JP2005061553A - Automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic transmission of such a structure that a shift control is performed by changing over the shift groups among those appearing in a plurality of forms while the requirements of the manufacturing cost, the easiness in mounting on a vehicle, etc. are well met, capable of performing a still more proper shift control in accordance with the operating mode, the preference of the driver, the running conditions, etc. <P>SOLUTION: As shown in the figure, the first clutch C1 is put in engagement and thereby the first shift range '1st' to third range '3rd' located continuously in the first shift group are established, while the fifth clutch C5 is engaged in lieu of the first clutch C1 so that the first shift range '1st' to the third range '3th' located continuously in the second shift group having gear ratios different from the first group are established, and the shift control is performed while changing-over of the shift group is conducted in accordance with the operating mode, the preference of the driver, the running conditions, etc. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an automatic transmission, and more particularly, to an automatic transmission that includes a plurality of shift groups composed of a plurality of continuous shift speeds, and a series of shift control is performed by selecting one of the shift groups according to a traveling state or the like. It relates to a transmission.

  As an automatic transmission for a vehicle, one using a plurality of planetary gear devices, clutches and brakes is often used. As such an automatic transmission, there has been proposed a multi-speed transmission capable of multi-speed shifting of seven or more forward speeds. The automatic transmission described in Patent Document 1 is an example thereof: (a) a first input path that transmits the rotation of the input member at a predetermined speed ratio; and (b) a speed ratio larger than the first input path, A second input path that transmits the rotation of the input member at a lower rotation than the first input path; and (c) a plurality of planetary gear devices are partially connected to each other to be relatively rotated in a fixed relationship. A plurality of rotating elements are configured, and some of the rotating elements are selectively connected to the first input path or the second input path via a clutch, and selectively stopped via a brake. A main transmission unit configured to output a rotation from an output rotating element connected to an output member, wherein a plurality of shift stages are established by engagement and disengagement of the clutch and the brake. , Consisting of, and total There is a possible multi-speed forward seven stages or 8 stages by using three sets of planetary gear.

JP 2003-130152 A JP 2002-206601 A JP-A-8-105496 JP 2000-199549 A JP 2000-266138 A JP 2001-82555 A JP 2002-227940 A JP 2002-295609 A Japanese Patent No. 2956173

  By the way, such a conventional automatic transmission generally performs a shift according to a predetermined shift map (shift condition) with driving conditions such as a vehicle speed and an accelerator operation amount as parameters, and also operates in a sports mode, a snow mode, and the like. Multiple shift maps are prepared according to the mode, driver's preference, driving conditions, etc., but the number of shift stages, shift ratios, shift ratio steps (change ratios of shift ratios of successive shift stages) Because the total gear ratio range (maximum and minimum gear ratio ratios) is the same, it is said that gear shifting control that is sufficiently satisfactory is performed depending on the driving mode, the driver's preference, driving conditions, etc. It was difficult. Even when the gear position is switched in accordance with the driver's gear shifting operation (up / down operation, etc.), the gear ratio of each gear speed is constant, so that there are cases where it is not always satisfactory depending on the driver.

  On the other hand, if the number of planetary gear units, clutches, and brakes is increased, it is possible to set multiple types of shift groups consisting of multiple shift stages with different gear ratios. By switching and using these shift groups accordingly, it becomes possible to perform more appropriate shift control, but simply increasing the number of planetary gear units, clutches and brakes makes the device complicated and large-scale Therefore, the manufacturing cost and mountability are deteriorated, which is not practical.

  The present invention has been made against the background of the above circumstances. The purpose of the present invention is to set a plurality of types of shift groups while satisfying requirements such as manufacturing cost and mountability. The purpose is to enable more appropriate shift control according to the driver's preference, driving conditions, and the like.

  The first invention includes (a) a first input path for transmitting the rotation of the input member at a predetermined speed ratio, and (b) a speed ratio larger than the first input path, A second input path that transmits at a lower rotation than the input path, and (c) a plurality of planetary gear units are partially connected to form a plurality of rotating elements that are relatively rotated in a fixed relationship. A part of the rotating element is selectively connected to the first input path or the second input path via a clutch and is selectively stopped by a brake. In an automatic transmission having a main transmission unit that outputs a rotation from an output rotation element coupled to an output member, with a plurality of shift speeds established by engagement and release states of clutches and brakes such as d) The main transmission section has four or more rotations And a pair of first input rotary element and second input rotary element of the four or more rotary elements are selectively input to the second input by a first input clutch and a second input clutch, respectively. And (e) the first input clutch is engaged and the second input clutch is released, and the first input rotation element is connected to the second input path. In this state, the engagement and disengagement states of the other clutches and brakes are switched, so that a plurality of continuous shift stages of the first shift group that outputs at a lower speed than the first input path are established, (f) While the second input clutch is engaged and the first input clutch is released and the second input rotation element is connected to the second input path, another clutch is connected. In addition, by switching between the engagement and release states of the brake, a plurality of continuous shift stages of a second shift group that outputs at a lower speed than the first input path and has a gear ratio different from that of the first shift group. (G) A series of shift control is performed using either the first shift group or the second shift group.

  The second invention includes (a) a first input path for transmitting the rotation of the input member at a predetermined gear ratio, and (b) a gear ratio larger than the first input path, and the rotation of the input member is controlled by the first input path. A second input path that transmits at a lower rotation than the input path, and (c) a plurality of planetary gear units are partially connected to form a plurality of rotating elements that are relatively rotated in a fixed relationship. A part of the rotating element is selectively connected to the first input path or the second input path via a clutch, and selectively rotated and stopped via a brake; In an automatic transmission having a main transmission unit that outputs a rotation from an output rotating element connected to an output member by establishing a plurality of shift stages by engagement and disengagement of clutches and brakes such as d) The main transmission section requires four or more rotations. And a pair of first input rotation elements and second input rotation elements positioned at one end on a collinear diagram that can represent the rotation speed of the four or more rotation elements with a straight line. The first input clutch and the second input clutch are selectively connected to the second input path, respectively. (E) In the collinear diagram, the first input rotation element located at one end portion The output rotary element is positioned inside the second input rotary element, and the first input path and / or the above-mentioned rotary clutch is selectively disposed on the opposite side of the output rotary element by a clutch. One or a plurality of rotating elements connected to the second input path or selectively stopped by a brake are located.

  According to a third aspect of the present invention, in the automatic transmission according to the second aspect, (a) with the first input clutch engaged, the clutch and the brake of the rotating element located on the opposite side are separately engaged. As a result, a plurality of continuous shift speeds of the first shift group that outputs at a lower rotation than the first input path is established, while (b) the second input clutch is engaged, When the clutch and the brake of the rotating element located on the opposite side are separately engaged, the second speed change is output at a lower speed than the first input path and the speed ratio is different from the first speed change group. (C) A series of shift control is performed using any one of the first shift group and the second shift group.

  According to a fourth aspect of the present invention, in the automatic transmission according to the first or third aspect of the invention, each of the gear positions of the first shift group and the second shift group is related to the first input clutch and the second input clutch. In this case, only the disengagement state is different, and the engagement and disengagement states of other clutches and brakes are the same.

  According to a fifth aspect of the present invention, in the automatic transmission according to the first, third, or fourth aspect, a shift control device that performs a series of shift control by selecting one of the first shift group and the second shift group. It is characterized by having.

  A sixth aspect of the invention is the automatic transmission according to any one of the first to fifth aspects of the invention, wherein (a) the first input rotation element and the second input rotation element are arranged in two adjacent planets. (B) The two sets of planetary gear devices include a common stepped pinion having a large-diameter portion and a small-diameter portion, and the ring gears or sun gears are respectively The stepped pinion is meshed with one and the other of the large diameter portion and the small diameter portion.

  A seventh aspect of the invention is the automatic transmission according to any one of the first to sixth aspects of the invention. (A) The main transmission portion includes five rotating elements, and the rotational speeds of the five rotating elements are represented by straight lines. In the nomographic chart, the five rotating elements are defined as a first rotating element, a second rotating element, a third rotating element, a fourth rotating element, and a fifth rotating element in order from one end to the other end. The first rotating element is selectively stopped by the first brake, the second rotating element is selectively stopped by the second brake, and the fifth rotating element is connected to the second via the first clutch. Selectively connected to the input path, the first rotating element is selectively connected to the second input path via a second clutch, and the second rotating element is selected to the first input path via a third clutch The first rotating element is connected via a fourth clutch Selectively connected to the first input path, the fourth rotating element is selectively connected to the second input path via a fifth clutch, and the third rotating element is connected to an output member to output rotation. (B) the fifth rotating element is the first input rotating element, the fourth rotating element is the second input rotating element, the third rotating element is the output rotating element, and the first clutch is In the first input clutch, the fifth clutch is the second input clutch.

  An eighth invention is the automatic transmission according to the seventh invention, wherein (a) the main transmission portion is a double pinion type 2-1 planetary gear device, a single pinion type 2-2 planetary gear device, and a second (B) the first rotating element is connected to the carrier of the 2-1 planetary gear device, the sun gear of the 2-2 planetary gear device, and the second-3 The second rotating element is a ring gear of the 2-1 planetary gear device and the carrier of the 2-2 planetary gear device, which are connected to each other by a carrier of the planetary gear device, and the third rotating element is the second 2- In the ring gear of a two planetary gear device, the fourth rotating element is a sun gear of the 2-3 planetary gear device, and the fifth rotating element is a sun gear of the 2-1 planetary gear device.

  The ninth invention comprises (a) a first input path for transmitting the rotation of the input member at a predetermined speed ratio, and (b) a speed ratio larger than the first input path, A second input path that transmits at a lower rotation than the input path, and (c) a plurality of planetary gear units are partially connected to form a plurality of rotating elements that are relatively rotated in a fixed relationship. A part of the rotating element is selectively connected to the first input path or the second input path via a clutch, and selectively rotated and stopped via a brake; In an automatic transmission having a main transmission unit that outputs a rotation from an output rotating element connected to an output member by establishing a plurality of shift stages by engagement and disengagement of clutches and brakes such as d) The main transmission is a double pinio (E) a carrier of the 2-1 planetary gear device, the first 2-1 planetary gear device, a single pinion type 2-2 planetary gear device, and a 2-3 planetary gear device, The sun gear of the 2-2 planetary gear device and the carrier of the 2-3 planetary gear device are connected to each other to form a first rotating element, and the ring gear of the 2-1 planetary gear device and the 2-2 The carrier of the planetary gear unit is connected to each other to form a second rotating element, the third rotating element is configured by the ring gear of the 2-2 planetary gear unit, and the fourth gear is configured by the sun gear of the 2-3 planetary gear unit. A rotating element is configured, a fifth rotating element is configured by the sun gear of the 2-1 planetary gear device, and (f) the first rotating element is selectively stopped by the first brake, The second rotation element is selectively stopped by a second brake, the fifth rotation element is selectively connected to the second input path via a first clutch, and the first rotation element is a second brake. A second clutch is selectively coupled to the second input path, the second rotating element is selectively coupled to the first input path via a third clutch, and the first rotating element is coupled to the fourth clutch. The fourth rotation element is selectively connected to the second input path via a fifth clutch, and the third rotation element is connected to an output member. It outputs rotation.

