JP2005061445A - Automatic transmission - Google Patents

Automatic transmission Download PDF

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Publication number
JP2005061445A
JP2005061445A JP2003207587A JP2003207587A JP2005061445A JP 2005061445 A JP2005061445 A JP 2005061445A JP 2003207587 A JP2003207587 A JP 2003207587A JP 2003207587 A JP2003207587 A JP 2003207587A JP 2005061445 A JP2005061445 A JP 2005061445A
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Japan
Prior art keywords
gear
pinion
additional
planetary gear
sun gear
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JP2003207587A
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Japanese (ja)
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JP4158637B2 (en
Inventor
Masahiro Hayabuchi
正宏 早渕
Masaaki Nishida
正明 西田
Satoru Kasuya
悟 糟谷
Toshihiko Aoki
敏彦 青木
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Aisin AW Co Ltd
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Aisin AW Co Ltd
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Priority to JP2003207587A priority Critical patent/JP4158637B2/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2097—Transmissions using gears with orbital motion comprising an orbital gear set member permanently connected to the housing, e.g. a sun wheel permanently connected to the housing

Abstract

<P>PROBLEM TO BE SOLVED: To provide automatic transmissions having different numbers of speeds capable of being produced quickly at low cost so as to meet the particular needs of each user by using a common basic constitution. <P>SOLUTION: The complex type planetary gear for shifting is structured so that an additional pinion is laid in line rigidly with a pinion borne by the first carrier C3 of the first planetary gear of a complex type planetary gear which forms the basic constitution, and if necessary, an additional sun gear S2 and an additional ring gear R2 are added to the basic constitution and meshed with the additional pinion, wherein the additional sun gear S2 and the additional ring gear R2 are made possible to be fixed selectively by the third B-3 and fourth brakes B-4, and thereby this automatic transmission is equipped with 7-9 forward speeds and 2-3 reversing speeds among which one can select any desired. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

【０００１】
【発明の属する技術分野】
本発明は、入力軸に連結可能とされた歯車減速装置及び変速用複式プラネタリギヤの各要素に連結されたクラッチ及びブレーキを係脱して入力軸の回転を複数段に変速して出力軸に伝達する自動変速機に関する。
【０００２】
【従来の技術】
入力軸が連結されたリングギヤ、トランスミッションケースに固定されたサンギヤ及びリングギヤとサンギヤとに噛合するピニオンを支承するキャリアからなる減速用シングルピニオンプラネタリギヤと、第１及び第２サンギヤ、第１サンギヤに直接噛合し第２サンギヤに中間ピニオンを介して噛合するロングピニオン、該ロングピニオン及び中間ピニオンを支承する共通キャリア、並びに前記ロングピニオンと噛合する共通リングギヤを有する変速用複式プラネタリギヤとを設け、該変速用複式プラネタリギヤの共通リングギヤを出力軸に常時連結し、入力軸の回転より回転数が減速された減速用シングルピニオンプラネタリギヤのキャリアの回転を変速用プラネタリギヤの第２及び第１サンギヤに第１及び第３クラッチにより選択的に伝達し、入力軸の回転を変速用複式プラネタリギヤの共通キャリアに第２クラッチにより選択的に伝達し、変速用複式プラネタリギヤの第１サンギヤ及び共通キャリアを第１及び第２ブレーキで選択的に固定して前進６段、後退１段のギヤ比を成立する自動変速機が特許文献１に開示されている。
【０００３】
【特許文献１】
特開平４−２１９５５３号公報（第〔００７０〕及び〔００７１〕欄、図１３）
【０００４】
【発明が解決しようとする課題】
上記従来の自動変速機は、全長が短く横置きエンジンの前輪駆動車に適している。しかし、近年は燃費及び動力伝達性能向上を図るため、或いは運転者の嗜好にマッチしたギヤ比を得るために、適切に離間した前進７段以上のギヤ比を成立することができる自動変速機が求められている。そして、このような状況下で、ニーズに応じてギヤ段数を容易に低コストで変更することが要求されている。
【０００５】
本発明は係る要望に応えるためになされたもので、基礎構成を共通にすることによりギヤ段数の異なる自動変速機をニーズに合わせて迅速に低コストで提供できるようにすることである。
【０００６】
【課題を解決するための手段】
上記の課題を解決するため、請求項１に係る発明の構成上の特徴は、入力軸に連結され入力軸の回転より回転数が小さい減速回転を減速回転部材に生成する歯車減速装置を設け、第１及び第２プラネタリギヤのサンギヤ、キャリア、リングギヤからなる各要素を２個ずつ直結して４要素とし、該４要素を速度線図においてギヤ比に対応した間隔で順次並べて並び順にそれぞれ第１、第２、第３及び第４要素とする複式プラネタリギヤの前記第１プラネタリギヤのサンギヤ及びリングギヤに噛合するピニオンと一体に付加ピニオンを並設して変速用複式プラネタリギヤの基礎構成とし、前記付加ピニオンに噛合する付加サンギヤ及び付加リングギヤの少なくとも一方を前記変速用複式プラネタリギヤの基礎構成に付設して変速用複式プラネタリギヤを構成し、前記第１要素を前記減速回転部材に第３クラッチを介して連結可能とし、又は第１ブレーキにより固定可能とし、前記第２要素を前記入力軸に第２クラッチを介して連結可能とし、又は第２ブレーキにより固定可能とし、前記第３要素を出力軸に常時連結し、前記第４要素を前記減速回転部材又は入力軸に第１クラッチを介して連結可能とし、付加サンギヤを付設した場合は第３ブレーキにより固定可能とし、付加リングギヤを付設した場合は第４ブレーキにより固定可能とし、制御装置により各クラッチ及び各ブレーキを選択的に係脱することである。
【０００７】
請求項２に係る発明の構成上の特徴は、請求項１において、前記付加ピニオンに前記付加サンギヤを噛合させて前記第３のブレーキにより固定可能としたことである。
【０００８】
請求項３に係る発明の構成上の特徴は、請求項１において、前記付加ピニオンに前記付加リングギヤを噛合させて前記第４のブレーキにより固定可能としたことである。
【０００９】
請求項４に係る発明の構成上の特徴は、請求項１において、前記付加ピニオンに前記付加サンギヤ及び前記付加リングギヤを噛合させて前記第３及び第４のブレーキにより夫々固定可能としたことである。
【００１０】
請求項５に係る発明の構成上の特徴は、請求項１において、第１及び第２サンギヤ、前記第１サンギヤに直接噛合し前記第２サンギヤに中間ピニオンを介して噛合するロングピニオン、該ロングピニオン及び前記中間ピニオンを支承する直結された第１及び第２キャリア、前記ロングピニオンと噛合する直結された第１及び第２リングギヤにより前記複式プラネタリギヤを構成し、前記ロングピニオンに前記付加ピニオンを一体に並設して前記変速用複式プラネタリギヤの基礎構成とし、前記第１サンギヤを前記第１要素、前記第１及び第２キャリアを前記第２要素、前記第１及び第２リングギヤを前記第３要素、前記第２サンギヤを前記第４要素としたことである。
【００１１】
請求項６に係る発明の構成上の特徴は、請求項１において、第１シングルピニオンプラネタリギヤの第１サンギヤ及び第１キャリアを第２ダブルピニオンプラネタリギヤの第２キャリア及び第２リングギヤに夫々直結して前記複式プラネタリギヤを構成し、前記第１シングルプラネタリギヤの前記第１サンギヤと第１リングギヤとに噛合する第１ピニオンに前記付加ピニオンを一体に並設して前記変速用複式プラネタリギヤの基礎構成とし、前記直結された第１サンギヤ及び第２キャリアを前記第１要素、前記直結された第１キャリア及び第２リングギヤを前記第２要素、前記第１リングギヤを前記第３要素、前記第２ダブルピニオンプラネタリギヤの第２サンギヤを前記第４要素としたことである。
【００１２】
請求項７に係る発明の構成上の特徴は、請求項１において、第１及び第２シングルピニオンプラネタリギヤの第１キャリア及び第１リングギヤを第２リングギヤ及び第２キャリアに夫々直結して前記複式プラネタリギヤを構成し、前記第１シングルピニオンプラネタリギヤの第１サンギヤと第１リングギヤとに噛合する第１ピニオンに前記付加ピニオンを一体に並設して前記変速用複式プラネタリギヤの基礎構成とし、前記第１サンギヤを前記第１要素、前記直結された第１キャリア及び第２リングギヤを前記第２要素、前記直結された第１リングギヤ及び第２キャリアを前記第３要素、前記第２シングルピニオンプラネタリギヤの第２サンギヤを前記第４要素としたことである。
【００１３】
請求項８に係る発明の構成上の特徴は、請求項１乃至７のいずれか１項において、前記歯車減速装置は、回転を規制されたサンギヤ、該サンギヤと噛合するピニオンを支承するキャリア及び前記入力軸に連結され前記ピニオンと噛合するリングギヤからなる減速用シングルピニオンプラネタリギヤであり、該減速用シングルピニオンプラネタリギヤのキャリアを前記減速回転部材としたことである。
【００１４】
【発明の作用・効果】
上記のように構成した請求項１に係る発明においては、複式プラネタリギヤの第１シングルピニオンプラネタリギヤのピニオンに付加ピニオンを一体に並設して変速用複式プラネタリギヤの基礎構成とする。該基礎構成に付加サンギヤ及び付加リングギヤを付設し夫々付加ピニオンと噛合させて変速用複式プラネタリギヤを構成した場合には、前進９段、後進３段の自動変速機を得ることができる。該自動変速機では、変速用複式プラネタリギヤの第１要素が、入力軸の回転を減速する歯車減速装置の減速回転部材に第３クラッチにより連結され、又は第１ブレーキにより選択的に固定される。付加サンギヤが付加１要素として第３ブレーキにより選択的に固定される。第２要素が入力軸に第２クラッチにより連結され、又は第２ブレーキにより選択的に固定される。付加リングギヤが付加２要素として第４ブレーキにより選択的に固定される。第３要素は出力軸に常時連結されている。第４要素が減速回転部材又は入力軸に第１クラッチにより連結される。変速用複式プラネタリギヤの基礎構成に付加サンギヤを付設し付加ピニオンと噛合させて変速用複式プラネタリギヤを構成した場合には、前進８段、後進２段の自動変速機を得ることができる。付加サンギヤは付加１要素として第３ブレーキにより選択的に固定される。
変速用複式プラネタリギヤの基礎構成に付加リングギヤを付設し付加ピニオンと噛合させて変速用複式プラネタリギヤを構成した場合には、前進７段、後進２段の自動変速機を得ることができる。付加リングギヤは付加２要素として第４ブレーキにより選択的に固定される。
このように、付加ピニオンに噛合し第３、第４ブレーキにより選択的に固定される付加サンギヤ、付加リングギヤを必要に応じて付設するだけで、ギヤ段数をニーズに合わせて簡単に変更することができる。
【００１５】
上記のように構成した請求項２に係る発明においては、付加ピニオンに付加サンギヤを噛合させて第３のブレーキにより固定可能とすることにより、従来の第６速より高いギヤ比のハイギヤ段を追加して前進８段、後進２段の自動変速機を得ることができる。
【００１６】
上記のように構成した請求項３に係る発明においては、付加ピニオンに付加リングギヤを噛合させて第４のブレーキにより固定可能とすることにより、従来の第１速より低いギヤ比のローギヤ段を追加して前進７段、後進２段の自動変速機を得ることができる。
【００１７】
上記のように構成した請求項４に係る発明においては、付加ピニオンに付加サンギヤ及び付加リングギヤを噛合させて第３及び第４のブレーキにより夫々固定可能とすることにより、従来の第６速より高いギヤ比のハイギヤ段、第１速より低いギヤ比のローギヤ段を追加して前進９段後進３段の自動変速機を得ることができる。
【００１８】
上記のように構成した請求項５に係る発明においては、第１及び第２サンギヤ、第１サンギヤに直接噛合し第２サンギヤに中間ピニオンを介して噛合するロングピニオン、該ロングピニオン及び中間ピニオンを支承する直結された第１及び第２キャリア、ロングピニオンと噛合する直結された第１及び第２リングギヤにより複式プラネタリギヤを構成し、ロングピニオンに付加ピニオンを一体に並設して変速用複式プラネタリギヤの基礎構成とする。該基礎構成に付加サンギヤ、付加リングギヤを必要に応じて付設し付加ピニオンに噛合させて変速用複式プラネタリギヤを構成する。付設された付加サンギヤ、付加リングギヤを第３、第４ブレーキにより選択的に固定可能として、前進７〜９段、後進２又は３段の中から所望ギヤ段数の全長が短い自動変速機を迅速に低コストで得ることができる。
【００１９】
上記のように構成した請求項６に係る発明においては、第１シングルピニオンプラネタリギヤの第１サンギヤ及び第１キャリアと第２ダブルピニオンプラネタリギヤの第２キャリア及び第２リングギヤとを夫々直結して複式プラネタリギヤを構成し、第１シングルピニオンプラネタリギヤの第１ピニオンに付加ピニオンを一体に並設して変速用複式プラネタリギヤの基礎構成とする。該変速用複式プラネタリギヤの基礎構成に付加サンギヤ、付加リングギヤを必要に応じて付設し付加ピニオンに噛合させて変速用複式プラネタリギヤを構成する。付設された付加サンギヤ、付加リングギヤを第３、第４ブレーキにより選択的に固定可能として、前進７〜９段、後進２又は３段の中から所望ギヤ段数の自動変速機を迅速に低コストで得ることができる。
【００２０】
