JP2002323097A - Automatic transmission for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the irregularity of a gear ratio step caused by jump-over of transmission steps when gear train steps of an automatic transmission are reduced in number, and thus to improve its controllability. SOLUTION: The automatic transmission for an automobile is provided with an input route T1 of a first velocity ratio, an input route T2 of a second velocity ratio that is smaller than but approximate to the first velocity ratio, a set of 4-unit planetary gears, a clutch C-1 for transmitting the rotation of the input route T2 to fourth unit S3, assuming these four units to be the first unit to fourth unit in the order of velocity on a velocity diagram, a clutch C-3 for transmitting it to the first unit S2, a clutch C-2 for transmitting the rotation of the input route T1 to the second unit C2, a brake B-1 for stopping the first unit, a brake B-2 for stopping the second unit, and an output shaft connected with the third unit R3. The simultaneously engaged transmission steps, i.e., the clutch C-1 where the second velocity ratio is inputted and the clutch C-2 where the first velocity ratio is inputted, are jumped over to obtain the transmission steps of five forward velocities.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a multi-stage automatic transmission mounted on a vehicle, and more particularly, to a gear train thereof.

[0002]

2. Description of the Related Art There is a demand for an automatic transmission mounted on a vehicle to have multiple stages in order to ensure drivability and to improve fuel efficiency which is indispensable for energy saving. In order to meet such demands, it is necessary to further reduce the number of shift elements and the number of engagement elements per gear stage of the gear train. Therefore, a compact gear train that achieves six forward speeds and one reverse speed by operating a planetary gear set consisting of the minimum number of elements by five engagement elements consisting of three clutches and two brakes is disclosed in Japanese Patent Application Laid-Open No. Hei 4 (1994). No. 219553. According to the gear train according to this proposal, a wide gear ratio width and a cross gear ratio can be obtained by achieving six forward speeds from deceleration to acceleration with respect to the input rotation by two inputs having different speed ratios to the planetary gear set. The ratio can be achieved, and high performance can be obtained in driving force and fuel efficiency.

[0003]

In the case where the automatic transmission is commonly used as the fifth-speed gear train by using the mechanism of the sixth-speed gear train, in particular, the planetary gear set and each engagement element as they are, the basics are the same. Referring to FIG. 5 which is a speed diagram assuming a planetary gear set configuration of a six-speed gear train and its operation, first to sixth speeds (1ST to
6TH), the gear ratio can be shared by skipping one gear position in the middle and shifting gears. However, simply skipping gears results in irregular gear ratio steps. Also,
In the sixth gear train, the third speed (3RD) and the fifth speed (5TH) are achieved by engagement of the clutch (C-3) for inputting reduced rotation to one sun gear S2. The fourth speed (4TH), which is intermediate between the first and second speeds, is achieved by releasing the clutch. Therefore, during the upshift from the lowest speed to the highest speed, it is necessary to repeat the operation of engaging and releasing the clutch twice. , Poor controllability. In addition, this clutch (C
At the time of the fourth gear stage (4TH) in which -3) is released, the sun gear S2 idles at a high speed, the members connected thereto rotate at a high speed, and the relative rotation between the hub and the drum of the clutch also increases. And the load on the clutch increases, resulting in severe durability.

Accordingly, the present invention prevents irregular gear ratio steps caused by skipping gears when reducing the number of gear trains in a multi-stage automatic transmission, thereby maintaining a good gear ratio step while maintaining a good gear ratio step. The purpose is to improve controllability.

[0005]

To achieve the above object, an automatic transmission for a vehicle according to the present invention comprises a first input path having a fixed first speed ratio with respect to the rotation of an input shaft. , First
4 comprising a combination of a second input path having a fixed second speed ratio different from the speed ratio of
The rotation from the second input path is transmitted to the fourth element, with the planetary gear set of the elements and the four elements of the planetary gear set as first to fourth elements according to the arrangement order of each element on the velocity diagram. A first clutch, a third clutch that transmits to the first element, a second clutch that transmits rotation from the first input path to the second element, a first brake that locks the first element, A first clutch for inputting a second speed ratio and an input of the first speed ratio in an automatic vehicle transmission having a second brake for locking the element and an output shaft connected to the third element. The shift speed achievable by simultaneous engagement of the second clutch is regarded as an unused shift speed, and the number of shift speeds is reduced.