  According to a tenth aspect of the present invention, in the automatic transmission according to the eighth or ninth aspect, the first pinion gear meshing with the sun gear of the 2-1 planetary gear device is a stepped pinion having a large diameter portion and a small diameter portion. One of the diameter portion and the small diameter portion functions as the first pinion gear of the 2-1 planetary gear device, and the sun gear of the 2-3 planetary gear device is meshed with the other of the large diameter portion and the small diameter portion. It is characterized by that.

  The eleventh aspect of the present invention is the automatic transmission according to any one of the seventh to tenth aspects of the invention, wherein (a-1) the first clutch or the fifth clutch and the second brake are engaged. (A-2) The gear ratio is greater than that of the first gear, which is established by engaging the first clutch or the fifth clutch and the first brake. A smaller second shift stage, (a-3) a shift that is established by engagement of any two or more of the first clutch, the second clutch, and the fifth clutch than the second shift stage. A third gear having a small ratio; (a-4) a gear having a gear ratio smaller than that of the third gear established by engaging the first clutch, the fifth clutch, and the fourth clutch. 4 shift stages, (a-5) A fifth gear having a smaller gear ratio than the fourth gear, established by engaging one clutch or the fifth clutch and the third clutch; (a-6) the third clutch and the A sixth shift stage having a gear ratio smaller than the fifth shift stage established by engagement of the fourth clutch; (a-7) by engaging the second clutch and the third clutch; A seventh shift stage having a smaller gear ratio than the sixth shift stage, and (a-8) more than the seventh shift stage established by engaging the third clutch and the first brake. The shift control is performed using a predetermined plurality of shift stages among the eighth shift stages having a small speed ratio, while (b) either the first clutch or the fifth clutch can be established. The first variation that can be done Two or more consecutive predetermined shift stages used in the shift control among the first to fifth shift stages are engaged with the first shift group that is established by engaging the first clutch, and the fifth clutch is engaged. Two types of the second shift group to be established are prepared, and a series of shift control is performed by selecting one of the first shift group and the second shift group.

  Of the first to fifth shift speeds (b), two or more consecutive predetermined shift speeds used in the shift control are shifted using, for example, all of the first to fifth shift speeds. When control is performed, the five shift speeds of the first shift speed to the fifth shift speed may be set as the first shift group, and some of them, for example, the first shift speed to the third shift speed, or The third to fifth gears may be the first gear group. For example, when the shift control is performed using only the first shift stage, the third shift stage, and the fifth shift stage among the first to fifth shift stages, the first shift stage, The third shift stage and the fifth shift stage are continuous shift stages, and all or a part thereof may be the first shift group. When the shift control is performed using only the second shift stage and the fourth shift stage, the second shift stage and the fourth shift stage are continuous with the second shift stage and the second shift stage. The fourth shift stage is the first shift group.

  A twelfth aspect of the present invention is the automatic transmission according to any one of the first to sixth aspects of the invention. (A) The main transmission unit includes six rotating elements, and the rotational speeds of the six rotating elements are represented by straight lines. In the nomographic chart, the six rotating elements are arranged in order from one end to the other end in the order of the first rotating element, the second rotating element, the third rotating element, the fourth rotating element, the fifth rotating element, and the In the case of six rotation elements, the first rotation element is selectively stopped by the first brake, the third rotation element is selectively stopped by the second brake, and the fifth rotation element is engaged with the first clutch. The first rotation element is selectively connected to the second input path via a second clutch, and the second rotation element is connected to the second input path via a third clutch. Selectively coupled to one input path, the third rotating element is The sixth rotary element is selectively connected to the second input path via a fifth clutch, and the fourth rotary element is connected to an output member. (B) the fifth rotating element is the first input rotating element, the sixth rotating element is the second input rotating element, and the fourth rotating element is the output rotating element. The first clutch is the first input clutch, and the fifth clutch is the second input clutch.

  A thirteenth aspect of the present invention is the automatic transmission according to the twelfth aspect of the present invention, wherein (a) the main transmission portion is a single pinion type 2-1 planetary gear unit, a double pinion type 2-2 planetary gear unit, or a single pinion type. (B) the first rotating element is connected to the sun gear of the 2-1 planetary gear device, and the 2-2 planetary gear device is connected to each other. In the sun gear of the planetary gear device, the second rotating element is a ring gear of the 2-3 planetary gear device, and the third rotating element is a ring gear of the 2-2 planetary gear device and the second gear connected to each other. The carrier of the three planetary gear device, wherein the fourth rotating element is coupled to the carrier of the 2-1 planetary gear device, the carrier of the 2-2 planetary gear device, and the sun gear of the 2-3 planetary gear device. And before In the carrier of the 2-4 planetary gear unit, the fifth rotating element is a ring gear of the 2-1 planetary gear unit, and the sixth rotating element is a ring gear of the 2-4 planetary gear unit. And

  In a fourteenth aspect of the invention, (a) a first input path for transmitting rotation of the input member at a predetermined speed ratio, and (b) a speed ratio larger than that of the first input path, A second input path that transmits at a lower rotation than the input path, and (c) a plurality of planetary gear units are partially connected to form a plurality of rotating elements that are relatively rotated in a fixed relationship. A part of the rotating element is selectively connected to the first input path or the second input path via a clutch, and selectively rotated and stopped via a brake; In an automatic transmission having a main transmission unit that outputs a rotation from an output rotating element connected to an output member by establishing a plurality of shift stages by engagement and disengagement of clutches and brakes such as d) The main transmission unit is a single pin. (E) having a nonion type 2-1 planetary gear unit, a double pinion type 2-2 planetary gear unit, a single pinion type 2-3 planetary gear unit, and a 2-4 planetary gear unit, The sun gear of the 2-1 planetary gear device and the sun gear of the 2-2 planetary gear device are connected to each other to form a first rotating element, and the second rotating element is constituted by the ring gear of the 2-3 planetary gear device. A ring gear of the 2-2 planetary gear device and a carrier of the 2-3 planetary gear device are connected to each other to form a third rotating element, and the carrier of the 2-1 planetary gear device, the first A carrier of the 2-2 planetary gear unit, a sun gear of the second-3 planetary gear unit, and a carrier of the second-4 planetary gear unit are connected to each other to form a fourth rotating element, and the 2-1 planetary unit tooth The fifth rotating element is constituted by the ring gear of the vehicle device, the sixth rotating element is constituted by the ring gear of the 2-4 planetary gear device, and (f) the first rotating element is selectively selected by the first brake. The third rotation element is selectively stopped by a second brake, the fifth rotation element is selectively connected to the second input path via a first clutch, and The one rotation element is selectively connected to the second input path via a second clutch, the second rotation element is selectively connected to the first input path via a third clutch, and the third rotation The element is selectively connected to the first input path via a fourth clutch, the sixth rotating element is selectively connected to the second input path via a fifth clutch, and the fourth rotating element is Connected to output member And output rotation.

  A fifteenth invention is the automatic transmission according to the thirteenth or fourteenth invention, wherein the pinion gear of the 2-1 planetary gear device is a stepped pinion having a large-diameter portion and a small-diameter portion. One of them functions as a pinion gear of the 2-1 planetary gear device, and the other one of the large diameter portion and the small diameter portion is engaged with the ring gear of the 2-4 planetary gear device.

  A sixteenth aspect of the present invention is the automatic transmission according to any one of the twelfth to fifteenth aspects of the present invention, wherein (a-1) the first clutch or the fifth clutch and the second brake are engaged. (A-2) The gear ratio is greater than that of the first gear, which is established by engaging the first clutch or the fifth clutch and the first brake. A smaller second shift stage, (a-3) a shift that is established by engagement of any two or more of the first clutch, the second clutch, and the fifth clutch than the second shift stage. A third gear having a small ratio; (a-4) than the third gear that is established by engaging the first clutch or the fifth clutch and the third clutch or the fourth clutch. Small gear ratio (A-5) a fifth shift stage, which is established by engaging the third clutch and the fourth clutch and has a gear ratio smaller than that of the fourth shift stage, (a-6) ) A sixth shift speed established by engaging the second clutch and the fourth clutch and having a speed ratio smaller than that of the fifth shift speed; (a-7) the fourth clutch and the first brake; Established by engaging the seventh shift stage having a smaller gear ratio than the sixth shift stage, (a-8) established by engaging the third clutch and the first brake, While the shift control is performed using a predetermined plurality of shift stages among the eighth shift stages having a gear ratio smaller than that of the seventh shift stage, (b) any of the first clutch and the fifth clutch The first variation that can be established even if used. Two or more consecutive predetermined shift speeds used in the shift control among the first to fourth shift speeds are established by engaging the first clutch with the first clutch and engaging the fifth clutch. Two types of the second shift group to be established are prepared, and a series of shift control is performed by selecting one of the first shift group and the second shift group.

  Note that two or more consecutive predetermined shift speeds used in the shift control among the first to fourth shift speeds (b) are the same as in the eleventh aspect. In addition, in the fourth speed stage, “being engaged with the first clutch or the fifth clutch and the third clutch or the fourth clutch” means that either one of the first clutch or the fifth clutch, This means that a total of two clutches, either the clutch or the fourth clutch, are engaged. That is, four combinations of the first clutch and the third clutch, the first clutch and the fourth clutch, the fifth clutch and the third clutch, the fifth clutch and the fourth clutch can be considered.

  A seventeenth aspect of the invention is the automatic transmission according to any one of the first to sixteenth aspects of the invention. (A) A first planetary gear device is provided in the second input path, and three rotations of the first planetary gear device are provided. Any one of the elements is connected to the input member to be driven to rotate, the other one is fixed to be non-rotatable, and the other one is rotated at a reduced speed with respect to the input member as an intermediate output member. (B) The first input path transmits the rotation of the input member to the main transmission unit as it is at a gear ratio of 1.0.

  In the automatic transmission according to the first aspect of the present invention, the first input rotation element is connected to the second input path by the first input clutch, whereby each successive shift stage of the first shift group is established, and the second input rotation Since the elements are connected to the second input path by the second input clutch, each successive shift stage of the second shift group is established. More appropriate shift control can be performed by switching between shift groups for use or by selecting and setting any shift group according to the individuality of the vehicle.

  Further, in the present invention, rotation is input to the main transmission unit through two paths of the first input path and the second input path, and the rotation transmitted from the second input path is transmitted to the first input clutch and the second input clutch. Since the first shift group and the second shift group are established by switching in step S1, the shift control in each shift group can be performed relatively easily, and the device is relatively simple, inexpensive, and compact. Therefore, it is possible to satisfy requirements such as manufacturing cost and mountability on vehicles.