上記のように構成した請求項７に係る発明においては、第１シングルピニオンプラネタリギヤの第１キャリア及び第１リングギヤと第２シングルピニオンプラネタリギヤの第２リングギヤ及び第２キャリアとを夫々直結して変速用複式プラネタリギヤを構成し、第１シングルピニオンプラネタリギヤの第１ピニオンに付加ピニオンを一体に並設して変速用複式プラネタリギヤの基礎構成とする。該基礎構成に付加サンギヤ、付加リングギヤを必要に応じて付設し付加ピニオンに噛合させて変速用複式プラネタリギヤを構成する。付設された付加サンギヤ、付加リングギヤを第３、第４ブレーキにより選択的に固定可能として、前進７〜９段、後進２又は３段の中から所望ギヤ段数の自動変速機を迅速に低コストで得ることができる。
【００２１】
上記のように構成した請求項８に係る発明においては、回転を規制されたサンギヤ、該サンギヤと噛合するピニオンを支承するキャリア及び入力軸に連結されピニオンと噛合するリングギヤからなる減速用シングルピニオンプラネタリギヤにより歯車減速装置を構成する。複式プラネタリギヤの第１シングルピニオンプラネタリギヤの第１ピニオンに付加ピニオンを一体に並設して変速用複式プラネタリギヤの基礎構成とし、該基礎構成に付加サンギヤ、付加リングギヤを必要に応じて付設し付加ピニオンに噛合させて変速用複式プラネタリギヤを構成する。減速用シングルピニオンプラネタリギヤのキャリアを変速用複式プラネタリギヤの第１要素、第４要素に第３、第１クラッチにより夫々選択的に連結する。これにより、簡単な構成で減速歯車装置を構成し、入力軸の回転を適切に離間した前進７〜９段、後進２又は３段の中から所望ギヤ段数の自動変速機を低コストで迅速に提供することができる。
【００２２】
【実施の形態】
以下、図面に基づいて本発明に係る自動変速機の第１実施形態について説明する。図１において、１０は本発明に係る自動変速機で、例えば自動車のエンジンにより回転駆動される流体トルクコンバータ１１の出力回転を変速して駆動輪に伝達するために使用される。自動変速機１０は、車体に取り付けられたトランスミッションケース１２内に共通軸線１３上に順次支承された入力軸１４、減速用シングルピニオンプラネタリギヤ１５、変速用複式プラネタリギヤ１６、出力軸１７、クラッチＣ−１乃至Ｃ−３及びブレーキＢ−１乃至Ｂ−４で構成されている。
【００２３】
入力軸１４に連結され入力軸１４の回転より回転数が小さい減速回転を減速回転部材に生成する歯車減速装置としての減速用シングルピニオンプラネタリギヤ１５は、ケース１２に連結されて回転を規制されたサンギヤＳ１、該サンギヤＳ１と噛合するピニオン１８を支承するキャリアＣ１、及び入力軸１４に連結されピニオン１８と噛合するリングギヤＲ１から構成され、キャリアＣ１が減速回転部材として機能する。
【００２４】
変速用複式プラネタリギヤ１６は、複式プラネタリギヤ２０に付加シングルピニオンプラネタリギヤ２７が付設されて構成されている。複式プラネタリギヤ２０は、第１シングルピニオンプラネタリギヤ２１の第１キャリアＣ３及び第１リングギヤＲ３と第２ダブルピニオンプラネタリギヤ２２の第２キャリアＣ４及び第２リングギヤＲ４とが夫々直結、共通化されて構成されている。即ち、共通軸線１３上に支承された第１及び第２サンギヤＳ３，Ｓ４、第１サンギヤＳ３に直接噛合し第２サンギヤＳ４に中間ピニオン２３を介して噛合するロングピニオン２４、該ロングピニオン２４及び中間ピニオン２３を支承する直結された第１及び第２キャリアＣ３，Ｃ４、並びにロングピニオン２４に噛合する直結された第１及び第２リングギヤＲ３，Ｒ４により複式プラネタリギヤ２０が構成され、ロングピニオン２４に該ロングピニオン２４より歯数が多い大径の付加ピニオン２５が一体に並設されて変速用複式プラネタリギヤの基礎構成２６とされている。基礎構成２６の付加ピニオン２５に噛合する付加サンギヤＳ２、付加リングギヤＲ２を必要に応じて共通軸線１３上に支承し、第３、第４ブレーキＢ−３，Ｂ−４により選択的に固定可能とするだけで、前進７〜９段、後進２又は３段の中から所望ギヤ段数の自動変速機を作成できる。
【００２５】
図１に示す自動変速機１０では、変速用複式プラネタリギヤの基礎構成２６において付加シングルピニオンプラネタリギヤ２７の付加サンギヤＳ２及び付加リングギヤＲ２を共通軸線１３上に支承し付加ピニオン２５に噛合させて変速用複式プラネタリギヤ１６を構成し、付加サンギヤＳ２及び付加リングギヤＲ２を第３及び第４ブレーキＢ−３，Ｂ−４により夫々選択的に固定可能とすることにより、前進９段、後進３段のギヤ比を達成している。
【００２６】
自動変速機１０おいて、第１サンギヤＳ３は、減速用シングルピニオンプラネタリギヤ１５のキャリアＣ１に第３クラッチＣ−３を介して係脱可能に連結され、又は第１ブレーキＢ−１を介してケース１２に係脱可能に連結される。直結された第１及び第２キャリアＣ３，Ｃ４は入力軸１４に第２クラッチＣ−２を介して係脱可能に連結され、又は第２ブレーキＢ−２を介してケース１２に係脱可能に連結される。第２リングギヤＲ４は出力軸１７に常時連結されている。第２サンギヤＳ４はキャリアＣ１に第１クラッチＣ−１を介して係脱可能に連結される。
【００２７】
なお、流体トルクコンバータ１１のポンプインペラ３０は図略のエンジンによって回転駆動されてオイルを送り出し、ステータ３１がオイルの反力を受け止めてトルクをタービン３２に発生させるようになっている。入力軸１４はタービン３２に直結されている。３３はポンプインペラ３０とタービン３２とを連結するロックアップクラッチである。
【００２８】
以上のように構成された自動変速機１０は、第１乃至第３クラッチＣ−１〜Ｃ−３及び第１乃至第４ブレーキＢ−１〜Ｂ−４を選択的に係脱し、入力軸１４、出力軸１７、減速用シングルピニオンプラネタリギヤ１５及び変速用複式プラネタリギヤ１６の各要素を選択的に連結、或いは固定することにより、前進９段、後進３段のギヤ比を成立することができる。図２において、各ギヤ段に対応する各クラッチ、ブレーキの欄に丸が付されている場合、クラッチであれば係合状態、ブレーキであれば固定状態にあることを示す。
【００２９】
減速用シングルピニオンプラネタリギヤ１５、付加シングルピニオンプラネタリギヤ２７及び複式プラネタリギヤ２０の第１シングルピニオンプラネタリギヤ２１においては、サンギヤの回転数Ｎｓ、キャリアの回転数Ｎｃ、リングギヤの回転数Ｎｒとシングルピニオンプラネタリギヤのギヤ比λとの関係は、式（１）で示され、複式プラネタリギヤ２０の第２ダブルピニオンプラネタリギヤ２２においては、サンギヤの回転数Ｎｓ、キャリアの回転数Ｎｃ、リングギヤの回転数Ｎｒとダブルピニオンプラネタリギヤのギヤ比λとの関係は、式（２）で示され、各ギヤ段におけるギヤ比は、式（１）、（２）に基づいて算出される。サンギヤＳ１，Ｓ２，Ｓ３，Ｓ４の歯数をＺｓ１，Ｚｓ２，Ｚｓ３ ，Ｚｓ４、リングギヤＲ１，Ｒ２，Ｒ３，Ｒ４の歯数をＺｒ１， Ｚｒ２ ，Ｚｒ３，Ｚｒ４とすると、減速用シングルピニオンプラネタリギヤ１５、付加シングルピニオンプラネタリギヤ２７、第１シングルピニオンプラネタリギヤ２１、第２ダブルピニオンプラネタリギヤ２２のギヤ比はλ１＝Ｚｓ１／Ｚｒ１，λ２＝Ｚｓ２／Ｚｒ２，λ３＝Ｚｓ３／Ｚｒ３，λ４＝Ｚｓ４／Ｚｒ４である。
【００３０】
Ｎｒ＝（１＋λ）Ｎｃ−λＮｓ・・・（１）
Ｎｒ＝（１−λ）Ｎｃ＋λＮｓ・・・（２）
【００３１】
第１乃至第３クラッチＣ−１〜Ｃ−３を選択的に接続し、第１乃至第４ブレーキＢ−１〜Ｂ−４を選択的に作動したとき、減速用シングルピニオンプラネタリギヤ１５及び変速用複式プラネタリギヤ１６の各要素の速度比は、図３に示す速度線図のようになる。速度線図は、プラネタリギヤのサンギヤ、キャリア、リングギヤからなる各要素を横軸方向にギヤ比に対応させた間隔で配置し、縦軸方向に各要素に対応してその速度比を取ったものである。図３には、減速用シングルピニオンプラネタリギヤ１５及び変速用複式プラネタリギヤ１６の速度線図が左右に並べて記載されている。変速用複式プラネタリギヤ１６では、付加シングルピニオンプラネタリギヤ２７、第１シングルピニオンプラネタリギヤ２１及び第２ダブルピニオンプラネタリギヤ２２のキャリアＣ２，Ｃ３，Ｃ４、第１シングルピニオンプラネタリギヤ２１及び第２ダブルピニオンプラネタリギヤ２２のリングギヤＲ３，Ｒ４が夫々直結されているので、Ｃ２，Ｃ３，Ｃ４及びＲ３，Ｒ４が夫々付された各１本の縦線上に直結されたキャリアＣ２，Ｃ３，Ｃ４及びリングギヤＲ３，Ｒ４の速度比が表される。減速用シングルピニオンプラネタリギヤ１５については、キャリアＣ１の縦線とサンギヤＳ１の縦線との間隔を１とみなし、リングギヤＲ１の縦線がキャリアＣ１の縦線からサンギヤＳ１の縦線の反対側に間隔λ１だけ離して配置されている。付加シングルピニオンプラネタリギヤ２７については、サンギヤＳ２の縦線とキャリアＣ２，Ｃ３，Ｃ４の縦線との間隔を１とみなし、付加リングギヤＲ２の縦線がキャリアＣ２，Ｃ３，Ｃ４の縦線からサンギヤＳ２の縦線の反対側に間隔λ２だけ離して配置されている。第１シングルピニオンプラネタリギヤ２１については、サンギヤＳ３の縦線とキャリアＣ２，Ｃ３，Ｃ４の縦線との間隔を１とみなし、リングギヤＲ３，Ｒ４の縦線がキャリアＣ２，Ｃ３，Ｃ４の縦線からサンギヤＳ３の縦線の反対側に間隔λ３だけ離して配置されている。第２ダブルピニオンプラネタリギヤ２２については、サンギヤＳ４とキャリアＣ４，Ｃ４，Ｃ３の縦線との間隔を１とみなし、リングギヤＲ３，Ｒ４の縦線がキャリアＣ２，Ｃ４，Ｃ３の縦線からサンギヤＳ４の縦線と同じ側にギヤ比λ４だけ離して配置されている。速度線図には、第１乃至第３クラッチＣ−１〜Ｃ−３、第１乃至第４ブレーキＢ−１〜Ｂ−４が選択的に作動された点にＣ−１〜Ｃ−３、Ｂ−１〜Ｂ−４が記入されている。
【００３２】
このように作成された変速用複式プラネタリギヤ１６の速度線図において、６本の各縦線に対応する要素を縦線の左から並び順に第１、付加１、第２、付加２、第３、第４要素とする。第１サンギヤＳ３が第１要素、付加サンギヤＳ２が付加１要素、第１及び第２キャリアＣ３，Ｃ４が第２要素、付加リングギヤＲ２が付加２要素、第１及び第２リングギヤＲ３，Ｒ４が第３要素、第２サンギヤＳ４が第４要素である。
【００３３】
自動変速機１０の制御装置を図４に示すブロック図に基づいて説明する。ＣＰＵを内蔵した制御装置４０は、エンジンの回転が伝達されるトルクコンバータ１１のエンジン側回転数Ｎｅを検出するエンジン回転数センサ４１、入力軸１４の回転数Ｎｉを検出する入力回転数センサ４２、出力部材１７の回転数Ｎｖを検出する出力回転数センサ４３、シフトレバーが前進走行レンジＤ、ニュートラルレンジＮ、後進走行レンジＲにシフトされているとき、検出信号Ｄ，Ｎ，Ｒを送出するレンジ位置センサ４４、アクセルの踏み込み量Ｓｓを検出するスロットル開度センサ４５等から各検出信号が入力され、これら検出信号に基づいて最適なギヤ段を選択し、制御電流を各クラッチ、ブレーキを作動させる各油圧サーボ装置４６に出力して第１乃至第３クラッチＣ−１〜Ｃ−３、第１乃至第４ブレーキＢ−１〜Ｂ−４を図２に示すように選択的に係脱して前進９段、後進３段を達成する。
【００３４】
以下、各ギヤ段の作動について説明する。制御装置４０により第１クラッチＣ−１、第４ブレーキＢ−４が係合される前進１速の場合、減速用シングルピニオンプラネタリギヤ１５のキャリアＣ１の回転が変速用複式プラネタリギヤ１６の第２サンギヤＳ４に第１クラッチＣ−１を介して入力され、付加リングギヤＲ２が第４ブレーキＢ−４により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は１速のギヤ比で減速して正回転される。
【００３５】
第１クラッチＣ−１、第２ブレーキＢ−２が係合される前進２速の場合、キャリアＣ１の回転が第２サンギヤＳ４に第１クラッチＣ−１を介して入力され、第１及び第２キャリアＣ３，Ｃ４が第２ブレーキＢ−２により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は２速のギヤ比で減速して正回転される。
【００３６】
第１クラッチＣ−１、第３ブレーキＢ−３が係合される３速の場合、キャリアＣ１の回転が第２サンギヤＳ４に第１クラッチＣ−１を介して入力され、付加サンギヤＳ２が第３ブレーキＢ−３により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は３速のギヤ比で減速して正回転される。
【００３７】
第１クラッチＣ−１、第１ブレーキＢ−１が係合される４速の場合、キャリアＣ１の回転が第２サンギヤＳ４に第１クラッチＣ−１を介して入力され、第１サンギヤＳ３が第１ブレーキＢ−１により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は４速のギヤ比で減速して正回転される。
【００３８】
第１及び第３クラッチＣ−１，Ｃ−３が係合される５速の場合、キャリアＣ１の回転が第１及び第２サンギヤＳ３，Ｓ４に第１及び第２クラッチＣ−１，Ｃ−３を介して入力され、変速用複式プラネタリギヤ１６が一体回転されて第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は５速のギヤ比で減速して正回転される。
【００３９】
第１及び第２クラッチＣ−１，Ｃ−２が係合される６速の場合、キャリアＣ１の回転が第２サンギヤＳ４に第１クラッチＣ−１を介して入力され、入力軸１４の回転が第１及び第２キャリアＣ３，Ｃ４に第２クラッチＣ−２を介して入力されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は６速のギヤ比で減速して正回転される。
【００４０】
第２及び第３クラッチＣ−２，Ｃ−３が係合される７速の場合、入力軸１４の回転が第１及び第２キャリアＣ３，Ｃ４に第２クラッチＣ−２を介して入力され、キャリアＣ１の回転が第１サンギヤＳ３に第３クラッチＣ−３を介して入力されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は７速のギヤ比で増速して正回転される。
【００４１】
第２クラッチＣ−２、第１ブレーキＢ−１が係合される８速の場合、入力軸１４の回転が第１及び第２キャリアＣ３，Ｃ４に第２クラッチＣ−２を介して入力され、第１サンギヤＳ３が第１ブレーキＢ−１により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は８速のギヤ比で増速して正回転される。
【００４２】
第２クラッチＣ−２、第３ブレーキＢ−３が係合される９速の場合、入力軸１４の回転が第１及び第２キャリアＣ３，Ｃ４に第２クラッチＣ−２を介して入力され、付加サンギヤＳ２が第３ブレーキＢ−３により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は９速のギヤ比で増速して正回転される。
【００４３】
第３クラッチＣ−３、第４ブレーキＢ−４が係合される後進１速の場合、キャリアＣ１の回転が第１サンギヤＳ３に第３クラッチＣ−３を介して入力され、付加リングギヤＲ２が第４ブレーキＢ−４により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は後進１速のギヤ比で逆回転される。
【００４４】
第３クラッチＣ−３、第２ブレーキＢ−２が係合される後進２速の場合、キャリアＣ１の回転が第１サンギヤＳ３に第３クラッチＣ−３を介して入力され、第１及び第２キャリアＣ３，Ｃ４が第２ブレーキＢ−２により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は後進２速のギヤ比で逆回転される。
【００４５】
第３クラッチＣ−３、第３ブレーキＢ−３が係合される後進３速の場合、キャリアＣ１の回転が第１サンギヤＳ３に第３クラッチＣ−３を介して入力され、付加サンギヤＳ２が第３ブレーキＢ−３により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は後進３速のギヤ比で逆回転される。
【００４６】
図５に示す自動変速機５０では、変速用複式プラネタリギヤの基礎構成２６において付加シングルピニオンプラネタリギヤ２７の付加サンギヤＳ２を共通軸線１３上に支承し付加ピニオン２５に噛合させて変速用複式プラネタリギヤ５１を構成し、付加サンギヤＳ２を第３ブレーキＢ−３により選択的に固定可能とすることにより、前進８段、後進２段を達成している。各ギヤ段における各クラッチ、ブレーキの係合状態は図６に示すようになる。
【００４７】
自動変速機５０の変速用複式プラネタリギヤ５１の図７に示す速度線図において、５本の各縦線に対応する各要素を縦線の左から並び順に第１、付加１、第２、第３、第４要素とする。第１サンギヤＳ３が第１要素、付加サンギヤＳ２が付加１要素、第１及び第２キャリアＣ３，Ｃ４が第２要素、第１及び第２リングギヤＲ３，Ｒ４が第３要素、第２サンギヤＳ４が第４要素となる。
