the automatic transmission 20 that shifts the power transmitted from the engine to the input shaft 20i and transmits the power to the output shaft 20o. (Fluid transmission device) 12, oil pump 17 and the like are included.

  The starting device 12 includes an input-side pump impeller 14p connected to the drive source as described above, an output-side turbine runner 14t connected to the input shaft (input member) 20i of the automatic transmission 20, a pump impeller 14p, A stator 14s that is disposed inside the turbine runner 14t and rectifies the flow of hydraulic oil from the turbine runner 14t to the pump impeller 14p. A one-way clutch that is supported by a stator shaft (not shown) and restricts the rotational direction of the stator 14s in one direction. Including a torque converter having 14o and the like. Further, the starting device 12 connects the front cover connected to the crankshaft of the engine and the like and the input shaft 20i of the automatic transmission 20 to each other, and releases the connection between the front cover and the automatic transmission. And a damper mechanism 16 that damps vibration between the input shaft 20 i of the machine 20. The starting device 12 may include a fluid coupling that does not have the stator 14s.

  The oil pump 17 includes a pump assembly including a pump body and a pump cover, an external gear (inner rotor) connected to the pump impeller 14p of the starting device 12, an internal gear (outer rotor) meshed with the external gear, and the like. It is comprised as a gear pump having. The oil pump 17 is driven by power from the engine, sucks hydraulic oil (ATF) stored in an oil pan (not shown), and pumps it to a hydraulic control device (not shown).

  The automatic transmission 20 is configured as a 10-speed transmission, and is connected to left and right rear wheels via a differential gear and a drive shaft (not shown) in addition to the input shaft 20i as shown in FIG. Output shaft (output member) 20o, single pinion type first planetary gear 21 arranged in the axial direction of automatic transmission 20 (input shaft 20i and output shaft 20o), and single pinion type second planetary gear. 22, a single pinion type third planetary gear 23, and a single pinion type fourth planetary gear 24. Further, the automatic transmission 20 includes a clutch C1 as a first engagement element, a clutch C2 as a second engagement element, and a third engagement element for changing a power transmission path from the input shaft 20i to the output shaft 20o. A clutch C3 as a fourth engagement element, a brake B1 as a fifth engagement element, and a brake B2 as a sixth engagement element.

  In the present embodiment, the first planetary gear 21, the second planetary gear 22, the third planetary gear 23, and the fourth planetary gear 24 are supplied from the starting device 12, that is, from the engine side (left side in FIG. 1) to the third planetary gear 23. The second planetary gear 22, the fourth planetary gear 24, and the first planetary gear 21 are arranged in the transmission case 11 so as to be arranged in this order. The clutch C1 is disposed between the first planetary gear 21 and the fourth planetary gear 24, for example, and the clutches C2 and C3 are disposed between the starting device 12 and the third planetary gear 23, for example. Is arranged between the second planetary gear 22 and the fourth planetary gear 24, for example. Further, the brake B1 is disposed, for example, between the second planetary gear 22 and the third planetary gear 23, and the brake B2 is disposed, for example, between the starting device 12 and the third planetary gear 23.

  The first planetary gear 21 includes a first sun gear 21s that is an external gear, a first ring gear 21r that is an internal gear disposed concentrically with the first sun gear 21s, and a first sun gear 21s and a first ring gear 21r, respectively. And a first carrier 21c that holds the plurality of first pinion gears 21p so as to freely rotate (rotate) and revolve. In the present embodiment, the gear ratio λ1 (the number of teeth of the first sun gear 21s / the number of teeth of the first ring gear 21r) of the first planetary gear 21 is set to λ1 = 0.450, for example.

  The second planetary gear 22 includes a second sun gear 22s that is an external gear, a second ring gear 22r that is an internal gear disposed concentrically with the second sun gear 22s, and a second sun gear 22s and a second ring gear 22r, respectively. And a second carrier 22c that holds the plurality of second pinion gears 22p so that they can rotate (rotate) and revolve freely. In the present embodiment, the gear ratio λ2 of the second planetary gear 22 (the number of teeth of the second sun gear 22s / the number of teeth of the second ring gear 22r) is set to λ2 = 0.270, for example.

  The third planetary gear 23 includes a third sun gear 23s that is an external gear, a third ring gear 23r that is an internal gear disposed concentrically with the third sun gear 23s, and a third sun gear 23s and a third ring gear 23r, respectively. And a third carrier 23c that holds the plurality of third pinion gears 23p so that they can rotate (rotate) and revolve freely. In the present embodiment, the gear ratio λ3 of the third planetary gear 23 (the number of teeth of the third sun gear 23s / the number of teeth of the third ring gear 23r) is set to λ3 = 0.330, for example.

  The fourth planetary gear 24 includes a fourth sun gear 24s that is an external gear, a fourth ring gear 24r that is an internal gear disposed concentrically with the fourth sun gear 24s, and a fourth sun gear 24s and a fourth ring gear 24r, respectively. And a fourth carrier 24c that holds the plurality of fourth pinion gears 24p so as to freely rotate (rotate) and revolve. In the present embodiment, the gear ratio λ4 of the fourth planetary gear 24 (the number of teeth of the fourth sun gear 24s / the number of teeth of the fourth ring gear 24r) is set to λ4 = 0.600, for example.

