EP3047175A1

EP3047175A1 - Multi-step automatic gearbox

Info

Publication number: EP3047175A1
Application number: EP14713405.0A
Authority: EP
Inventors: Josef Haupt; Martin Brehmer; Christoph Margraf; Stefan Beck; Christian Sibla
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2013-09-20
Filing date: 2014-03-19
Publication date: 2016-07-27
Also published as: DE102013225770A1; WO2015039768A1; KR20160058175A; US10221922B2; CN105556168B; US9803723B2; US20180045282A1; CN105556168A; US20160230849A1

Abstract

The invention relates to a multi-step automatic gearbox of planetary design with a drive shaft (AN), output shaft (AB), four planetary gear sets (RS1, RS2, RS3, RS4) and a plurality of shifting elements (A to F). A first coupler shaft (3) connects the first planetary gear set (RS1) permanently to the fourth planetary gear set (RS4), a second coupler shaft (5) connects the second planetary gear set (RS2) permanently to the third planetary gear set (RS3), and a third coupler shaft (6) connects the third planetary gear set (RS3) permanently to the first planetary gear set (RS1). The drive shaft (AN) is connected permanently to the fourth planetary gear set (RS4), and the output shaft (AB) is connected permanently to the third planetary gear set (RS3). The first planetary gear set (RS1) is connected directly to two shifting elements (A, B), the second planetary gear set (RS2) is connected directly to four shifting elements (C, D, E, F), the third planetary gear seat (RS3) is connected directly to two shifting elements (C, D), and the fourth planetary gear set (RS4) is connected directly to four shifting elements (A, C, E, F). The drive shaft (AN) is connected directly only to one shifting element (C). The output shaft (AB) is also connected directly only to one shifting element (D).

Description

Multistage Automatqetriebe

The present invention relates to a multi-stage automatic transmission in planetary design, in particular for a motor vehicle, comprising a drive shaft, an output shaft, four - coupled via three coupling shafts - planetary gear sets and at least six switching elements.

Automatically switchable vehicle transmissions in planetary construction in general are already widely described in the prior art and are subject to permanent development and improvement. So these transmissions should have a sufficient number of forward gears and a reverse gear and a very suitable for motor vehicles translation with a high overall spread, favorable increments and a sufficiently large for the application starting ratio. For putting these transmissions require the lowest possible construction costs, in particular a small number of switching elements and avoid sequential switching so-called group circuits, so that in circuits in the next higher or next lower gear only one previously closed switching element and opened a previously opened switching element is closed.

Such a multi-speed automatic transmission is apparent, for example, from DE 1 0 2005 002 337 A1 of the applicant. It essentially comprises a drive shaft, an output shaft, a total of four individual planetary gear sets and five shift elements. By selectively blocking each of three of the five running as clutches and brakes switching elements a total of eight forward gears are switchable group circuit.

From DE 1 0 2007 055 808 A1 of the Applicant is a further development of the known from DE 1 0 2005 002 337 A1 8-speed automatic transmission known. Due to the kinematic connection of an additional sixth shift element to the existing wheelset scheme - specifically in the power flow between two existing shafts of the transmission - two additional forward gears could be shown. By this formed as a clutch additional sixth switching element is now that coupling shaft, which connects the connectable to the housing first planetary gear with the output shaft connected to the third planetary gear constantly with each other, connectable to the blockable by closing the fifth of the previously existing five switching elements second planetary gear set. Also allows this additional sixth switching element in conjunction with the previously existing fourth of the five switching elements blocking the connected to the output shaft third planetary gear set. The new gears are based on their translation between the previous fifth and sixth gear and between the previous sixth and seventh gear of the 8-speed gearbox.

From DE 10 2009 001 253 B3 of the Applicant another development of known from DE 10 2005 002 337 A1 8-speed automatic transmission is known. Here could be represented by adding a trained as a clutch sixth switching element in the power flow between the drive shaft and the second planetary gear set blockable by closing the fifth of the previously existing five switching elements, an additional forward gear, which is greater by its translation ago than the previous first gear of the 8-speed Gear, so an additional starting gear below the previous first gear of the 8-speed transmission.

From US 8,007,394 B2 another 10-speed automatic transmission with four single planetary gear sets and six switching elements is known, which differs from the wheelset of DE 10 2007 055 808 A1 only in three structural details. First, in the US 8,007,394 B2, the output shaft is connected only to the planet carrier of the third planetary gear set; the in the DE 10 2007 055 808 A1 provided coupling in the power flow between the planet carrier of the third planetary gear set and the Planetenrad- carrier of the second planetary gear set is therefore not present. Secondly, US Pat. No. 8,007,394 B2 provides a switchable connection between the ring gear of the fourth planetary gear set and the sun gear of the second planetary gear set instead of the permanent coupling of the ring gear of the fourth planetary gear set with the sun gear of the second planetary gear set provided in DE 10 2007 055 808 A1. Third, in US 8,007,394 B2 a clutch is provided in the power flow between the ring gear of the fourth planetary gear set and the planet carrier of the second planetary gear set. This kinematics of the transmission of US Pat. No. 8,007,394 B2 requires four of the six shift elements to be closed in each gear for switching the ten forward gears in a group-shift-free manner.

The present invention has for its object to further develop a multi-speed transmission of the type mentioned above with a total of four planetary gear sets. In this case, the transmission in addition to a high number of gears, a large spread in terms of driveability acceptable grading and in the main gears a favorable efficiency - ie comparatively low drag and Verzahnungsverluste - have.

This object is achieved by an automatic transmission with the features of claim 1 and with the features of claim 3. Further advantageous embodiments and developments will become apparent from the dependent claims.

Accordingly, in a first solution according to the invention an automatic transmission in planetary design is proposed, which has a drive shaft, an output shaft, four individual planetary gear sets and six switching elements whose selective engagement cause different ratios between the drive shaft and output shaft. In a second invention According to the invention, an additional seventh switching element is provided. The four individual planetary gear sets are interconnected via three coupling shafts, wherein the first coupling shaft continuously connects the first planetary gear set with the fourth planetary gear set, the second coupling shaft continuously connects the second planetary gear set with the third planetary gear set, and the third coupling shaft continuously connects the third planetary gear set with the first planetary gear set combines. The drive shaft is constantly connected to the fourth planetary gear set while the output shaft is constantly connected to the third planetary gear set.

With regard to the coupling of the six switching elements to the planetary gear sets is provided in the automatic transmission according to the invention, that the first planetary gear set is directly connected to two switching elements, that the second planetary gear set is directly connected to four switching elements, that the third planetary gear set is directly connected to two switching elements, and that the fourth planetary gear set is directly connected to four switching elements. With regard to the coupling of the switching elements to the drive and output of the transmission is provided that the drive shaft is directly connected to one of the six switching elements, and that the output shaft is also directly connected to one of the six switching elements.

Is an additional seventh switching element is provided as in the second inventive solution, the first planetary gear set is directly connected to two switching elements, the second planetary gear set directly connected to five switching elements, the third planetary gear set directly connected to two switching elements, the fourth planetary gear set with five switching elements directly , The drive shaft directly connected to two switching elements and the output shaft directly connected to a switching element.

It is under the phrase "directly connected" in connection with the coupling of a switching element to a planetary gear to understand that the input or output element of the respective switching element is coupled via a rotationally fixed or torsionally elastic connection directly to one of the elements of the respective planetary gear set, so there is always a fixed speed relationship between this Planetenradsatzele- ment and this input and output element.

In connection with the coupling of a switching element to a shaft is to be understood by the phrase "directly connected" that the input or output element of the respective switching element is connected via a rotationally fixed or torsionally elastic connection directly to the respective shaft, so that there is always a fixed speed relationship between this shaft and the input or output element of this switching element is.

In connection with the coupling of a planetary gear set to another planetary gear is under the phrase "directly connected" to understand that one of the elements of each planetary gear set is connected via a rotationally fixed or torsionally elastic connection directly with one of the elements of the other planetary gear set, so it always There is a fixed speed relationship between this shaft and the input and output elements of this switching element.

Thus, the proposed in the first solution according to the invention automatic transmission differs from the known from DE 10 2005 002 337 A1 transmissions on the one hand by the number of switching elements (now six instead of five), on the other hand in that the second planetary gear set now with four (Instead of only three) switching elements and the fourth planetary gear set is now also directly connected to four (instead of only three) switching elements. The automatic transmission proposed in the second solution according to the invention differs from the transmissions known from DE 10 2005 002 337 A1 by the number of switching elements (now seven instead of five) and in that the second plane tenradsatz now with five (instead of only three) switching elements and the fourth planetary gear now also with five (instead of only three) switching elements is directly connected.

From the transmission known from DE 10 2007 055 808 A1, the automatic transmission according to the invention differs in that the third planetary gear set connected to the output shaft is directly connected to only two (instead of four) switching elements.

From the transmission known from DE 10 2009 001 253 A1, the automatic transmission according to the invention differs in that the third planetary gear set connected to the output shaft is directly connected to only two (instead of three) switching elements.

From the transmission known from US 8,007,394 B2, the automatic transmission according to the invention differs in that the output shaft is directly connected to one (instead of none) of the six shift elements, and that the first planetary gear set with only two (instead of three) of the six switching elements directly connected is.

Thus, the automatic transmission according to the invention over the prior art on a completely independent kinematics. Advantageously, at least nine forward gears and one reverse gear are switchable.

Preferably, it is provided in the automatic transmission according to the invention that

^■ the first shift element is directly connected to the first and fourth planetary gearsets,

^■ the second switching element is directly connected to the first planetary gear set, ^■ the third switching element is connected to the second, third and fourth planetary gear and the drive shaft directly connected,

^■ the fourth switching element is connected to the second and third planetary gear and the output shaft directly connected,

^■ the fifth shift element is directly connected to the second and fourth planetary gearsets, and

^■ the sixth switching element is directly connected to the second and fourth planetary gear set.

If an additional seventh switching element is provided, then this seventh switching element is directly connected to the drive shaft and to the second planetary gear set. Advantageously, it is possible to accommodate the additional seventh switching element in the same space or in a little larger space, which is required for the transmission according to the invention with six switching elements.