  In the second invention, a pair of the first input rotation element and the second input rotation element positioned at one end on the nomograph are respectively connected to the second input path via the first input clutch and the second input clutch. While selectively connected, the output rotary element is located adjacent to the inside of the first input rotary element and the second input rotary element, and on the opposite side across the output rotary element Whether the first input clutch is engaged because one or more rotating elements are positioned and stopped by a brake, or connected to the first input path and the second input path by a clutch. Depending on whether the second input clutch is engaged, for example, as in the third aspect of the invention, a plurality of shift speeds of the pair of first shift group and second shift group can be easily set. High degree of freedom in setting the gear stage is so a more appropriate gear shifting control is performed. In addition, rotation is input to the main transmission unit through two paths of the first input path and the second input path, and rotation transmitted from the second input path is switched between the first input clutch and the second input clutch. Since each shift stage such as the first shift group and the second shift group is established, the apparatus is configured relatively simply, inexpensively and compactly as in the first aspect of the invention. Can meet the demands of.

  In the fourth aspect of the invention, the gear positions of the first gear group and the second gear group differ only in the engagement and disengagement states of the first input clutch and the second input clutch, and the engagement and disengagement of other clutches and brakes. The state is the same, and the clutch and brake are used in common at both shift groups, so the device is simpler, cheaper and more compact than when a separate clutch and brake are provided for each shift group. Composed.

  In the sixth invention, the first input rotation element and the second input rotation element are provided in common between the ring gears or sun gears of two sets of planetary gear devices arranged adjacent to each other. Since the ring gears or sun gears of the stepped pinion are meshed with the large-diameter part and the small-diameter part of the stepped pinion, for example, in a conventional planetary gear type automatic transmission, the rotation speed is lower than that of the first input path. The second input rotation element (ring gear or sun gear) is meshed with the second input rotation element (ring gear or sun gear) while the second input rotation element (ring gear or sun gear) is engaged with the first input rotation element (ring gear or sun gear) that establishes a plurality of continuous shift speeds The automatic transmission according to the first to fifth inventions can be configured simply by enabling the input clutch to be connected to the second input path. It can be configured to compact value.

  In the seventh to eleventh inventions, a maximum of eight speeds can be achieved by two input paths having different gear ratios, a main transmission unit having three sets of planetary gear units, five clutches, and two brakes. Therefore, it can be configured to be lightweight and compact, and almost all shifts can be performed by changing the two engagement elements (clutch or brake). Therefore, shift control is easy and the occurrence of shift shock is suppressed. .

  In the eighth and ninth inventions specifically defined for the first to fifth rotating elements, the gear ratio ρ of the three planetary gear units of the main transmission unit is set within a predetermined range. While using a relatively small (small diameter) planetary gear device as such, the gear ratios and gear ratio steps of the respective gear stages including the gear stages of the first gear group and the second gear group are appropriately set. In addition to being able to set, a large gear ratio range of about 6 or more can be secured in total.

  A tenth aspect of the invention is an embodiment of the sixth aspect of the invention, wherein the first pinion gear of the 2-1 planetary gear unit is a stepped pinion, and the stepped pinion has a third sun gear (sun gear of the second-3 planetary gear unit). It is only necessary to engage the second input path with the fifth clutch, so that an automatic transmission that can perform shift control by selecting one of a plurality of shift groups is simple, inexpensive, and compact. Can be configured.

  In the twelfth to sixteenth inventions, a maximum of eight speeds can be achieved by two input paths having different gear ratios, a main transmission unit having four planetary gear units, five clutches, and two brakes. Therefore, it can be configured to be lightweight and compact, and almost all shifts can be performed by changing the two engagement elements (clutch or brake). Therefore, shift control is easy and the occurrence of shift shock is suppressed. .

  In the thirteenth and fourteenth inventions specifically defined for the first to sixth rotating elements, the gear ratio ρ of the four planetary gear units of the main transmission unit is set within a predetermined range. While using such a planetary gear device that is relatively small (small diameter), the gear ratios and gear ratio steps of the respective gear stages including the gear stages of the first gear group and the second gear group are appropriately set. In addition to being able to set, a large gear ratio range of about 6 or more can be secured in total.

  A fifteenth aspect of the invention is an embodiment of the sixth aspect of the invention, wherein the pinion gear of the 2-1 planetary gear unit is a stepped pinion, and the stepped pinion is engaged with a fourth ring gear (ring gear of the second-4 planetary gear unit). In addition, since it is only necessary to be able to connect to the second input path by the fifth clutch, an automatic transmission that can perform shift control by selecting any of a plurality of shift groups is simple, inexpensive, and compact. it can.

  The ninth and fourteenth inventions correspond to one embodiment of the first to fifth inventions, and the same effects as those can be obtained.

  The present invention is suitably applied to an automatic transmission for a vehicle. For example, rotation is input from a traveling drive source such as an internal combustion engine through a fluid coupling such as a torque converter, and a gear is output at a predetermined speed ratio. It is transmitted from the output member such as the shaft to the left and right drive wheels via the differential gear device, but can also be applied to automatic transmissions other than those for vehicles. The input member is, for example, a turbine shaft of a torque converter.

  As for the mounting posture of the automatic transmission with respect to the vehicle, the axis of the automatic transmission is the front-rear direction of the vehicle even in a horizontal type such as an FF (front engine / front drive) vehicle in which the axis of the automatic transmission is the width direction of the vehicle. A vertical installation type such as an FR (front engine / rear drive) vehicle may be used.

  The automatic transmission may be one that automatically switches the gear position according to the operating state such as the accelerator operation amount or the vehicle speed, but may be one that switches the gear position according to the driver's switch operation (up / down operation or the like). The number of gears of the automatic transmission of the present invention is not particularly limited. For example, in the seventh to sixteenth inventions, up to eight gears are possible, and it is desirable to shift using six or more gears or seven or more gears. However, it is also possible to perform shift control with a four-speed shift or a five-speed shift. These gears are, for example, upper and lower gears in consideration of the gear ratio, gear ratio step, total gear ratio width, etc. from the first gear to the eighth gear of the eleventh invention and the sixteenth invention. Is set as appropriate by skipping the step or skipping an intermediate gear position.

  The number of shift stages in the first shift group and the second shift group may be at least two. The number of gears in the two gear groups may be the same, but the number of gears may be different, for example, the gears may be increased or decreased by one and the five gears may be changed to four gears.

  In the fourth invention, the eleventh invention, and the sixteenth invention, the gears of the two shift groups are the same in the operating states of the clutches and brakes other than the first input clutch and the second input clutch, but the first invention to the third invention. In the implementation of other inventions such as the above, the engagement and disengagement states of the clutches and brakes other than the first input clutch and the second input clutch may be changed to establish the gear positions of the two shift groups. That is, a clutch and a brake may be provided separately for each shift group to establish each shift stage.

  For example, the first shift group and the second shift group can be switched automatically according to a driving mode selected by the driver, such as a power mode, a snow mode, an economy mode, or the like. It can be directly selected or automatically detected by detecting the driving tendency of the driver, the operating state of ABS (anti-lock brake system), driving state or engine braking state, or driving conditions such as snowy roads and uphill slopes. Various modes are possible, for example, the mode can be switched automatically. Further, it is possible to set the gear position by fixing it to a predetermined gear group in advance according to the type of the vehicle. In the second invention having no requirements regarding the gear group, it is not always necessary to set a plurality of gear groups. For example, it is possible to change gears by alternately switching the first input clutch and the second input clutch. Since there are a large number of gears that can be set, various gears can be set in consideration of the gear ratio, gear ratio step, total gear ratio width, etc., depending on the vehicle characteristics such as the type of vehicle to be mounted.

  When the gear position is automatically switched according to the shift conditions such as the shift map, the shift group can be switched according to the operation mode and the shift conditions such as the shift map can be changed. Will be done. That is, if the speed group is switched, the number of speed stages, the speed ratio, the speed ratio step, the total speed ratio width, and the like change, so it is desirable to change the speed conditions such as the speed map accordingly. Various modes are prepared such that a plurality of shift maps are prepared for each shift group, for example, the driver can directly select the shift group by a switch operation, and the shift map can be changed according to the driving mode. Is possible.

  In the present invention, the number of shift groups may be provided with the first shift group and the second shift group. For example, the third shift group is set by providing a third input clutch, and the three shift groups are appropriately set. It is also possible to enable switching.

  In the sixth invention, the tenth invention, and the fifteenth invention, a stepped pinion is provided so that the first input rotating element and the second input rotating element (sun gear or ring gear) are engaged with each other. It is also possible to use a normal planetary gear device without using a stepped pinion.

  As the first to fifth clutches, the first brake, and the second brake, hydraulic friction engagement devices such as a multi-plate type, a single plate type, and a belt type that are frictionally engaged by a hydraulic cylinder are preferably used. Other types of engagement devices, such as a formula, can also be employed. In order to facilitate shift control, a one-way clutch may be provided in parallel with the brakes and clutches. For example, in the seventh to sixteenth aspects, if a one-way clutch is provided in parallel with the second brake, the first shift stage is established only by engaging the first clutch or the fifth clutch, and the first brake is further applied. It is possible to switch to the second gear position simply by engaging. If the engine brake is not required, a one-way clutch may be provided instead of the second brake. The one-way clutch has the same function as the brake in that it stops rotating. In addition, various modes such as providing a brake and a one-way clutch connected in series in parallel with the first brake are possible.

  Further, in the seventh to sixteenth inventions, the sixth to eighth shift stages or the fifth to eighth shift stages having the same rotation or more as the first input path are possible. In carrying out the sixth aspect of the present invention, it is only necessary to establish a shift speed that is lower than that of the first input path.

  The first input path and the second input path are configured to transmit, for example, at a constant gear ratio, but it is also possible to adopt a transmission that transmits the gear in two stages. It is also possible to provide a third input path that transmits at a different speed ratio from the first input path and the second input path.

  In the seventeenth aspect, the first planetary gear device is provided in the second input path, and the gear ratio of the second input path (= the rotational speed of the input member / the output rotational speed to the main transmission) is greater than 1.0. While the rotation of the input member is decelerated and transmitted, the first input path transmits the rotation of the input member as it is (transmission ratio = 1.0). The ratio does not necessarily have to be 1.0. For example, the transmission ratio of the first input path is smaller than 1.0 and the rotation of the input member is increased and transmitted, while the transmission ratio of the second input path is 1. Various modes are possible such that 0 may transmit the rotation of the input member as it is. The first planetary gear device is disposed coaxially with the main transmission unit, for example.

  As the first planetary gear device of the seventeenth invention, a double-pinion type or single-pinion type planetary gear device having a sun gear, a carrier, and a ring gear as three rotating elements is preferably used. Any one of the ring gear and the ring gear is connected to the input member and driven to rotate, the other one is fixed to be non-rotatable, and the other one is output as an intermediate output member that is decelerated and rotated with respect to the input member. Composed.

  When a single-pinion type planetary gear device is used, a stepped gear having a large-diameter portion and a small-diameter portion (compound planetary gear device) can be adopted as the pinion gear disposed on the carrier. In that case, in addition to the case where the three rotating elements are constituted by a sun gear and a ring gear and a carrier meshed with one and the other of the large diameter part and the small diameter part of the pinion gear, they mesh with the large diameter part and the small diameter part of the pinion gear, respectively. Or a pair of small-diameter sun gears and large-diameter sun gears and a carrier, or a pair of large-diameter ring gears and small-diameter ring-and-gear gears and carriers respectively engaged with the large-diameter portion and small-diameter portion of the pinion gear. .