  As shown in FIG. 1, the first ring gear 21r of the first planetary gear 21 and the third carrier 23c of the third planetary gear 23 are always connected to each other via a connecting member and always connected to the input shaft 20i. Yes. As a result, the first ring gear 21r, the third carrier 23c, and the input shaft 20i are always rotated or stopped integrally (and coaxially). The first carrier 21c of the first planetary gear 21 and the fourth carrier 24c of the fourth planetary gear 24 are always connected to each other via a connecting member and are always connected to the output shaft 20o. As a result, the first carrier 21c, the fourth carrier 24c, and the output shaft 20o always rotate or stop integrally (and coaxially). Further, the second ring gear 22r of the second planetary gear 22 and the fourth ring gear 24r of the fourth planetary gear 24 are always connected to each other via a connecting member, and always rotate or stop integrally (and coaxially). The third ring gear 23r of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 are always connected to each other via a connecting member, and always rotate or stop integrally (and coaxially).

  The clutch C1 connects the first sun gear 21s of the first planetary gear 21 and the second carrier 22c of the second planetary gear 22 to each other and releases the connection between them. The clutch C2 connects the second sun gear 22s of the second planetary gear 22 to the first ring gear 21r of the first planetary gear 21 and the third carrier 23c of the third planetary gear 23 that are always connected to each other. Disconnect the connection. The clutch C3 connects and disconnects the second sun gear 22s of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 from each other. The clutch C4 couples the second carrier 22c of the second planetary gear 22 with the third ring gear 23r of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 that are always coupled, The connection is released.

  The brake B1 fixes (connects) the second carrier 22c of the second planetary gear 22 to the transmission case 11 as a stationary member so as not to rotate, and allows the second carrier 22c to rotate with respect to the transmission case 11. To release. The brake B2 fixes (connects) the third sun gear 23s of the third planetary gear 23 to the transmission case 11 in a non-rotatable manner and releases the third sun gear 23s to the transmission case 11 so as to be rotatable. is there.

  In this embodiment, as the clutches C1 to C4, a piston, a plurality of friction engagement plates (for example, a friction plate formed by sticking a friction material on both surfaces of an annular member, and an annular member formed smoothly on both surfaces) A multi-plate friction type hydraulic clutch (friction engagement element) having a hydraulic servo composed of a separator plate), an engagement oil chamber to which hydraulic oil is supplied, a centrifugal oil pressure cancellation chamber, and the like are employed. Further, as the brakes B1 and B2, a multi-plate friction hydraulic brake having a hydraulic servo including a piston, a plurality of friction engagement plates (friction plates and separator plates), an engagement oil chamber to which hydraulic oil is supplied, and the like. Is adopted. The clutches C1 to C4 and the brakes B1 and B2 operate by receiving and supplying hydraulic oil from a hydraulic control device (not shown).

  FIG. 2 is a velocity diagram showing the ratio of the rotation speed of each rotary element to the rotation speed (input rotation speed) of the input shaft 20i in the automatic transmission 20 (however, the input shaft 20i, that is, the first ring gear 21r and the third ring gear 21r). The rotation speed of the carrier 23c is set to a value of 1. The same applies hereinafter. FIG. 3 is an operation table showing the relationship between the respective shift stages of the automatic transmission 20 and the operation states of the clutches C1 to C4 and the brakes B1 and B2.

  As shown in FIG. 2, the three rotating elements constituting the single pinion type first planetary gear 21, that is, the first sun gear 21 s, the first ring gear 21 r, and the first carrier 21 c, are speed lines of the first planetary gear 21. In the figure (the leftmost speed diagram in FIG. 2), the first sun gear 21s, the first carrier 21c, and the first ring gear 21r are arranged in this order from the left side in the figure at intervals corresponding to the gear ratio λ1. In accordance with the order of arrangement in the speed diagram, in the present invention, the first sun gear 21s is the first rotating element of the automatic transmission 20, the first carrier 21c is the second rotating element of the automatic transmission 20, and the first The ring gear 21r is a third rotating element of the automatic transmission 20.

  Further, the three rotating elements constituting the single pinion type second planetary gear 22, that is, the second sun gear 22 s, the second ring gear 22 r, and the second carrier 22 c, are velocity diagrams of the second planetary gear 22 (in FIG. 2). The second sun gear 22s, the second carrier 22c, and the second ring gear 22r are arranged in this order from the left side in the drawing with an interval corresponding to the gear ratio λ2 on the second speed diagram from the left). According to the arrangement order in the speed diagram, in the present invention, the second sun gear 22s is the fourth rotating element of the automatic transmission 20, the second carrier 22c is the fifth rotating element of the automatic transmission 20, and the second The ring gear 22r is the sixth rotating element of the automatic transmission 20.