The term "directly connected" is again to be understood that the input or output element of the respective switching element is coupled via a rotationally fixed or torsionally elastic connection directly to one of the elements of the respective planetary gear set, so there is always a fixed speed relationship between this Planetenradsatzelement and this input - or output element gives.

Preferably, the fourth switching element is directly connected to the fifth switching element. Preferably, the fifth switching element is also directly connected to the sixth switching element.

Each of the four planetary gear sets has three elements, namely a sun gear, a ring gear and a planet carrier with planetary gears rotatably mounted thereon. All four planetary gear sets can be designed as a so-called minus planetary gear sets, their respective planet gears mesh with sun gear and ring gear of the respective planetary gear set.

As an alternative to the design of the wheelset system with four individual minus planetary gear sets, individual ones of the minus planetary gear sets may be replaced by a so-called plus planetary gearset. As is well known, a positive planetary gearset includes a planet carrier ("land") having inner and outer planetary gears rotatably mounted thereon, each of the inner planetary gears meshing respectively with an outer planetary gear and the sun gear of the plus planetary gear while each of the outer planetary gears mesh with, respectively As an alternative to the design of the wheelset system with four individual minus planetary gear sets also several of the negative planetary gear sets may be replaced by plus planetary gear sets.

To ensure the same kinematics of the claimed wheelset system is provided that

^■ the first element of each minus planetary gear set and the first element of each plus planetary gear set is designed as a sun gear,

^■ the second element of each negative planetary gear set is designed as a planet carrier, while the second element of each plus planetary gear set is designed as a ring gear, and

^■ The third element of each negative planetary gear set is designed as a ring gear, while the third element of each plus planetary gear set is designed as a planet carrier.

In further embodiments of the invention, one or more of the following features may be provided:

^■ The first and second switching elements are both directly connected to a housing of the gearbox. ^■ The second planetary gear is by simultaneous closing of two of the switching elements - in particular by simultaneous closing of the fifth and sixth switching element - blockable (in the locked state, the speeds of the sun gear, planet and ring gear of this planetary are known to be identical).

^■ The first coupling shaft connects the first element of the first planetary gear set constantly with the first element of the fourth planetary gear set.

^■ The second coupling shaft connects the third element of the second planetary gear set constantly with the first element of the third planetary gear set.

^■ The third coupling shaft connects the third element of the third planetary gear set constantly with the second element of the first planetary gear set.

^■ The drive shaft is constantly connected to the second element of the fourth planetary gear set.

^■ The output shaft is constantly connected to the second element of the third planetary gear set.

The following features of further embodiments of the invention relate to the coupling of the individual switching elements in the power flow of the transmission:

^■ The first switching element can be arranged in the power flow between the first element of the first planetary gear set and the housing.

^■ The second switching element may be arranged in the power flow between the first element of the first planetary gear set and the housing.

^■ The third switching element may be arranged in the power flow between the first element of the third planetary gear set and the drive shaft.

^■ The fourth switching element may be arranged in the power flow between the second element of the second planetary gear set and the second element of the third planetary gear set.

^■ The fifth switching element can in the power flow between the second element of the second planetary gear set and the third element of the fourth

Be arranged planetary gear. ^■ The sixth switching element can be arranged in the power flow between the first element of the second planetary gear set and the third element of the fourth planetary gear set.

^■ a seventh switching element is provided, this may be arranged in the force flow between the second element of the second planetary gear set and the input shaft.

Preferably, in the transmission according to the invention in each gear four of the switching elements are closed. If six switching elements are provided, then only the two switching elements are not closed in each gear. If seven switching elements are provided, three of the switching elements are not closed in each gear. When changing from a gear in the subsequent higher or lower gear only one of the previously closed switching elements is opened and a previously open switching element is closed so that in sequential upshifting and downshifting group circuits are avoided.

To represent at least nine forward gears and at least one reverse gear with six shift elements, such a transmission may have the following shift logic or gear logic: In the first forward gear, the first, second, third and sixth shift element are closed or torque transmitting. In the second forward gear, the first, second, fifth and sixth switching element are closed or torque transmitting. In the third forward gear, the second, third, fifth and sixth switching element are closed or torque transmitting. In the fourth forward gear, the second, fourth, fifth and sixth switching element are closed or torque transmitting. In the fifth forward gear, the second, third, fourth and fifth switching element are closed or torque transmitting. In the sixth forward gear, the second, third, fourth and sixth switching element are closed or torque transmitting. In the seventh forward gear, the third, fourth, fifth and sixth shift elements are closed or torque-controlled. tübertragend. In the eighth forward gear, the first, third, fourth and sixth shift element are closed or torque transmitting. In the ninth forward gear, the first, fourth, fifth and sixth switching element are closed or torque transmitting. In reverse, the first, second, fourth and sixth switching element are closed or torque transmitting.

If an additional seventh switching element is present, an additional forward gear below the first gear of the transmission design with only six switching elements can be realized compared to the transmission design with only six switching elements, ie an additional forward gear with a ratio greater than that translation of the first gear of the transmission design with only six switching elements. Thus, this additional forward gear is well suited as a so-called crawler with a small overall ratio for a large traction. As switching logic or gear logic can be provided that in such an additional forward gear, the first, second, sixth and seventh switching element are closed or torque transmitting, while in all other forward gears and in reverse, the seventh switching element is not closed or torque transmitting.

If the sixth shift element is designed as a form-locking clutch, it is advantageous if, in an upshift in which the sixth shift element is not torque-conducting, into a next higher target gear from the gear stage, in which the sixth shift element is torque-conducting, in the course of this upshift, first a downshift into the forward gear, which is closest to the gear ratio, and subsequently a direct shift into the target gear is performed. Advantageously, thus comfort problems that can occur in an upshift with zuschapendem form-locking switching element, easily avoided, since this direct circuit is a simple overlapping circuit with a shutdown frictional switching element and a switching frictional switching element. With regard to the spatial arrangement of the four planetary gear sets in the housing of the automatic transmission is proposed in an embodiment, all four planetary gear coaxial with each other side by side in the defined order "first, fourth, second, third planetary gear" to order, which makes it possible, all couplings in a simple way lickagearm For an application with coaxially extending input and output shafts, it is expedient in this case for the first planetary gearset to be the planetary gearset facing the drive of the automatic transmission of the planetary gearset group with regard to the spatial arrangement of the four planetary gear sets in the housing of the automatic transmission proposed to arrange all four planetary gear coaxial with each other next to each other in the defined order "second, fourth, first, third planetary gear" In this case, it is convenient for application in a vehicle with so-called "standard drive" to turn to the second planetary gearset of the drive side of the automatic transmission, while for use in a vehicle with so-called "front-transverse drive "is appropriate to turn the third planetary gear set of the drive side of the automatic transmission.

All proposed embodiments and embodiments of an automatic transmission according to the invention have in particular for passenger cars in practice useful translations with very large overall spread in terms of driveability acceptable grading, which has a positive effect on the desired low fuel consumption. In addition, the automatic transmission according to the invention is characterized by a small number of switching elements measured on the number of gears and a comparatively low construction cost. Furthermore, in the automatic transmission according to the invention in all gears a good efficiency, on the one hand due to low towing losses, since in each gear always four of the switching On the other hand, as a result of low Verzahnungsverluste in the simple design single planetary gear sets.

Advantageously, it is possible with the automatic transmission according to the invention to realize a start of the motor vehicle both with a gear-external starting element and with a transmission-internal friction switching element. A gear-external starting element can be configured in a manner known per se, for example as a hydrodynamic converter, as a so-called dry starting clutch, as a so-called wet starting clutch, as a magnetic powder clutch or as a centrifugal clutch. As an alternative to the arrangement of such a starting element in the power flow direction between the drive motor and gearbox, the gear-external starting element can also be arranged behind the transmission in the direction of the flow of force, in which case the drive shaft of the transmission is connected to the crankshaft of the drive motor in a rotationally fixed or rotationally elastic manner. As a gear-internal starting element are on the one hand, the two brakes, in particular that brake which is operated in the forward gears one to six and in reverse, on the other hand, the one clutch which is operated in the forward gears one to four and in reverse.

In addition, the automatic transmission according to the invention is designed such that an adaptability to different drive train configurations is made possible both in the power flow direction as well as in space. Thus, with the same transmission scheme, depending on the stationary gear ratio of the individual planetary gear sets, different gear jumps result, so that an application- or vehicle-specific variation is made possible. Furthermore, it is possible without special design measures to arrange drive and output of the transmission either coaxially or axially parallel to each other. On the drive side or on the output side of the transmission, an axle differential and / or a distributor differential can be arranged. It is also possible to add additional information at any suitable point on the multistage gearbox. che freewheels, for example, between a shaft and the housing or to connect two shafts if necessary. Also, on each shaft, preferably on the drive shaft or on the output shaft, a wear-free brake, such as a hydraulic or electric retarder or the like, be arranged, which is particularly important for use in commercial vehicles of particular importance. Also may be provided to drive additional units on each shaft, preferably on the drive shaft or the output shaft, a power take-off. Another advantage of the automatic transmission according to the invention is that on each shaft additionally an electric machine as a generator and / or as an additional drive machine can be attached.

The switching elements used can be designed as a load-shifting clutches or brakes. In particular, non-positive clutches or brakes, such as e.g. Multi-plate clutches, band brakes and / or cone clutches are used. As switching elements but also positive brakes and / or clutches, such. Synchronizations or jaw clutches are used.