  In the seventeenth invention, the first planetary gear device is provided in the second input path. However, the first input path and the second input path can be formed by using a parallel shaft type transmission. Are possible. For example, (a) the rotation is input from the input member is disposed across the first axis and the second axis in parallel with the first axis and the main transmission unit is disposed; (b) Rotation input from the input member to the first axis side at the second axis side at a predetermined first gear ratio (= rotation speed on the first axis side / rotation speed on the second axis side). A first power transmission mechanism that transmits to the first axis side, and (c) a first transmission mechanism that transmits rotation input from the input member to the first axis side to the second axis side at a second speed ratio that is greater than the first speed ratio. (D) a path for transmission via the first power transmission mechanism corresponds to the first input path, and a path for transmission via the second power transmission mechanism. Corresponds to the second input path.

  The first power transmission mechanism and the second power transmission mechanism that transmit power from the first axis side to the second axis side are configured by using, for example, a counter gear pair. Other than pulleys and belts, sprockets, chains, and the like It is also possible to adopt a transmission mechanism.

  The main transmission unit is configured, for example, as in the seventh to sixteenth inventions, but this is only an example until the tiredness, and various other connection forms satisfying the first invention or the second invention can be adopted. .

  The positional relationship between the 2nd-1 planetary gear device to the 2nd-3 planetary gear device or the 2nd-1 planetary gear device to the 2nd-4 planetary gear device of the main transmission is not particularly limited. Although the planetary gear device, the 2-2 planetary gear device, and the 2-3 planetary gear device can be arranged in the axial direction in this order, the 2-1 planetary gear device and the second-3 Various modes are possible, such as the arrangement of a planetary gear device. The clutch and the brake can be variously arranged, for example, concentrated on one end portion or separately arranged on both sides of the planetary gear device.

  According to the seventh to eleventh aspects of the automatic transmission described in Patent Document 1, the first pinion gear of the double pinion type planetary gear device of the main transmission unit (second transmission unit) is configured by a stepped pinion. In addition, a third sun gear (sun gear of the second to third planetary gear device) that meshes with the stepped pinion is provided, and substantially the same configuration as the case where the fifth clutch selectively connects to the second input path. Thus, the positional relationship among the plurality of planetary gear devices, the clutches, and the brakes can be various modes as described in Patent Document 1.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a skeleton diagram of a vehicular automatic transmission 10 according to an embodiment of the first to eleventh inventions and the seventeenth invention, which is suitably used for vertical installation of an FR vehicle or the like. The automatic transmission 10 for a vehicle includes a first transmission unit 14 mainly composed of a double pinion type first planetary gear unit 12, a double pinion type second planetary gear unit 16, and a single pinion type third planetary gear unit 12. A planetary gear unit 18 and a second transmission unit 22 mainly composed of the fourth planetary gear unit 20 are provided, and the rotation of the input shaft 24 is shifted and output from the output shaft 26. The input shaft 24 corresponds to an input member, and is a turbine shaft of the torque converter 28. The input shaft 24 receives rotation from the crankshaft 30 of the internal combustion engine as a driving source for traveling through the torque converter 28, while the output shaft 26 Corresponds to an output member, and rotationally drives the left and right drive wheels via a differential gear device or the like. The vehicle automatic transmission 10 is substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG. The same applies to the following embodiments.

  The carrier CA1 of the first planetary gear unit 12 constituting the first transmission unit 14 is connected to the input shaft 24 and driven to rotate. The sun gear S1 is fixed to the case 32 so as not to rotate, and the ring gear R1 is As an intermediate output member, the rotation of the input shaft 24 is decelerated and output to the second transmission unit 22. In this way, the path that is transmitted from the input shaft 24 to the second transmission 22 through the carrier CA1 of the first planetary gear device 12, the pinion gear disposed on the carrier CA1, and the ring gear R1 as an intermediate output member is the second input. In the path PA2, the first planetary gear unit 12 is decelerated at a constant gear ratio 1 / (1-ρ1) determined according to the gear ratio (= the number of teeth of the sun gear / the number of teeth of the ring gear) ρ1, When ρ1 = 0.500, the transmission ratio is 2.0, and transmission is performed at half the rotational speed of the input shaft 24. Further, in this embodiment, apart from the second input path PA2 passing through the first planetary gear unit 12, the first input path for transmitting the rotation of the input shaft 24 as it is to the second transmission unit 22 at a gear ratio of 1.0. PA1 is provided.

  The second transmission unit 22 corresponds to a main transmission unit, the second planetary gear unit 16 corresponds to a 2-1 planetary gear unit, and the third planetary gear unit 18 corresponds to a 2-2 planetary gear unit. The fourth planetary gear device 20 corresponds to a second to third planetary gear device. Further, in the second planetary gear device 16, the first pinion gear meshing with the sun gear S2 is constituted by a stepped pinion 34 having a large diameter portion and a small diameter portion, and the large diameter portion functions as the first pinion gear and functions as a sun gear. While being engaged with S2, the sun gear S4 of the fourth planetary gear device 20 is engaged with the small diameter portion. The sun gear S4 corresponds to a third sun gear in the second transmission unit 22.

  The second planetary gear device 16, the third planetary gear device 18, and the fourth planetary gear device 20 constituting the second transmission unit 22 are partially connected to each other to thereby form five rotating elements RM1 to RM1. Specifically, the carrier CA2 of the second planetary gear unit 16, the sun gear S3 of the third planetary gear unit 18, and the carrier CA4 of the fourth planetary gear unit 20 are connected to each other to form the first rotation. The element RM1 is configured, and the ring gear R2 of the second planetary gear unit 16 and the carrier CA3 of the third planetary gear unit 18 are connected to each other to configure the second rotating element RM2, and the second planetary gear unit 18 is configured by the ring gear R3. 3 rotation elements are configured, and the fourth rotation element RM4 is configured by the sun gear S4 of the fourth planetary gear unit 20, and the sun gear S2 of the second planetary gear unit 16 is configured. Therefore the fifth rotary element RM5 is formed.

  Further, the first rotating element RM1 (carrier CA2, sun gear S3, and carrier CA4) is selectively connected to the case 32 by the first brake B1 and stopped, and the second rotating element RM2 (ring gear R2 and carrier CA3) is stopped. ) Is selectively connected to the case 32 by the second brake B2 to stop the rotation, and the fifth rotating element RM5 (sun gear S2) is the first planetary gear unit 12 as an intermediate output member via the first clutch C1. The ring gear R1, that is, the second input path PA2, is selectively coupled, and the first rotating element RM1 (carrier CA2, sun gear S3, and carrier CA4) is also connected to the ring gear R1, that is, the second input path PA2 via the second clutch C2. The second rotary element RM2 (ring gear R2 and carrier CA ) Is selectively coupled to the input shaft 24, that is, the first input path PA1, via the third clutch C3, and the first rotation element RM1 (carrier CA2, sun gear S3, and carrier CA4) is input via the fourth clutch C4. The fourth rotation element RM4 (sun gear S4) is selectively connected to the ring gear R1, that is, the second input path PA2 via the fifth clutch C5, and is selectively connected to the shaft 24, that is, the first input path PA1. The element RM3 (ring gear R3) is integrally connected to the output shaft 26 to output rotation. The first clutch C1 corresponds to a first input clutch, the fifth clutch C5 corresponds to a second input clutch, the fifth rotation element RM5 corresponds to a first input rotation element, and the fourth rotation element RM4 corresponds to a second input clutch. The third rotation element RM3 corresponds to an input rotation element, and the third rotation element RM3 corresponds to an output rotation element. The first brake B1, the second brake B2, and the first clutch C1 to the fifth clutch C5 are all multi-plate hydraulic friction engagement devices that are frictionally engaged by a hydraulic cylinder.

  FIG. 2 (a) is a collinear chart that can represent the rotational speeds of the rotating elements of the first transmission unit 14 and the second transmission unit 22 with straight lines, and the lower horizontal line represents the rotational speed “0”. The upper horizontal line is the rotational speed “1.0”, that is, the same rotational speed as the input shaft 24. In addition, each vertical line of the first transmission unit 14 represents the sun gear S1, the ring gear R1, and the carrier CA1 in order from the left side, and their intervals are determined according to the gear ratio ρ1 of the first planetary gear unit 12. . The figure shows a case where the gear ratio ρ1 = 0.500. The five vertical lines of the second transmission unit 22 indicate the first rotation element RM1 (carrier CA2, sun gear S3, and carrier CA4), second rotation element RM2 (ring gear R2 and carrier CA3), and third rotation in order from the left side. The element RM3 (ring gear R3), the fourth rotating element RM4 (sun gear S4), and the fifth rotating element RM5 (sun gear S2) are shown, and their intervals are the gear ratio ρ2 of the second planetary gear unit 16, the third planet It is determined according to the gear ratio ρ3 of the gear unit 18 and the gear ratio ρ4 of the fourth planetary gear unit 20. The figure shows a case where the gear ratio ρ2 = 0.444, ρ3 = 0.500, and ρ4 = 0.383. Note that the circled numbers “1” to “5” of the second transmission unit 22 represent the first rotation element RM1 to the fifth rotation element RM5, respectively. The same applies to the following embodiments.

  As is apparent from this collinear diagram, the first clutch C1 and the second brake B2 are engaged, and the fifth rotating element RM5 is decelerated and rotated through the first transmission unit 14 and the second rotation. When the rotation of the element RM2 is stopped, the third rotation element RM3 connected to the output shaft 26 is rotated at the rotation speed indicated by “1st”, and the largest gear ratio (= the rotation speed of the input shaft 24 / the output shaft 26). 1st speed stage “1st” is established. When the first clutch C1 and the first brake B1 are engaged and the fifth rotating element RM5 is decelerated and rotated via the first transmission unit 14 and the first rotating element RM1 is stopped from rotating, the third rotation is performed. The element RM3 is rotated at the rotational speed indicated by “2nd”, and the second speed “2nd” having a smaller gear ratio than the first speed “1st” is established. When the first clutch C1 and the second clutch C2 are engaged and the second transmission unit 22 is integrally decelerated and rotated via the first transmission unit 14, the third rotation element RM3 is indicated by “3rd”. The third speed “3rd”, which is rotated at the same rotational speed, that is, the same speed as the ring gear R1 of the first transmission unit 14, is smaller than the second speed “2nd”. When the first clutch C1 and the fourth clutch C4 are engaged, the fifth rotating element RM5 is decelerated and rotated via the first transmission unit 14, and the first rotating element RM1 is rotated integrally with the input shaft 24. The third rotation element RM3 is rotated at the rotation speed indicated by “4th”, and the fourth speed “4th” having a smaller gear ratio than the third speed “3rd” is established. When the first clutch C1 and the third clutch C3 are engaged, the fifth rotation element RM5 is decelerated and rotated via the first transmission unit 14, and the second rotation element RM2 is rotated integrally with the input shaft 24. The third rotation element RM3 is rotated at the rotation speed indicated by “5th”, and the fifth shift stage “5th” having a smaller gear ratio than the fourth shift stage “4th” is established.