【００４８】
以下、各ギヤ段の作動について説明する。制御装置４０により第１クラッチＣ−１、第２ブレーキＢ−２が係合される前進１速の場合、変速用複式プラネタリギヤ５１の第２サンギヤＳ４に減速用シングルピニオンプラネタリギヤ１５のキャリアＣ１の回転が第１クラッチＣ−１を介して入力され、第２要素である第１及び第２キャリアＣ３，Ｃ４が第２ブレーキＢ−２により固定されるので、第３要素である第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は１速のギヤ比で減速して正回転される。
【００４９】
第１クラッチＣ−１及び第３ブレーキＢ−３が係合される２速の場合、キャリアＣ１の回転が第２サンギヤＳ４に第１クラッチＣ−１を介して入力され、付加サンギヤＳ２が第３ブレーキＢ−３により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は２速のギヤ比で減速して正回転される。
【００５０】
第１クラッチＣ−１、第１ブレーキＢ−１が係合される３速の場合、キャリアＣ１の回転が第２サンギヤＳ４に第１クラッチＣ−１を介して入力され、第１サンギヤＳ３が第１ブレーキＢ−１により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は３速のギヤ比で減速して正回転される。
【００５１】
第１及び第３クラッチＣ−１，Ｃ−３が係合される４速の場合、キャリアＣ１の回転が第２及び第１サンギヤＳ４，Ｓ３に第１及び第３クラッチＣ−１，Ｃ−３を介して入力され、変速用複式プラネタリギヤ５１が一体回転されて第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は、入力軸１４が減速用シングルピニオンプラネタリギヤ１５により減速された４速のギヤ比で正回転される。
【００５２】
第１及び第２クラッチＣ−１，Ｃ−２が係合される５速の場合、キャリアＣ１の回転が第２サンギヤＳ４に第１クラッチＣ−１を介して入力され、入力軸１４の回転が第１及び第２キャリアＣ３，Ｃ４に第２クラッチＣ−２を介して入力されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は５速のギヤ比で減速して正回転される。
【００５３】
第２及び第３クラッチＣ−２，Ｃ−３が係合される６速の場合、入力軸１４の回転が第１及び第２キャリアＣ３，Ｃ４に第２クラッチＣ−２を介して入力され、キャリアＣ１の回転が第１サンギヤＳ３に第３クラッチＣ−３を介して入力されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は６速のギヤ比で増速して正回転される。
【００５４】
第２クラッチＣ−２、第１ブレーキＢ−１が係合される７速の場合、入力軸１４の回転が第１及び第２キャリアＣ３，Ｃ４に第２クラッチＣ−２を介して入力され、第１サンギヤＳ３が第１ブレーキＢ−１により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は７速のギヤ比で増速して正回転される。
【００５５】
第２クラッチＣ−２、第３ブレーキＢ−３が係合される８速の場合、入力軸の回転が第１及び第２キャリアＣ３，Ｃ４に第２クラッチＣ−２を介して入力され、付加サンギヤＳ２が第３ブレーキＢ−３により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は８速のギヤ比で増速して正回転される。
【００５６】
第３クラッチＣ−３、第２ブレーキＢ−２が係合される後進１速の場合、キャリアＣ１の回転が第１サンギヤＳ３に第３クラッチＣ−３を介して入力され、第１及び第２キャリアＣ３，Ｃ４が第２ブレーキＢ−２により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は後進１速のギヤ比で逆回転される。
【００５７】
第３クラッチＣ−３、第３ブレーキＢ−３が係合される後進２速の場合、キャリアＣ１の回転が第１サンギヤＳ３に第３クラッチＣ−３を介して入力され、付加サンギヤＳ２が第３ブレーキＢ−３により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は後進２速のギヤ比で逆回転される。
【００５８】
図８に示す自動変速機５５では、変速用複式プラネタリギヤの基礎構成２６において付加シングルピニオンプラネタリギヤ２７の付加リングギヤＲ２を共通軸線１３上に支承し付加ピニオン２５に噛合させて変速用複式プラネタリギヤ５６を構成し、付加リングギヤＲ２を第４ブレーキＢ−４により選択的に固定可能とすることにより、前進７段、後進２段を達成している。各ギヤ段における各クラッチ、ブレーキの係合状態は図９に示すようになる。
【００５９】
自動変速機５５の変速用複式プラネタリギヤ５６の図１０に示す速度線図において、５本の各縦線に対応する各要素を縦線の左から並び順に第１、第２、付加２、第３、第４要素とする。自動変速機５５の場合、複式プラネタリギヤ２０の第２サンギヤＳ４が第１要素、直結された第１及び第２キャリアＣ３，Ｃ４が第２要素、付加リングギヤＲ２が付加２要素、直結された第１及び第２リングギヤＲ３，Ｒ４が第３要素、第２サンギヤＳ４が第４要素である。
【００６０】
以下、各ギヤ段の作動について説明する。制御装置４０により第１クラッチＣ−１、第４ブレーキＢ−４が係合される前進１速の場合、変速用複式プラネタリギヤ５６の第２サンギヤＳ４に減速用シングルピニオンプラネタリギヤ１５のキャリアＣ１の回転が第１クラッチＣ−１を介して入力され、付加２要素である付加リングギヤＲ２が第４ブレーキＢ−４により固定されるので、第３要素である第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は１速のギヤ比で減速して正回転される。
【００６１】
第１クラッチＣ−１が係合され、第２ブレーキＢ−２が作動される２速の場合、第２サンギヤＳ４にキャリアＣ１の回転が第１クラッチＣ−１を介して入力され、第１及び第２キャリアＣ３，Ｃ４が第２ブレーキＢ−２により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は２速のギヤ比で減速して正回転される。
【００６２】
第１クラッチＣ−１が係合され、第１ブレーキＢ−１が作動される３速の場合、第２サンギヤＳ４にキャリアＣ１の回転が第１クラッチＣ−１を介して入力され、第１サンギヤＳ３が第１ブレーキＢ−１により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は３速のギヤ比で減速して正回転される。
【００６３】
第１及び第３クラッチＣ−１，Ｃ−３が係合される４速の場合、キャリアＣ１の回転が第２及び第１サンギヤＳ４，Ｓ３に第１及び第３クラッチＣ−１，Ｃ−３を介して入力され、変速用複式プラネタリギヤ５６が一体回転されて第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は、入力軸１４が減速用シングルピニオンプラネタリギヤ１５により減速された４速のギヤ比で正回転される。
【００６４】
第１及び第２クラッチＣ−１，Ｃ−２が係合される５速の場合、第２サンギヤＳ４にキャリアＣ１の回転が第１クラッチＣ−１を介して入力され、入力軸１４の回転が第１及び第２キャリアＣ３，Ｃ４に第２クラッチＣ−２を介して入力されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は５速のギヤ比で減速して正回転される。
【００６５】
第２及び第３クラッチＣ−２，Ｃ−３が係合される６速の場合、入力軸１４の回転が第１及び第２キャリアＣ３，Ｃ４に第２クラッチＣ−２を介して入力され、キャリアＣ１の回転が第１サンギヤＳ３に第３クラッチＣ−３を介して入力されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は６速のギヤ比で増速して正回転される。
【００６６】
第２クラッチＣ−２、第１ブレーキＢ−１が係合される７速の場合、第１サンギヤＳ３が固定され、入力軸１４の回転が第１及び第２キャリアＣ２，Ｃ３に第２クラッチＣ−２を介して入力されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は７速のギヤ比で増速して正回転される。
【００６７】
第３クラッチＣ−３、第４ブレーキＢ−４が係合される後進１速の場合、キャリアＣ１の回転が第１サンギヤＳ３に第３クラッチＣ−３を介して入力され、付加リングギヤＲ２が第４ブレーキＢ−４により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は後進１速のギヤ比で逆回転される。
【００６８】
第３クラッチＣ−３及び第２ブレーキＢ−２が係合される後進２速の場合、キャリアＣ１の回転が第１サンギヤＳ３に第３クラッチＣ−３を介して入力され、第１及び第２キャリアＣ３，Ｃ４が第２ブレーキＢ−２により固定されるので、第１及び第２リングギヤＲ３，Ｒ４延いては出力部材１７は後進２速のギヤ比で逆回転される。
【００６９】
次に、第２実施形態について図１１乃至図１６に基づいて説明する。第２実施形態では、第１サンギヤＳ３が第１キャリアＣ３に支承された第１ピニオン６４を介して第１リングギヤＲ３と噛合されて第１シングルピニオンプラネタリギヤ６１が構成され、第２サンギヤＳ４が第２キャリアＣ４に支承されたダブルピニオン６８，６９を介して第２リングギヤＲ４と噛合されて第２ダブルピニオンプラネタリギヤ６２が構成され、第１シングルピニオンプラネタリギヤ６１の第１サンギヤＳ３及び第１キャリアＣ３と、第２ダブルピニオンプラネタリギヤ６２の第２キャリアＣ４及び第２リングギヤＲ４とが夫々直結されて複式プラネタリギヤ６０が構成されている。複式プラネタリギヤ６０の第１ピニオン６４に該第１ピニオン６４より歯数が少ない小径の付加ピニオン６５が一体に並設されて変速用複式プラネタリギヤの基礎構成６６とされている。
【００７０】
図１１に示す自動変速機７１は、変速用複式プラネタリギヤの基礎構成６６において付加シングルピニオンプラネタリギヤ６７の付加サンギヤＳ２及び付加リングギヤＲ２を共通軸線１３上に支承し付加ピニオン６５に噛合させて変速用複式プラネタリギヤ７２を構成し、付加サンギヤＳ２及び付加リングギヤＲ２を第３及び第４ブレーキＢ−３，Ｂ−４により選択的に固定可能とすることにより、前進９段、後進３段を達成している。自動変速機７１において、直結された第１サンギヤＳ３及び第２キャリアＣ４が、減速用シングルピニオンプラネタリギヤ１５のキャリアＣ１に第３クラッチＣ−３を介して係脱可能に連結され、又は第１ブレーキＢ−１を介してケース１２に係脱可能に連結される。直結された第１キャリアＣ３及び第２リングギヤＲ４が、入力軸１４に第２クラッチＣ−２を介して係脱可能に連結され、又は第２ブレーキＢ−２を介してケース１２に係脱可能に連結される。第１リングギヤＲ３が出力軸１７に常時連結されている。第２サンギヤＳ４がキャリアＣ１に第１クラッチＣ−１を介して係脱可能に連結される。各ギヤ段における各クラッチ、ブレーキの係合状態は第１実施形態の前進９段、後進３段の自動変速機１０の場合と同じである（図２参照）。
【００７１】
自動変速機７１の変速用複式プラネタリギヤ７２の図１２に示す速度線図において、６本の各縦線に対応する各要素を縦線の左から並び順に第１、付加１、第２、付加２、第３、第４要素とする。直結された第１サンギヤＳ３及び第２キャリアＣ４が第１要素、付加サンギヤＳ２が付加１要素、直結された第１キャリアＣ３及び第２リングギヤＲ４が第２要素、付加リングギヤＲ２が付加２要素、第１リングギヤＲ３が第３要素、第２サンギヤＳ４が第４要素である。その他の点は第１実施形態における自動変速機１０と同じであるので、図面において同一部分に同一符号を付けて詳細説明を省略する。作動は自動変速機１０と同様であるので、説明を省略する。
【００７２】
図１３に示す自動変速機７３では、変速用複式プラネタリギヤの基礎構成６６において付加シングルピニオンプラネタリギヤ６７の付加サンギヤＳ２を共通軸線１３上に支承し付加ピニオン６５に噛合させて変速用複式プラネタリギヤ７４を構成し、付加サンギヤＳ２を第３ブレーキＢ−３により選択的に固定可能とすることにより、前進８段、後進２段を達成している。各ギヤ段における各クラッチ、ブレーキの係合状態は第１実施形態の前進８段、後進２段の自動変速機５０の場合と同じである（図６参照）。
【００７３】
自動変速機７３の変速用複式プラネタリギヤ７４の図１４に示す速度線図において、５本の各縦線に対応する要素を縦線の左から並び順に第１、付加１、第２、第３、第４要素とする。直結された第１サンギヤＳ３及び第２キャリアＣ４が第１要素、付加サンギヤＳ２が付加１要素、直結された第１キャリアＣ３及び第２リングギヤＲ４が第２要素、第１リングギヤＲ３が第３要素、第２サンギヤＳ４が第４要素である。作動は第１実施形態における自動変速機５０と同様であるので、説明を省略する。
【００７４】
図１５に示す自動変速機７５では、変速用複式プラネタリギヤの基礎構成６６において付加シングルピニオンプラネタリギヤ６７の付加リングギヤＲ２を共通軸線１３上に支承し付加ピニオン６５に噛合させて変速用複式プラネタリギヤ７６を構成し、付加リングギヤＲ２を第４ブレーキＢ−４により選択的に固定可能とすることにより、前進７段、後進２段を達成している。各ギヤ段における各クラッチ、ブレーキの係合状態は第１実施形態における前進７段、後進２段の自動変速機５５の場合と同じである（図９参照）。
【００７５】
自動変速機７５の変速用複式プラネタリギヤ７６の図１６に示す速度線図において、５本の各縦線に対応する各要素を縦線の左から並び順に第１、第２、付加２、第３、第４要素とする。直結された第１サンギヤＳ３及び第２キャリアＣ４が第１要素、直結された第１キャリアＣ３及び第２リングギヤＲ４が第２要素、付加リングギヤＲ２が付加２要素、第１リングギヤＲ３が第３要素、第２サンギヤＳ４が第４要素である。作動は第１実施形態における自動変速機５５と同様であるので、説明を省略する。
【００７６】
次に、第３実施形態を図１７，１８に基づいて説明する。第１実施形態では、変速用複式プラネタリギヤの基礎構成２６の第２サンギヤＳ４が減速用シングルピニオンプラネタリギヤ１５のキャリアＣ１に第１クラッチＣ−１を介して係脱可能に連結されているのに対し、第３実施形態では、変速用複式プラネタリギヤの基礎構成２６の第２サンギヤＳ４が入力軸１４に第１クラッチＣ−１を介して係脱可能に連結されている。これ以外については、第３実施形態は第１実施形態と同じである。
【００７７】
図１７に示す自動変速機７７は、変速用複式プラネタリギヤの基礎構成２６において、付加シングルピニオンプラネタリギヤ２７の付加リングギヤＲ２及び付加サンギヤＳ２を共通軸線１３上に支承し付加ピニオン２５に噛合させて変速用複式プラネタリギヤ１６を構成し、付加サンギヤＳ２及び付加リングギヤＲ２を第３及び第４ブレーキＢ−３，Ｂ−４により選択的に固定可能とすることにより、前進９段、後進３段を達成している。各ギヤ段における各クラッチ、ブレーキの係合状態は第１実施形態における前進９段、後進３段の自動変速機１０の場合と同じである（図２参照）。
【００７８】
自動変速機７７の変速用複式プラネタリギヤ１６の図１８に示す速度線図は、クラッチＣ−１を係合したとき、第４要素である第２サンギヤＳ４に入力軸１４の速度が入力され点のみが、第１実施形態における自動変速機１０の図３に示す速度線図と相違する。作動は、第１クラッチＣ−１を係合すると第２サンギヤＳ４が入力軸１４に連結されること以外は第１実施形と同じであるので、説明を省略する。
【００７９】
変速用複式プラネタリギヤの基礎構成２６において第３ブレーキＢ−３により選択的に固定可能な付加サンギヤを共通軸線１３上に支承し付加ピニオン２５に噛合させて変速用複式プラネタリギヤ５１を構成することにより、第１実施形態の場合と同様に、前進８段、後進２段の自動変速機を得ることができ、第４ブレーキＢ−４により選択的に固定可能な付加リングギヤＲ２を共通軸線１３上に支承し付加ピニオン２５に噛合させて変速用複式プラネタリギヤ５６を構成することにより、前進７段、後進２段の自動変速機を得ることができる。
【００８０】