In the above configuration, the second speed ratio is set to the first speed ratio.
, The first speed is established by the engagement of the first clutch and the second brake, the second speed is established by the engagement of the first clutch and the first brake, and the third speed is established by the engagement of the first clutch and the third clutch. Speed, the fourth speed is established by engagement of the third clutch and the second clutch.
It is effective that the fifth speed is achieved by engaging the second clutch and the first brake.

Further, in the above configuration, there is provided a deceleration planetary gear for decelerating the rotation from the input shaft and outputting the decelerated planetary gear. It is effective to adopt a configuration in which the input path from the axis is the first input path.

Further, in the above configuration, the planetary gear set may further include a carrier supporting both the first element and the long pinion meshing with the sun gear and the second element and the short pinion meshing with the long pinion.
It is effective to use a Ravigneaux gear set in which a ring gear meshes with a long pinion and another sun gear meshes a fourth element with a short pinion.

[0009]

According to the structure of the first aspect,
Since repetition of engagement and disengagement during the upshift of the third clutch for inputting the rotation of the second speed ratio can be eliminated, the controllability of the shift is improved. In addition, since the rotation of the first element of the planetary gear set and the third clutch at or above the second speed ratio does not occur through all the speeds, high-speed rotation of the first element and members connected thereto can be prevented,
Further, since the relative rotation of the third clutch can be reduced, the durability of the gear train is improved.

According to the second aspect of the present invention, the gear ratio step between the gear stages having a skipped gear stage can be reduced, whereby the gear ratio step from the lowest gear to the highest gear can be achieved. Can be prevented from becoming irregular.

Further, according to the third aspect of the present invention, the gear ratio step between the two gear stages sandwiching the skipping gear stage can be performed without changing the gear ratio setting of the planetary gear set only by changing the gear ratio of the reduction planetary gear. Can be adjusted, so that it is possible to reduce the number of gears while following a good gear ratio step by setting multiple gear ratios.

Further, in the configuration according to the fourth aspect, since the reverse rotation of the long pinion and the short pinion of the planetary gear set does not occur throughout all the forward gears, a large rotation change due to the forward and reverse rotation of these two pinions during gear shifting. As a result, the load on the bearings supporting these pinions is reduced, and the durability is improved. Also, for similar reasons,
Stirring of lubricating oil in the planetary gear set is also reduced,
Oil temperature rise and rotational resistance also decrease.

[0013]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 3 show an embodiment in which the present invention is embodied as a vertical automatic transmission for a front engine rear drive (FR) vehicle.

This gear train is composed of a three-element torque converter 2 with a lock-up clutch and a speed change mechanism 1. The torque converter 2 includes a pump impeller 21, a turbine runner 22, and a stator 23, and the turbine runner 22 of the torque converter 2 is connected to the input shaft 11 of the speed change mechanism 1.

The transmission mechanism 1 includes a first input path T1 having a fixed first speed ratio (in this embodiment, a speed ratio 1 directly connected to the input shaft) with respect to the rotation of the input shaft 11, A fixed second speed ratio different from the speed ratio (reduction ratio in this embodiment)
A second input path T2 having a combination of a plurality of planetary gears, a four-element planetary gear set (in this embodiment, a Ravigneaux type planetary gear set) G, and four elements of the planetary gear set G are represented by a velocity diagram (see FIG. 3). ) First to fourth according to the arrangement order of the above elements
The first clutch (C-1) transmitting the rotation from the second input path T2 to the fourth element S3, the third clutch (C-3) transmitting the rotation to the first element S2, and the first A second clutch (C-2) for transmitting the rotation from the input path T1 to the second elements C2 and C3, a first brake (B-1) for locking the first element S2, and a second element C2. , C3, and an output shaft 19 connected to the third element R3 (R2).