  When the third clutch C3 and the fourth clutch C4 are engaged and the second transmission 22 is rotated together with the input shaft 24, the third rotating element RM3 rotates at the rotational speed indicated by “6th”, that is, with the input shaft 24. The sixth shift stage “6th”, which is rotated at the same rotational speed and has a smaller gear ratio than the fifth shift stage “5th”, is established. The gear ratio of the sixth gear stage “6th” is 1.0. When the second clutch C2 and the third clutch C3 are engaged, the first rotating element RM1 is decelerated and rotated via the first transmission unit 14, and the second rotating element RM2 is rotated integrally with the input shaft 24. The third rotation element RM3 is rotated at the rotational speed indicated by “7th”, and the seventh shift stage “7th” having a smaller gear ratio than the sixth shift stage “6th” is established. When the third clutch C3 and the first brake B1 are engaged, the second rotating element RM2 is rotated integrally with the input shaft 24, and the first rotating element RM1 is stopped from rotating, the third rotating element RM3 8th speed stage “8th”, which is rotated at a rotational speed indicated by “8th” and has a smaller speed ratio than the seventh speed stage “7th”, is established.

  Further, when the second clutch C2 and the second brake B2 are engaged, the first rotating element RM1 is decelerated and rotated through the first transmission unit 14, and the second rotating element RM2 is stopped from rotating. The third rotation element RM3 is reversely rotated at the rotation speed indicated by “Rev”, and the reverse shift stage “Rev” is established.

  (B) in FIG. 2 is an operation table that collectively shows the relationship between the above-described shift speeds and the operation states of the clutches C1 to C5 and the brakes B1 and B2. “◯” indicates engagement, and the blank indicates release. Further, it is possible to perform a shift of each successive shift speed by merely grasping any two of the clutches C1 to C4 and the brakes B1 and B2. Further, the gear ratio of each gear stage is appropriately determined by the gear ratios ρ1 to ρ3 of the first planetary gear device 12, the second planetary gear device 16, and the third planetary gear device 18, for example, ρ1 = 0.500, ρ2. = 0.444 and ρ3 = 0.500, the gear ratio shown in FIG. 2 (b) is obtained, the gear ratio step is substantially constant and an appropriate value, and the total gear ratio width (= 5. 014 / 0.667) is also as large as about 7.521, and the gear ratio of the reverse shift stage “Rev” is also appropriate, so that an appropriate gear ratio characteristic can be obtained as a whole.

  On the other hand, in this embodiment, instead of engaging the first clutch C1, the fifth clutch C5 is engaged, and the fourth rotation element RM4 is decelerated and rotated via the first transmission unit 14, thereby the first shift stage “ 1st "to 5th shift stage" 5th "can also be established. The gear ratios of these gear speeds change as compared with the case where the first clutch C1 is engaged, but the position of the fourth rotating element RM4 (sun gear S4) in FIG. 2 (a), that is, the fourth planetary gear device. 20 is appropriately determined according to the gear ratio ρ4. By appropriately setting the gear ratio ρ4, the first gear stage “1st” to the fifth gear stage “5th” established by the engagement of the first clutch C1 are set. Can be used instead.

  In the present embodiment, as shown in FIG. 3, the first gear stage “1st” to the third gear stage “3rd” are established by engaging the fifth clutch C5 instead of engaging the first clutch C1. It is supposed to be made. In these shift speeds “1st” to “3rd”, the engagement and release states of the clutches and brakes other than the first clutch C1 and the fifth clutch C5 are the same, specifically, the fifth clutch C5 and the second brake. By engaging B2, the fourth rotation element RM4 is decelerated and rotated via the first transmission unit 14 and the second rotation element RM2 is stopped from rotating, so that the first gear stage “ 1st "is established. Further, the fifth clutch C5 and the first brake B1 are engaged, the fourth rotating element RM4 is decelerated and rotated through the first transmission unit 14, and the first rotating element RM1 is stopped from rotating. The second shift stage “2nd” having a smaller speed ratio than the first shift stage “1st” is established, the second clutch C2 and the fifth clutch C5 are engaged, and the second transmission unit 22 is shifted to the first shift stage. The third speed stage “3rd” having a smaller speed ratio than the second speed stage “2nd” is established by being integrally decelerated and rotated via the portion 14. At the third speed “3rd”, the first clutch C1 can be engaged at the same time.

  In the shift control using these shift speeds “1st” to “3rd”, as is apparent from FIG. 3B, there are three engagement elements (clutch and brake) in the 2⇔3 shift or the 3⇔4 shift. However, it is necessary to switch between the two engaging elements. Further, the gear ratio of the shift speeds “1st” to “3rd” is appropriately determined according to the gear ratio ρ4 of the fourth planetary gear device 20, and for example, if ρ4 = 0.383, the gear ratio shown in FIG. A ratio is obtained. Compared with the case of FIG. 2 in which the first clutch C1 is engaged, the gear ratio of the third speed “3rd” is the same at 2.000, but 5.014 is the same at the first speed “1st”. In addition to 4.286, at the second shift stage “2nd”, 3.005 becomes 2.762, and both become slightly smaller values and the drive torque decreases. Further, the total transmission ratio width is about 6.429, which is a cross gear ratio as compared with the case of FIG.

  In the present embodiment, the first shift stage “1st” to the third shift stage “3rd” in FIG. 2 established by engaging the first clutch C1 are the first shift group, and the fifth clutch C5 is engaged. The first gear stage “1st” to the third gear stage “3rd” in FIG. 3 established by the operation are the second gear group, and the overall gear ratio of the first gear stage “1st” to the eighth gear stage “8th”. 2 is wider and has better acceleration performance.

  Such a vehicular automatic transmission 10 is subjected to shift control by, for example, a shift control device 100 shown in FIG. The shift control device 100 includes a microcomputer having a CPU, a RAM, a ROM, and the like, and functionally includes a shift map switching unit 102, a shift group switching unit 104, an automatic transmission unit 106, and a manual transmission unit 108. I have. Further, a signal representing the vehicle speed V and the accelerator operation amount θacc is supplied, and a signal for selecting a power mode from the power mode selection switch 110, manual mode selection switch 112, shift switch 114, and shift group selection switch 116, and manual mode , A signal for selecting the up / down or each gear position directly, and a signal for selecting a gear group are supplied. The manual mode selection switch 112 and the shift switch 114 are provided so as to be switched by, for example, a shift lever operation, and the power mode selection switch 110 and the shift group selection switch 116 are provided, for example, on an instrument panel or the like. The selection of the shift group is for switching between the shift according to the operation table of FIG. 2 and the shift according to the operation table of FIG. 3. For reference, for example, the gear ratio is large or small, and the gear ratio of the first shift stage “1st” Is displayed in the vicinity of the switch 116.

  The automatic transmission means 106 automatically switches the shift stages “1st” to “8th” of the vehicle automatic transmission 10 according to a predetermined shift map using the vehicle speed V and the accelerator operation amount θacc as parameters. When the manual mode is selected by the manual mode selection switch 112, the transmission means 108 responds to the shift stage “1st” of the vehicle automatic transmission 10 according to an up / down signal, a shift stage selection signal, or the like supplied from the shift switch 114. ”To“ 8th ”. The shift map switching means 102 switches the shift map used in the shift control of the automatic transmission means 106 depending on whether or not the power mode is selected. When the power mode is selected by the power mode selection switch 110, the shift map for the power mode is used. If not, a shift map for normal mode is set. The shift map for the power mode is determined so that the shift is performed on the higher vehicle speed side than for the normal mode, for example.

  The shift group switching means 104 switches between a shift based on the operation table using the first shift group as shown in FIG. 2 and a shift based on the operation table using the second shift group as shown in FIG. When the manual mode is selected by the mode selection switch 112, the operation table of the transmission group selected by the transmission group selection switch 116 is set, and the manual transmission means 108 performs the shift control according to the set operation table. . When not in the manual mode, the operation table is set according to whether or not the power mode is in the same manner as the shift map, and when the power mode is selected by the power mode selection switch 110, the first shift group with the wide gear ratio in FIG. 2 is used. If not, the operation table using the second shift group in FIG. 3 is set. The automatic transmission means 106 performs shift control according to the set operation table. The operation table is set and switched according to the solenoid valve for switching the hydraulic circuit so that the engagement and disengagement states of the clutches C1 to C5 and the brakes B1 and B2 are switched according to each operation table to establish each gear stage. This means setting and switching of a series of ON and OFF patterns.

  As described above, in the vehicle automatic transmission 10 according to the present embodiment, the fifth rotation element RM5 is connected to the second input path PA2 by the first clutch C1, so that the first transmission group shown in FIG. The first shift stage “1st” to the third shift stage “3rd” are established, and the fourth rotation element RM4 is connected to the second input path PA2 by the fifth clutch C5, whereby the second shift group shown in FIG. While the first to third shift speeds “1st” to “3rd” are established, the power mode selection switch 110 selects the power mode and the shift group selection switch 116 selects the shift group itself. Since the shift group is switched and the shift is performed, more appropriate shift control is performed.

  In addition, rotation is input to the second transmission unit 22 through the first input path PA1 and the second input path PA2, and the rotation transmitted from the second input path PA2 is transmitted to the first clutch C1 and the fifth clutch. Since the first shift group and the second shift group are established by switching at C5, the shift control of each shift group is relatively controlled while the first clutch C1 or the fifth clutch C5 is engaged. In addition to being able to be performed easily, the apparatus is relatively simple, inexpensive and compact, and can satisfy requirements such as manufacturing cost and mountability on a vehicle in a practically satisfactory range.

  Further, the fifth rotation element RM5 and the fourth rotation element RM4 connected to the second input path PA2 by the first clutch C1 and the fifth clutch C5 are collinear diagrams shown in FIGS. 2 (a) and 3 (a). Since the third rotating element RM3, which is an output rotating element, is positioned adjacent to each other at one end on the upper side, on the opposite side across the third rotating element RM3. The first rotation element RM1 and the second rotation element RM2 that are positioned are stopped by the brakes B1 and B2, are connected to the second input path PA2 by the second clutch C2, and the first and second rotation elements RM1 and RM2 are connected by the third clutch C3 and the fourth clutch C4. A pair of first shift group and second shift group that rotate at a lower speed than the rotation speed (speed ratio 1.0 in the embodiment) transmitted from the first input path PA1 by connecting to the one input path PA1. It can be easily set a plurality of shift stages. In the present embodiment, five shift stages from the first shift stage “1st” to the fifth shift stage “5th” can be set as switchable shift groups.

  Further, the shift speeds of the first shift group of FIG. 2 and the second shift group of FIG. 3 (the first shift speed “1st” to the third shift speed “3rd”) The engagement and disengagement states of the other clutches and brakes are the same except that the engagement and disengagement states are different. Compared to the case where the brake is provided separately, the device is configured more simply, cheaply and compactly.

  Further, in this embodiment, in the conventional planetary gear automatic transmission described in Patent Document 1, a plurality of continuous shift stages (first shift stage “1st” to first shift stage) that output at a lower speed than the first input path PA1. When the fifth shift stage (5th) is established, the first pinion gear is connected to the sun gear S2 of the second planetary gear device 16 connected to the second input path PA2 via the first clutch C1. In addition, it is only necessary to engage the sun gear S4 with the small-diameter portion and connect it to the second input path PA2 by the fifth clutch C5. Therefore, the shift control is performed by switching the first shift group and the second shift group. The vehicular automatic transmission 10 that can be performed can be configured simply, inexpensively and compactly.