次に、第４実施形態を図１９，２０に基づいて説明する。第４実施形態では、第１サンギヤＳ３が第１キャリアＣ３に支承された第１ピニオン８４を介して第１リングギヤＲ３と噛合されて第１シングルピニオンプラネタリギヤ８１が構成され、第２サンギヤＳ４が第２キャリアＣ４に支承されたピニオン８８を介して第２リングギヤＲ４と噛合されて第２シングルピニオンプラネタリギヤ８２が構成され、第１シングルピニオンプラネタリギヤ８１の第１キャリアＣ３及び第１リングギヤＲ３と、第２シングルピニオンプラネタリギヤ８２の第２リングギヤＲ４及び第２キャリアＣ４とが夫々直結されて複式プラネタリギヤ８０が構成されている。複式プラネタリギヤ８０の第１ピニオン８４に該第１ピニオン８４より歯数が少ない小径の付加ピニオン８５が一体に並設されて変速用複式プラネタリギヤの基礎構成８６とされている。
【００８１】
図１９に示す自動変速機９０は、変速用複式プラネタリギヤの基礎構成８６において付加シングルピニオンプラネタリギヤ８７の付加サンギヤＳ２及び付加リングギヤＲ２を共通軸線１３上に支承し付加ピニオン８５に噛合させて変速用複式プラネタリギヤ９１を構成し、付加サンギヤＳ２及び付加リングギヤＲ２を第３及び第４ブレーキＢ−３，Ｂ−４により選択的に固定可能とすることにより、前進９段、後進３段を達成している。第１サンギヤＳ３が減速用シングルピニオンプラネタリギヤ１５のキャリアＣ１に第３クラッチＣ−３を介して係脱可能に連結され、又は第１ブレーキＢ−１を介してケース１２に係脱可能に連結される。直結された第１キャリアＣ３及び第２リングギヤＲ４が、入力軸１４に第２クラッチＣ−２を介して係脱可能に連結され、又は第２ブレーキＢ−２を介してケース１２に係脱可能に連結される。直結された第１リングギヤＲ３及び第２キャリアＣ４が出力軸１７に常時連結されている。第２サンギヤＳ４が入力軸１４に第１クラッチＣ−１を介して係脱可能に連結される。各ギヤ段における各クラッチ、ブレーキの係合状態は第１実施形態の前進９段、後進３段の自動変速機１０の場合と同じである（図２参照）。
【００８２】
自動変速機９０の変速用複式プラネタリギヤ９１の図２０に示す速度線図において、６本の各縦線に対応する各要素を縦線の左から並び順に第１、付加１、第２、付加２、第３、第４要素とする。第１サンギヤＳ３が第１要素、付加サンギヤＳ２が付加１要素、直結された第１キャリアＣ３及び第２リングギヤＲ４が第２要素、付加リングギヤＲ２が付加２要素、直結された第１リングギヤＲ３及び第２キャリアＣ４が第３要素、第２サンギヤＳ４が第４要素である。第４実施形態における自動変速機９０は変速用プラネタリギヤの構成以外は第３実施形態の自動変速機７７と同じであるので、図面において同一部分に同一符号を付けて詳細説明を省略する。作動は第３実施形態の前進９段、後進３段の自動変速機７７と同様であるので、説明を省略する。
【００８３】
変速用複式プラネタリギヤの基礎構成８６において第３ブレーキＢ−３により選択的に固定可能な付加サンギヤＳ２を共通軸線１３上に支承し付加ピニオン８５に噛合させて変速用複式プラネタリギヤを構成することにより、第３実施形態の場合と同様に、前進８段、後進２段の自動変速機を得ることができ、第４ブレーキＢ−４により選択的に固定可能な付加リングギヤＲ２を共通軸線１３上に支承し付加ピニオン８５に噛合させて変速用複式プラネタリギヤを構成することにより、前進７段、後進２段の自動変速機を得ることができる。
【図面の簡単な説明】
【図１】本発明に係る第１実施形態における前進９段、後進３段の自動変速機を示すスケルトン図。
【図２】図１に示す自動変速機の各ギヤ段におけるブレーキ及びクラッチの係合状態を示す図。
【図３】図１に示す自動変速機の各ギヤ段におけるプラネタリギヤの各要素の回転比を示す速度線図。
【図４】制御装置を示すブロック図。
【図５】第１実施形態における前進８段、後進２段の自動変速機を示すスケルトン図。
【図６】図５に示す自動変速機の各ギヤ段におけるブレーキ及びクラッチの係合状態を示す図。
【図７】図５に示す自動変速機の速度線図。
【図８】第１実施形態における前進７段、後進２段の自動変速機を示すスケルトン図。
【図９】図７に示す自動変速機の各ギヤ段におけるブレーキ及びクラッチの係合状態を示す図。
【図１０】図７に示す自動変速機の速度線図。
【図１１】第２実施形態における前進９段、後進３段の自動変速機を示すスケルトン図。
【図１２】図１１に示す自動変速機の速度線図。
【図１３】第２実施形態における前進８段、後進２段の自動変速機を示すスケルトン図。
【図１４】図１３に示す自動変速機の速度線図。
【図１５】第２実施形態における前進７段、後進２段の自動変速機を示すスケルトン図。
【図１６】図１５に示す自動変速機の速度線図。
【図１７】第３実施形態における前進９段、後進３段の自動変速機を示すスケルトン図。
【図１８】図１７に示す自動変速機の速度線図。
【図１９】第４実施形態における前進９段、後進３段の自動変速機を示すスケルトン図。
【図２０】図１９に示す自動変速機の速度線図。
【符号の説明】
１０，５０，５５，７１，７３，７５，７７，９０…自動変速機、１１…トルクコンバータ、１２…トランスミッションケース、１３…共通軸線、１４…入力軸、１５…減速用シングルピニオンプラネタリギヤ、１６，５１，５６，７２，７４，７６，９１…変速用複式プラネタリギヤ、１７…出力軸、２０，６０，８０・・・複式プラネタリギヤ、２１，６１，８１…第１シングルピニオンプラネタリギヤ、２２，６２…第２ダブルピニオンプラネタリギヤ、２４…ロングピニオン、２５，６５，８５…付加ピニオン、２６，６６，８６…変速用複式プラネタリギヤの基礎構成、２７，６７，８７…付加シングルピニオンプラネタリギヤ、４０…制御装置、６４，８４…第１ピニオン、８２…第２シングルピニオンプラネタリギヤ、Ｃ−１〜Ｃ−３…第１乃至第３クラッチ、Ｂ−１〜Ｂ−４…第１乃至第４ブレーキ。[0001]
BACKGROUND OF THE INVENTION
The present invention disengages a clutch and a brake connected to each element of a gear reduction device and a shift-type planetary gear that can be connected to an input shaft, shifts the rotation of the input shaft to a plurality of stages, and transmits it to the output shaft. The present invention relates to an automatic transmission.
[0002]
[Prior art]
Directly meshed with the first and second sun gears and the first sun gear, the ring gear connected to the input shaft, the sun gear fixed to the transmission case, and the single pinion planetary gear for speed reduction comprising the carrier that supports the pinion that meshes with the ring gear and the sun gear. A long pinion that meshes with the second sun gear via an intermediate pinion, a common carrier that supports the long pinion and the intermediate pinion, and a double planetary gear for shifting that has a common ring gear that meshes with the long pinion, The common ring gear of the planetary gear is always connected to the output shaft, and the rotation of the carrier of the single pinion planetary gear for reduction whose rotational speed is decelerated by the rotation of the input shaft is changed to the first and third clutches in the second and first sun gears of the planetary gear for speed change. Selectively communicated by Then, the rotation of the input shaft is selectively transmitted to the common carrier of the shift type planetary gear by the second clutch, and the first sun gear and the common carrier of the shift type planetary gear are selectively fixed by the first and second brakes. Patent Document 1 discloses an automatic transmission that establishes a gear ratio of 6 forward speeds and 1 reverse speed.
[0003]
[Patent Document 1]
JP-A-4-219553 (columns [0070] and [0071], FIG. 13)
[0004]
[Problems to be solved by the invention]
The conventional automatic transmission has a short overall length and is suitable for a front-wheel drive vehicle of a horizontally mounted engine. However, in recent years, there has been an automatic transmission capable of establishing a gear ratio of 7 or more forward steps that are appropriately separated in order to improve fuel consumption and power transmission performance or to obtain a gear ratio that matches the driver's preference. It has been demanded. Under such circumstances, it is required to easily change the number of gears according to needs at low cost.
[0005]
The present invention has been made in order to meet such a demand, and by providing a common basic configuration, it is possible to provide an automatic transmission having a different number of gear stages quickly and at low cost according to needs.
[0006]
[Means for Solving the Problems]
In order to solve the above-mentioned problem, the structural feature of the invention according to claim 1 is provided with a gear reduction device that generates a reduced rotation that is coupled to the input shaft and has a rotation speed smaller than that of the input shaft. The first and second planetary gears, each composed of the sun gear, the carrier, and the ring gear, are directly connected in two to form four elements, and the four elements are sequentially arranged at intervals corresponding to the gear ratio in the speed diagram, The double planetary gears as the second, third, and fourth elements are combined with the sun gear and the ring gear of the first planetary gear, and the additional pinion is arranged in parallel to form the basic structure of the double planetary gear for shifting, and meshes with the additional pinion. At least one of the additional sun gear and the additional ring gear is attached to the basic structure of the double planetary gear for shifting, and the double planetary gear for shifting is provided. The first element can be connected to the speed reduction rotating member via a third clutch, or can be fixed by a first brake, and the second element can be connected to the input shaft via a second clutch. The third element can be always connected to the output shaft, the fourth element can be connected to the reduction rotating member or the input shaft via the first clutch, and the additional sun gear can be connected to the output shaft. When attached, it can be fixed by the third brake, and when the additional ring gear is attached, it can be fixed by the fourth brake, and each clutch and each brake is selectively engaged / disengaged by the control device.
[0007]
The structural feature of the invention according to claim 2 is that, in claim 1, the additional sun gear is engaged with the additional pinion and can be fixed by the third brake.
[0008]
The structural feature of the invention according to claim 3 is that, in claim 1, the additional ring gear is engaged with the additional pinion and can be fixed by the fourth brake.