The gear train further includes a deceleration planetary gear G1 for decelerating the rotation from the input shaft 11 and outputting the decelerated planetary gear. The input path passing through the deceleration planetary gear is a second input path T2, and does not pass through the deceleration planetary gear. The input path from the input shaft 11 is a first input path T1.

The four elements constituting the planetary gear set G include a first element S2 having a large diameter sun gear and second elements C2 and C3.
Is long pinion gear P2 and short pinion gear P3
Integrated carrier, supporting the third element R3 together
(R2) is a ring gear, the fourth element S3 is a small diameter sun gear, the long pinion gear P2 and the short pinion gear P3 are externally meshed with each other, the short pinion P3 is externally meshed with the small diameter sun gear S3, and the long pinion P2 is a large diameter sun gear S2. Are in external engagement with the ring gear R3.

The reduction planetary gear G1 is of a simple three-element planetary type, and has a carrier C1 supporting a sun gear S1 and a pinion gear P1 which meshes with the sun gear S1.
And a ring gear R1 with which the pinion gear P1 meshes internally. In this embodiment, in order to use the ring gear R1 as an input element, the gear R1 is connected to the input shaft 11, and the carrier C1 is provided as an output element to the second input path T2 on the drum side of the first clutch (C-1). The sun gear S1 is connected to the transmission case 10 as a reaction force element.

The first clutch (C-1) has a multi-plate construction, and its drum side is connected to the reduction planetary gear G as described above.
And the third clutch (C
The hub side is connected to the small-diameter sun gear S3 via the power transmission member 12.

The second clutch (C-2) also has a multi-plate construction, and its drum side is connected to the input shaft 11, and its hub side is connected to the carriers C2 and C3 of the planetary gear set G.

Similarly, the third clutch (C-3) has a multi-plate construction, and its hub side is connected to the carrier C1 of the reduction planetary gear G1 via the drum of the first clutch (C-1), and the drum side is the planetary gear. The large-diameter sun gear S2 of the set G is connected via a power transmission member 13.

The first brake (B-1) also has a multi-plate construction, and its hub side is connected to the large-diameter sun gear S2 of the planetary gear set G via the drum of the third clutch (C-3). From the connection relationship between C-3) and the planetary gear set G, the large-diameter sun gear S2 of the planetary gear set G is locked to the transmission case 10.

The second brake (B-2) is connected to the carriers C2 and C3 of the planetary gear set G via an inner race of a one-way clutch (F-1) described later on the hub side.
The carrier C2 and C3 of the planetary gear set G are locked to the transmission case 10 in parallel with the one-way clutch (F-1).

In the gear train shown in the figure, the one-way clutch (F) is arranged in parallel with the second brake (B-2).
-1), which avoids complicated hydraulic control for changing the gripping of the second brake (B-2) and the first brake (B-1) at the time of 1 → 2 shift. 2 brakes (B-
In order to simplify the release control of 2), the first brake (B-
The one-way clutch (F-1) having directionality in engagement and release with respect to the rotation direction in which the engagement force is naturally released with the engagement of 1) is used, and the second brake (B-
It is equivalent to 2).