The invention will be explained in more detail below with reference to the drawings by way of example. Identical or comparable components are also provided with the same reference numerals. Show it:

Figure 1 is a schematic representation of a first embodiment of an automatic transmission according to the invention;

Figure 2 is an exemplary circuit diagram for the transmission according to

FIG. 1;

Figure 3 shows the circuit diagram of Figure 2 with respect to Figure 2 modified stationary gear ratios;

Figure 4 is a schematic representation of a second embodiment of an automatic transmission according to the invention; Figure 5 is a schematic representation of a third embodiment of an automatic transmission according to the invention;

FIG. 6 shows an exemplary detailed construction (gear cut) of FIG

Transmission according to Figure 5;

FIG. 6A shows a gear cut detail from FIG. 6;

Figure 7 shows the detailed construction of Figure 6 with marked

Amount of change compared to one of the

DE 1 0 2005 002 337 A1 derived series transmission;

Figure 8 is a schematic representation of a fourth embodiment of an automatic transmission according to the invention;

9 shows an exemplary detailed construction (gear cut) of

Transmission according to Figure 8;

FIG. 9A shows a gear cut detail from FIG. 9;

Figure 1 0 is a table with Planetenradsatztyp combinations derived from the transmission of Figure 1;

Figure 1 1 is a schematic representation of a fifth embodiment of an automatic transmission according to the invention, with a plus planetary gear set and three minus planetary gear sets;

Figure 1 2 is a schematic representation of a sixth embodiment of an automatic transmission according to the invention, with a plus planetary gear and three minus planetary gear sets;

Figure 1 3 is a schematic representation of a seventh embodiment of an automatic transmission according to the invention, with a plus planetary gear set and three minus planetary gear sets;

Figure 14 is a schematic representation of an eighth embodiment of an automatic transmission according to the invention, with an additional switching element; Figure 15 is an exemplary circuit diagram of the transmission according to

Figure 14;

Figure 1 6 is a table with Planetenradsatztyp combinations, derived from the transmission of Figure 14;

Figure 17 is a schematic representation of a ninth embodiment of an automatic transmission according to the invention, with a positive planetary gear set and three minus planetary gear sets; and

Figure 18 is a schematic representation of a tenth embodiment of an automatic transmission according to the invention, with a plus planetary gear and three minus planetary gear sets.

In Figure 1, the wheel set of a 9-speed automatic transmission is shown as a first embodiment of an automatic transmission according to the invention. The transmission comprises a drive shaft AN, an output shaft AB, four planetary gear sets RS1, RS2, RS3, RS4 and six shift elements A, B, C, D, E, F, which are all arranged in a housing GG of the transmission. All four planetary gear sets RS1, RS2, RS3, RS4 are designed as simple minus planetary gear sets. A minus planetary gearset has known planetary gears that mesh with sun and ring gear of this planetary gear set. The ring gears of the four planetary gear sets RS1, RS2, RS3, RS4 are designated H01, H02, H03 and H04, the sun gears S01, S02, S03 and S04, the planetary gears PL1, PL2, PL3 and PL4, and the planetary gear carriers where said planet wheels are rotatably mounted, with ST1, ST2, ST3 and ST4.

Accordingly, each of the four planetary gear sets RS1, RS2, RS3, RS4 comprises a first, a second and a third element, wherein in the embodiment shown in Figure 1, the respective first elements of the four planetary gear sets all as sun gears, each second elements of the four planetary gear sets. wheelsets all as planet carrier, and the respective third elements of the four planetary gear sets are all formed as ring gears.

Including drive shaft AN and output shaft AB, the automatic transmission according to the invention has a total of nine rotatable shafts, which are designated 1 to 9.

The switching elements A and B are designed as brakes, which are both executed in the illustrated embodiment as frictionally switchable multi-disc brake, in another embodiment can also be designed as frictionally switchable band brake or, for example, as a form-locking switchable claw or cone brake. The switching elements C, D, E and F are designed as clutches, which are all executed in the illustrated embodiment as frictionally switchable multi-plate clutch, in another embodiment, for example, as a form-fitting switchable claw or cone clutch can be performed. With these six switching elements A to F is a selective switching of nine forward gears and one reverse gear feasible, which will be explained later with reference to Figure 2 in more detail.

With regard to the coupling of the individual elements of the four planetary gear sets RS1, RS2, RS3, RS4 with each other and to the drive and output shafts AN, AB is provided in the embodiment of Figure 1 following: The planet ST4 of the fourth planetary gearset RS4 and the drive shaft AN are rotationally fixed or torsionally elastic connected to each other and form the designated 1 first shaft of the automatic transmission. The planet carrier ST3 of the third planetary gearset RS3 and the output shaft AB are rotationally fixed or rotationally elastic connected to each other and form the designated second shaft 2 of the automatic transmission. The sun gear S01 of the first planetary gearset RS1 and the sun gear S04 of the fourth planetary gearset RS4 are rotationally fixed or torsionally connected with each other and The third shaft, also called the "first coupling shaft", of the automatic transmission, forms the ring gear H01 of the first planetary gearset RS1, the fourth shaft of the automatic transmission labeled 4. The ring gear H02 of the second planetary gearset RS2 and the sun gear S03 of the third planetary gearset RS3 are rotationally fixed or torsionally elastic connected to each other and form the designated fifth wave 5 - also called "second coupling shaft" - the automatic transmission. The planet carrier ST1 of the first planetary gearset RS1 and the ring gear H03 of the third planetary gearset RS3 are rotationally fixed or rotationally connected to one another and form the sixth shaft, also referred to as the "third coupling shaft" of the automatic transmission 6. The ring gear H04 of the fourth planetary gearset RS4 forms with 7. The planet carrier ST2 of the second planetary gear set RS2 forms the eighth shaft of the automatic transmission designated 8. The sun gear S02 of the second planetary gear set RS2 forms the ninth shaft of the automatic transmission designated 9.

With regard to the coupling of the six switching elements A to F to the thus described shafts 1 to 9 of the transmission and the gearbox GG is provided in the automatic transmission according to the invention shown in Figure 1 the following: The first switching element A is in the power flow between the third shaft 3 and Gear housing GG arranged. The second switching element B is arranged in the power flow between the fourth shaft 4 and the transmission housing GG. The third switching element C is arranged in the power flow between the fifth shaft 5 and the first shaft 1. The fourth switching element D is arranged in the power flow between the eighth shaft 8 and the second shaft 2. The fifth switching element E is arranged in the power flow between the seventh shaft 7 and the eighth shaft 8. Finally, the sixth switching element F is arranged in the force flow between the seventh shaft 7 and the ninth shaft 9. In the embodiment shown in Figure 1, the four planetary gear sets RS1, RS2, RS3, RS4 seen in the axial direction in the defined order "RS1, RS4, RS2, RS3" arranged coaxially one behind the other, wherein drive shaft AN and output shaft AB are arranged coaxially to each other and The first planetary gearset RS1 forms the drive wheel set of the automatic transmission and the third planetary gearset RS3 the gearset of the automatic transmission close to the output. This arrangement "RS1, RS4, RS2, RS3" advantageously makes it possible for the three planetary gear sets RS1, RS2, RS4 to only have one Shaft of the automatic transmission are centered in the axial direction.

In principle, the spatial arrangement of the switching elements within the transmission is arbitrary and is limited only by the dimensions and the external shape of the gear housing GG. Accordingly, the component arrangement shown in Figure 1 is expressly to be understood as just one of many possible component arrangement variants. Numerous suggestions for this find the expert, for example, in the already mentioned documents DE 10 2005 002 337 A1 and DE 10 2007 055 808 A1. The exemplary embodiment illustrated in Figure 1 is particularly well suited for installation in a motor vehicle with what is referred to as a "standard drive ^" because of the slim housing structure The component arrangement illustrated in Figure 1 is based on the automatic transmission disclosed in Figure 4 of DE 10 2005 002 337 A1 ,

As can be seen from FIG. 1, the two planetary gear sets RS1 and RS4 adjoin one another directly. The two brakes A, B are in the illustrated embodiment, spatially seen axially juxtaposed in a region radially above the here near-drive planetary gear set RS1, wherein the brake B is arranged substantially radially over the first planetary gearset RS1. In this case, the disk packs of these two brakes A, B have an at least similar diameter here by way of example. The brake A can also be structurally simple in a drive-close housing wall of the transmission housing GG be integrated. As already indicated, the spatial arrangement of the two brakes A, B shown in FIG. 1 is to be understood as exemplary. Thus, to save axial length of the transmission in another embodiment, for example, be provided that at unchanged axially juxtaposed disk packs, the brake A at least partially in a region radially above the first planetary gearset RS1 and the brake B at least partially in a region radially above fourth planetary gear set RS4 is arranged. In yet another embodiment may be provided, for example, that the two brakes A, B are not axially adjacent to each other, but partially radially superimposed or completely radially superimposed.

As can also be seen from FIG. 1, the two clutches C and D are spatially arranged in a region axially between the second planetary gearset RS2 adjacent to the fourth planetary gearset RS4 and the third planetary gearset RS3 close to the output. The disk set of the clutch D is spatially arranged approximately radially above the disk set of the clutch C, whereby both clutches C and D axially adjacent to the third planetary gear set RS3 (on the second planetary gear set RS2 side facing). In this case, the shaft 5, which forms the operative connection between the ring gear H02 of the second planetary gear set RS2 and the sun gear S03 of the third planetary gearset RS3, completely surrounds the clutch C in the axial direction, whereby the clutch C is arranged within a cylinder space defined by the shaft 5 is formed. Furthermore, the shaft 8, which forms the operative connection between the planet carrier ST2 of the second planetary gear set RS2 and the clutch D, completely surrounds the second planetary gear set RS2 and the clutch E in the axial direction. As already indicated, the spatial arrangement of the two clutches C and D shown in FIG. 1 is to be understood as exemplary. Thus, it may be expedient, depending on the space available for the installation of the transmission in the vehicle space, the clutches C and D axially adjacent to arrange, in which case the clutch D is arranged closer to the third planetary gearset RS3 as the clutch C and the disk sets of the two clutches C and D can be arranged on at least similar and large diameter.

As can also be seen from FIG. 1, the two clutches E and F are arranged spatially adjacent to the second planetary gearset RS2. The clutch E provided in the power flow between the planetary carrier ST2 of the planetary gear set RS2 and the ring gear H04 of the planetary gear set RS4 is spatially arranged in a region axially between the second planetary gearset RS2 and the fourth planetary gearset RS4, whereas the clutch F, which is only in the fifth forward gear is open and closed in all other gears and is therefore particularly well suited to be executed in the construction of a small-claw-type clutch, spatially seen in the area centrally within the sun gear S02 of the second planetary gearset RS2 is arranged. For the spatial arrangement of the two clutches E and F, reference is made at this point to the exemplary character of the representation selected in FIG. Of course, the expert can also place the two clutch E, F spatially elsewhere, especially when the clutch F is designed as a multi-plate clutch with a larger disk diameter. For example, the clutch E can also be arranged on the planetary gear set RS3 facing side of the planetary gearset RS2. Also, the clutch F may be disposed axially on one of the two sides next to the planetary gearset RS2, optionally axially adjacent or radially below the clutch E.