[0009]
The structural feature of the invention according to claim 4 is that, in claim 1, the additional sun gear and the additional ring gear are engaged with the additional pinion, and can be fixed by the third and fourth brakes, respectively. .
[0010]
The structural feature of the invention according to claim 5 is the long pinion according to claim 1, wherein the first and second sun gears are engaged directly with the first sun gear and are engaged with the second sun gear via an intermediate pinion. The double planetary gear is constituted by the first and second carriers directly connected to support the pinion and the intermediate pinion, and the first and second ring gears directly connected to the long pinion, and the additional pinion is integrated with the long pinion. And the first sun gear as the first element, the first and second carriers as the second element, and the first and second ring gears as the third element. The second sun gear is the fourth element.
[0011]
The structural feature of the invention according to claim 6 is that, in claim 1, the first sun gear and the first carrier of the first single pinion planetary gear are directly connected to the second carrier and the second ring gear of the second double pinion planetary gear, respectively. The double planetary gear is configured, and the additional pinion is integrally arranged in parallel with a first pinion that meshes with the first sun gear and the first ring gear of the first single planetary gear. The first sun gear and second carrier directly connected to the first element, the first carrier and second ring gear directly connected to the second element, the first ring gear to the third element, and the second double pinion planetary gear. The second sun gear is the fourth element.
[0012]
The structural feature of the invention according to claim 7 is the compound planetary gear according to claim 1, wherein the first planetary gear and the first ring gear of the first and second single pinion planetary gears are directly connected to the second ring gear and the second carrier, respectively. And the additional pinion is integrally arranged in parallel with a first pinion that meshes with a first sun gear and a first ring gear of the first single pinion planetary gear to form a basic configuration of the double planetary gear for shifting, and the first sun gear The first element, the directly connected first carrier and the second ring gear as the second element, the directly connected first ring gear and the second carrier as the third element, and the second sun gear of the second single pinion planetary gear. Is the fourth element.
[0013]
According to an eighth aspect of the present invention, in any one of the first to seventh aspects, the gear reduction device includes: a sun gear whose rotation is restricted; a carrier that supports a pinion that meshes with the sun gear; It is a single pinion planetary gear for reduction comprising a ring gear connected to an input shaft and meshing with the pinion, and the carrier of the single pinion planetary gear for reduction is the reduction rotation member.
[0014]
[Operation and effect of the invention]
In the invention according to claim 1 configured as described above, an additional pinion is integrally arranged in parallel with the pinion of the first single pinion planetary gear of the double planetary gear to form the basic structure of the double planetary gear for shifting. In the case where an additional sun gear and an additional ring gear are attached to the basic configuration and meshed with the additional pinion to form a shift type planetary gear, an automatic transmission with 9 forward speeds and 3 reverse speeds can be obtained. In the automatic transmission, the first element of the dual planetary gear for shifting is connected to the reduction rotation member of the gear reduction device that reduces the rotation of the input shaft by the third clutch or selectively fixed by the first brake. The additional sun gear is selectively fixed by the third brake as an additional element. The second element is connected to the input shaft by a second clutch or selectively fixed by a second brake. The additional ring gear is selectively fixed by the fourth brake as the additional two elements. The third element is always connected to the output shaft. The fourth element is connected to the reduction rotation member or the input shaft by the first clutch. When an additional sun gear is attached to the basic structure of the shift type planetary gear and meshed with the additional pinion to form the shift type planetary gear, an automatic transmission with eight forward speeds and two reverse speeds can be obtained. The additional sun gear is selectively fixed by the third brake as an additional element.
When an additional ring gear is attached to the basic structure of the shift type planetary gear and meshed with the additional pinion to form the shift type planetary gear, an automatic transmission with seven forward speeds and two reverse speeds can be obtained. The additional ring gear is selectively fixed by the fourth brake as an additional two element.
In this way, the number of gears can be easily changed to meet the needs by simply installing additional sun gears and additional ring gears that mesh with the additional pinions and are selectively fixed by the third and fourth brakes as required. it can.
[0015]
In the invention according to claim 2 configured as described above, a high gear stage having a gear ratio higher than that of the conventional sixth speed is added by engaging the additional sun gear with the additional pinion so that the third pin can be fixed. Thus, an automatic transmission with 8 forward speeds and 2 reverse speeds can be obtained.
[0016]
In the invention according to claim 3 configured as described above, an additional ring gear is engaged with the additional pinion and can be fixed by the fourth brake, thereby adding a low gear stage having a lower gear ratio than the conventional first speed. Thus, an automatic transmission with 7 forward speeds and 2 reverse speeds can be obtained.
[0017]
In the invention according to claim 4 configured as described above, the additional sun gear and the additional ring gear are meshed with the additional pinion and can be fixed by the third and fourth brakes respectively, so that it is higher than the conventional sixth speed. By adding a high gear stage with a gear ratio and a low gear stage with a gear ratio lower than the first speed, an automatic transmission with 9 forward speeds and 3 reverse speeds can be obtained.
[0018]
In the invention according to claim 5 configured as described above, the first and second sun gears, the long pinion that directly meshes with the first sun gear and meshes with the second sun gear via the intermediate pinion, the long pinion and the intermediate pinion are provided. A double planetary gear is constituted by the directly connected first and second carriers to be supported and the first and second ring gears directly engaged with the long pinion, and an additional pinion is integrally arranged in parallel with the long pinion. The basic composition is assumed. An additional sun gear and an additional ring gear are attached to the basic configuration as necessary, and meshed with an additional pinion to constitute a shift type planetary gear. The attached additional sun gear and additional ring gear can be selectively fixed by the third and fourth brakes, so that an automatic transmission with a short total length of the desired gear stage can be quickly selected from 7 to 9 forwards, 2 or 3 reverses. It can be obtained at low cost.
[0019]
In the invention according to claim 6 configured as described above, the first planetary gear of the first single pinion planetary gear and the second carrier and second ring gear of the second double pinion planetary gear are directly connected to each other to form a double planetary gear. And an additional pinion is integrally arranged in parallel with the first pinion of the first single pinion planetary gear to form the basic configuration of the shift type planetary gear. If necessary, an additional sun gear and an additional ring gear are attached to the basic structure of the speed-changing dual planetary gear, and meshed with the additional pinion to constitute a speed-changing planetary gear. The attached additional sun gear and additional ring gear can be selectively fixed by the third and fourth brakes, and an automatic transmission having the desired number of gear stages can be quickly and inexpensively selected from 7 to 9 forward, 2 or 3 reverse. Can be obtained.
[0020]
In the invention according to claim 7 configured as described above, the first carrier and first ring gear of the first single pinion planetary gear and the second ring gear and second carrier of the second single pinion planetary gear are directly connected to each other for shifting. A double planetary gear is constructed, and an additional pinion is integrally arranged in parallel with the first pinion of the first single pinion planetary gear to form the basic structure of the double planetary gear for shifting. An additional sun gear and an additional ring gear are attached to the basic configuration as necessary, and meshed with an additional pinion to constitute a shift type planetary gear. The attached additional sun gear and additional ring gear can be selectively fixed by the third and fourth brakes, and an automatic transmission having the desired number of gear stages can be quickly and inexpensively selected from 7 to 9 forward, 2 or 3 reverse. Can be obtained.
[0021]
In the invention according to claim 8 configured as described above, a single pinion planetary gear for reduction comprising a sun gear whose rotation is restricted, a carrier that supports a pinion that meshes with the sun gear, and a ring gear that is coupled to the input shaft and meshes with the pinion. This constitutes a gear reduction device. An additional pinion is integrally arranged in parallel with the first pinion of the first single-pinion planetary gear of the double planetary gear to form a basic structure of the double planetary gear for shifting, and an additional sun gear and an additional ring gear are attached to the basic structure as needed to provide an additional pinion. A double planetary gear for shifting is configured by meshing. The carrier of the single pinion planetary gear for speed reduction is selectively connected to the first element and the fourth element of the double planetary gear for speed change by the third and first clutches, respectively. As a result, a reduction gear device is configured with a simple configuration, and an automatic transmission having a desired number of gear stages can be quickly and inexpensively selected from forward 7 to 9 speeds, reverse speeds 2 or 3 speeds in which the rotation of the input shaft is appropriately separated. Can be provided.
[0022]
Embodiment
Hereinafter, a first embodiment of an automatic transmission according to the present invention will be described with reference to the drawings. In FIG. 1, reference numeral 10 denotes an automatic transmission according to the present invention, which is used, for example, for shifting the output rotation of a fluid torque converter 11 driven to rotate by an automobile engine and transmitting it to drive wheels. The automatic transmission 10 includes an input shaft 14, a single pinion planetary gear 15 for speed reduction, a double planetary gear 16 for transmission, an output shaft 17, a clutch C-1 and the like that are sequentially supported on a common axis 13 in a transmission case 12 attached to the vehicle body. To C-3 and brakes B-1 to B-4.
[0023]
A single pinion planetary gear 15 for reduction serving as a gear reduction device that is connected to the input shaft 14 and generates a reduction rotation whose rotation speed is smaller than the rotation of the input shaft 14 in the reduction rotation member is a sun gear that is connected to the case 12 and restricted in rotation. S1, a carrier C1 that supports the pinion 18 that meshes with the sun gear S1, and a ring gear R1 that is coupled to the input shaft 14 and meshes with the pinion 18, and the carrier C1 functions as a reduction rotation member.
[0024]
The shift type planetary gear 16 is configured by adding an additional single pinion planetary gear 27 to the compound planetary gear 20. The compound planetary gear 20 is configured such that the first carrier C3 and the first ring gear R3 of the first single pinion planetary gear 21 and the second carrier C4 and the second ring gear R4 of the second double pinion planetary gear 22 are directly connected and shared. Yes. That is, a long pinion 24 that directly meshes with the first and second sun gears S3 and S4 and the first sun gear S3 supported on the common axis 13 and meshes with the second sun gear S4 via the intermediate pinion 23, the long pinion 24, and The double planetary gear 20 is constituted by the first and second carriers C3 and C4 directly connected to support the intermediate pinion 23 and the first and second ring gears R3 and R4 meshed with the long pinion 24. A large-diameter additional pinion 25 having a larger number of teeth than the long pinion 24 is integrally provided in parallel to form a basic structure 26 of a transmission type planetary gear. The additional sun gear S2 and the additional ring gear R2 meshing with the additional pinion 25 of the basic structure 26 are supported on the common axis 13 as required, and can be selectively fixed by the third and fourth brakes B-3 and B-4. Thus, an automatic transmission having a desired number of gear stages can be created from among 7 to 9 forward speeds and 2 or 3 reverse speeds.
[0025]
In the automatic transmission 10 shown in FIG. 1, an additional sun gear S2 and an additional ring gear R2 of an additional single pinion planetary gear 27 are supported on a common axis 13 and meshed with an additional pinion 25 in a basic structure 26 of a speed-changing double planetary gear. By constructing the planetary gear 16 and allowing the additional sun gear S2 and the additional ring gear R2 to be selectively fixed by the third and fourth brakes B-3 and B-4, respectively, the gear ratio of the 9th forward speed and the 3rd reverse speed can be increased. Have achieved.
[0026]
In the automatic transmission 10, the first sun gear S3 is detachably connected to the carrier C1 of the single pinion planetary gear 15 for reduction via the third clutch C-3, or is connected to the case via the first brake B-1. 12 is detachably connected. The directly connected first and second carriers C3 and C4 are detachably connected to the input shaft 14 via the second clutch C-2, or can be engaged and disengaged to the case 12 via the second brake B-2. Connected. The second ring gear R4 is always connected to the output shaft 17. The second sun gear S4 is detachably coupled to the carrier C1 via the first clutch C-1.
[0027]
The pump impeller 30 of the fluid torque converter 11 is rotationally driven by an unillustrated engine to send out oil, and the stator 31 receives the reaction force of the oil and generates torque in the turbine 32. The input shaft 14 is directly connected to the turbine 32. Reference numeral 33 denotes a lock-up clutch that connects the pump impeller 30 and the turbine 32.
[0028]
The automatic transmission 10 configured as described above selectively engages / disengages the first to third clutches C-1 to C-3 and the first to fourth brakes B-1 to B-4, and the input shaft 14 By selectively connecting or fixing the elements of the output shaft 17, the single pinion planetary gear 15 for speed reduction, and the double planetary gear 16 for speed change, a gear ratio of 9 forward speeds and 3 reverse speeds can be established. In FIG. 2, when each clutch and brake corresponding to each gear stage is circled, it indicates that the clutch is engaged and the brake is fixed.
[0029]
In the single pinion planetary gear 15 for deceleration, the additional single pinion planetary gear 27, and the first single pinion planetary gear 21 of the double planetary gear 20, the rotation speed Ns of the sun gear, the rotation speed Nc of the carrier, the rotation speed Nr of the ring gear, and the gear ratio of the single pinion planetary gear The relationship with λ is given by equation (1). In the second double pinion planetary gear 22 of the double planetary gear 20, the sun gear rotation speed Ns, the carrier rotation speed Nc, the ring gear rotation speed Nr, and the double pinion planetary gear gear. The relationship with the ratio λ is expressed by Expression (2), and the gear ratio at each gear stage is calculated based on Expressions (1) and (2). If the number of teeth of the sun gears S1, S2, S3, S4 is Zs1, Zs2, Zs3, Zs4 and the number of teeth of the ring gears R1, R2, R3, R4 is Zr1, Zr2, Zr3, Zr4, a single pinion planetary gear 15 for reduction is added. The gear ratio of the single pinion planetary gear 27, the first single pinion planetary gear 21, and the second double pinion planetary gear 22 is λ1 = Zs1 / Zr1, λ2 = Zs2 / Zr2, λ3 = Zs3 / Zr3, λ4 = Zs4 / Zr4.