The automatic transmission having the above-described structure performs a shift based on the vehicle load in a range of gears corresponding to the range selected by the driver under the control of an electronic control unit and a hydraulic control unit (not shown). FIG. 2 shows the engagement and disengagement of each clutch and brake indicated by an abbreviation in FIG.
FIG. 3 graphically shows the shift speeds achieved by a symbol (representing the release without a mark) and the gear ratios of the respective shift speeds. The gear ratio in this chart is
Sun gear S1 and ring gear R of reduction planetary gear G1
1 gear ratio λ ₁ = 0.333, planetary gear set G
The large-diameter sun gear S2 and the ring gear R3 (R2), ie, the simple-side gear ratio λ ₂ = 0.458, and the small-diameter sun gear S3 and the ring gear R3 (R2), ie, the double-side gear ratio λ ₃ =
Illustrate the case set to 0.375, the input-output gear ratio in this case is the first speed _{(1ST) :( 1 + λ 1} ) / λ 3 = 3.556 second speed (2ND) :( ₁ + λ 1 ) (Λ ₂ + λ ₃ ) / λ ₃
(1 + λ ₂ ) = 2.032 Third speed (3RD): 1 + λ ₁ = 1.333 (3.5th speed (3.5TH): (1 + λ ₁ ) / (1 + λ)
₁₋ λ ₁ λ ₃ ) = 1.103) Fourth speed (4TH): (1 + λ ₁ ) / (1 + λ ₁ + λ ₁ λ)
₂ ) = 0.897 Fifth speed (5TH): 1 / (1 + λ ₂ ) = 0.686 Reverse (REV) :−( 1 + λ ₁ ) / λ ₂ = −2.909, and the total gear spread is 5.19. Becomes The gear ratio step is 1.75 between the first and second speeds,
1.52 for the 3rd gear, 1.49 for the 3rd to 4th gear, 4th gear
1.31 for 5th speed.

FIG. 3 is a speed diagram showing the relationship between the shift speed achieved by the engagement of each clutch and brake (indicating the engagement by ●) and the speed ratio of each element at that time. Show. The vertical axis in the speed diagram indicates each element of the reduction planetary gear G1 and the planetary gear set G, and the width in the horizontal direction between the respective axes indicates the relationship of the gear ratio, and the vertical position indicates the speed ratio. By the way, reduction planetary gear G1
Is fixed (speed ratio 0), and the ring gear R
1 (speed ratio 1), the carrier C1 is rotated at a reduced speed (the point where the speed ratio of the sun gear S1 is 0 and the ring gear R).
(A speed ratio at the intersection of a straight line connecting the point with the speed ratio 1 of 1 and the vertical line representing the carrier C1) is output.
The engagement of the clutch (C-1) causes the input to the small-diameter sun gear S3 of the planetary gear set G, and the second brake (B
Carriers C2 and C3 are locked by locking of -2) (speed ratio 0)
In this case, the ring gear R3 (R2) is shifted to the first speed (1S
The reduced rotation of T) is output, indicating that the large-diameter sun gear S2 idles with the reverse rotation (speed ratio-) with respect to the small-diameter sun gear S3 and the ring gear R3 (R2).

As can be seen with reference to FIGS. 2 and 3, the first speed (1ST) is engaged with the first clutch (C-1) and the second brake (B-2) (in this embodiment, As can be seen from the operation table, the second brake (B-2)
The automatic engagement of the one-way clutch (F-1) is used instead of the engagement of the second brake (B-2). The reason for this is as described above. ). In this case, referring to FIG. 1, the rotation reduced from the input shaft 11 via the reduction planetary gear G1 is input from the second input path T2 to the small-diameter sun gear S3 via the first clutch (C-1), and the one-way rotation is performed. The carrier C2, C3 locked by the engagement of the clutch (F-1) takes a reaction force, and the reduced rotation of the ring gear R3 (R2) at the maximum reduction ratio is output to the output shaft 19. At this time, the large-diameter sun gear S2
Idles in the opposite direction to the input rotation, and the third
Since the drum of the clutch (C-3) also rotates at the negative speed ratio, the relative speed ratio with the hub that rotates forward at the second speed ratio is 1.364 in the illustrated gear ratio setting.