  Further, in the present embodiment, the multi-speed shift of eight forward speeds includes four sets of planetary gear units 12, 16, 18, including the first transmission unit 14, the sun gear S4 of the fourth planetary gear unit 20, and five clutches C1. Because it is achieved by C5 and two brakes B1 and B2, it can be configured to be lightweight and compact, and most of the gears can be changed by simply changing either one of the clutches C1 to C5 and the brakes B1 and B2. Therefore, the shift control is easy and the occurrence of shift shock is suppressed.

  Further, the gear ratios ρ1 to ρ4 of the planetary gear devices 12, 16, 18, and 20 are set within a range of 0.3 to 0.6, and the planetary gear devices 12, 16, 18, and 20 are relatively small (small diameter). 2), the gear ratio and the gear ratio step of the first gear stage “1st” to the eighth gear stage “8th” can be appropriately set as shown in FIG. 2 (b) and FIG. 3 (b). In addition, a large gear ratio width of 6 or more can be secured in total, and the gear ratio of the reverse gear stage “Rev” is large, so that an appropriate gear ratio characteristic can be obtained as a whole.

  Next, another embodiment of the present invention will be described. In the following embodiments, parts that are substantially the same as those in the above embodiments are denoted by the same reference numerals, and detailed description thereof is omitted.

  5 to 7 show one embodiment of the first invention to the sixth invention and the twelfth invention to the seventeenth invention, and FIGS. 5 to 7 are views corresponding to FIGS. 1 to 3, respectively. The vehicle automatic transmission 40 is different from the vehicle automatic transmission 10 in the configuration of a second transmission unit 42 that is a main transmission unit. That is, the second transmission unit 42 includes a single pinion type second planetary gear unit 44, a double pinion type third planetary gear unit 46, a single pinion type fourth planetary gear unit 48, and a fifth planetary gear unit 50. The second planetary gear unit 44 corresponds to a 2-1 planetary gear unit, the third planetary gear unit 46 corresponds to a 2-2 planetary gear unit, and a fourth planetary gear unit 48. Corresponds to a 2-3 planetary gear device, and the fifth planetary gear device 50 corresponds to a 2-4 planetary gear device. The pinion gear of the second planetary gear device 44 is a stepped pinion 52 having a large diameter portion and a small diameter portion, and the small diameter portion functions as a pinion gear and meshes with the sun gear S2 and the ring gear R2 of the second planetary gear device 44. The ring gear R5 of the fifth planetary gear device 50 is meshed with the large diameter portion. This ring gear R5 corresponds to a fourth ring gear. Further, the carriers CA2 and CA3 of the second planetary gear device 44 and the third planetary gear device 46 are constituted by a common member, and the sun gears S2 and S3 are constituted by a common member. The pinion gear of the gear device 44 (the small diameter portion of the stepped pinion 52) also serves as the first pinion gear (the pinion gear meshing with the sun gear S3) of the third planetary gear device 46.

  The second planetary gear device 44, the third planetary gear device 46, the fourth planetary gear device 48, and the fifth planetary gear device 50 constituting the second transmission unit 42 are partially connected to each other. Thus, six rotating elements RM1 to RM6 are configured. Specifically, the sun gear S2 of the second planetary gear unit 44 and the sun gear S3 of the third planetary gear unit 46 are connected to each other to configure the first rotating element RM1. Then, the second rotating element RM2 is constituted by the ring gear R4 of the fourth planetary gear unit 48, the ring gear R3 of the third planetary gear unit 46 and the carrier CA4 of the fourth planetary gear unit 48 are connected to each other, and the third rotating element is The carrier CA2 of the second planetary gear unit 44, the carrier CA3 of the third planetary gear unit 46, the sun gear S4 of the fourth planetary gear unit 48, and the fifth planetary gear. The carrier CA5 of the vehicle device 50 is coupled to each other to form a fourth rotating element RM4, the fifth rotating element RM5 is configured by the ring gear R2 of the second planetary gear device 44, and the ring gear R5 of the fifth planetary gear device 50 is the first. A six-rotation element RM6 is configured.

  The first rotating element RM1 (sun gears S2 and S3) is selectively connected to the case 32 by the first brake B1 to stop the rotation, and the third rotating element RM3 (ring gear R3 and carrier CA4) is the second brake. The second rotary element RM5 (ring gear R2) is selectively coupled to the case 32 by B2 and stopped. The fifth rotating element RM5 (ring gear R2) is the ring gear R1 of the first planetary gear device 12, which is an intermediate output member, via the first clutch C1, that is, the first gear. The first rotation element RM1 (sun gears S2, S3) is selectively connected to the ring gear R1, that is, the second input path PA2 via the second clutch C2, and is selectively connected to the second input path PA2. RM2 (ring gear R4) is selectively connected to the input shaft 24, that is, the first input path PA1 via the third clutch C3. The third rotation element RM3 (ring gear R3 and carrier CA4) is selectively connected to the input shaft 24, that is, the first input path PA1, via the fourth clutch C4, and the sixth rotation element RM6 (ring gear R5) is the fifth clutch. The fourth rotation element RM4 (carriers CA2, CA3, sun gear S4, and carrier CA5) is integrally connected to the output gear 54 as an output member by being selectively connected to the ring gear R1, that is, the second input path PA2 via C5. It is connected to output rotation. In this embodiment, the first input path PA1 is configured via the carrier CA1 of the first planetary gear device 12 of the first transmission unit 14. The first clutch C1 corresponds to a first input clutch, the fifth clutch C5 corresponds to a second input clutch, the fifth rotation element RM5 corresponds to a first input rotation element, and the sixth rotation element RM6 corresponds to a second input clutch. The fourth rotation element RM4 corresponds to the input rotation element, and the fourth rotation element RM4 corresponds to the output rotation element.

  Then, as shown in FIG. 6, the first clutch C1 and the second brake B2 are engaged, the fifth rotating element RM5 is decelerated and rotated through the first transmission unit 14, and the third rotating element RM3 is When the rotation is stopped, the fourth rotation element RM4 connected to the output gear 54 is rotated at the rotation speed indicated by “1st”, and the first gear stage “1st” having the largest gear ratio is established. When the first clutch C1 and the first brake B1 are engaged and the fifth rotating element RM5 is decelerated and rotated through the first transmission unit 14 and the first rotating element RM1 is stopped from rotating, the fourth rotation is performed. The element RM4 is rotated at the rotation speed indicated by “2nd”, and the second speed “2nd” having a smaller gear ratio than the first speed “1st” is established. When the first clutch C1 and the second clutch C2 are engaged and the second transmission unit 42 is integrally decelerated and rotated via the first transmission unit 14, the fourth rotation element RM4 is indicated by “3rd”. The third speed “3rd”, which is rotated at the same rotational speed, that is, the same speed as the ring gear R1 of the first transmission unit 14, is smaller than the second speed “2nd”. When the first clutch C1 and the third clutch C3 are engaged, the fifth rotation element RM5 is decelerated and rotated via the first transmission unit 14, and the second rotation element RM2 is rotated integrally with the input shaft 24. The fourth rotation element RM4 is rotated at the rotational speed indicated by “4th”, and the fourth speed “4th” having a smaller gear ratio than the third speed “3rd” is established. Note that, instead of engaging the first clutch C1 and the third clutch C3, by engaging the first clutch C1 and the fourth clutch C4, the fifth rotating element RM5 is rotated at a reduced speed via the first transmission unit 14. In addition, the third rotation element RM3 can be rotated integrally with the input shaft 24 to establish the fourth shift stage “4th”.

  When the third clutch C3 and the fourth clutch C4 are engaged and the second transmission unit 42 is rotated integrally with the input shaft 24, the fourth rotational element RM4 is rotated at the rotational speed indicated by “5th”, that is, with the input shaft 24. The fifth shift stage “5th”, which is rotated at the same rotational speed and has a smaller gear ratio than the fourth shift stage “4th”, is established. The gear ratio of the fifth gear stage “5th” is 1.0. When the second clutch C2 and the fourth clutch C4 are engaged, the first rotating element RM1 is decelerated and rotated through the first transmission unit 14, and the third rotating element RM3 is integrally rotated with the input shaft 24. The fourth rotation element RM4 is rotated at the rotation speed indicated by “6th”, and the sixth shift stage “6th” having a smaller gear ratio than the fifth shift stage “5th” is established. When the fourth clutch C4 and the first brake B1 are engaged, the third rotating element RM3 is rotated integrally with the input shaft 24, and the first rotating element RM1 is stopped rotating, the fourth rotating element RM4 is “ The seventh speed change step “7th”, which is rotated at the rotational speed indicated by “7th” and has a smaller speed ratio than the sixth speed change step “6th”, is established. When the third clutch C3 and the first brake B1 are engaged so that the second rotating element RM2 is rotated integrally with the input shaft 24 and the first rotating element RM1 is stopped from rotating, the fourth rotating element RM4 is “ The eighth speed “8th” is established with a lower speed ratio than the seventh speed “7th”.

  When the second clutch C2 and the second brake B2 are engaged, the first rotating element RM1 is decelerated and rotated through the first transmission unit 14 and the third rotating element RM3 is stopped from rotating. The fourth rotation element RM4 is reversely rotated at the rotation speed indicated by “Rev”, and the reverse shift stage “Rev” is established.

  Also in this case, as is clear from FIG. 6 (b), it is possible to perform shifting at each of the successive shift speeds by simply grasping any two of the clutches C1 to C4 and the brakes B1 and B2. The gear ratio of each gear stage is appropriately determined by the gear ratios ρ1 to ρ4 of the first planetary gear device 12, the second planetary gear device 44, the third planetary gear device 46, and the fourth planetary gear device 48, for example, If ρ1 = 0.450, ρ2 = 0.351, ρ3 = 0.368, ρ4 = 0.286, the gear ratio shown in FIG. 6 (b) is obtained, and the gear ratio step is substantially constant and an appropriate value. In addition, the total speed ratio width (= 3.550 / 0.526) is as large as about 6.745, the speed ratio of the reverse gear stage “Rev” is also appropriate, and an appropriate speed ratio characteristic is obtained as a whole. .

  On the other hand, instead of engaging the first clutch C1, the fifth clutch C5 is engaged, and the sixth rotation element RM6 is rotated at a reduced speed via the first transmission unit 14, thereby allowing the first shift stage “1st” to the first shift stage. The fourth shift stage “4th” can be established. The gear ratios of these gear speeds vary as compared with the case where the first clutch C1 is engaged, but the position of the sixth rotating element RM6 (ring gear R5) in FIG. 6 (a), that is, the fifth planetary gear device. The gear ratio ρ5 is appropriately determined according to the gear ratio ρ5 of 50. By appropriately setting the gear ratio ρ5, the first gear stage “1st” to the fourth gear stage “4th” established by the engagement of the first clutch C1 are set. Can be used instead.