  Further, the three rotating elements constituting the single pinion type third planetary gear 23, that is, the third sun gear 23s, the third ring gear 23r, and the third carrier 23c are speed diagrams of the third planetary gear 23 (in FIG. 2). The second sun gear 23s, the third carrier 23c, and the third ring gear 23r are arranged in this order from the left side in the drawing at intervals corresponding to the gear ratio λ3 on the second speed diagram from the right). According to the arrangement order in the speed diagram, in the present invention, the third sun gear 23s is the seventh rotating element of the automatic transmission 20, the third carrier 23c is the eighth rotating element of the automatic transmission 20, and the third The ring gear 23r is the ninth rotating element of the automatic transmission 20.

  Further, the three rotating elements constituting the single pinion type fourth planetary gear 24, that is, the fourth sun gear 24s, the fourth ring gear 24r, and the fourth carrier 24c are speed diagrams of the fourth planetary gear 24 (in FIG. 2). On the rightmost speed diagram), the fourth sun gear 24s, the fourth carrier 24c, and the fourth ring gear 24r are arranged in this order from the left side in the figure at intervals corresponding to the gear ratio λ4. According to the arrangement order in the speed diagram, in the present invention, the fourth sun gear 24s is the tenth rotating element of the automatic transmission 20, the fourth carrier 24c is the eleventh rotating element of the automatic transmission 20, and the fourth The ring gear 24r is a twelfth rotating element of the automatic transmission 20.

  In the automatic transmission 20, the clutches C <b> 1 to C <b> 4 and the brakes B <b> 1 and B <b> 2 are engaged or released as shown in FIG. 3 to change the connection relationship of the first to twelfth rotating elements described above. Between 20i and the output shaft 20o, 10 power transmission paths in the forward rotation direction and one in the reverse rotation direction, that is, the forward speed and the reverse speed from the first speed to the tenth speed can be formed. .

  Specifically, the forward first speed is formed by engaging the clutches C2 and C3 and the brake B1 and releasing the remaining clutches C1 and C4 and the brake B2. That is, when the first forward speed is formed, the second sun gear 22s of the second planetary gear 22, the first ring gear 21r of the first planetary gear 21, and the third carrier 23c of the third planetary gear 23 are formed by the clutch C2. The second sun gear 22s of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other by the clutch C3, and the second sun gear 22s of the second planetary gear 22 is further connected by the brake B1. The carrier 22c is fixed to the transmission case 11 so as not to rotate. In the present embodiment (when the gear ratios of the first to fourth planetary gears 21 to 24 are λ1 = 0.450, λ2 = 0.270, λ3 = 0.330, λ4 = 0.600, the same applies hereinafter) The gear ratio (rotational speed of the input shaft 20i / rotational speed of the output shaft 20o) γ1 at the first forward speed is γ1 = 4.848.

  The second forward speed is formed by engaging the clutch C2 and the brakes B1 and B2 and releasing the remaining clutches C1, C3, and C4. That is, when the second forward speed is established, the clutch C2 causes the second sun gear 22s of the second planetary gear 22 and the first ring gear 21r of the first planetary gear 21 and the third carrier 23c of the third planetary gear 23 to move. Further, the second carrier 22c of the second planetary gear 22 is fixed to the transmission case 11 so as not to rotate by the brake B1, and the third sun gear 23s of the third planetary gear 23 is connected to the transmission case by the brake B2. 11 is fixed so as not to rotate. In the present embodiment, the gear ratio γ2 at the second forward speed is γ2 = 3.030. The step ratio between the first forward speed and the second forward speed is γ1 / γ2 = 1.600.

  The third forward speed is formed by engaging the clutch C3 and the brakes B1 and B2 and releasing the remaining clutches C1, C2, and C4. That is, when the third forward speed is established, the second sun gear 22s of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other by the clutch C3, and further, the second sun gear 22s of the third planetary gear 23 is connected to the second planetary gear 23 by the brake B1. The second carrier 22c of the planetary gear 22 is fixed to the transmission case 11 in a non-rotatable manner, and the third sun gear 23s of the third planetary gear 23 is fixed to the transmission case 11 in a non-rotatable state by the brake B2. In the present embodiment, the gear ratio γ3 at the third forward speed is γ3 = 2.005. The step ratio between the second forward speed and the third forward speed is γ2 / γ3 = 1.511.

  The fourth forward speed is formed by engaging the clutches C1 and C3 and the brake B1, and releasing the remaining clutches C2 and C4 and the brake B2. That is, when the fourth forward speed is established, the first sun gear 21s of the first planetary gear 21 and the second carrier 22c of the second planetary gear 22 are connected to each other by the clutch C1, and the second gear 22c by the clutch C3. The second sun gear 22s of the planetary gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other, and the second carrier 22c of the second planetary gear 22 cannot rotate with respect to the transmission case 11 by the brake B1. Fixed to. In the present embodiment, the gear ratio γ4 at the fourth forward speed is γ4 = 1.450. The step ratio between the third forward speed and the fourth forward speed is γ3 / γ4 = 1.383.