As can also be seen from FIG. 1, the planetary gear sets RS1, RS4 and RS3 are respectively centered centrally in the axial direction by at most one shaft of the transmission. Specifically, the planetary gear sets RS1 and RS4 are completely centered only centrally by the drive shaft AN or by the shaft 1 in the axial direction, wherein the drive shaft AN in its axial course, the third shaft 3, the seventh shaft 7 and a portion of the fifth shaft 5 passes through centrally. This is particularly advantageous on the one hand for the dimensioning of the drive shaft AN and the wheelsets, on the other hand also for the comparatively simple lubricant supply to the planetary gears of the four planetary gear sets RS1 to RS4 and for the comparatively simple pressure and lubricant supply to the four clutches E, F, D, C. Depending on the spatial position of the clutch F, it is also possible for the second planetary gear set RS2 to be completely centered in the axial direction only centrally by a shaft, in this case by the drive shaft AN or by the shaft 1.

As can be seen from Figure 1, the shaft 6 of the transmission, which forms the operative connection between the planet ST1 of the first planetary gear set RS1 and the ring gear H03 of the third planetary gear set RS3, overlaps in its axial course the fourth and second planetary gear sets RS4, RS2 and four clutches E, F, C, D complete.

2 shows an exemplary circuit diagram of the inventive 9-speed automatic transmission according to Figure 1 is shown. In each gear four switching elements are closed and two switching elements open. In addition to the switching logic, exemplary values for the respective gear ratios i of the individual gear stages and the incremental stages phi to be determined from them can also be taken from the circuit diagram. The specified ratios i result from the (typical) stationary gear ratios of the four planetary gear sets RS1, RS4, RS2, RS3 of minus 2.00; minus 1, 70; minus 1, 61 and minus 4.30. Furthermore, it can be seen from the circuit diagram that with sequential shift operation - ie when shifting up or down by one gear in each case - double shifting or group shifting is avoided since two gear stages adjacent to each other in the shifting logic always use two shifting elements together. The seventh forward gear is designed as a direct gear. The arithmetic efficiency of the 9-speed automatic transmission shown in Figures 1 and 2 is particularly good because in each gear only two of the total of six switching elements are not engaged and thereby the mandatory drag losses are effectively minimized at the open Reibschaltelementen. Typical values for the calculated transmission efficiency are 98.4% in first gear, 97.7% in second gear, 98.8% in third gear, 98.6% in fourth gear, 98.9% in fifth and sixth gears, 100 % in seventh gear, 99.4% in eighth gear and 99.2% in ninth gear.

When using other state translations of the individual planetary gears arise in the individual gear ratios other translations. An example of this is shown in FIG. 3, using the circuit diagram given in FIG. The translations i step increments phi given in FIG. 3 are based on the state ratios minus 2.0, minus 1, 70, minus 1, 61 and minus 4.50 for the four planetary gear sets RS1, RS4, RS2, RS3.

Figure 4 shows a second embodiment of an automatic transmission according to the invention. The wheel set of a 9-speed automatic transmission shown here corresponds to the kinematics of the wheelset of Figure 1, but with a modified spatial arrangement of the four planetary gear sets RS1, RS2, RS3, RS4 and six switching elements A, B, C, D, E, F.

Spatially seen, the sequence of the four individual coaxial with each other arranged planetary gear sets in Figure 4 is changed compared to Figure 1 to the effect that a defined order "second, fourth, first, third planetary gear" - ie an arrangement "RS2-RS4-RS1 -RS3 "- results. In this case, the second planetary gear set RS2 is exemplarily facing the drive side of the automatic transmission. This results in another spatial che arrangement of the switching elements within the gear housing GG. Thus, for example, the two brakes A and B are located in a region radially above the planetary gear sets RS1 and RS3, the three clutches C, E and F in an area axially between the planetary gear sets RS2 and RS4, and the clutch D exemplarily on the planetary gear set RS4 side facing away from the planetary gearset RS2.

Also indicated in Figure 4 is the good suitability of this arrangement for use in a vehicle with so-called "front-transverse drive" by the third planetary gearset RS3, for example, facing the drive side of the automatic transmission.

Figure 5 shows a third embodiment of an automatic transmission according to the invention. The wheel set of a 9-speed automatic transmission shown here corresponds to the kinematics of the wheelset of Figure 1, but with a modified spatial arrangement of the switching elements. Spatially speaking, the sequence of the four individual, arranged coaxially side by side planetary gear sets unchanged "first, fourth, second, third planetary gear", ie the arrangement "RS1 RS-RS2 RS3" as in Figure 1, wherein the first planetary gear set RS1 in turn the example Drive side of the automatic transmission is facing.

In comparison with FIG. 1, the spatial arrangement of the clutches C and D in the region between the two planetary gear sets RS2 and RS3 is modified on the one hand. Now, the clutches C and D are spatially axially juxtaposed, said applicable as the third switching element clutch C axially axially adjacent to the second planetary gearset RS2 and applicable as fourth switching element clutch D axially directly to the third planetary gearset RS3. For others, now both clutches E and F are spatially arranged in the region axially between the two planetary gear sets RS4 and RS2, wherein the friction element (here by way of example indicated as a disk set) of the fifth switching element applicable clutch E radially above the friction element (here exemplified as a disk set) of the applicable as the sixth switching element clutch F is arranged.

FIG. 6 shows a gear section of a practically executed detailed construction as an exemplary embodiment of the transmission diagram shown in FIG. Figure 6A shows an enlarged detail of this transmission section.

In general, an additional forward gear for an otherwise well-known automatic transmission only brings a significant customer benefit if the gain from the possible additional shift in the engine map of the motor vehicle by the additional gear is greater than the at least one additional switching element caused additional losses in the automatic transmission, provided the necessary amount of change compared to the basic transmission is economically tolerable. Starting from this consideration and starting from the real construction of the from the

DE 10 2005 002 337 A1 derived known 8-speed automatic transmission "8HP70" Applicant, the invention proposed in Figure 6 gearbox is the task to find a clutch assembly for the wheelset according to the invention, on the one hand only extremely small additional losses compared to the base gear causes, on the other hand, the use of as many common parts and as many of the same manufacturing processes allowed and possibly also in the existing space can be installed.

According to the inventive wheel set with the clutch F in the power flow between shaft 7 (ring gear H04 of the fourth planetary gear set RS4) and shaft 9 (sun gear S02 of the second planetary gearset RS2) and the clutch E in the power flow between shaft 7 (ring gear H04 of the fourth planetary gearset). Radsatzes RS4) and shaft 8 (web ST2 of the second planetary gear set RS2), there are four possibilities for the arrangement of the hydraulic actuation of these two clutches E and F provided for servo devices:

1 . Servo clutch E to shaft 7 and servo clutch F to shaft 7

2. Servo clutch E on shaft 7 and servo clutch F on shaft 9

3. Servo clutch E on shaft 8 and servo clutch F on shaft 9

4. Servo clutch E on shaft 8 and servo clutch F on shaft 7

Only the first of the four arrangements allows a minimization of the inevitable additional transmission losses due to leakage and friction in the area of the pressure medium supply to the additional sixth switching element compared to the base gear. Only with arrangement one, it is namely possible to lead the pressure medium supply to the servos of the two clutches E and F coming from the drive shaft forth with only three equal diameter rectangular rings to the pressure chambers of these two servos. In addition, these three rectangular rings are placed on Au ßendurchmesser the drive shaft, so on the smallest possible diameter of a pressure medium supply in the transmission, which minimizes the friction losses that occur at the rectangular rings when rotating relative speed between their treads. As an alternative to the arrangement with three equal diameter rectangular rings from four equal diameter rectangular rings can be used with the advantage that then a possible mutual pressure influencing is effectively prevented at the two axially juxtaposed rotating pressure medium transfer points by the Leakage oil between the middle rectangular rings arising from the two axially middle rectangular rings is removed without pressure. In order to achieve this, in the detail construction proposed in FIG. 6, the two clutches E are combined to form an assembly that is spatially arranged in a region axially between the fourth and second planetary gear sets RS4, RS2, wherein a friction element LE embodied by way of example as a disk set Clutch E is arranged radially above a friction element LF of the clutch F designed by way of example as a disk set. This placement of the relative to the base gear additional clutch F radially within the clutch E, the dimensioning of the base gear ago essentially adopted, allows the arrangement of the fins of the clutch F to the smallest possible diameter, which has a positive effect on the drag losses of the clutch F in the open state ,

The outer disk carrier of the radially outer clutch E is rotationally connected directly to the ring gear H04 of the fourth planetary gearset RS4 and forms a portion of the shaft 7. Another portion of the shaft 7 forms an axially extending in the direction of the second planetary gearset RS2 hub, which also with rotationally is connected to the ring gear H04 of the fourth planetary gearset RS4, but also rotationally connected to the outer disk carrier of the radially inner clutch F is connected. The inner disk carrier of the radially outer clutch E forms a portion of the shaft 8 and is rotationally fixed to the planet carrier ST2 of the second planetary gear set RS2 and the inner disk carrier of the clutch D connected. In the embodiment shown here, inner disk carrier of the clutch E and planet ST2 are made in one piece. The inner disk carrier of the radially inner clutch F forms a portion of the shaft 9 and is rotationally connected to the sun gear S02 of the second planetary gear set RS2. The gear cut detail denoted by X in FIG. 6 is shown enlarged in FIG. 6A. In manufacturing technology advantageously this does not change compared to the base gear new assembly E / F adjacent to them fourth planetary gearset RS4, as provided for the base gear interface on ring gear H04 for direct coupling to the sun gear S02 of the second planetary gearset RS2 also for the coupling of the two new O ßenlamellenträger the couplings E and F is suitable.