  In the present embodiment, as shown in FIG. 7, the fifth clutch C5 is engaged instead of the first clutch C1 for all of the first gear shift stage “1st” to the fourth gear shift stage “4th”. Is established. In these shift speeds “1st” to “4th”, the engagement and disengagement states of the clutches and brakes other than the first clutch C1 and the fifth clutch C5 are the same, specifically, the fifth clutch C5 and the second brake. By engaging B2, the sixth rotation element RM6 is decelerated and rotated via the first transmission unit 14 and the third rotation element RM3 is stopped from rotating, so that the first gear stage “ 1st "is established. Further, the fifth clutch C5 and the first brake B1 are engaged, the sixth rotating element RM6 is decelerated and rotated through the first transmission unit 14, and the first rotating element RM1 is stopped from rotating. The second shift stage “2nd” is established, the second clutch C2 and the fifth clutch C5 are engaged, and the second transmission unit 42 is integrally decelerated and rotated via the first transmission unit 14. Thus, the third shift stage “3rd” is established, the third clutch C3 and the fifth clutch C5 are engaged, and the second rotation element RM2 is rotated integrally with the input shaft 24 and the sixth rotation element RM6. Is decelerated and rotated via the first transmission unit 14, whereby the fourth shift stage "4th" is established. In the fourth speed “4th”, the fourth clutch C4 and the fifth clutch C5 are engaged to rotate the third rotating element RM3 integrally with the input shaft 24 and to rotate the sixth rotating element RM6 to the first transmission unit 14. It can also be established by decelerating and rotating through.

  Even in the shift control using these shift stages “1st” to “4th”, as is clear from FIG. 7 (b), it is only necessary to change the two engaging elements (clutch or brake) at all shifts. Shifting can be performed. Further, the gear ratio of the shift speeds “1st” to “4th” is appropriately determined according to the gear ratio ρ5 of the fifth planetary gear unit 50. For example, if ρ5 = 0.561, the gear ratio shown in FIG. A ratio is obtained. Compared with the case of FIG. 6 in which the first clutch C1 is engaged, the gear ratio of the third gear stage “3rd” is 1.818, which is the same, but 3.550 is the first gear stage “1st”. At 4.59, the second shift stage “2nd” has 2.456 of 2.839, and both of them become slightly large values, and the drive torque increases, while at the fourth shift stage “4th”, 1. 349 becomes 1.259 and becomes a slightly small value. Further, the total transmission ratio width is about 8.719, which is a wide gear ratio as compared with the case of FIG.

  In this embodiment, the first shift stage “1st” to the fourth shift stage “4th” in FIG. 6 established by engaging the first clutch C1 are the first shift group, and the fifth clutch C5 is engaged. The first gear shift stage “1st” to the fourth gear shift stage “4th” in FIG. 7 established by the operation are the second gear shift group, and the overall gear ratio of the first gear shift stage “1st” to the eighth gear shift stage “8th”. 7 is wider and has better acceleration performance.

  As described above, also in the vehicle automatic transmission 40 according to the present embodiment, the fifth rotation element RM5 is connected to the second input path PA2 by the first clutch C1, so that the first shift group shown in FIG. 6 continues. The first shift stage “1st” to the fourth shift stage “4th” are established, and the sixth rotation element RM6 is connected to the second input path PA2 by the fifth clutch C5, whereby the second shift group shown in FIG. Since the first to fourth shift speeds “1st” to “4th” are established, for example, the power mode selection by the power mode selection switch 110 and the shift group by the shift group selection switch 116 are the same as in the above embodiment. A more appropriate shift control is performed by switching those shift groups in accordance with the selection of the shift group and performing a series of shifts.

  In addition, rotation is input to the second transmission unit 42 through the first input path PA1 and the second input path PA2, and the rotation transmitted from the second input path PA2 is transmitted to the first clutch C1 and the fifth clutch. Since the first shift group and the second shift group are established by switching at C5, the shift control of each shift group is relatively performed with the first clutch C1 or the fifth clutch C5 engaged. In addition to being easy to carry out, the apparatus is relatively simple, inexpensive and compact, and can meet requirements such as manufacturing cost and mountability to a vehicle in a practically satisfactory range.

  Further, the fifth rotation element RM5 and the sixth rotation element RM6 connected to the second input path PA2 by the first clutch C1 and the fifth clutch C5 are collinear diagrams shown in FIGS. 6 (a) and 7 (a). Since the fourth rotating element RM4, which is an output rotating element, is positioned adjacent to one end of the upper end and adjacent to the inner side of the fourth rotating element RM4 on the opposite side, The first rotation element RM1 to the third rotation element RM3 that are positioned are stopped by the brakes B1 and B2, are connected to the second input path PA2 by the second clutch C2, and the first and second rotation elements RM1 to RM3 are connected by the second clutch C2 and the third clutch C3 and the fourth clutch C4. A pair of first shift group and second shift group that rotate at a lower speed than the rotation speed (speed ratio 1.0 in the embodiment) transmitted from the first input path PA1 by connecting to the one input path PA1. It can be easily set a plurality of shift stages.

  Further, the first gear group of FIG. 6 and the second gear group of FIG. 7 (the first gear stage “1st” to the fourth gear stage “4th”) are the first gear C1 and the fifth clutch C5. The engagement and disengagement states of the other clutches and brakes are the same except that the engagement and disengagement states are different, and the clutches and brakes are commonly used at the shift speeds of both shift groups. Compared to the case where the brake is provided separately, the device is configured more simply, cheaply and compactly.

  Further, in this embodiment, when establishing a plurality of continuous shift speeds (first shift speed “1st” to fourth shift speed “4th”) that are output at a lower speed than the first input path PA1, For the ring gear R2 of the second planetary gear unit 44 connected to the second input path PA2 via the clutch C1, the pinion gear that meshes with the ring gear R2 is a stepped pinion 52, and the ring gear R5 is meshed with the large diameter portion. In addition, since it is only necessary to connect the second input path PA2 with the fifth clutch C5, the automatic transmission 40 for a vehicle that can perform shift control by switching between the first shift group and the second shift group is simple. In addition, it can be configured inexpensively and compactly.

  Further, in the present embodiment, the multi-speed shift of eight forward speeds includes four sets of planetary gear devices 12, 44, 46, and 48 including the first transmission portion 14, the ring gear R5 of the fifth planetary gear device 50, and five gears. Since it is achieved by the clutches C1 to C5 and the two brakes B1 and B2, it can be configured to be lightweight and compact, and all the gears can be changed by simply changing either one of the clutches C1 to C5 and the brakes B1 and B2. Therefore, the shift control is easy and the occurrence of shift shock is suppressed.

  Further, the gear ratios ρ1 to ρ5 of the planetary gear devices 12, 44, 46, 48, and 50 are set within a predetermined range so that the planetary gear devices 12, 44, 46, 48, and 50 are relatively small (small diameter). 6 (b) and 7 (b), the gear ratio and the gear ratio step of the first gear stage “1st” to the eighth gear stage “8th” can be appropriately set while maintaining the above. In addition, a large gear ratio range of 6 or more can be secured in total, and the gear ratio of the reverse gear stage “Rev” is large, so that an appropriate gear ratio characteristic can be obtained as a whole.

  In the above-described embodiments, the description has been given of the case of the forward eight-speed shift. For example, the first shift speed “1st” to the seventh shift speed “7th”, the second shift speed “2nd” to the eighth shift speed “8th” Alternatively, the shift control can be performed at seven forward speeds such as the first shift speed “1st” to the sixth shift speed “6th” + the eighth shift speed “8th”, or the shift speed can be changed at six or less forward speeds. It is also possible to perform control.

  As mentioned above, although the Example of this invention was described in detail based on drawing, these are one Embodiment to the last, This invention is implemented in the aspect which added the various change and improvement based on the knowledge of those skilled in the art. be able to.

1 is a skeleton diagram illustrating a vehicular automatic transmission that is an embodiment of the present invention. FIG. 2 is a collinear diagram and an operation table when shift control is performed using a first shift group in the vehicle automatic transmission of FIG. 1. FIG. 2 is a collinear diagram and an operation table when shift control is performed using a second shift group in the vehicle automatic transmission of FIG. 1. It is a block diagram explaining an example of the control system of the automatic transmission for vehicles of FIG. It is a figure explaining another Example of this invention, and is a skeleton figure equivalent to FIG. FIG. 6 is a nomographic chart and an operation table when shift control is performed using a first shift group in the vehicle automatic transmission of FIG. 5. FIG. 6 is a collinear diagram and an operation table when shift control is performed using a second shift group in the vehicle automatic transmission of FIG. 5.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10, 40: Automatic transmission for vehicles 12: 1st planetary gear apparatus 14: 1st transmission part 16, 44: 2nd planetary gear apparatus (2-1st planetary gear apparatus) 18, 46: 3rd planetary gear apparatus ( 2-2 planetary gear device) 20, 48: fourth planetary gear device (second-3 planetary gear device) 22, 42: second transmission unit 24: input shaft (input member) 26: output shaft (output member) 34, 52: Stepped pinion 50: Fifth planetary gear unit (second to fourth planetary gear unit) 54: Output gear (output member) 100: Shift control device PA1: First input path PA2: Second input path RM1: 1st rotation element RM2: 2nd rotation element RM3: 3rd rotation element RM4: 4th rotation element RM5: 5th rotation element RM6: 6th rotation element C1: 1st clutch C2: 2nd clutch 3: third clutch C4: fourth clutch C5: fifth clutch B1: the first brake B2: the second brake

Claims (17)