  The fifth forward speed is formed by engaging the clutches C1 and C3 and the brake B2 and releasing the remaining clutches C2 and C4 and the brake B1. That is, when the fifth forward speed is established, the first sun gear 21s of the first planetary gear 21 and the second carrier 22c of the second planetary gear 22 are connected to each other by the clutch C1, and the second gear 22c by the clutch C3. The second sun gear 22s of the planetary gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other, and further, the third sun gear 23s of the third planetary gear 23 cannot rotate with respect to the transmission case 11 by the brake B2. Fixed to. In the present embodiment, the gear ratio γ5 at the fifth forward speed is γ5 = 1.231. The step ratio between the fourth forward speed and the fifth forward speed is γ4 / γ5 = 1.178.

  The sixth forward speed is formed by engaging the clutches C1 and C2 and the brake B2 and releasing the remaining clutches C3 and C4 and the brake B1. That is, when the sixth forward speed is established, the first sun gear 21s of the first planetary gear 21 and the second carrier 22c of the second planetary gear 22 are connected to each other by the clutch C1, and the second gear 22c is connected to the second planetary gear 22 by the clutch C2. The second sun gear 22s of the planetary gear 22, the first ring gear 21r of the first planetary gear 21, and the third carrier 23c of the third planetary gear 23 are connected to each other, and further, the third planetary gear 23 of the third planetary gear 23 is connected by the brake B2. The sun gear 23s is fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γ6 at the sixth forward speed is γ6 = 1.086. The step ratio between the fifth forward speed and the sixth forward speed is γ5 / γ6 = 1.133.

  The seventh forward speed is formed by engaging the clutches C1, C2, and C4 and releasing the remaining clutch C3 and the brakes B1 and B2. That is, when the seventh forward speed is established, the first sun gear 21s of the first planetary gear 21 and the second carrier 22c of the second planetary gear 22 are connected to each other by the clutch C1, and the second planetary gear is connected by the clutch C2. 22 second sun gear 22s, first ring gear 21r of first planetary gear 21 and third carrier 23c of third planetary gear 23 are connected to each other, and second carrier 22c of second planetary gear 22 by clutch C4, The third ring gear 23r of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 are connected to each other. In the present embodiment, the gear ratio γ7 at the seventh forward speed is γ7 = 1.000. The step ratio between the sixth forward speed and the seventh forward speed is γ6 / γ7 = 1.086.

  The eighth forward speed is formed by engaging the clutches C1 and C4 and the brake B2 and releasing the remaining clutches C2 and C3 and the brake B1. That is, when the eighth forward speed is established, the first sun gear 21s of the first planetary gear 21 and the second carrier 22c of the second planetary gear 22 are connected to each other by the clutch C1, and the second gear 22c by the clutch C4. The second carrier 22c of the planetary gear 22, the third ring gear 23r of the third planetary gear 23, and the fourth sun gear 24s of the fourth planetary gear 24 are connected to each other, and the third planetary gear 23 of the third planetary gear 23 is further connected by the brake B2. The sun gear 23s is fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γ8 at the eighth forward speed is γ8 = 0.907. The step ratio between the seventh forward speed and the eighth forward speed is γ7 / γ8 = 1.102.

  The ninth forward speed is formed by engaging the clutches C2 and C4 and the brake B2, and releasing the remaining clutches C1 and C3 and the brake B1. That is, when the ninth forward speed is established, the clutch C2 causes the second sun gear 22s of the second planetary gear 22 and the first ring gear 21r of the first planetary gear 21 and the third carrier 23c of the third planetary gear 23 to move. In addition to being connected to each other, the clutch C4 connects the second carrier 22c of the second planetary gear 22 to the third ring gear 23r of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24. The third sun gear 23s of the third planetary gear 23 is fixed to the transmission case 11 so as not to rotate by the brake B2. In the present embodiment, the gear ratio γ9 at the ninth forward speed is γ9 = 0.722. The step ratio between the eighth forward speed and the ninth forward speed is γ8 / γ9 = 1.257.

  The tenth forward speed is formed by engaging the clutches C3 and C4 and the brake B2 and releasing the remaining clutches C1 and C2 and the brake B1. That is, when the forward tenth speed is formed, the second sun gear 22s of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other by the clutch C3, and the second sun gear 22s of the third planetary gear 23 is connected to the second gear by the clutch C4. The second carrier 22c of the planetary gear 22, the third ring gear 23r of the third planetary gear 23, and the fourth sun gear 24s of the fourth planetary gear 24 are connected to each other, and the third planetary gear 23 of the third planetary gear 23 is further connected by the brake B2. The sun gear 23s is fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γ10 at the tenth forward speed is γ10 = 0.543. The step ratio between the ninth forward speed and the tenth forward speed is γ9 / γ10 = 1.122. The spread in the automatic transmission 20 (gear ratio width = gear ratio γ1 of the forward first speed that is the lowest gear stage / gear ratio γ11 of the forward tenth speed that is the highest gear stage) is γ1 / γ11 = 7. .537.

  The reverse gear is formed by engaging the clutches C2 and C4 and the brake B1 and releasing the remaining clutches C1 and C3 and the brake B2. That is, when the reverse gear is formed, the second sun gear 22s of the second planetary gear 22, the first ring gear 21r of the first planetary gear 21, and the third carrier 23c of the third planetary gear 23 are connected to each other by the clutch C2. The clutch C4 connects the second carrier 22c of the second planetary gear 22, the third ring gear 23r of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 to each other, and further by the brake B1. The second carrier 22c of the second planetary gear 22 is fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γrev in the reverse speed is γrev = −5.962. Further, the step ratio between the first forward speed and the reverse speed is | γrev / γ1 | = 1.222.