[0030]
Nr = (1 + λ) Nc−λNs (1)
Nr = (1-λ) Nc + λNs (2)
[0031]
When the first to third clutches C-1 to C-3 are selectively connected and the first to fourth brakes B-1 to B-4 are selectively operated, the single pinion planetary gear 15 for speed reduction and the gear for shifting are used. The speed ratio of each element of the compound planetary gear 16 is as shown in the speed diagram of FIG. The speed diagram shows the planetary gear sun gear, carrier, and ring gear arranged at intervals corresponding to the gear ratio in the horizontal axis direction, and the speed ratio corresponding to each element in the vertical axis direction. is there. FIG. 3 shows the speed diagrams of the single pinion planetary gear for reduction 15 and the double planetary gear for speed change 16 side by side. In the double planetary gear 16 for shifting, the additional single pinion planetary gear 27, the carriers C2, C3, C4 of the first single pinion planetary gear 21 and the second double pinion planetary gear 22, the ring gear R3 of the first single pinion planetary gear 21 and the second double pinion planetary gear 22 are used. , R4 are directly connected to each other, so that the speed ratio of the carriers C2, C3, C4 and the ring gears R3, R4 directly connected to each one vertical line to which C2, C3, C4 and R3, R4 are respectively attached is represented. Is done. For the single pinion planetary gear 15 for deceleration, the interval between the vertical line of the carrier C1 and the vertical line of the sun gear S1 is regarded as 1, and the vertical line of the ring gear R1 is spaced from the vertical line of the carrier C1 to the opposite side of the vertical line of the sun gear S1. They are spaced apart by λ1. For the additional single pinion planetary gear 27, the interval between the vertical line of the sun gear S2 and the vertical lines of the carriers C2, C3, and C4 is regarded as 1, and the vertical line of the additional ring gear R2 extends from the vertical line of the carriers C2, C3, and C4 to the sun gear S2. Are spaced apart from each other by a distance λ2. For the first single pinion planetary gear 21, the distance between the vertical line of the sun gear S3 and the vertical lines of the carriers C2, C3, C4 is regarded as 1, and the vertical lines of the ring gears R3, R4 are from the vertical lines of the carriers C2, C3, C4. The sun gear S3 is arranged on the opposite side of the vertical line by a distance λ3. For the second double pinion planetary gear 22, the distance between the sun gear S4 and the vertical lines of the carriers C4, C4, C3 is regarded as 1, and the vertical lines of the ring gears R3, R4 are connected to the sun gear S4 from the vertical lines of the carriers C2, C4, C3. It is arranged on the same side as the vertical line by a gear ratio λ4. In the speed diagram, the first to third clutches C-1 to C-3 and the first to fourth brakes B-1 to B-4 are selectively operated at C-1 to C-3, B-1 to B-4 are entered.
[0032]
In the speed diagram of the speed-changing dual planetary gear 16 created in this way, the elements corresponding to the six vertical lines are arranged in order from the left of the vertical line in the first, additional 1, second, additional 2, third, The fourth element. The first sun gear S3 is a first element, the additional sun gear S2 is an additional element, the first and second carriers C3 and C4 are second elements, the additional ring gear R2 is an additional two elements, and the first and second ring gears R3 and R4 are first elements. Three elements, the second sun gear S4 is the fourth element.
[0033]
A control device for the automatic transmission 10 will be described with reference to a block diagram shown in FIG. The control device 40 having a built-in CPU includes an engine speed sensor 41 for detecting the engine speed Ne of the torque converter 11 to which the engine speed is transmitted, an input speed sensor 42 for detecting the speed Ni of the input shaft 14, Output rotation speed sensor 43 for detecting the rotation speed Nv of the output member 17, and a range for sending detection signals D, N, R when the shift lever is shifted to the forward travel range D, neutral range N, and reverse travel range R Each detection signal is input from the position sensor 44, the throttle opening sensor 45 that detects the accelerator depression amount Ss, etc., and the optimum gear is selected based on these detection signals, and the control current is applied to each clutch and brake. The first to third clutches C-1 to C-3 and the first to fourth brakes B-1 to B-4 are output to the respective hydraulic servo devices 46. 9 forward speeds be out selectively engaged as shown in 2, to achieve a reverse three stages.
[0034]
Hereinafter, the operation of each gear stage will be described. In the case of the first forward speed in which the first clutch C-1 and the fourth brake B-4 are engaged by the control device 40, the rotation of the carrier C1 of the single pinion planetary gear 15 for deceleration is the second sun gear S4 of the double planetary gear 16 for transmission. Since the additional ring gear R2 is fixed by the fourth brake B-4, the first and second ring gears R3 and R4 and the output member 17 have a first gear ratio. Decelerate and rotate forward.
[0035]
In the case of the second forward speed in which the first clutch C-1 and the second brake B-2 are engaged, the rotation of the carrier C1 is input to the second sun gear S4 via the first clutch C-1, and the first and second Since the two carriers C3 and C4 are fixed by the second brake B-2, the first and second ring gears R3 and R4 and the output member 17 are decelerated at a gear ratio of 2nd speed and rotated forward.
[0036]
In the case of the third speed at which the first clutch C-1 and the third brake B-3 are engaged, the rotation of the carrier C1 is input to the second sun gear S4 via the first clutch C-1, and the additional sun gear S2 is Since it is fixed by the 3 brake B-3, the first and second ring gears R3, R4 and the output member 17 are decelerated at a gear ratio of 3rd speed and rotated forward.
[0037]
In the case of the fourth speed at which the first clutch C-1 and the first brake B-1 are engaged, the rotation of the carrier C1 is input to the second sun gear S4 via the first clutch C-1, and the first sun gear S3 is Since it is fixed by the first brake B-1, the first and second ring gears R3, R4 and the output member 17 are decelerated at a gear ratio of 4th speed and rotated forward.
[0038]
In the case of the fifth speed in which the first and third clutches C-1 and C-3 are engaged, the rotation of the carrier C1 is applied to the first and second clutches C-1 and C- by the first and second sun gears S3 and S4. 3, the transmission-use planetary gear 16 is integrally rotated, and the first and second ring gears R3, R4 and the output member 17 are decelerated at a gear ratio of 5th speed and rotated forward.
[0039]
In the case of the sixth speed in which the first and second clutches C-1 and C-2 are engaged, the rotation of the carrier C1 is input to the second sun gear S4 via the first clutch C-1 and the rotation of the input shaft 14 Is input to the first and second carriers C3 and C4 via the second clutch C-2, so that the first and second ring gears R3 and R4 and the output member 17 are decelerated at a gear ratio of 6th speed. It is rotated forward.
[0040]
In the case of the seventh speed at which the second and third clutches C-2 and C-3 are engaged, the rotation of the input shaft 14 is input to the first and second carriers C3 and C4 via the second clutch C-2. Since the rotation of the carrier C1 is input to the first sun gear S3 via the third clutch C-3, the first and second ring gears R3 and R4 and the output member 17 increase at a gear ratio of 7th speed. Is rotated forward.
[0041]
In the case of the eighth speed at which the second clutch C-2 and the first brake B-1 are engaged, the rotation of the input shaft 14 is input to the first and second carriers C3 and C4 via the second clutch C-2. Since the first sun gear S3 is fixed by the first brake B-1, the first and second ring gears R3, R4 and the output member 17 are increased in speed by a gear ratio of 8th speed and rotated forward.
[0042]
In the case of the ninth speed at which the second clutch C-2 and the third brake B-3 are engaged, the rotation of the input shaft 14 is input to the first and second carriers C3 and C4 via the second clutch C-2. Since the additional sun gear S2 is fixed by the third brake B-3, the first and second ring gears R3, R4 and the output member 17 are increased in speed by a gear ratio of 9th speed and rotated forward.
[0043]
In the case of the first reverse speed in which the third clutch C-3 and the fourth brake B-4 are engaged, the rotation of the carrier C1 is input to the first sun gear S3 via the third clutch C-3, and the additional ring gear R2 is Since it is fixed by the fourth brake B-4, the first and second ring gears R3 and R4 and the output member 17 are reversely rotated at a gear ratio of the reverse first speed.
[0044]
In the case of the second reverse speed in which the third clutch C-3 and the second brake B-2 are engaged, the rotation of the carrier C1 is input to the first sun gear S3 via the third clutch C-3, and the first and second Since the two carriers C3 and C4 are fixed by the second brake B-2, the first and second ring gears R3 and R4 and the output member 17 are reversely rotated at a gear ratio of the second reverse speed.
[0045]
In the case of the third reverse speed in which the third clutch C-3 and the third brake B-3 are engaged, the rotation of the carrier C1 is input to the first sun gear S3 via the third clutch C-3, and the additional sun gear S2 is Since it is fixed by the third brake B-3, the first and second ring gears R3 and R4 and the output member 17 are reversely rotated at a gear ratio of the reverse third speed.
[0046]
In the automatic transmission 50 shown in FIG. 5, in the basic structure 26 of the double planetary gear for shifting, the additional sun gear S2 of the additional single pinion planetary gear 27 is supported on the common axis 13 and meshed with the additional pinion 25 to constitute the shifting planetary gear 51. The additional sun gear S2 can be selectively fixed by the third brake B-3 to achieve eight forward speeds and two reverse speeds. The engagement state of each clutch and brake at each gear stage is as shown in FIG.
[0047]
In the speed diagram shown in FIG. 7 of the shift type planetary gear 51 of the automatic transmission 50, the elements corresponding to the five vertical lines are arranged in the order of the first, additional 1, second, and third elements from the left of the vertical line. , The fourth element. The first sun gear S3 is a first element, the additional sun gear S2 is an additional element, the first and second carriers C3 and C4 are second elements, the first and second ring gears R3 and R4 are third elements, and the second sun gear S4 is This is the fourth element.
[0048]
Hereinafter, the operation of each gear stage will be described. In the case of the first forward speed in which the first clutch C-1 and the second brake B-2 are engaged by the control device 40, the rotation of the carrier C1 of the single pinion planetary gear 15 for speed reduction to the second sun gear S4 of the double planetary gear 51 for speed change. Is input via the first clutch C-1, and the first and second carriers C3 and C4, which are the second elements, are fixed by the second brake B-2. The ring gears R3 and R4 and the output member 17 are decelerated at the gear ratio of the first speed and rotated forward.
[0049]
In the case of the second speed at which the first clutch C-1 and the third brake B-3 are engaged, the rotation of the carrier C1 is input to the second sun gear S4 via the first clutch C-1, and the additional sun gear S2 is Since it is fixed by the 3 brake B-3, the first and second ring gears R3, R4 and the output member 17 are decelerated at a gear ratio of 2nd speed and rotated forward.
[0050]
In the case of the third speed at which the first clutch C-1 and the first brake B-1 are engaged, the rotation of the carrier C1 is input to the second sun gear S4 via the first clutch C-1, and the first sun gear S3 is Since it is fixed by the first brake B-1, the first and second ring gears R3 and R4 and the output member 17 are decelerated at a gear ratio of 3rd speed and rotated forward.
[0051]
In the case of the fourth speed at which the first and third clutches C-1 and C-3 are engaged, the rotation of the carrier C1 is applied to the first and third clutches C-1 and C- by the second and first sun gears S4 and S3. , And the output double member planetary gear 51 is rotated integrally with the first and second ring gears R3 and R4, and the output member 17 is the fourth speed in which the input shaft 14 is decelerated by the single pinion planetary gear 15 for deceleration. It is rotated forward with the gear ratio.
[0052]
In the case of the fifth speed in which the first and second clutches C-1 and C-2 are engaged, the rotation of the carrier C1 is input to the second sun gear S4 via the first clutch C-1 and the rotation of the input shaft 14 Is input to the first and second carriers C3 and C4 via the second clutch C-2, so that the first and second ring gears R3 and R4 and the output member 17 are decelerated at a gear ratio of 5th speed. It is rotated forward.
[0053]
In the case of the sixth speed in which the second and third clutches C-2 and C-3 are engaged, the rotation of the input shaft 14 is input to the first and second carriers C3 and C4 via the second clutch C-2. Since the rotation of the carrier C1 is input to the first sun gear S3 via the third clutch C-3, the first and second ring gears R3 and R4 and the output member 17 are increased at a gear ratio of 6th speed. Is rotated forward.
[0054]
In the case of the seventh speed at which the second clutch C-2 and the first brake B-1 are engaged, the rotation of the input shaft 14 is input to the first and second carriers C3 and C4 via the second clutch C-2. Since the first sun gear S3 is fixed by the first brake B-1, the first and second ring gears R3 and R4 and the output member 17 are increased in speed by a gear ratio of 7th speed and rotated forward.
[0055]
In the case of the eighth speed at which the second clutch C-2 and the third brake B-3 are engaged, the rotation of the input shaft is input to the first and second carriers C3 and C4 via the second clutch C-2, Since the additional sun gear S2 is fixed by the third brake B-3, the first and second ring gears R3 and R4 and the output member 17 are increased in speed by a gear ratio of 8th speed and rotated forward.
[0056]
In the case of the first reverse speed in which the third clutch C-3 and the second brake B-2 are engaged, the rotation of the carrier C1 is input to the first sun gear S3 via the third clutch C-3, and the first and second Since the two carriers C3 and C4 are fixed by the second brake B-2, the first and second ring gears R3 and R4 and the output member 17 are reversely rotated at a gear ratio of the reverse first speed.
[0057]
In the case of the second reverse speed in which the third clutch C-3 and the third brake B-3 are engaged, the rotation of the carrier C1 is input to the first sun gear S3 via the third clutch C-3, and the additional sun gear S2 is Since it is fixed by the third brake B-3, the first and second ring gears R3, R4 and the output member 17 are reversely rotated at a gear ratio of the second reverse speed.
[0058]
In the automatic transmission 55 shown in FIG. 8, in the basic structure 26 of the double planetary gear for shifting, the additional ring gear R2 of the additional single pinion planetary gear 27 is supported on the common axis 13 and meshed with the additional pinion 25 to constitute the shifting planetary gear 56. The additional ring gear R2 can be selectively fixed by the fourth brake B-4, thereby achieving seven forward speeds and two reverse speeds. The engaged state of each clutch and brake at each gear stage is as shown in FIG.
[0059]
In the speed diagram shown in FIG. 10 of the double planetary gear 56 for shifting of the automatic transmission 55, the elements corresponding to the five vertical lines are arranged in the order of the first, second, additional 2, and third elements from the left of the vertical line. , The fourth element. In the case of the automatic transmission 55, the second sun gear S4 of the double planetary gear 20 is the first element, the first and second carriers C3 and C4 directly connected are the second element, the additional ring gear R2 is the additional two elements, and the first is directly connected. The second ring gears R3 and R4 are the third element, and the second sun gear S4 is the fourth element.
[0060]
Hereinafter, the operation of each gear stage will be described. In the case of the first forward speed in which the first clutch C-1 and the fourth brake B-4 are engaged by the control device 40, the rotation of the carrier C1 of the single pinion planetary gear 15 for speed reduction to the second sun gear S4 of the double planetary gear 56 for speed change. Is input via the first clutch C-1 and the additional ring gear R2 as the additional two elements is fixed by the fourth brake B-4, so that the first and second ring gears R3 and R4 as the third element extend. The output member 17 is decelerated at the gear ratio of the first speed and rotated forward.