The electrohydraulic control unit HSG directs the pressure medium provided by a transmission pump PU as required to the individual six switching elements A to F. The pressure medium supply lines pC, pD, pE and pF to the four clutches C, D and E are marked in FIG. 6 / 6A. The servo SC of the clutch C is supplied from the output shaft AB ago with pressure medium. The servo SD, SE and SF of the other three clutches D, E and F are supplied from the drive shaft AN ago with pressure medium. The servo devices SC, SD, SE and SF are structurally designed in a known manner, each with a (not identified in detail in the figure) pressure chamber and in each case one for compensating the pressure prevailing in the respective pressure chamber rotary pressure (in the figure unspecified) pressure compensation chamber. These pressure equalization spaces of the servo devices SC, SD, SE and SF are pressureless filled with lubricant, which is supplied from the drive shaft AN forth via the lubricant supply pS. In addition, supplies the lubricant supply pS in a known manner, the lubrication points in the transmission.

In FIG. 6 / 6A, it can be seen that both the servo device SE provided for actuating the friction element LE of the clutch E and the servo device SF provided for actuating the friction element LF of the clutch F are connected to a hub-shaped section rotationally fixed to the ring gear H04 of the fourth planetary gearset RS4 connected shaft 7 are added. Thus, ring gear H04, servo SE and servo SF constantly rotate at the same speed. In the embodiment shown here For example, the servo device SF is spatially arranged axially next to the servo device SE, an arrangement which proves to be optimal for the installation space given by the base gear unit. Alternatively, it can be provided, for example, in another constructive embodiment, that the servo device SE associated with the radially outer friction element LE is arranged spatially substantially radially above the servo device SF associated with the radially inner friction element LF.

To seal the rotating pressure medium transfer point between the drive shaft AN and the hub-shaped portion of the shaft 7, the previously mentioned variant with four equal diameter square rings is realized in the embodiment shown in Figure 6 / 6A. In FIG. 6A, the two rectangular rings assigned to the pressure medium feed line pE are denoted by RE and the two rectangular rings associated with the pressure medium feed line pF are denoted by RF.

Finally, FIG. 7 shows the detailed construction of FIG. 6, in which the extent of change in comparison with the serial transmission ^" 8HP70 ^" derived from DE 10 2005 002 337 A1 of the applicant is shown in bold lines Technical lesson requires only less component-side changes in order to develop this well-known 8-speed automatic transmission "8HP70" to a 9-speed automatic transmission, so that the additional necessary manufacturing-side investment in industrialization are extremely low. Good to see is that compared to the 8-speed automatic transmission "8HP70" additional sixth switching element in a particularly advantageous manner does not lead to an enlargement of the given gear housing, the invention further development despite the additional gear so space can be displayed and the gearbox GG opposite the base gear is unchanged. In the area of the interfaces of the new module E / F to the other transmission elements relatively few and structurally simple changes compared to the base gear are required. The trained as a pot-shaped cylinder shaft 6 is unchanged from the base gear. The ring gear H04 of the fourth planetary gear set RS4 is unchanged from the base gear. The one section of the shaft 8 forming composite inner disk carrier E / planet carrier ST2 is a new part. The other cylindrical portion of the shaft 8 forming cylindrical inner disk carrier of the clutch D is compared to the base gear axially shorter. The one section of the shaft 5 forming cylindrical outer plate carrier of the clutch C is compared to the base gear axially also shorter. The sun gear S02 near hub portion of a portion of the shaft 1 forming Innenlamel- carrier of the clutch C is slightly adapted to allow the storage of the inner disk carrier of the opposite the base gear additional clutch F. The hub in the ring gear H04 mounted and a portion of the shaft 7 forming hub with Au ßenlamellenträger the clutch E and O ßenlamellenträger the clutch F is a new part. Likewise, the servo devices of the two clutches E and F are new parts. The one part of the shaft 9 forming inner disc carrier of the opposite the base gear additional clutch F is a new part; the sun gear S02 connected to this inner disk carrier and forming another section of the shaft 9 is modified in the region of this coupling with respect to the base gear.

Due to the over the base gear additional switching element a redesign of the electro-hydraulic control unit HSG is required, but many elements of the base control unit can be used.

Particularly advantageous in terms of manufacturing technology is the modular capability of the new transmission concept. From the proposed in Figure 6 9-speed automatic transmission can be in a very simple way an 8-speed Derive automatic transmission. As already stated above, the construction of the ring gear H04 of the fourth planetary gear set RS4 provided in FIG. 6 is also suitable for direct coupling to the sun gear S02 of the second planetary gear set RS2, so that the omission of the clutch F in favor of the coupling of the ring gear H04 and then unchanged The outer ring carrier of the clutch E, which is connected to the ring gear H04, now requires only a changed hub of the shaft 7 and a modified sun gear S02 directly on the sun gear S02. The drive shaft 1 can be used in spite of the no longer required in the 8-speed automatic transmission bore for the pressure medium supply pF as a common part. The electro-hydraulic control unit HSG for the 8-speed variant is the control unit known from the basic transmission "8HP70".

Figure 8 shows a fourth embodiment of an automatic transmission according to the invention. The wheel set diagram of a 9-speed automatic transmission shown here corresponds to the kinematics of the wheel set diagram of FIG. 1 and is similar to the wheel set diagram of FIG. 5. In contrast to FIG. 5, however, FIG. 8 provides that the seventh shaft 7 is connected to the inner disk carrier of the multi-disk clutch E and with the Au ßenlamellenträger the multi-plate clutch F is connected. Accordingly, the outer plate carrier of the multi-plate clutch E is now connected to the eighth shaft 8, while the inner plate carrier of the multi-plate clutch F is now connected to the ninth shaft 9. This structural design allows for the clutches E, F a common plate carrier, the inner disks of the clutch E, a servo not shown here for closing the disk set of the (radially outer) clutch E, the outer disk of the clutch F and not shown here Servo device for closing the disk set of the (radially inner) clutch F receives. This structural design allows in a particularly advantageous manner, a space-saving nested arrangement of the clutches E and F and a leakage loss poor pressure and lubricant supply to all switching elements, which will be explained in more detail below.

FIG. 9 shows a gear section of a practically executed detailed construction as an exemplary embodiment of the transmission diagram shown in FIG. The gear cut detail denoted by X in FIG. 9 is shown enlarged in FIG. 9A. It can be clearly seen that both clutches E are combined to form an assembly, which is spatially arranged in a region axially between the fourth and second planetary gear set RS4, RS2, comprising the disk set LE of the clutch E, the servo unit SE provided for closing the disk pack LE Coupling E, the disk set LF of the clutch F, the servo unit SF of the clutch F provided for closing the disk pack LF, and a common disk carrier for accommodating the inner disks of the disk pack LE, the outer disks of the disk pack LF, the servo device SE and the servo device SF. While the disk sets LE, LF of the assembly are arranged radially one above the other (disk set LE radially via disk set LF), the servo devices SE, SF of the module are arranged axially next to one another (servo SE adjacent to the fourth planetary gearset RS4, servo device SF adjacent to the second planetary gearset RS2).

The common (here one-piece) plate carrier has a on the drive shaft AN (shaft 1) rotatably mounted hub, which is rotationally connected to the ring gear H04 of the fourth planetary gearset RS4 and forms a portion of the shaft 7. The Au ßenlamellenträger the clutch E is rotationally connected to the planet carrier ST2 of the second planetary gearset RS2 and rotationally connected to the inner disk carrier of the clutch D and forms a portion of the shaft 8. The inner disk carrier of the clutch F is rotationally connected to the sun gear S02 of the second planetary gear set RS2 and forms a section of the shaft 9. In this way, in the exemplary embodiment illustrated in FIG. 9, the ring gear H04 of the fourth planetary gear tenradsatzes RS4, provided for actuating the friction element LE of the fifth switching element E servo SE and provided for actuating the friction element LF of the sixth switching element F servo SF constantly at the same speed, the same as in the embodiment previously shown in Figure 6 / 6A.

Furthermore, FIG. 9 / 9A shows that the electrohydraulic control unit HSG supplies the pressure medium provided by a transmission pump PU as required to the individual six switching elements A to F. The pressure medium supply lines to the four clutches C, D, E and F are at pC, pD, pE and pF are marked. The servo SC of the clutch C and the servo SE of the clutch E are supplied by the drive shaft AN forth with pressure medium. The servo SD of the clutch D and the servo SF of the clutch F are supplied from the output shaft AB ago with pressure medium. The servo devices SC, SD, SE and SF are structurally designed in a known manner, each with a (not identified in detail in the figure) pressure chamber and in each case one for compensating the pressure prevailing in the respective pressure chamber rotary pressure (in the figure unspecified) pressure compensation chamber. These pressure equalization spaces of the servo devices SC, SD, SE and SF are pressureless filled with lubricant, which is supplied from the drive shaft AN forth via the lubricant supply pS. In addition, supplies the lubricant supply pS in a known manner, the lubrication points in the transmission.

It can also be seen in FIG. 9 that the switching element A is designed as a multi-disc brake, while the switching element B is designed as a claw brake.

Alternatively to the proposed in Figures 5 to 9 training the two clutches E and F as multi-plate clutches may also be provided in another embodiment of the invention that the clutch e is formed as a fifth switching element of the automatic transmission as a multi-plate clutch, while the clutch F is formed as the sixth switching element of the automatic transmission as a positive coupling - for example in the form of a dog clutch -. In this case, it is advantageous if the clutches E and F are both arranged adjacent to the second planetary gear set RS2 and the clutch F is spatially arranged in a region radially below the friction element (ie the disk set) of the clutch E. Alternatively, the jaw clutch F spatially seen also be arranged at least partially in a region centrally within the sun gear of the second planetary gearset RS2.

If the clutch F is designed as a positive clutch, it is advantageous with respect to the gear changes using the switching logic shown in Figures 2 and 3, when in an upshift from the fifth forward gear, in which the (dog) clutch F is not torque carrying is, in the sixth forward speed, in which the (dog) clutch F is a torque-leading, during this 5-6 upshift first a reverse to the fourth forward gear and then a 4-6 direct shift to the sixth forward gear is carried out. From the switching sequence her forth this 4-6 direct circuit corresponds to a simple overlap circuit with a shutdown friction clutch (here clutch E) and a snapping friction clutch (here clutch C). In principle, this 4-6 direct circuit thus corresponds to the 4-5 upshifting of the

DE 10 2005 002 337 A1 known 8-speed automatic transmission, on the basis of which the present invention has arisen.