  As described above, according to the automatic transmission 20, the forward speed and the reverse speed from the first speed to the tenth speed can be provided by engaging and disengaging the clutches C1 to C4 and the brakes B1 and B2. As a result, in the automatic transmission 20, the spread is made larger (7.537 in this embodiment) while adjusting the step ratio between the respective gears more appropriately as compared with, for example, a nine-speed multi-speed transmission. )can do. As a result, while ensuring a good shift feeling, the speed ratio of the low speed stage is increased and the speed ratio of the high speed stage is further decreased to improve the fuel efficiency of the vehicle on which the automatic transmission 20 is mounted. It is possible to further improve the acceleration performance. Therefore, according to the automatic transmission 20, it is possible to satisfactorily improve both the fuel consumption of the vehicle on which the automatic transmission 20 is mounted and the drivability, that is, the acceleration performance of the vehicle, the shift feeling, and the like.

  Further, in the automatic transmission 20, the first forward speed is achieved by engaging any three of the six engaging elements, that is, the clutches C1 to C4 and the brakes B1 and B2 and releasing the remaining three. To the tenth forward speed and the reverse speed. Thus, for example, as compared with a transmission that forms a plurality of shift stages by engaging two of the six clutches and brakes and releasing the remaining four, it is released as the shift stages are formed. The number of engaging elements can be reduced. As a result, drag loss due to slight contact between members of the engagement element released with the formation of the shift stage is reduced, and the power transmission efficiency in the automatic transmission 20, that is, the fuel consumption of the vehicle is further improved. It becomes possible to make it.

  Further, in the automatic transmission 20, planetary gears including the first, second, third, or fourth ring gears 21r to 24r are used as the first to fourth planetary gears 21 to 24. As shown in FIG. The first to fourth ring gears 21r to 24r are configured so that the first to fourth ring gears 21r to 24r do not rotate at a high rotational speed when the forward gear and the reverse gear from the first gear to the tenth gear are formed. An increase in inertia during rotation (equivalent inertia with respect to the input shaft 20i) can be suppressed. Thereby, while shortening the time which engagement of each clutch C1-C4 and brake B1, B2 shortens, generation | occurrence | production of the shock at the time of the gear shift accompanying engagement of each clutch C1-C4 and brake B1, B2 is suppressed, Furthermore, it is possible to satisfactorily ensure the durability of the friction materials of the clutches C1 to C4 and the brakes B1 and B2, that is, the friction plates and the separator plates. In addition, by reducing the inertia at the time of rotation of the first to fourth ring gears 21r to 24r, the size (thickness, etc.) associated with securing the strength of the first to fourth ring gears 21r to 24r, that is, an increase in weight or automatic transmission An increase in size of 20 can be suppressed. As a result, in the automatic transmission 20, the speed change performance and the durability of the clutches C1 to C4 and the brakes B1 and B2 can be further improved, and the entire apparatus can be reduced in weight and size.

  Moreover, by making the first to fourth planetary gears 21 to 24 into single pinion type planetary gears, the first to fourth planetary gears 21 to 24 can be compared to a case in which these are made into double pinion type planetary gears, for example. The transmission loss in the automatic transmission 20 in the automatic transmission 20 is reduced to improve the power transmission efficiency, that is, the fuel consumption of the vehicle, and the number of parts is reduced to suppress the increase in the weight of the automatic transmission 20. This can be further improved.

  FIG. 4 is a schematic configuration diagram of a power transmission device 10B including an automatic transmission 20B as a multi-stage transmission according to still another embodiment of the present invention. The power transmission device 10B shown in the figure is connected to a crankshaft of an engine (internal combustion engine) (not shown) mounted horizontally on the front portion of the front wheel drive vehicle, and power (torque) from the engine is not shown on the left and right sides. It can be transmitted to the front wheels (drive wheels). The automatic transmission 20B of the power transmission device 10B corresponds to a modification of the automatic transmission 20 described above for a front-wheel drive vehicle.

  In the automatic transmission 20B, the first carrier 21c of the first planetary gear 21 and the fourth carrier 24c of the fourth planetary gear 24 are always connected to a counter drive gear 41 as an output member. The power (torque) transmitted from the automatic transmission 20B to the counter drive gear 41 as an output member is countered via the counter drive gear 41, the counter driven gear 42 meshing with the counter drive gear 41, and the counter shaft 43. A drive pinion gear (final drive gear) 44 coupled to the driven gear 42, a gear train 40 including a differential ring gear (final driven gear) 45 meshing with the drive pinion gear 44, a differential gear 50 coupled to the differential ring gear 45, and a drive shaft 51 And transmitted to the left and right front wheels. Thus, the multi-stage transmission according to the present invention may be configured as a transmission mounted on a front wheel drive vehicle.