[0061]
In the case of the second speed in which the first clutch C-1 is engaged and the second brake B-2 is operated, the rotation of the carrier C1 is input to the second sun gear S4 via the first clutch C-1, Since the second carriers C3 and C4 are fixed by the second brake B-2, the first and second ring gears R3 and R4 and the output member 17 are decelerated at a gear ratio of 2nd speed and rotated forward.
[0062]
In the case of the third speed in which the first clutch C-1 is engaged and the first brake B-1 is operated, the rotation of the carrier C1 is input to the second sun gear S4 via the first clutch C-1, Since the sun gear S3 is fixed by the first brake B-1, the first and second ring gears R3 and R4 and the output member 17 are decelerated at a gear ratio of 3rd speed and rotated forward.
[0063]
In the case of the fourth speed at which the first and third clutches C-1 and C-3 are engaged, the rotation of the carrier C1 is caused by the second and first sun gears S4 and S3 and the first and third clutches C-1 and C-. , And the output double member planetary gear 56 is rotated integrally with the first and second ring gears R3 and R4, and the output member 17 is the fourth speed in which the input shaft 14 is decelerated by the single pinion planetary gear 15 for deceleration. It is rotated forward with the gear ratio.
[0064]
In the case of the fifth speed in which the first and second clutches C-1 and C-2 are engaged, the rotation of the carrier C1 is input to the second sun gear S4 via the first clutch C-1 and the rotation of the input shaft 14 is performed. Is input to the first and second carriers C3 and C4 via the second clutch C-2, so that the first and second ring gears R3 and R4 and the output member 17 are decelerated at a gear ratio of 5th speed. It is rotated forward.
[0065]
In the case of the sixth speed in which the second and third clutches C-2 and C-3 are engaged, the rotation of the input shaft 14 is input to the first and second carriers C3 and C4 via the second clutch C-2. Since the rotation of the carrier C1 is input to the first sun gear S3 via the third clutch C-3, the first and second ring gears R3 and R4 and the output member 17 are increased at a gear ratio of 6th speed. Is rotated forward.
[0066]
In the case of the seventh speed at which the second clutch C-2 and the first brake B-1 are engaged, the first sun gear S3 is fixed, and the rotation of the input shaft 14 is applied to the first and second carriers C2 and C3. Since it is inputted via C-2, the first and second ring gears R3, R4 and the output member 17 are increased in speed by a gear ratio of 7th speed and rotated forward.
[0067]
In the case of the first reverse speed in which the third clutch C-3 and the fourth brake B-4 are engaged, the rotation of the carrier C1 is input to the first sun gear S3 via the third clutch C-3, and the additional ring gear R2 is Since it is fixed by the fourth brake B-4, the first and second ring gears R3 and R4 and the output member 17 are reversely rotated at a gear ratio of the reverse first speed.
[0068]
In the case of the second reverse speed in which the third clutch C-3 and the second brake B-2 are engaged, the rotation of the carrier C1 is input to the first sun gear S3 via the third clutch C-3, and the first and second Since the two carriers C3 and C4 are fixed by the second brake B-2, the first and second ring gears R3 and R4 and the output member 17 are reversely rotated at a gear ratio of the second reverse speed.
[0069]
Next, a second embodiment will be described based on FIGS. 11 to 16. In the second embodiment, the first sun gear S3 is engaged with the first ring gear R3 via the first pinion 64 supported by the first carrier C3 to constitute the first single pinion planetary gear 61, and the second sun gear S4 is the second sun gear S4. The second double gearion planetary gear 62 is configured by meshing with the second ring gear R4 via the double pinions 68 and 69 supported by the two carrier C4, and the first sun gear S3 of the first single pinion planetary gear 61 and the first carrier C3. The second carrier C4 and the second ring gear R4 of the second double pinion planetary gear 62 are directly connected to each other to form a double planetary gear 60. A small-diameter additional pinion 65 having a smaller number of teeth than that of the first pinion 64 is integrally provided in parallel with the first pinion 64 of the double planetary gear 60 to form a basic structure 66 of the double planetary gear for shifting.
[0070]
An automatic transmission 71 shown in FIG. 11 has a gear shift compound planetary gear 66 in which the additional sun gear S2 and the additional ring gear R2 of the additional single pinion planetary gear 67 are supported on the common axis 13 and meshed with the additional pinion 65. The planetary gear 72 is configured, and the additional sun gear S2 and the additional ring gear R2 can be selectively fixed by the third and fourth brakes B-3 and B-4, thereby achieving nine forward speeds and three reverse speeds. . In the automatic transmission 71, the directly connected first sun gear S3 and second carrier C4 are detachably connected to the carrier C1 of the single pinion planetary gear 15 for reduction via the third clutch C-3, or the first brake It is detachably connected to the case 12 via B-1. The directly connected first carrier C3 and second ring gear R4 are detachably connected to the input shaft 14 via the second clutch C-2, or can be engaged and disengaged to the case 12 via the second brake B-2. Connected to The first ring gear R3 is always connected to the output shaft 17. The second sun gear S4 is detachably coupled to the carrier C1 via the first clutch C-1. The engagement states of the respective clutches and brakes at the respective gear stages are the same as those of the automatic transmission 10 of the 9th forward speed and the 3rd reverse speed of the first embodiment (see FIG. 2).
[0071]
In the speed diagram shown in FIG. 12 of the double planetary gear 72 for shifting of the automatic transmission 71, the elements corresponding to the six vertical lines are arranged in the order from the left of the vertical lines in the order of first, additional 1, second, additional 2 , Third and fourth elements. Directly connected first sun gear S3 and second carrier C4 are the first element, additional sun gear S2 is the additional element, directly connected first carrier C3 and second ring gear R4 are the second element, additional ring gear R2 is the additional two element, The first ring gear R3 is the third element, and the second sun gear S4 is the fourth element. Since the other points are the same as those of the automatic transmission 10 in the first embodiment, the same reference numerals are given to the same parts in the drawings, and detailed description thereof is omitted. Since the operation is the same as that of the automatic transmission 10, the description thereof is omitted.
[0072]
In the automatic transmission 73 shown in FIG. 13, in the basic structure 66 of the double planetary gear for shifting, the additional sun gear S2 of the additional single pinion planetary gear 67 is supported on the common axis 13 and meshed with the additional pinion 65 to constitute the shifting planetary gear 74. The additional sun gear S2 can be selectively fixed by the third brake B-3 to achieve eight forward speeds and two reverse speeds. The engagement states of the clutches and brakes at the respective gear stages are the same as those in the automatic transmission 50 having eight forward speeds and two reverse speeds in the first embodiment (see FIG. 6).
[0073]
In the speed diagram shown in FIG. 14 of the double planetary gear 74 for shifting of the automatic transmission 73, the elements corresponding to the five vertical lines are arranged in order from the left of the vertical line in the order of the first, additional 1, second, third, The fourth element. The first sun gear S3 and the second carrier C4 directly connected are the first element, the additional sun gear S2 is the additional element, the first carrier C3 and the second ring gear R4 directly connected are the second element, and the first ring gear R3 is the third element. The second sun gear S4 is a fourth element. Since the operation is the same as that of the automatic transmission 50 in the first embodiment, the description thereof is omitted.
[0074]
In the automatic transmission 75 shown in FIG. 15, in the basic structure 66 of the double planetary gear for shifting, the additional ring gear R2 of the additional single pinion planetary gear 67 is supported on the common axis 13 and meshed with the additional pinion 65, thereby constituting the shifting planetary gear 76. The additional ring gear R2 can be selectively fixed by the fourth brake B-4 to achieve seven forward speeds and two reverse speeds. The engagement state of each clutch and brake at each gear stage is the same as in the case of the automatic transmission 55 having seven forward speeds and two reverse speeds in the first embodiment (see FIG. 9).
[0075]
In the speed diagram shown in FIG. 16 for the double planetary gear 76 for shifting of the automatic transmission 75, the elements corresponding to the five vertical lines are arranged in the order of the first, second, additional 2, and third elements from the left of the vertical line. , The fourth element. The first sun gear S3 and the second carrier C4 directly connected are the first elements, the first carrier C3 and the second ring gear R4 directly connected are the second elements, the additional ring gear R2 is the additional two elements, and the first ring gear R3 is the third element. The second sun gear S4 is a fourth element. Since the operation is the same as that of the automatic transmission 55 in the first embodiment, the description thereof is omitted.
[0076]
Next, a third embodiment will be described with reference to FIGS. In the first embodiment, the second sun gear S4 of the basic structure 26 of the double planetary gear for shifting is connected to the carrier C1 of the single pinion planetary gear 15 for reduction via a first clutch C-1 so that it can be engaged and disengaged. In the third embodiment, the second sun gear S4 of the basic structure 26 of the double planetary gear for shifting is detachably connected to the input shaft 14 via the first clutch C-1. In other respects, the third embodiment is the same as the first embodiment.
[0077]
The automatic transmission 77 shown in FIG. 17 has a basic structure 26 of a double planetary gear for shifting, and the additional ring gear R2 and the additional sun gear S2 of the additional single pinion planetary gear 27 are supported on the common axis 13 and meshed with the additional pinion 25. The double planetary gear 16 is configured, and the additional sun gear S2 and the additional ring gear R2 can be selectively fixed by the third and fourth brakes B-3 and B-4, thereby achieving nine forward speeds and three reverse speeds. Yes. The engagement state of each clutch and brake at each gear stage is the same as that of the automatic transmission 10 with 9 forward speeds and 3 reverse speeds in the first embodiment (see FIG. 2).
[0078]
The speed diagram shown in FIG. 18 of the double planetary gear 16 for shifting of the automatic transmission 77 shows that only when the speed of the input shaft 14 is input to the second sun gear S4 as the fourth element when the clutch C-1 is engaged. However, it differs from the speed diagram shown in FIG. 3 of the automatic transmission 10 in the first embodiment. Since the operation is the same as that of the first embodiment except that when the first clutch C-1 is engaged, the second sun gear S4 is connected to the input shaft 14, the description thereof is omitted.
[0079]
In the basic structure 26 of the transmission double planetary gear, an additional sun gear that can be selectively fixed by the third brake B-3 is supported on the common axis 13 and meshed with the additional pinion 25 to constitute the transmission double planetary gear 51. As in the case of the first embodiment, an automatic transmission with 8 forward speeds and 2 reverse speeds can be obtained, and an additional ring gear R2 that can be selectively fixed by the fourth brake B-4 is supported on the common axis 13. Then, by engaging with the additional pinion 25 to constitute the shift type planetary gear 56, an automatic transmission having seven forward speeds and two reverse speeds can be obtained.
[0080]
Next, a fourth embodiment will be described based on FIGS. In the fourth embodiment, the first sun gear S3 is engaged with the first ring gear R3 via the first pinion 84 supported by the first carrier C3 to form the first single pinion planetary gear 81, and the second sun gear S4 is the second sun gear S4. A second single pinion planetary gear 82 is configured by meshing with the second ring gear R4 via a pinion 88 supported by the two carrier C4, and the first carrier C3 and the first ring gear R3 of the first single pinion planetary gear 81, The second ring gear R4 and the second carrier C4 of the single pinion planetary gear 82 are directly connected to each other to constitute a double planetary gear 80. A small-diameter additional pinion 85 having a smaller number of teeth than the first pinion 84 is integrally provided in parallel with the first pinion 84 of the double planetary gear 80 to form a basic structure 86 of the double planetary gear for shifting.
[0081]
An automatic transmission 90 shown in FIG. 19 has a shift double type planetary gear basic configuration 86 in which an additional sun gear S2 and an additional ring gear R2 of an additional single pinion planetary gear 87 are supported on a common axis line 13 and meshed with an additional pinion 85. The planetary gear 91 is configured, and the additional sun gear S2 and the additional ring gear R2 can be selectively fixed by the third and fourth brakes B-3 and B-4, thereby achieving nine forward speeds and three reverse speeds. . The first sun gear S3 is detachably connected to the carrier C1 of the single pinion planetary gear 15 for reduction via the third clutch C-3 or detachably connected to the case 12 via the first brake B-1. The The directly connected first carrier C3 and second ring gear R4 are detachably connected to the input shaft 14 via the second clutch C-2, or can be engaged and disengaged to the case 12 via the second brake B-2. Connected to The directly connected first ring gear R3 and second carrier C4 are always connected to the output shaft 17. The second sun gear S4 is detachably connected to the input shaft 14 via the first clutch C-1. The engagement states of the respective clutches and brakes at the respective gear stages are the same as those of the automatic transmission 10 of the 9th forward speed and the 3rd reverse speed of the first embodiment (see FIG. 2).
[0082]
In the speed diagram shown in FIG. 20 of the double planetary gear 91 for shifting of the automatic transmission 90, the elements corresponding to the six vertical lines are arranged in order from the left of the vertical lines in the order of the first, additional 1, second, additional 2 , Third and fourth elements. The first sun gear S3 is the first element, the additional sun gear S2 is the additional element, the directly connected first carrier C3 and the second ring gear R4 are the second element, the additional ring gear R2 is the additional two elements, the directly connected first ring gear R3 and The second carrier C4 is the third element, and the second sun gear S4 is the fourth element. Since the automatic transmission 90 in the fourth embodiment is the same as the automatic transmission 77 in the third embodiment except for the configuration of the planetary gear for shifting, the same reference numerals are given to the same parts in the drawings, and detailed description thereof is omitted. Since the operation is the same as that of the automatic transmission 77 of the ninth forward and third reverse transmissions of the third embodiment, the description thereof is omitted.
[0083]
In the basic structure 86 of the double planetary gear for speed change, the additional sun gear S2 that can be selectively fixed by the third brake B-3 is supported on the common axis 13 and meshed with the additional pinion 85 to constitute the double planetary gear for speed change. As in the case of the third embodiment, an automatic transmission with 8 forward speeds and 2 reverse speeds can be obtained, and an additional ring gear R2 that can be selectively fixed by the fourth brake B-4 is supported on the common axis 13. Then, by engaging with the additional pinion 85 to form a shift type planetary gear, it is possible to obtain an automatic transmission having seven forward speeds and two reverse speeds.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram showing an automatic transmission with nine forward speeds and three reverse speeds according to the first embodiment of the present invention.
2 is a diagram showing engagement states of brakes and clutches at each gear stage of the automatic transmission shown in FIG. 1. FIG.