The illustrated in Figure 1 embodiment of all four planetary gear sets RS1, RS2, RS3, RS4 as a simple minus planetary gear sets is to be understood as exemplary. Without changing the kinematics of the wheelset system, one or more of the negative planetary gear sets can be substituted by plus planetary gear sets. FIG. 10 shows a table with such planetary wheelset-type variations that lead to a technically meaningful transmission structure. In the following, three of these examples are explained in more detail. All variants listed in the table can switch nine forward gears and one reverse gear via the shift logic shown in FIG.

Figure 1 1 shows a fifth embodiment of an automatic transmission according to the invention. The wheel set of a 9-speed automatic transmission shown here corresponds to the kinematics of the wheelset of Figure 1, but with modified structural design of the first planetary gear set RS1. The switching logic of this second embodiment is therefore the same as shown in Figure 2 and Figure 3. While retaining the exemplary spatial arrangement of the four planetary gear sets RS1, RS2, RS3, RS4 adopted from FIG. 1 coaxially next to one another with the defined sequence "first, fourth, second, third planetary gearset" (ie arrangement "RS1-RS4-RS2-RS3") and while largely maintaining the exemplary arrangement shown in Figure 5 of the six switching elements A, B, C, D, E and F, the first planetary gear set RS1 is now designed as a plus planetary gear, while the other three planetary gear sets RS4, RS 2 and RS3 opposite Figure 1 are executed unchanged as minus planetary gear sets.

As can be seen in FIG. 11, the first element of the first planetary gearset RS1, which can be connected to the housing GG via the brake A, is the sun gear S01 of the first planetary gearset RS1, as in FIG. Thus form

Sun gear S01 and the adjacent sun gear S04 as in Figure 1, the applicable as a first coupling shaft third shaft 3 of the transmission. In contrast to FIG. 1, the second element of the first planetary gearset RS1, which together with the ring gear H03 of the third planetary gearset RS3 forms the sixth shaft 6 of the transmission which is the third coupling shaft, is now the ring gear H01 of the first planetary gearset RS1. Furthermore, in contrast to FIG. 1, the third element of the first planetary gearset RS1 which can be connected via the brake B to the transmission housing GG is now the planetary gear carrier. ger ST1 of the first planetary gearset RS1. Thus, the planetary gear carrier ST1 now forms the fourth shaft 4 of the transmission. Thus, in Figure 1 1, the coupling of web and ring gear of the first planetary gear set with respect to Figure 1 reversed, with the same kinematics of the wheelset.

Figure 12 shows a sixth embodiment of an automatic transmission according to the invention. The wheel set diagram of a 9-speed automatic transmission shown here again corresponds to the kinematics of the wheelset scheme of FIG. 1. While retaining the exemplary spatial arrangement of the four planetary gear sets RS1, RS2, RS3, RS4 adopted from FIG. 1 coaxially next to each other with the defined order "first, fourth, second, third planetary gearset" (ie arrangement "RS1 -RS4-RS2-RS3") and While largely maintaining the exemplary spatial arrangement of the six switching elements A, B, C, D, E and F illustrated in FIG. 5, the fourth planetary gear set RS4 is now designed as a plus planetary gear set, while the other three planetary gear sets RS1, RS2 and RS3 are compared with FIG unchanged as negative planetary gear sets are executed.

As can be seen in FIG. 12, the first element of the fourth planetary gearset RS4, which can be connected to the housing GG via the brake A, is the sun gear S04 of the fourth planetary gearset RS4, as in FIG. Thus, sun gear S04 and the sun gear S01 adjacent thereto form, as in FIG. 1, the third shaft 3 of the transmission which is the first coupling shaft. In contrast to FIG. 1, the second element of the fourth planetary gearset RS4, which is permanently connected to the first shaft 1 or the drive shaft AN, is now the ring gear H04 of the fourth planetary gearset RS4. Furthermore, in contrast to FIG. 1, the third element of the first planetary gear set RS1 (permanently connected to clutch E and clutch F) of the transmission now constitutes the planet carrier ST1 of the fourth planetary gear set RS4. Thus, in Figure 12, the coupling of web and ring gear of the fourth planetary tenradsatzes compared with Figure 1 reversed, with the same kinematics of the wheelset.

Figure 13 shows a seventh embodiment of an automatic transmission according to the invention. The wheel set of a 9-speed automatic transmission shown here also corresponds to the kinematics of the wheelset of Figure 1. While retaining the exemplary spatial arrangement of the four planetary gear sets RS1, RS2, RS3, RS4 adopted from FIG. 1 coaxially next to each other with the defined order "first, fourth, second, third planetary gearset" (ie arrangement "RS1 -RS4-RS2-RS3") and While largely maintaining the example shown in Figure 5 spatial arrangement of the six switching elements A, B, C, D, E and F now the second planetary gearset RS2 is designed as a plus planetary gear, while the other three planetary gear sets RS1, RS4 and RS3 with respect to FIG unchanged as negative planetary gear sets are executed.

As can be seen in FIG. 13, the first element of the second planetary gearset RS2 (constantly connected to clutch F) of the second planetary gear set RS2, as in FIG. 1, is the sun gear S02 of the second planetary gearset RS2. In contrast to FIG. 1, the second element of the second planetary gearset RS2 (constantly connected to clutch D and clutch E), the second shaft 8 of the transmission, is now the ring gear H02 of the second planetary gearset RS2. Furthermore, in contrast to Figure 1, the third element of the second planetary gearset RS2, which together with the sun gear S03 of the third planetary RS3 forms the second coupling shaft valid (and constantly connected to the clutch C) fifth shaft 5 of the transmission, now the planet ST2 of the second planetary gearset RS2. Thus, in Figure 13, the coupling of web and ring gear of the second planetary gear set is reversed compared to Figure 1, with the same kinematics of the wheelset. From this manual, the expert will easily generate those listed in Figure 10 variants in which, in contrast to Figure 1, Figure 1 1, Figure 12 and Figure 13 two or three of the four individual planetary gear sets are designed as positive planetary gear sets. To maintain the kinematics of the wheelset only the first element of each negative planetary gear set as sun gear, the second element of each minus planetary gear set as planet carrier and the third element of each minus planetary gear set must be formed as a ring gear, while the first element of each plus planetary as Sun gear, the second element of each plus planetary gear set must be designed as a ring gear and the third element of each plus planetary gear as a planet carrier.

FIG. 14 shows an eighth embodiment of an automatic transmission according to the invention. With the aim of a further forward gear without significantly changing the transmission structure specified in FIG. 1 and having to significantly increase the required overall length of the transmission, an additional seventh shifting element G is provided starting from the transmission diagram shown in FIG formed as a coupling and is arranged in the power flow between the first shaft 1 (drive shaft AN) and the eighth shaft 8 of the transmission. As a result, an additional forward gear below the known from Figure 2 first gear is achieved, so an additional starting gear with a translation greater than the translation of the first known from Figure 2 first gear.

As in FIG. 1, in the exemplary embodiment illustrated in FIG. 14, all four planetary gear sets RS1, RS2, RS3, RS4 are designed as simple minus planetary gear sets, each of which has a first, a second and a third element, that is to say each a sun gear, a planet carrier and a ring gear. The first elements are all designed as sun gears, the second elements all as planet carrier and the third elements all as ring gears. The spatial arrangement of the four planetary gear sets RS1, RS2, RS3, RS4 coaxial side by side with the defined order "first, fourth, second, third planetary gear" (ie arrangement "RS1 RS-RS2 RS3") is taken from Figure 1 unchanged.

As can be seen further from FIG. 14, the spatial arrangement of the six switching elements A, B, C, D, E and F is essentially taken from FIG. In contrast to Figure 5, the clutches E and F are now arranged axially adjacent to one another on an at least similar diameter and have, for example, a common outer disk carrier.

As can also be seen from FIG. 14, the clutch G arranged in the force flow between the drive shaft AN (or shaft 1) and the planet carrier ST2 (shaft 8) is spatially arranged in a region axially between the first planetary gearset RS1 and the fourth planetary gearset RS4. This allows the arrangement of the disk set of the clutch G, which - as will be explained later, is closed only in the first forward gear and then has to transmit a relatively large torque - on a comparatively large diameter, similar to the diameter of the two ring gears H01 and H04. Correspondingly, the section of the eighth shaft 8, connected here by way of example with the outer disk carrier of the clutch G and the planet carrier ST2 of the second planetary gearset RS2, completely overlaps the fourth planetary gearset RS4, whereby the planetary gearset RS4 and the clutch G are arranged within a cylinder space passing through this section Wave 8 is formed. The pressure and lubricant supply to the clutch G can be realized in a structurally simple manner with low leakage via the drive shaft AN and the planet carrier ST4 of the fourth planetary gearset RS4, which is constantly connected to the drive shaft.

The spatial arrangement of the clutch G shown here is exemplary in nature; Of course, the skilled person, the clutch G also otherwise spatially place. For example, the clutch G may be spatially arranged in a region axially between the second planetary gear set RS2 and the fourth planetary gear set RS4, adjacent to the clutch E. In particular, when the clutch G is designed in the form of a dog clutch, it makes sense that Clutch G axially adjacent to the second planetary gearset RS2 in a range axially between the second planetary gearset RS2 and the third planetary gearset RS3 to arrange, ie near the clutch C.

The proposed in Figure 14 extension of the transmission to a seventh switching element G is also with the proposed in Figure 4 spatial arrangement of the four coaxially arranged side by side planetary gear sets RS1, RS2, RS3, RS4 with the defined order "second, fourth, first, third planetary gear set" (ie arrangement "RS2-RS4-RS1 -RS3") can be combined. In order to realize here the connection of the clutch G from the first shaft 1 (drive shaft AN) to the eighth shaft 8 (planet carrier ST2), the clutch G can be arranged in a region axially between the second planetary gearset RS2 and the fourth planetary gearset RS4, preferably axially adjacent to the second planetary gearset RS2, viewed in the axial direction next to the clutch C and optionally radially over the clutch E.

FIG. 15 shows an exemplary circuit diagram of the inventive 10-speed automatic transmission according to FIG. In each gear four switching elements are closed and three switching elements open. Furthermore, it can be seen from the circuit diagram that with sequential shift operation - that is to say when shifting up or down by one gear in each case - so-called group shifting is avoided since two gear stages adjacent to one another in the shift logic always use two shift elements together. The first forward gear is well suited as a so-called crawler with a small overall ratio for a large traction. The eighth forward gear is as formed direct gear, so see three forward gears with overdrive character available.