The next second speed (2ND) is achieved by engagement of the first clutch (C-1) and the first brake (B-1). In this case, the reduced-speed rotation from the second input path T2 is input to the small-diameter sun gear S3 via the first clutch (C-1), and the large-diameter sun gear locked by engagement of the first brake (B-1). S2 takes a reaction force, and the ring gear R3
The decelerated rotation of (R2) is output to the output shaft 19. The speed ratio at this time is larger than the first speed (1ST). At this time, the carriers C2 and C3 rotate in the same direction as the input rotation, but the speed ratio is as small as 0.338 in the illustrated gear ratio setting. Further, the relative speed ratio between the hub and the drum of the third clutch becomes equal to the speed ratio of the reduced rotation.

Next, the third speed (3RD) is achieved by simultaneous engagement of the first clutch (C-1) and the third clutch (C-3). In this case, the decelerated rotation of the second input path T2 via the deceleration planetary gear G1 is performed by the first clutch (C-
1) is input to the small diameter sun gear S3 via the third clutch (C-3), and is also input to the large diameter sun gear S2 via the third clutch (C-3). Therefore, the planetary gear set G is in a directly connected state, and its rotation is output from the ring gear R3 (R2). Output to axis 19. The speed ratio in this case becomes equal to the speed ratio of the carrier C1 of the reduction planetary gear G1.

The next fourth speed (4TH) is achieved by simultaneous engagement of the third clutch (C-3) and the second clutch (C-2). In this case, on the one hand, the non-reduced rotation of the first input path T1 from the input shaft 11 is input to the carriers C2 and C3 via the clutch (C-2), and on the other hand, the speed is reduced from the input shaft 11 via the reduced planetary gear G1. The rotation of the second input path T2 is input to the large-diameter sun gear S2 via the clutch (C-3), and the reaction force rotation of the ring gear R3 (R2) due to the two input rotations is performed as the speed-up rotation and the output shaft 19 is rotated.
Is output to At this time, the small-diameter sun gear S3 idles in the same direction as the input rotation, but the relative speed ratio between the hub and the drum of the first clutch (C-1) is set to 0.1 in the illustrated gear ratio setting.
It is as small as 556.

Next, the fifth speed (5TH) is achieved by engagement of the second clutch (C-2) and the first brake (B-1). In this case, the non-reduced rotation from the input shaft 11
The rotation of the ring gear R3 (R2), which is input to the carriers C2 and C3 via the clutch (C-2) and takes a reaction force on the large-diameter sun gear S2 locked by the engagement of the first brake (B-1), increases. It is output to the output shaft 19 as a high speed rotation. At this time, the small-diameter sun gear S3 idles in the same direction as the input rotation, but the relative speed ratio between the hub and the drum of the first clutch (C-1) becomes the maximum at 1.472 in the illustrated gear ratio setting. .
On the other hand, the relative speed ratio between the hub and the drum of the third clutch (C-3) is as small as 0.750 in the illustrated gear ratio setting.

The reverse (REV) is achieved by engagement of the third clutch (C-3) and the second brake (B-2). In this case, the rotation reduced from the input shaft 11 via the reduction planetary gear G1 is input to the large-diameter sun gear S2 via the third clutch (C-3), and the brake (B-2)
The reverse rotation of the ring gear R2 (R3) that takes a reaction force on the carriers C2 and C3 locked by the engagement is output to the output shaft 19, and the reverse is achieved. In this case, the reaction force applied to the carriers C2 and C3 is in the reverse rotation direction to the first speed (1ST) in the engine drive state, so that the engagement of the one-way clutch (F-1) as in this shift speed. A match cannot be substituted. In this regard, similarly, the carrier C2,
The same applies to the engine coast state where the reaction force applied to C3 is in the opposite direction. Therefore, as shown in the engagement chart of FIG. 2, in the engine brake state in which the engagement is indicated by a mark, even in the first speed, the engagement of the one-way clutch (F-1) is required to achieve the engine brake. By the second
Brake (B-2) engagement cannot be substituted.