  In the automatic transmissions 20 and 20B described above, at least one of the clutches C1 to C4 and the brakes B1 and B2 may be a meshing engagement element such as a dog clutch or a dog brake. For example, in the automatic transmissions 20 and 20B, the clutch C4 that is continuously engaged when forming the seventh forward speed to the tenth forward speed and also engaged when forming the reverse speed may be a dog clutch. The brake B1 that is continuously engaged when forming the first forward speed to the fourth forward speed and also engaged when forming the reverse speed may be a dog brake. In the automatic transmissions 20 and 20B, the gear ratios λ1 to λ4 in the first to fourth planetary gears 21 to 24 are not limited to those exemplified in the above description. Furthermore, in the automatic transmissions 20 and 20B, at least one of the first, second, third, and fourth planetary gears 21, 22, 23, and 24 may be a double pinion planetary gear.

  As described above, the multi-stage transmission according to the present invention is a multi-stage transmission that shifts the power transmitted to the input member and transmits the power to the output member. The multi-stage transmission is sequentially arranged at intervals corresponding to the gear ratio on the speed diagram. A first planetary gear having a first rotation element, a second rotation element, and a third rotation element, and a fourth rotation element and a fifth rotation element that are sequentially arranged at intervals corresponding to the gear ratio on the velocity diagram. And a second planetary gear having a sixth rotating element and a seventh planetary gear having a seventh rotating element, an eighth rotating element, and a ninth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram A fourth planetary gear having a tenth rotating element, an eleventh rotating element, and a twelfth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram, and the first, second, Any of the rotating elements of the third and fourth planetary gears A first, a second, a third, a fourth, a fifth and a sixth engaging element for connecting to the rolling element or the stationary member and releasing the connection between them, the third rotating element of the first planetary gear And the eighth rotating element of the third planetary gear are always connected to the input member, and the second rotating element of the first planetary gear and the eleventh rotating element of the fourth planetary gear are the The sixth rotating element of the second planetary gear is always connected to the output member, and the twelfth rotating element of the fourth planetary gear is always connected, and the ninth rotating element of the third planetary gear and the The tenth rotating element of the fourth planetary gear is always connected to the tenth rotating element, and the first engaging element includes the first rotating element of the first planetary gear and the fifth rotating element of the second planetary gear. Are connected to each other and the connection between the two is released. The fourth planetary gear of the second planetary gear is connected to the third rotary element of the first planetary gear that is always connected and the eighth rotary element of the third planetary gear, and the two are connected. The third engaging element connects the fourth rotating element of the second planetary gear and the seventh rotating element of the third planetary gear to each other, and releases the connection between them. The fourth engaging element includes the fifth rotating element of the second planetary gear, the ninth rotating element of the third planetary gear and the tenth rotating element of the fourth planetary gear that are always connected. The fifth engaging element connects the fifth planetary gear to the stationary member so as to be non-rotatable and connects the two. And the sixth engaging element is moved in front of the third planetary gear. The seventh rotating element is connected to the stationary member and fixed to be non-rotatable, and the connection between both is released, and the first, second, third, fourth, fifth and sixth engaging elements By selectively engaging any three of the above, a forward speed and a reverse speed from the first speed to the tenth speed are formed.

  In the 10-speed multi-speed transmission configured as described above, for example, the spread is made larger while adjusting the step ratio between the respective speeds more appropriately than the 9-speed multi-speed transmission. Can do. As a result, the gear ratio of the low speed stage is increased and the speed ratio of the high speed stage is further reduced while ensuring a good shift feeling, improving the fuel efficiency of a vehicle equipped with a multi-stage transmission and drivability. That is, the acceleration performance of the vehicle can be further improved. Further, in this multi-stage transmission, when planetary gears including ring gears are used as the first, second, third and fourth planetary gears, the forward gear and the reverse gear from the first gear to the tenth gear are used. It is possible to prevent an increase in inertia during rotation of the ring gear by preventing the ring gear having a particularly large diameter from rotating at a high rotational speed during formation. As a result, the time required for engaging the engaging element is shortened, the occurrence of shock at the time of shifting accompanied by the engagement of the engaging element is suppressed, and the durability of the friction material of the engaging element is improved. Can be secured. In addition, by reducing the inertia at the time of rotation of the ring gear, it is possible to suppress an increase in dimensions (thickness, etc.), that is, a weight associated with securing the strength of the ring gear, and an increase in the size of the multi-stage transmission. As a result, in the multi-stage transmission according to the present invention, the fuel efficiency, drivability, transmission performance, and durability of the engagement element of the vehicle in which the multi-stage transmission is mounted are further improved, and the multi-stage transmission is reduced in weight and size. It becomes possible.