3 is a velocity diagram showing a rotation ratio of each element of a planetary gear at each gear stage of the automatic transmission shown in FIG.
FIG. 4 is a block diagram showing a control device.
FIG. 5 is a skeleton diagram showing an automatic transmission having eight forward speeds and two reverse speeds in the first embodiment.
6 is a diagram showing an engaged state of a brake and a clutch at each gear stage of the automatic transmission shown in FIG.
7 is a speed diagram of the automatic transmission shown in FIG.
FIG. 8 is a skeleton diagram showing an automatic transmission having seven forward speeds and two reverse speeds in the first embodiment.
FIG. 9 is a diagram showing an engaged state of brakes and clutches at each gear stage of the automatic transmission shown in FIG. 7;
10 is a speed diagram of the automatic transmission shown in FIG.
FIG. 11 is a skeleton diagram showing an automatic transmission having nine forward speeds and three reverse speeds in the second embodiment.
12 is a speed diagram of the automatic transmission shown in FIG.
FIG. 13 is a skeleton diagram showing an automatic transmission with eight forward speeds and two reverse speeds in the second embodiment.
14 is a speed diagram of the automatic transmission shown in FIG.
FIG. 15 is a skeleton diagram showing an automatic transmission having seven forward speeds and two reverse speeds in the second embodiment.
16 is a speed diagram of the automatic transmission shown in FIG.
FIG. 17 is a skeleton diagram showing an automatic transmission having nine forward speeds and three reverse speeds in the third embodiment.
18 is a speed diagram of the automatic transmission shown in FIG.
FIG. 19 is a skeleton diagram showing an automatic transmission with nine forward speeds and three reverse speeds in the fourth embodiment.
20 is a speed diagram of the automatic transmission shown in FIG.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10, 50, 55, 71, 73, 75, 77, 90 ... Automatic transmission, 11 ... Torque converter, 12 ... Transmission case, 13 ... Common axis, 14 ... Input shaft, 15 ... Single pinion planetary gear for deceleration, 16, 51, 56, 72, 74, 76, 91... Double planetary gear for shifting, 17 ... Output shaft, 20, 60, 80... Double planetary gear, 21, 61, 81 ... First single pinion planetary gear, 22, 62. 2 double pinion planetary gears, 24 ... long pinions, 25, 65, 85 ... additional pinions, 26, 66, 86 ... basic configuration of double planetary gears for shifting, 27, 67, 87 ... additional single pinion planetary gears, 40 ... control device, 64 , 84 ... 1st pinion, 82 ... 2nd single pinion planetary gear, C-1 C-3 ... first to third clutches, B-1~B-4 ... first to fourth brake.

Claims (8)

入力軸に連結され入力軸の回転より回転数が小さい減速回転を減速回転部材に生成する歯車減速装置を設け、第１及び第２プラネタリギヤのサンギヤ、キャリア、リングギヤからなる各要素を２個ずつ直結して４要素とし、該４要素を速度線図においてギヤ比に対応した間隔で順次並べて並び順にそれぞれ第１、第２、第３及び第４要素とする複式プラネタリギヤの前記第１プラネタリギヤのサンギヤ及びリングギヤに噛合するピニオンと一体に付加ピニオンを並設して変速用複式プラネタリギヤの基礎構成とし、前記付加ピニオンに噛合する付加サンギヤ及び付加リングギヤの少なくとも一方を前記変速用複式プラネタリギヤの基礎構成に付設して変速用複式プラネタリギヤを構成し、前記第１要素を前記減速回転部材に第３クラッチを介して連結可能とし、又は第１ブレーキにより固定可能とし、前記第２要素を前記入力軸に第２クラッチを介して連結可能とし、又は第２ブレーキにより固定可能とし、前記第３要素を出力軸に常時連結し、前記第４要素を前記減速回転部材又は入力軸に第１クラッチを介して連結可能とし、付加サンギヤを付設した場合は第３ブレーキにより固定可能とし、付加リングギヤを付設した場合は第４ブレーキにより固定可能とし、制御装置により各クラッチ及び各ブレーキを選択的に係脱することを特徴とする自動変速機。A gear reduction device that is connected to the input shaft and generates a reduced speed rotation that is smaller in rotation speed than the rotation of the input shaft in the reduction rotation member is provided, and two elements each consisting of the sun gear, carrier, and ring gear of the first and second planetary gears are directly connected. The four planetary gears are arranged sequentially at intervals corresponding to the gear ratio in the speed diagram, and the sun gear of the first planetary gear of the double planetary gear, which is the first, second, third and fourth elements, respectively, An additional pinion is integrally provided in parallel with the pinion meshing with the ring gear to form a basic structure of the shift double planetary gear, and at least one of the additional sun gear and the additional ring gear meshing with the additional pinion is attached to the basic structure of the dual planetary gear for shifting. To form a double planetary gear for shifting, and the first element is connected to the speed reduction rotating member via a third clutch. The second element can be connected to the input shaft via the second clutch, or can be fixed by the second brake, and the third element can be connected to the output shaft. Always connected, the fourth element can be connected to the reduction rotating member or the input shaft via the first clutch, and when an additional sun gear is attached, it can be fixed by the third brake, and when an additional ring gear is attached An automatic transmission which can be fixed by four brakes and selectively engages / disengages each clutch and each brake by a control device. 請求項１において、前記付加ピニオンに前記付加サンギヤを噛合させて前記第３のブレーキにより固定可能としたことを特徴とする自動変速機。2. The automatic transmission according to claim 1, wherein the additional sun gear meshes with the additional pinion and can be fixed by the third brake. 請求項１において、請求項１において、前記付加ピニオンに前記付加リングギヤを噛合させて前記第４のブレーキにより固定可能としたことを特徴とする自動変速機。2. The automatic transmission according to claim 1, wherein the additional ring gear is meshed with the additional pinion and can be fixed by the fourth brake. 請求項１において、前記付加ピニオンに前記付加サンギヤ及び前記付加リングギヤを噛合させて前記第３及び第４のブレーキにより夫々固定可能としたことを特徴とする自動変速機。2. The automatic transmission according to claim 1, wherein the additional sun gear and the additional ring gear are engaged with the additional pinion and can be fixed by the third and fourth brakes, respectively. 請求項１において、第１及び第２サンギヤ、前記第１サンギヤに直接噛合し前記第２サンギヤに中間ピニオンを介して噛合するロングピニオン、該ロングピニオン及び前記中間ピニオンを支承する直結された第１及び第２キャリア、前記ロングピニオンと噛合する直結された第１及び第２リングギヤにより前記複式プラネタリギヤを構成し、前記ロングピニオンに前記付加ピニオンを一体に並設して前記変速用複式プラネタリギヤの基礎構成とし、前記第１サンギヤを前記第１要素、前記第１及び第２キャリアを前記第２要素、前記第１及び第２リングギヤを前記第３要素、前記第２サンギヤを前記第４要素としたことを特徴とする自動変速機。2. The first and second sun gears, a long pinion that directly meshes with the first sun gear and meshes with the second sun gear via an intermediate pinion, and the first directly coupled to support the long pinion and the intermediate pinion. And the second carrier, and the first and second ring gears directly coupled to the long pinion constitute the double planetary gear, and the additional pinion is integrally arranged in parallel with the long pinion, and the basic structure of the double planetary gear for shifting The first sun gear is the first element, the first and second carriers are the second element, the first and second ring gears are the third element, and the second sun gear is the fourth element. Automatic transmission characterized by. 請求項１において、第１シングルピニオンプラネタリギヤの第１サンギヤ及び第１キャリアを第２ダブルピニオンプラネタリギヤの第２キャリア及び第２リングギヤに夫々直結して前記複式プラネタリギヤを構成し、前記第１シングルプラネタリギヤの前記第１サンギヤと第１リングギヤとに噛合する第１ピニオンに前記付加ピニオンを一体に並設して前記変速用複式プラネタリギヤの基礎構成とし、前記直結された第１サンギヤ及び第２キャリアを前記第１要素、前記直結された第１キャリア及び第２リングギヤを前記第２要素、前記第１リングギヤを前記第３要素、前記第２ダブルピニオンプラネタリギヤの第２サンギヤを前記第４要素としたことを特徴とする自動変速機。2. The double planetary gear according to claim 1, wherein the first sun gear and the first carrier of the first single pinion planetary gear are directly connected to the second carrier and the second ring gear of the second double pinion planetary gear, respectively, to constitute the double planetary gear. The additional pinion is integrally arranged in parallel with a first pinion that meshes with the first sun gear and the first ring gear to form a basic configuration of the double planetary gear for shifting, and the first sun gear and the second carrier that are directly connected are the first pinion. 1 element, the directly connected first carrier and second ring gear as the second element, the first ring gear as the third element, and the second sun gear of the second double pinion planetary gear as the fourth element. And automatic transmission. 請求項１において、第１及び第２シングルピニオンプラネタリギヤの第１キャリア及び第１リングギヤを第２リングギヤ及び第２キャリアに夫々直結して前記複式プラネタリギヤを構成し、前記第１シングルピニオンプラネタリギヤの第１サンギヤと第１リングギヤとに噛合する第１ピニオンに前記付加ピニオンを一体に並設して前記変速用複式プラネタリギヤの基礎構成とし、前記第１サンギヤを前記第１要素、前記直結された第１キャリア及び第２リングギヤを前記第２要素、前記直結された第１リングギヤ及び第２キャリアを前記第３要素、前記第２シングルピニオンプラネタリギヤの第２サンギヤを前記第４要素としたことを特徴とする自動変速機。The first planetary gear of the first single pinion planetary gear according to claim 1, wherein the first planetary gear is configured by directly connecting the first carrier and the first ring gear of the first and second single pinion planetary gears to the second ring gear and the second carrier, respectively. The additional pinion is integrally arranged in parallel with a first pinion that meshes with a sun gear and a first ring gear to form a basic structure of the double planetary gear for shifting, and the first sun gear is the first element and the first carrier that is directly connected And the second ring gear as the second element, the directly connected first ring gear and second carrier as the third element, and the second sun gear of the second single pinion planetary gear as the fourth element. transmission. 請求項１乃至７のいずれか１項において、前記歯車減速装置は、回転を規制されたサンギヤ、該サンギヤと噛合するピニオンを支承するキャリア及び前記入力軸に連結され前記ピニオンと噛合するリングギヤからなる減速用シングルピニオンプラネタリギヤであり、該減速用シングルピニオンプラネタリギヤのキャリアを前記減速回転部材としたことを特徴とする自動変速機。8. The gear reduction device according to claim 1, wherein the gear reduction device includes a sun gear whose rotation is restricted, a carrier that supports a pinion that meshes with the sun gear, and a ring gear that is coupled to the input shaft and meshes with the pinion. An automatic transmission comprising a single pinion planetary gear for reduction, wherein the carrier of the single pinion planetary gear for reduction is the reduction rotation member.
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DE102008041201B4 (en) * 2008-08-13 2018-06-07 Zf Friedrichshafen Ag Multi-speed transmission
DE102008041198B4 (en) * 2008-08-13 2018-06-07 Zf Friedrichshafen Ag Multi-speed transmission
DE102008041197B4 (en) * 2008-08-13 2017-11-30 Zf Friedrichshafen Ag Multi-speed transmission
DE102008041194B4 (en) * 2008-08-13 2016-04-07 Zf Friedrichshafen Ag Multi-speed transmission
DE102008041201A1 (en) * 2008-08-13 2010-02-18 Zf Friedrichshafen Ag Multi-stage gearbox, particularly automatic gearbox for motor vehicle, comprises four planetary gear sets, which are arranged in housing, where eight rotating shafts include two drive shafts
DE102008041210A1 (en) * 2008-08-13 2010-02-18 Zf Friedrichshafen Ag Multi-stage gearbox, particularly automatic gearbox for motor vehicle, comprises four planetary gear sets, which are arranged in housing, where eight rotating shafts includes two drive shafts
DE102008041194A1 (en) * 2008-08-13 2010-02-18 Zf Friedrichshafen Ag Planetary gear-type multi-stage transmission i.e. automatic transmission, for commercial motor vehicle, has bar connected with shaft, which is coupled to housing by brake, and output shaft connected with planetary gear set
DE102008041197A1 (en) * 2008-08-13 2010-02-18 Zf Friedrichshafen Ag Multi-speed planetary gearbox i.e. automatic gearbox, for e.g. passenger car, has clutch detachably connecting first shaft with second shaft or third shaft or connecting third shaft with second shaft
DE102008041207A1 (en) 2008-08-13 2010-02-18 Zf Friedrichshafen Ag Multi-speed transmission
DE102008041211A1 (en) * 2008-08-13 2010-02-18 Zf Friedrichshafen Ag Multi-speed transmission i.e. automatic transmission, for motor vehicle i.e. utility vehicle, has shaft that is detachably connected with drive shaft, and drive shaft that is connected with sun gear of gear set and bar of another gear set
DE102008041193A1 (en) * 2008-08-13 2010-02-18 Zf Friedrichshafen Ag Multi-stage gearbox, particularly automatic gearbox for motor vehicle, has drive shaft, output shaft and four planetary gear sets, which are arranged in housing, and six switching elements are provided, which comprise brakes and clutches
DE102008041198A1 (en) * 2008-08-13 2010-02-18 Zf Friedrichshafen Ag Multi-speed planetary gearbox i.e. automatic gearbox, for e.g. commercial vehicle, has clutch detachably connecting first shaft with second shaft or third shaft or connecting third shaft with second shaft
US8251859B2 (en) 2009-08-20 2012-08-28 Zf Friedrichshafen Ag Multi step transmission
US8246504B2 (en) 2009-08-20 2012-08-21 Zf Friedrichshafen Ag Multi step transmission
US8241171B2 (en) 2009-08-20 2012-08-14 Zf Friedrichshafen Ag Multi step transmission
US8241170B2 (en) 2009-08-20 2012-08-14 Zf Friedrichshafen Ag Multi step transmission
US8231495B2 (en) 2009-08-20 2012-07-31 Zf Friedrichshafen Ag Multi step transmission
US8231501B2 (en) 2009-08-20 2012-07-31 Zf Friedrichshafen Ag Multi step transmission
US8231496B2 (en) 2009-08-20 2012-07-31 Zf Friedrichshafen Ag Multi step transmission
US8210983B2 (en) 2009-08-20 2012-07-03 Zf Friedrichshafen Ag Multi step transmission
EP3112723A1 (en) * 2015-07-03 2017-01-04 ZF Friedrichshafen AG Multi-speed gearbox for a vehicle

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