As can be seen from the above description of operation, in this gear train, the shift is performed by skipping the 3.5th speed (shown by a dotted line on the speed diagram), which is the 4th speed in the 6th speed gear train. Engagement, release, engagement during upshift of the third clutch (C-3) for inputting deceleration rotation
Repeated disengagement is eliminated, and the third clutch (C-3) can be engaged in both the third and fourth speeds during the upshift. Therefore, complicated engagement and disengagement of the third clutch (C-3) is achieved. There is no operation, and the controllability of shifting is improved. In addition, the third clutch (C
-3) The deceleration rotation from the second input path T2 via
Speed ratio), the rotation of the sun gear S having a large inertia mass due to its large diameter can be prevented.
2 and the high-speed rotation of the members connected thereto are eliminated, and the relative speed ratio between the hub and the drum of the third clutch (C-3) is also reduced. The durability is improved. Also,
Not only when shifting is performed sequentially, but also when performing a jump shift in which a predetermined gear is skipped, a change in the rotation of the sun gear S2 can be reduced, so that shift controllability is improved.

Further, referring to the speed diagram, the inclination of the dotted line representing the 3.5th speed is a downward slope which is opposite to the upward slope of the solid line representing the other forward gears. As can be seen from FIG.
And reverse rotation of the short pinion gear P3 in the torque transmission state occurs. By skipping this gear,
Since both the pinion gears P2 and P3 do not stop (at the third speed), reverse (at the 3.5th speed), or rotate forward (at the fourth speed) during the upshift, both pinion gears are supported. The load on the bearing is also reduced. Further, for the same reason, the agitation of the lubricating oil in the planetary gear set G is also reduced, so that an increase in the oil temperature is prevented and the rotational resistance of the gear is also reduced.

Further, in this gear train, by making the second speed ratio close to the first speed ratio, a gear stage (3rd-4th speed) in which a skipped gear stage (3.5th speed) is interposed is provided. ) Can be reduced, whereby irregularities in the gear ratio steps from the lowest gear to the highest gear can be prevented. This point will be described in more detail with reference to FIG.

FIG. 4 shows a change in the gear ratio step when the gear ratio of the reduction planetary gear is changed for a planetary gear set having a specific gear ratio setting. As shown in the figure, it is assumed that a good gear ratio step in a 6-speed (6-speed) gear train, that is, a setting in which the gear ratio step becomes narrower from the first gear (1st) to the sixth gear (6th) as the gear moves toward the higher gear. If the gear ratio lambda ₁ of the reduction planetary gear began to gradually decrease as the mutual relationship between the gear ratio steps of the first to third-speed is intact, narrowed gear ratio step between the first and fourth shift stages, first 5-6 The gear ratio steps between the 5th and 4th speeds gradually decrease while the gear ratio steps between the speeds gradually increase. Therefore, in consideration of these tendencies, it is possible to obtain a 5-speed (5-speed) gear train with good gear ratio steps skipping the fourth speed by selecting a specific gear ratio λ ₁ of the reduction planetary gear. it can. Incidentally, in the illustrated example, the gear ratio λ ₁ = 0.333 is the optimum gear ratio setting for the fifth speed gear train with respect to the gear ratio λ ₁ = 0.556 of the reduction planetary gear at the time of the sixth speed gear train.

As described above, according to the present embodiment, the gear ratio λ ₁ of the reduction planetary gear G1 is simply changed.
Without changing the setting of the gear ratios λ _{2 and} λ ₃ of the planetary gear set G, only the gear ratio step between the two gear stages (3rd to 4th speed) sandwiching the skipping gear stage (3.5th speed) is reduced. As a result, the fifth gear can be achieved with a good gear ratio step while following the good gear ratio step by setting the gear ratio of the sixth gear, and the planetary gear set G and each engagement element are shared, and the reduction planetary gear The gear train can be shared by replacing G1.