The illustrated in Figure 14 embodiment of all four planetary gear sets RS1, RS2, RS3, RS4 as a simple minus planetary gear sets is to be understood as exemplary. Without changing the kinematics of the wheelset system, one or more of the negative planetary gear sets can be substituted by plus planetary gear sets. FIG. 16 shows a table with such planetary gear set type variations, which leads to a technically meaningful gear construction. In the following, two of these examples are explained in more detail. All variants listed in the table can switch ten forward gears and one reverse gear via the shift logic shown in FIG.

FIG. 17 shows a ninth embodiment of an automatic transmission according to the invention. The wheel set of a 10-speed automatic transmission shown here corresponds to the kinematics of the wheel set of Figure 14, but with modified constructive design of the first planetary gear set RS1. The switching logic of this second embodiment is therefore the same as shown in FIG. While maintaining the exemplary spatial arrangement of the four planetary gear sets RS1, RS2, RS3, RS4 adopted from FIG. 14 coaxially next to one another with the defined sequence "first, fourth, second, third planetary gearset" (ie arrangement "RS1 -RS4-RS2-RS3") and while retaining the exemplary spatial arrangement of the seven switching elements A, B, C, D, E, F and G adopted from FIG. 14, the first planetary gear set RS1 is now designed as a plus planetary gear set, while the other three planetary gear sets RS4, RS2 and RS3 are opposite Figure 1 are executed unchanged as minus planetary gear sets.

As can be seen in FIG. 17, the first element of the first planetary gearset RS1, which can be connected to the housing GG via the brake A, is the sun gear SO1 of the first planetary gearset RS1, as in FIG. Thus, special NEN wheel S01 and the adjacent sun gear S04 as shown in Figure 14, the applicable as a first coupling shaft third shaft 3 of the transmission. In contrast to FIG. 14, the second element of the first planetary gearset RS1, which together with the ring gear H03 of the third planetary gearset RS3 forms the sixth shaft 6 of the transmission, which is the third coupling shaft, is now the ring gear H01 of the first planetary gearset RS1. Furthermore, in contrast to FIG. 14, the third element of the first planetary gearset RS1 which can be connected via the brake B to the transmission housing GG is now the planet carrier ST1 of the first planetary gearset RS1. Thus, now the planetary wheel carrier ST1 forms the fourth shaft 4 of the transmission. Thus, in Figure 17, the coupling of the planet carrier and ring gear of the first planetary gear set is interchanged with respect to Figure 14, with the same kinematics of the wheelset.

Figure 18 shows a tenth embodiment of an automatic transmission according to the invention. The wheel set diagram of a 10-speed automatic transmission shown here corresponds in turn to the kinematics of the wheel set scheme of FIG. 14. Maintaining the exemplary spatial arrangement of the four planetary gear sets RS1, RS2, RS3, RS4 coaxial with the defined sequence "first, fourth , second, third planetary gear set "(ie arrangement" RS1-RS4-RS2-RS3 ") and while maintaining the example taken from Figure 12 spatial arrangement of the seven switching elements A, B, C, D, E, F and G is now the second Planetary gear set RS2 designed as a plus planetary gear set, while the other three planetary gear sets RS1, RS4 and RS3 are compared to Figure 14 unchanged as minus planetary gear sets.

As can be seen in FIG. 18, the first element of the second planetary gear set RS2 (constantly connected to clutch F) of the transmission is the sun gear SO2 of the second planetary gearset RS2, as in FIG. In contrast to Figure 14 is the (constantly with the three Couplings D, E, G connected) eighth shaft 8 of the transmission second element of the second planetary gear set RS2 now the ring gear H02 of the second planetary gearset RS2. Furthermore, in contrast to Figure 14, the third element of the second planetary gearset RS2, which together with the sun gear S03 of the third planetary RS3 forms the second coupling shaft valid (and constantly connected to the clutch C) fifth shaft 5 of the transmission, now the planet ST2 of the second planetary gearset RS2. Thus, in Figure 18, the coupling of the planet and the ring gear of the second planetary gear set is reversed compared to Figure 14, with the same kinematics of the wheelset.

From this manual, the expert will easily generate the variant listed in Figure 1 6, in which, in contrast to Figure 14, Figure 17 and Figure 18 two of the four individual planetary gear sets are designed as positive planetary gear sets and two of the four individual planetary gear sets. To maintain the kinematics of the wheelset system here only the first element of each negative planetary gear set as sun gear, the second element of each negative planetary gear as planet carrier and the third element of each negative planetary gear set must be formed as a ring gear, while the first element of each plus planetary as Sun gear, the second element of each plus planetary gear set must be designed as a ring gear and the third element of each plus planetary gear as a planet carrier.

REFERENCE CHARACTERS

1 first wave

2 second wave

3 third shaft, first coupling shaft

4 fourth wave

5 fifth shaft, second coupling shaft

6 sixth shaft, third coupling shaft

7 seventh wave

8th wave

9th ninth wave

A first switching element, first brake

B second switching element, second brake

C third switching element, first clutch

D fourth switching element, second clutch

E fifth switching element, third clutch

F sixth switching element, fourth clutch

AN drive shaft

AB output shaft

GG housing

RS1 first planetary gear set

S01 Sun gear of the first planetary gear set

ST1 planet carrier of the first planetary gear set

PL1 planet gears of the first planetary gear set

H01 ring gear of the first planetary gear set RS2 second planetary gear set

502 sun gear of the second planetary gear set

ST2 planet carrier of the second planetary gear set

PL2 planet gears of the second planetary gear set

H02 ring gear of the second planetary gear set

RS3 third planetary gear set

503 sun gear of the third planetary gear set

ST3 planet carrier of the third planetary gear set

PL3 planet gears of the third planetary gear set

H03 ring gear of the third planetary gear set

RS4 fourth planetary gear set

504 sun gear of the fourth planetary gear set

ST4 planet carrier of the fourth planetary gear set

PL4 planet gears of the fourth planetary gear set

H04 ring gear of the fourth planetary gear i Translation

phi increment pC pressure feed to the third switching element

pD pressure supply to the fourth switching element

pE pressure feed to the fifth switching element

pF pressure supply to the sixth switching element

pS lubrication pressure supply

HGS electro-hydraulic control unit

PU gear pump

LE friction element. Disc pack of the fifth switching element

LF friction element. Disc pack of the sixth switching element RE square ring seal of the pressure feed to the fifth switching element

RF square ring seal of the pressure feed to the sixth switching element

SC servo device of the third switching element

SD servo of the fourth switching element

SE servo device of the fifth switching element

SF servo device of the sixth switching element

X Gear cut detail

Claims

Patent claims

1 . Automatic transmission in planetary construction, in particular for a motor vehicle, with a drive shaft (AN), with an output shaft (AB), with four planetary gear sets (RS1, RS2, RS3, RS4), the three elements (S01, ST1, H01, S02, ST2 , H02, S03, ST3, H03, S04, ST4, H04), as well as with six switching elements (A to F) whose selective closing effect different ratios between drive shaft (AN) and output shaft (AB), wherein

^■ a first coupling shaft (3) of the first planetary gear set (RS1) is permanently connected to the fourth planetary gearset (RS4) connects,

^■ a second coupling shaft (5) the second planetary gearset (RS2) is permanently connected with the third planetary gearset (RS3),

^■ a third coupling shaft (6) set with the first planetary gear set (RS1) connects the third planetary gearset (RS3),

^■ the drive shaft (AN) is permanently connected to the fourth planetary gear set (RS4),

^■ the output shaft (AB) is constantly connected to the third planetary gear set (RS3),

^■ the first planetary gear set (RS1) is directly connected to two switching elements (A, B),

^■ the second planetary gearset (RS2) having four switching elements (C, D, E, F) is directly connected,

^■ the third planetary gear set (RS3) is directly connected to two switching elements (C, D),

^■ the fourth planetary gearset (RS4) having four switching elements (A, C, E, F) is directly connected,

^■ the drive shaft (AN) is directly connected to a switching element (C), and

^■ the output shaft (AB) is directly connected to a switching element (D).

2. Automatic transmission according to claim 1, characterized in that a seventh switching element (G) is provided which is directly connected to the drive shaft (AN) and the second and fourth planetary gear set (RS2, RS4).

3. automatic transmission in planetary design, in particular for a motor vehicle, with a drive shaft (AN), with an output shaft (AB), with four planetary gear sets (RS1, RS2, RS3, RS4), each having three elements (S01, ST1, H01; S02 , ST2, H02, S03, ST3, H03, S04, ST4, H04) as well as with seven switching elements (A to G) whose selective closing effect different ratios between drive shaft (AN) and output shaft (AB), wherein

^■ the second planetary gearset (RS2) with five shift elements (C, D, E, F, G) is directly connected,

^■ the fourth planetary gearset (RS4) with five switching elements (A, C, E, F, G) is directly connected,

^■ the drive shaft (AN) is directly connected to two switching elements (C, G), and ^■ the output shaft (AB) is directly connected to a switching element (D).

4. Automatic transmission according to claim 1, 2 or 3, characterized in that

^■ the first switching element (A) is directly connected to the first and fourth planetary gear set (RS1, RS4),

^■ the second switching element (B) is directly connected to the first planetary gearset (RS1),

^■ the third switching element (C) is directly connected to the second, third and fourth planetary gear set (RS2, RS3, RS4) and the drive shaft (AN),

^■ the fourth shift element (D) is directly connected to the second and third planetary gear sets (RS2, RS3) and the output shaft (AB),

^■ the fifth switching element (E) is directly connected to the second and fourth planetary gear set (RS2, RS4), and

^■ the sixth switching element (F) with the second and fourth planetary gear set (RS2, RS4) is directly connected.

5. Automatic transmission according to one of the preceding claims, characterized in that the fourth and fifth switching element (D, E) are connected directly to each other.

6. Automatic transmission according to one of the preceding claims, characterized in that the fifth and sixth switching element (E, F) are connected directly to each other.

7. Automatic transmission according to one of the preceding claims, characterized in that the second planetary gear set (RS2) by simultaneous closing of two switching elements (E, F) is blockable, such that the rotational speeds of the sun gear (S02), planet carrier (ST2) and ring gear (H02) of the second planetary gear set (RS2) are identical.