  Furthermore, in the multi-stage transmission according to the present invention, the forward speed and the reverse speed from the first speed to the tenth speed are formed by engaging the first to sixth engaging elements as follows. Can do. That is, the forward first speed is formed by engaging the second engagement element, the third engagement element, and the fifth engagement element. The second forward speed is formed by engaging the second engagement element, the fifth engagement element, and the sixth engagement element. The third forward speed is formed by engaging the third engagement element, the fifth engagement element, and the sixth engagement element. The fourth forward speed is formed by engaging the first engagement element, the third engagement element, and the fifth engagement element. The fifth forward speed is formed by engaging the first engagement element, the third engagement element, and the sixth engagement element. The sixth forward speed is formed by engaging the first engagement element, the second engagement element, and the sixth engagement element. The seventh forward speed is formed by engaging the first engagement element, the second engagement element, and the fourth engagement element. The eighth forward speed is formed by engaging the first engagement element, the fourth engagement element, and the sixth engagement element. The ninth forward speed is formed by engaging the second engagement element, the fourth engagement element, and the sixth engagement element. The tenth forward speed is formed by engaging the third engagement element, the fourth engagement element, and the sixth engagement element. The reverse gear is formed by engaging the second engagement element, the fourth engagement element, and the fifth engagement element.

  As described above, in the multi-stage transmission according to the present invention, any three of the first to sixth engaging elements are engaged and the remaining three are released to advance the first forward speed to the tenth forward speed. And a reverse gear is formed. Accordingly, for example, compared with a transmission that forms a plurality of shift stages by engaging two of the six engagement elements and releasing the remaining four, the release is performed with the formation of the shift stage. The number of engaging elements can be reduced. As a result, drag loss in the engagement element released with the formation of the shift stage can be reduced, and the power transmission efficiency in the multi-stage transmission, that is, the fuel consumption of the vehicle can be further improved.

  The first planetary gear includes a first sun gear, a first ring gear, and a first carrier that rotatably and reciprocally holds a plurality of first pinion gears that mesh with the first sun gear and the first ring gear, respectively. The second planetary gear may include a second sun gear, a second ring gear, and a plurality of second pinion gears meshed with the second sun gear and the second ring gear, respectively. It may be a single pinion type planetary gear having a second carrier that is rotatably and revolved, and the third planetary gear includes a third sun gear, a third ring gear, the third sun gear, and the third gear, respectively. A single carrier having a third carrier for holding a plurality of third pinion gears meshed with the third ring gear so as to be rotatable and revolved; The fourth planetary gear may be a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears that mesh with the fourth sun gear and the fourth ring gear, respectively. It may be a single pinion type planetary gear having a fourth carrier that is held so as to be able to revolve, the first rotating element may be the first sun gear, and the second rotating element may be the first rotating gear. The third rotation element may be the first ring gear, the fourth rotation element may be the second sun gear, and the fifth rotation element may be the first rotation gear. The sixth rotating element may be the second ring gear, the seventh rotating element may be the third sun gear, and the eighth rotating element may be the second carrier. 3rd key The ninth rotating element may be the third ring gear, the tenth rotating element may be the fourth sun gear, and the eleventh rotating element may be the first rotating element. There may be four carriers, and the twelfth rotating element may be the fourth ring gear.

  Thus, by making the first, second, third and fourth planetary gears into single pinion type planetary gears, the meshing loss between the rotating elements in the first, second, third and fourth planetary gears is reduced. The power transmission efficiency in the multi-stage transmission, that is, the fuel efficiency of the vehicle can be further reduced, and the number of parts can be reduced to further improve the assembly while suppressing the weight increase of the multi-stage transmission.

  Furthermore, the output member may be an output shaft connected to the rear wheel of the vehicle via a differential gear. That is, the multi-stage transmission according to the present invention may be configured as a transmission mounted on a rear wheel drive vehicle.

  The output member may be a counter drive gear included in a gear train that transmits power to a differential gear connected to a front wheel of the vehicle. That is, the multi-stage transmission according to the present invention may be configured as a transmission mounted on a front wheel drive vehicle.

  And this invention is not limited to the said embodiment at all, and it cannot be overemphasized that a various change can be made within the range of the extension of this invention. Furthermore, the mode for carrying out the invention described above is merely a specific embodiment of the invention described in the column for solving the problem, and is described in the column for means for solving the problem. It is not intended to limit the elements of the invention.

  The present invention can be used in the manufacturing industry of multi-stage transmissions.

  10, 10B Power transmission device, 11 Transmission case, 12 Starting device, 14o One-way clutch, 14p Pump impeller, 14s Stator, 14t Turbine runner, 15 Lock-up clutch, 16 Damper mechanism, 17 Oil pump, 20, 20B Automatic transmission, 20i input shaft, 20o output shaft, 21 first planetary gear, 21c first carrier, 21p first pinion gear, 21r first ring gear, 21s first sun gear, 22 second planetary gear, 22c second carrier, 22p second pinion gear, 22r second ring gear, 22s second sun gear, 23 third planetary gear, 23c third carrier, 23p third pinion gear, 23r third ring gear, 23s third sun gear, 24 fourth planetary gear, 24c fourth carrier, 24p 4 pinion gear, 24r 4th ring gear, 24s 4th sun gear, 40 gear train, 41 counter drive gear, 42 counter driven gear, 43 counter shaft, 44 drive pinion gear, 45 diff ring gear, 50 differential gear, 51 drive shaft, B1, B2 brake , C1, C2, C3, C4 clutch.