Although the present invention has been described in detail based on the form of a transmission for an FR vehicle, the present invention is not limited to these embodiments, but a front engine / front drive (trans engine) having a transaxle form. FF) It is naturally applicable to an automatic transmission for a vehicle or a rear-engine / rear-drive vehicle, and various concrete configurations are provided within the scope of the individual claims. Can be changed and implemented. For example, with respect to the two speed ratios, the second speed ratio may be the speed ratio of the input rotation, and the first speed ratio may be the speed ratio of the speed-up rotation to the speed ratio. In this case, the reduction planetary gear is replaced with the speed-up planetary gear. Can be dealt with. Further, as for the planetary gear set, the present invention can be applied based on a planetary gear set in which two of the six elements of the two simple planetary gears are interconnected to form four elements.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a gear train of an embodiment of a vehicle automatic transmission to which the present invention is applied.

FIG. 2 is a table showing an example of operation of a gear train and setting of a gear ratio according to the embodiment.

FIG. 3 is a velocity diagram of the gear train of the embodiment.

FIG. 4 is a graph showing a relationship between a gear ratio setting of a reduction planetary gear and a gear ratio step in the gear train of the embodiment.

FIG. 5 is a velocity diagram of a sixth gear train on which the embodiment is based.

[Explanation of symbols]

 T1 First input path T2 Second input path G Planetary gear set G1 Reduction planetary gear S2 Large-diameter sun gear (first element) C2, C3 Carrier (second element) R3 (R2) Ring gear (third element) S3 Small-diameter sun gear (Fourth element) C-1 First clutch C-2 Second clutch C-3 Third clutch B-1 First brake B-2 Second brake 11 Input shaft 19 Output shaft

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Masaaki Nishida 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd.・ Within AW Co., Ltd. (72) Inventor Hiroshi Kato 10th, Takane, Fujiimachi, Anjo, Aichi Prefecture Aisin Co., Ltd. (72) Tomohiro Miyamoto 10th, Takane, Fujiicho, Anjo, Aichi Prefecture F term in NW Corporation (reference) 3J028 EA27 EA28 EA30 EB13 EB31 EB37 FA06 FB03 FC13 FC17 FC24 FC62 GA01

Claims (4)

[Claims] 1. A first input path having a fixed first speed ratio with respect to rotation of an input shaft, and a second input path having a fixed second speed ratio different from the first speed ratio. A four-element planetary gear set consisting of a combination of a plurality of planetary gears; and the four elements of the planetary gear set as first to fourth elements according to the order of each element on the velocity diagram, from the second input path. A first clutch for transmitting the rotation of the first element to the fourth element, a third clutch for transmitting the rotation of the first element to the second element, a second clutch for transmitting the rotation from the first input path to the second element, A first clutch for inputting a second speed ratio in a vehicle automatic transmission having a first brake for locking, a second brake for locking a second element, and an output shaft connected to the third element; And the second clutch for inputting the first speed ratio The unused stage of the achievable shift speed by time engagement, an automatic transmission for a vehicle, characterized in that it reduced the number of speeds. 2. The method according to claim 1, wherein the second speed ratio is made close to the first speed ratio, and the first speed and the first speed are set by engagement of the first clutch and the second brake.
The second speed is established by the engagement of the clutch and the first brake, the third speed is established by the engagement of the first clutch and the third clutch, the fourth speed is established by the engagement of the third clutch and the second clutch, and the second clutch and the first brake are engaged. The automatic transmission for a vehicle according to claim 1, wherein the fifth speed is achieved by the engagement of the first transmission. 3. A deceleration planetary gear for decelerating and outputting rotation from an input shaft, wherein an input path from the deceleration planetary gear is the second input path, and an input path from the input shaft not passing through the deceleration planetary gear. The automatic transmission for a vehicle according to claim 1, wherein the first input path is the first input path. 4. The planetary gear set, wherein the first element is a sun gear, the second element is a carrier supporting both a long pinion meshing with the sun gear and the short pinion meshing with the long pinion, and the third element is a long pinion. 4. The automatic transmission for a vehicle according to claim 1, wherein the automatic transmission for a vehicle is constituted by a Ravigneaux-type gear set in which a meshing ring gear and a fourth element are another sun gear meshing with a short pinion.