8. Automatic transmission according to claim 7, characterized in that the second planetary gear set (RS2) by simultaneous closing of the fifth and sixth switching element (E, F) is blockable.

9. Automatic transmission according to one of the preceding claims, characterized in that in each gear four of the switching elements are closed and opened at a change of a gear in the following higher or lower gear only one of the previously closed switching elements and a previously open switching element is closed ,

10. Automatic transmission according to claim 1 and claim 9, characterized in that nine forward gears and one reverse gear are switchable, wherein

^■ in the first forward gear, the first, second, third and sixth shift elements (A, B, C, F) are torque-conducting,

^■ in the second forward gear, the first, second, fifth and sixth shifting elements (A, B, E, F) are torque-conducting,

^■ in the third forward gear, the second, third, fifth and sixth shifting elements (B, C, E, F) are torque-conducting,

^■ in the fourth forward gear, the second, fourth, fifth and sixth shift elements (B, D, E, F) are torque-conducting,

^■ in the fifth forward gear, the second, third, fourth and fifth shift elements (B, C, D, E) are torque-conducting,

^■ in the sixth forward gear, the second, third, fourth and sixth shifting elements (B, C, D, F) are torque-conducting,

^■ in the seventh forward gear, the third, fourth, fifth and sixth shifting elements (C, D, E, F) are torque-conducting,

^■ in the eighth forward gear, the first, third, fourth and sixth shift elements (A, C, D, F) are torque-conducting,

^■ in the ninth forward gear, the first, fourth, fifth and sixth switching element (A, D, E, F) are torque-conducting, and ^■ in reverse, the first, second, fourth and sixth switching element (A, B, D, F) are torque-conducting.

1 1. Automatic transmission according to claim 2 or 3 and claim 9, characterized in that ten forward gears and one reverse gear are switchable, wherein

^■ in the first forward gear, the first, second, sixth and seventh switching elements (A, B, F, G) are torque-conducting,

^■ in the second forward gear, the first, second, third and sixth shifting elements (A, B, C, F) are torque-conducting,

^In the third forward gear, the first, second, fifth and sixth shifting elements (A, B, E, F) are torque-conducting,

^■ in the fourth forward gear, the second, third, fifth and sixth shift elements (B, C, E, F) are torque-conducting,

^■ in the fifth forward gear, the second, fourth, fifth and sixth shifting elements (B, D, E, F) are torque-conducting,

^■ in the sixth forward gear, the second, third, fourth and fifth shift elements (B, C, D, E) are torque-conducting,

^■ in the seventh forward gear, the second, third, fourth and sixth shift elements (B, C, D, F) are torque-conducting,

^■ in the eighth forward gear, the third, fourth, fifth and sixth shifting elements (C, D, E, F) are torque-conducting,

^■ in the ninth forward gear, the first, third, fourth and sixth switching elements (A, C, D, F) are torque-conducting,

^■ in the tenth forward gear, the first, fourth, fifth and sixth switching element (A, D, E, F) are torque-conducting, and

^■ in reverse, the first, second, fourth and sixth switching element

(A, B, D, F) are torque-conducting.

12. Automatic transmission according to one of the preceding claims, characterized in that the first coupling shaft (3), the first element of the first Planetary gear set (RS1) constantly connects to the first element of the fourth planetary gear set (RS4).

13. Automatic transmission according to one of the preceding claims, characterized in that the second coupling shaft (5) connects the third element of the second planetary gear set (RS2) constantly with the first element of the third planetary gear set (RS3).

14. Automatic transmission according to one of the preceding claims, characterized in that the third coupling shaft (6) connects the third element of the third planetary gear set (RS3) constantly with the second element of the first planetary gear set (RS1).

15. Automatic transmission according to one of the preceding claims, characterized in that the drive shaft (AN) is constantly connected to the second element of the fourth planetary gear set (RS4).

1 6. automatic transmission according to one of the preceding claims, characterized in that the output shaft (AB) is constantly connected to the second element of the third planetary gear set (RS3).

17. Automatic transmission according to one of the preceding claims, characterized in that the first switching element (A) in the power flow between the first element of the first planetary gear set (RS1) and the housing (GG) is arranged.

18. Automatic transmission according to one of the preceding claims, characterized in that the second switching element (B) in the power flow between the third element of the first planetary gear set (RS1) and the housing (GG) is arranged.

19. Automatic transmission according to one of the preceding claims, characterized in that the third switching element (C) in the power flow between the first element of the third planetary gear set (RS3) and the drive shaft (AN) is arranged.

20. Automatic transmission according to one of the preceding claims, characterized in that the fourth switching element (D) in the power flow between the second element of the second planetary gear set (RS2) and the second element of the third planetary gear set (RS3) is arranged.

21. Automatic transmission according to one of the preceding claims, characterized in that the fifth switching element (E) in the power flow between the second element of the second planetary gear set (RS2) and the third element of the fourth planetary gear set (RS4) is arranged.

22, automatic transmission according to one of the preceding claims, characterized in that the sixth switching element (F) in the power flow between the first element of the second planetary gear set (RS2) and the third element of the fourth planetary gear set (RS4) is arranged.

23. Automatic transmission according to one of claims 2 to 22, characterized in that the seventh switching element (G) in the power flow between the second element of the second planetary gear set (RS2) and the drive shaft (AN) is arranged.

24. Automatic transmission according to one of claims 1 to 23, characterized in that all four planetary gear sets (RS1, RS2, RS3, RS4) are designed as minus planetary gear sets.

25. Automatic transmission according to one of claims 1 to 23, characterized in that one of the four planetary gear sets (RS1, RS2, RS3, RS4) is designed as a plus-planetary, while the other three planetary gear sets are designed as negative planetary gear sets.

26. Automatic transmission according to claim 25, characterized in that the first or the second or the fourth planetary gear set (RS1, RS2, RS4) is designed as a positive planetary gear set.

27. Automatic transmission according to one of claims 1 to 23, characterized in that two of the planetary gear sets are designed as positive planetary gear sets and the other two planetary gear sets as negative planetary gear sets.

28. Automatic transmission according to claim 27, characterized in that the first and second planetary gear set (RS1, RS2) is designed as a positive planetary gear set.

29. Automatic transmission according to one of claims 1 to 23, characterized in that the third planetary gear set (RS3) is designed as a minus planetary gear, while the first, second and fourth planetary gear set (RS1, RS2, RS4) are designed as positive planetary gear sets.

30. Automatic transmission according to one of the preceding claims, characterized in that

^■ the second element of each minus planetary gear set is designed as a planet carrier, while the second element of each plus planetary gear set is designed as a ring gear,

31. Automatic transmission according to one of claims 1 to 30, characterized in that the planetary gear sets (RS1, RS2, RS3, RS4) are arranged coaxially with each other and in the axial direction one behind the other in an order "RS2, RS4, RS1, RS3".

32. Automatic transmission according to one of claims 1 to 30, characterized in that the planetary gear sets (RS1, RS2, RS3, RS4) are arranged coaxially to each other and in the axial direction one behind the other in an order "RS1, RS4, RS2, RS3".

33. automatic transmission according to claim 31 or 32, characterized in that fifth switching element (E) spatially seen in a range axially between the fourth and second planetary gear set (RS4, RS2) or in a region axially between the second and third planetary gear set (RS2, RS3 ) is arranged.

34. Automatic transmission according to claim 31, 32 or 33, characterized in that the sixth switching element (F) spatially seen immediately adjacent to the second planetary gear set (RS2) is arranged in a range axially between the fourth and second planetary gear set (RS4, RS2) or in a range axially between the second and third planetary gear set (RS2, RS3) or in a region centrally within the sun gear (S02) of the second planetary gear set (RS2).

35. automatic transmission according to one of claims 31 to 34, characterized in that the fifth and sixth switching element (E, F) as spatially seen in a range axially between the fourth and second planetary gear set (RS4, RS2) arranged multi-plate clutches are formed, wherein a Friction element (LE) of the fifth switching element (E) radially above a friction element (LF) of the sixth formwork element (F) is arranged.

36. Automatic transmission according to one of the preceding claims, characterized in that the ring gear (H04) of the fourth planetary gear set (RS4), one for actuating the friction element (RE) of the fifth switching element (E) provided for servo device (SE) and one for actuating the friction element (RF) of the sixth switching element (F) provided servo device (SF) constantly rotate at the same speed.

37. Automatic transmission according to claim 36, characterized in that provided for actuating the friction element (LF) of the sixth switching element (F) provided servo device (SF) spatially axially adjacent to that for actuating the friction element (LE) of the fifth switching element (E) Servo device (SE) is arranged.

38. automatic transmission according to one of claims 1 to 34, characterized in that the fifth switching element (E) is designed as a multi-plate clutch and that the sixth switching element (F) is designed as a positive coupling,

wherein in an upshift to a forward gear, in which the sixth switching element (F) is not a torque leading, in a next higher gear from the gear stage target gear, in which the sixth switching element (F) is a torque-leading, in the course of this upshift first a downshift tion in the next from the gear stage forward lower forward gear and then a direct circuit is carried out in the target gear.

39. automatic transmission according to claim 38, characterized in that the sixth switching element (F) spatially in a region radially below the friction element of the fifth switching element (E) is arranged.

40. automatic transmission according to one of claims 31, 33 to 39, characterized in that the seventh switching element (G) spatially in a Axially between the fourth and second planetary gear set (RS4, RS2) is arranged, axially adjacent to the second planetary gear set (RS2).

41. Automatic transmission according to one of claims 32 to 39, characterized in that seventh switching element (G) spatially in a range axially between the second and fourth planetary gear set (RS2, RS4) is disposed adjacent to the fifth switching element (E).

42. Automatic transmission according to one of claims 32 to 39, characterized in that seventh switching element (G) spatially in a range axially between the first and fourth planetary gear set (RS1, RS4) is arranged, axially adjacent to the fourth planetary gear set (RS4).

43. Automatic transmission according to one of claims 32 to 39, characterized in that seventh switching element (G) spatially in a range axially between the second and third planetary gear set (RS2, RS3) is arranged, axially adjacent to the second planetary gear set (RS2).