Claims (5)

In a multi-stage transmission that shifts the power transmitted to the input member and transmits it to the output member,
A first planetary gear having a first rotating element, a second rotating element, and a third rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A second planetary gear having a fourth rotating element, a fifth rotating element, and a sixth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A third planetary gear having a seventh rotating element, an eighth rotating element, and a ninth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A fourth planetary gear having a tenth rotating element, an eleventh rotating element, and a twelfth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
The first, second, third and fourth rotating elements of the first, second, third and fourth planetary gears are connected to other rotating elements or stationary members, respectively, and the connection between them is released. And fifth and sixth engaging elements,
The third rotating element of the first planetary gear and the eighth rotating element of the third planetary gear are always connected to the input member,
The second rotating element of the first planetary gear and the eleventh rotating element of the fourth planetary gear are always connected to the output member,
The sixth rotating element of the second planetary gear and the twelfth rotating element of the fourth planetary gear are always connected,
The ninth rotating element of the third planetary gear and the tenth rotating element of the fourth planetary gear are always connected,
The first engaging element connects the first rotating element of the first planetary gear and the fifth rotating element of the second planetary gear to each other, and releases the connection between them.
The second engaging element includes the fourth rotating element of the second planetary gear, the third rotating element of the first planetary gear and the eighth rotating element of the third planetary gear that are always connected. Connect with each other, disconnect both,
The third engaging element connects the fourth rotating element of the second planetary gear and the seventh rotating element of the third planetary gear to each other, and releases the connection between them.
The fourth engaging element includes the fifth rotating element of the second planetary gear, the ninth rotating element of the third planetary gear and the tenth rotating element of the fourth planetary gear that are always connected. Connect with each other, disconnect both,
The fifth engaging element connects the fifth rotating element of the second planetary gear to the stationary member and fixes the non-rotatable, and releases the connection between the two,
The sixth engaging element connects the seventh rotating element of the third planetary gear to the stationary member and fixes it to be non-rotatable, and releases the connection between them.
Advancement from the first speed to the tenth speed by selectively engaging any three of the first, second, third, fourth, fifth and sixth engagement elements A multi-stage transmission characterized by forming a stage and a reverse stage. The multi-stage transmission according to claim 1, wherein
A forward first speed is formed by engagement of the second engagement element, the third engagement element, and the fifth engagement element;
A forward second speed is formed by engagement of the second engagement element, the fifth engagement element, and the sixth engagement element;
A forward third speed is formed by engagement of the third engagement element, the fifth engagement element, and the sixth engagement element;
Forward fourth speed is formed by engagement of the first engagement element, the third engagement element, and the fifth engagement element;
A forward fifth speed is formed by engagement of the first engagement element, the third engagement element, and the sixth engagement element,
A forward sixth speed is formed by engagement of the first engagement element, the second engagement element, and the sixth engagement element;
A forward seventh speed is formed by engagement of the first engagement element, the second engagement element, and the fourth engagement element,
The eighth forward speed is formed by the engagement of the first engagement element, the fourth engagement element, and the sixth engagement element,
A forward ninth speed stage is formed by engagement of the second engagement element, the fourth engagement element, and the sixth engagement element,
The forward tenth speed stage is formed by the engagement of the third engagement element, the fourth engagement element, and the sixth engagement element,
The multi-stage transmission is characterized in that a reverse gear is formed by the engagement of the second engagement element, the fourth engagement element, and the fifth engagement element. The multi-stage transmission according to claim 1 or 2,
The first planetary gear includes a first sun gear, a first ring gear, and a first carrier that holds a plurality of first pinion gears that mesh with the first sun gear and the first ring gear, respectively, in a freely rotating and revolving manner. It is a single pinion type planetary gear,
The second planetary gear includes a second sun gear, a second ring gear, and a second carrier that holds a plurality of second pinion gears that mesh with the second sun gear and the second ring gear, respectively, in a freely rotating and revolving manner. It is a single pinion type planetary gear,
The third planetary gear includes a third sun gear, a third ring gear, and a third carrier that holds a plurality of third pinion gears that mesh with the third sun gear and the third ring gear, respectively, in a freely rotating and revolving manner. It is a single pinion type planetary gear,
The fourth planetary gear includes a fourth sun gear, a fourth ring gear, and a fourth carrier that holds a plurality of fourth pinion gears that mesh with the fourth sun gear and the fourth ring gear, respectively, in a freely rotating and revolving manner. It is a single pinion type planetary gear,
The first rotating element is the first sun gear, the second rotating element is the first carrier, and the third rotating element is the first ring gear;
The fourth rotating element is the second sun gear, the fifth rotating element is the second carrier, and the sixth rotating element is the second ring gear;
The seventh rotating element is the third sun gear, the eighth rotating element is the third carrier, and the ninth rotating element is the third ring gear;
The tenth rotation element is the fourth sun gear, the eleventh rotation element is the fourth carrier, and the twelfth rotation element is the fourth ring gear. The multi-stage transmission according to any one of claims 1 to 3,
The multi-stage transmission, wherein the output member is an output shaft connected to a rear wheel of a vehicle through a differential gear. The multi-stage transmission according to any one of claims 1 to 3,
The multi-stage transmission, wherein the output member is a counter drive gear included in a gear train that transmits power to a differential gear connected to a front wheel of a vehicle.

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