A first input path for transmitting the rotation of the input member at a predetermined gear ratio;
A second input path having a transmission ratio larger than that of the first input path and transmitting the rotation of the input member at a lower speed than the first input path;
A plurality of planetary gear devices are partially connected to constitute a plurality of rotating elements that are relatively rotated in a fixed relationship, and a part of the rotating elements are connected to the first input path or the clutch via a clutch. It is selectively connected to the second input path and is selectively rotated and stopped via a brake, and a plurality of shift speeds are established by engagement and release states of the clutch and brake. A main transmission that outputs rotation from an output rotary element coupled to the output member;
In an automatic transmission having
The main transmission unit includes four or more rotating elements, and the pair of first input rotating elements and second input rotating elements of the four or more rotating elements are a first input clutch and a second input element, respectively. The input clutch is selectively connected to the second input path,
While the first input clutch is engaged and the second input clutch is released, and the first input rotation element is connected to the second input path, the other clutches and brakes are engaged and released. By switching the state, a plurality of continuous shift stages of the first shift group that outputs at a lower rotation than the first input path is established,
While the second input clutch is engaged and the first input clutch is released and the second input rotation element is connected to the second input path, the other clutches and brakes are engaged and released. By switching the state, a plurality of continuous shift stages of a second shift group that outputs at a lower rotation than the first input path and has a gear ratio different from the first shift group are established,
A series of shift control is performed using any one of the first shift group and the second shift group. A first input path for transmitting the rotation of the input member at a predetermined gear ratio;
A second input path having a transmission ratio larger than that of the first input path and transmitting the rotation of the input member at a lower speed than the first input path;
A plurality of planetary gear devices are partially connected to constitute a plurality of rotating elements that are relatively rotated in a fixed relationship, and a part of the rotating elements is connected to the first input path or the clutch via a clutch. It is selectively connected to the second input path, and is selectively stopped via a brake, and a plurality of shift stages are established by the engagement and release states of the clutch and brake. A main transmission that outputs rotation from an output rotary element coupled to the output member;
In an automatic transmission having
The main transmission unit includes four or more rotating elements, and a pair of first elements positioned at one end on a collinear chart in which the rotational speeds of the four or more rotating elements can be represented by straight lines. The input rotation element and the second input rotation element are selectively connected to the second input path by a first input clutch and a second input clutch, respectively.
In the collinear diagram, the output rotary element is located inside the first input rotary element and the second input rotary element located at one end, and the opposite side across the output rotary element Is characterized in that one or a plurality of rotating elements that are selectively connected to the first input path and / or the second input path by a clutch or selectively stopped by a brake are positioned. Automatic transmission to do. In a state where the first input clutch is engaged, the clutch and the brake of the rotating element located on the opposite side are separately engaged, so that output is performed at a lower rotation than the first input path. While a plurality of consecutive shift stages of one shift group are established,
While the second input clutch is engaged, the clutch and the brake of the rotating element located on the opposite side are separately engaged, so that output is performed at a lower rotation than the first input path. A plurality of consecutive gear positions of a second gear group having a gear ratio different from that of the first gear group are established;
The automatic transmission according to claim 2, wherein a series of shift control is performed using either the first shift group or the second shift group. Each of the gear positions of the first shift group and the second shift group is different only in the engagement and disengagement states of the first input clutch and the second input clutch, and the engagement of other clutches and brakes, The automatic transmission according to claim 1, wherein the released state is the same. 5. The automatic transmission according to claim 1, further comprising a shift control device that performs a series of shift control by selecting one of the first shift group and the second shift group. The first input rotation element and the second input rotation element are ring gears or sun gears of two sets of planetary gear devices disposed adjacent to each other,
The two sets of planetary gear devices include a common stepped pinion having a large-diameter portion and a small-diameter portion, and the ring gears or sun gears are respectively one of a large-diameter portion and a small-diameter portion of the step-pinion. The automatic transmission according to any one of claims 1 to 5, wherein the automatic transmission is meshed with the other. The main transmission unit includes five rotating elements, and the five rotating elements are arranged in order from one end to the other end on a collinear diagram in which the rotation speed of the five rotating elements can be represented by a straight line. When the first rotation element, the second rotation element, the third rotation element, the fourth rotation element, and the fifth rotation element are used, the first rotation element is selectively stopped by the first brake, and the second rotation The element is selectively stopped by a second brake, the fifth rotating element is selectively connected to the second input path via a first clutch, and the first rotating element is connected via a second clutch. Selectively coupled to the second input path, the second rotating element is selectively coupled to the first input path via a third clutch, and the first rotating element is coupled to the first input path via a fourth clutch. Selectively coupled to one input path, the fourth rotating element 5 through the clutch is selectively coupled to said second input path, the third rotating element outputs a rotation is coupled to an output member,
The fifth rotating element is the first input rotating element, the fourth rotating element is the second input rotating element, the third rotating element is the output rotating element, and the first clutch is the first input. The automatic transmission according to any one of claims 1 to 6, wherein the fifth clutch is the second input clutch. The main transmission unit has a double pinion type 2-1 planetary gear device, a single pinion type 2-2 planetary gear device, and a 2-3 planetary gear device,
The first rotating element is a carrier of the 2-1 planetary gear device, a sun gear of the 2-2 planetary gear device, and a carrier of the 2-3 planetary gear device, which are connected to each other, and the second rotating element Is a ring gear of the 2-1 planetary gear device and a carrier of the 2-2 planetary gear device that are connected to each other, and the third rotating element is a ring gear of the 2-2 planetary gear device, and the fourth rotation. The automatic transmission according to claim 7, wherein the element is a sun gear of the second to third planetary gear unit, and the fifth rotating element is a sun gear of the 2-1 planetary gear unit. A first input path for transmitting the rotation of the input member at a predetermined gear ratio;
A second input path having a transmission ratio larger than that of the first input path and transmitting the rotation of the input member at a lower speed than the first input path;
A plurality of planetary gear devices are partially connected to constitute a plurality of rotating elements that are relatively rotated in a fixed relationship, and a part of the rotating elements is connected to the first input path or the clutch via a clutch. It is selectively connected to the second input path, and is selectively stopped via a brake, and a plurality of shift stages are established by the engagement and release states of the clutch and brake. A main transmission that outputs rotation from an output rotary element coupled to the output member;
In an automatic transmission having
The main transmission unit has a double pinion type 2-1 planetary gear device, a single pinion type 2-2 planetary gear device, and a 2-3 planetary gear device,
The carrier of the 2-1 planetary gear device, the sun gear of the 2-2 planetary gear device, and the carrier of the 2-3 planetary gear device are connected to each other to form a first rotating element, and the second 2- A ring gear of one planetary gear device and a carrier of the 2-2 planetary gear device are connected to each other to form a second rotating element; a ring gear of the 2-2 planetary gear device forms a third rotating element; The fourth rotating element is constituted by the sun gear of the 2-3 planetary gear device, the fifth rotating element is constituted by the sun gear of the 2-1 planetary gear device,
The first rotating element is selectively stopped by a first brake, the second rotating element is selectively stopped by a second brake, and the fifth rotating element is connected to the first rotating element via a first clutch. The first rotation element is selectively connected to the second input path via a second clutch, and the second rotation element is connected to the first input via a third clutch. Selectively coupled to a path, the first rotating element is selectively coupled to the first input path via a fourth clutch, and the fourth rotating element is coupled to the second input path via a fifth clutch. The automatic transmission is selectively connected, and the third rotating element is connected to an output member to output rotation. The first pinion gear that meshes with the sun gear of the 2-1 planetary gear device is a stepped pinion having a large diameter portion and a small diameter portion, one of the large diameter portion and the small diameter portion of the 2-1 planetary gear device. 10. The automatic transmission according to claim 8, wherein the automatic transmission functions as a first pinion gear, and a sun gear of the second to third planetary gear devices is engaged with the other of the large diameter portion and the small diameter portion. . A first gear stage having a largest gear ratio established by engagement of the first clutch or the fifth clutch and the second brake;
A second shift stage having a gear ratio smaller than the first shift stage, which is established by engaging the first clutch or the fifth clutch and the first brake;
A third shift stage having a gear ratio smaller than the second shift stage, established by engaging any two or more of the first clutch, the second clutch, and the fifth clutch;
A fourth shift speed, which is established by engaging the first clutch or the fifth clutch, and the fourth clutch, and has a gear ratio smaller than that of the third shift speed;
A fifth shift speed, which is established by engaging the first clutch or the fifth clutch, and the third clutch, and has a smaller gear ratio than the fourth shift speed;
A sixth shift speed, which is established by engaging the third clutch and the fourth clutch, and has a gear ratio smaller than that of the fifth shift speed;
A seventh shift speed, which is established by engaging the second clutch and the third clutch, and has a smaller gear ratio than the sixth shift speed;
An eighth shift stage having a gear ratio smaller than that of the seventh shift stage, which is established when the third clutch and the first brake are engaged;
While the shift control is performed using a plurality of predetermined shift stages,
Two or more consecutive predetermined shift stages used for shift control among the first to fifth shift stages, which can be established by using any of the first clutch and the fifth clutch, There are two types, a first shift group that is established by engaging one clutch and a second shift group that is established by engaging the fifth clutch. The automatic transmission according to any one of claims 7 to 10, wherein any one of them is selected and a series of shift control is performed. The main transmission unit includes six rotating elements, and the six rotating elements are arranged in order from one end to the other end on a collinear diagram in which the rotation speed of the six rotating elements can be represented by a straight line. When the first rotating element, the second rotating element, the third rotating element, the fourth rotating element, the fifth rotating element, and the sixth rotating element are used, the first rotating element is selectively stopped by the first brake. The third rotating element is selectively stopped by a second brake, the fifth rotating element is selectively connected to the second input path via a first clutch, and the first rotating element is A second clutch is selectively connected to the second input path via a second clutch, the second rotating element is selectively connected to the first input path via a third clutch, and the third rotating element is a fourth clutch. Selectively connected to the first input path via 6 rotating element is selectively coupled to said second input path through the fifth clutch, fourth rotating element outputs a rotation is coupled to an output member,
The fifth rotating element is the first input rotating element, the sixth rotating element is the second input rotating element, the fourth rotating element is the output rotating element, and the first clutch is the first input. The automatic transmission according to any one of claims 1 to 6, wherein the fifth clutch is the second input clutch. The main transmission includes a single pinion type 2-1 planetary gear device, a double pinion type 2-2 planetary gear device, a single pinion type 2-3 planetary gear device, and a 2-4 planetary gear device. While having
The first rotating element is a sun gear of the 2-1 planetary gear device and the sun gear of the 2-2 planetary gear device that are connected to each other, and the second rotating element is a ring gear of the 2-3 planetary gear device. The third rotating element is a ring gear of the 2-2 planetary gear device and a carrier of the second-3 planetary gear device which are connected to each other, and the fourth rotating element is the 2-1 planetary gear connected to each other. A carrier of a gear device, a carrier of the 2-2 planetary gear device, a sun gear of the 2-3 planetary gear device, and a carrier of the 2-4 planetary gear device, wherein the fifth rotating element is the second 2- The automatic transmission according to claim 12, wherein the sixth rotating element is a ring gear of the second to fourth planetary gear devices in a ring gear of one planetary gear device. A first input path for transmitting the rotation of the input member at a predetermined gear ratio;
A second input path having a transmission ratio larger than that of the first input path and transmitting the rotation of the input member at a lower speed than the first input path;
A plurality of planetary gear devices are partially connected to constitute a plurality of rotating elements that are relatively rotated in a fixed relationship, and a part of the rotating elements is connected to the first input path or the clutch via a clutch. It is selectively connected to the second input path, and is selectively stopped via a brake, and a plurality of shift stages are established by the engagement and release states of the clutch and brake. A main transmission that outputs rotation from an output rotary element coupled to the output member;
In an automatic transmission having
The main transmission includes a single pinion type 2-1 planetary gear device, a double pinion type 2-2 planetary gear device, a single pinion type 2-3 planetary gear device, and a 2-4 planetary gear device. While having
The sun gear of the 2-1 planetary gear device and the sun gear of the 2-2 planetary gear device are connected to each other to form a first rotating element, and the second rotating element is constituted by the ring gear of the 2-3 planetary gear device. A ring gear of the 2-2 planetary gear device and a carrier of the 2-3 planetary gear device are connected to each other to form a third rotating element, and the carrier of the 2-1 planetary gear device, the first A carrier of the 2-2 planetary gear unit, a sun gear of the second-3 planetary gear unit, and a carrier of the second-4 planetary gear unit are connected to each other to form a fourth rotating element, and the 2-1 planetary unit A fifth rotating element is constituted by the ring gear of the gear device, and a sixth rotating element is constituted by the ring gear of the 2-4 planetary gear device,
The first rotating element is selectively stopped by a first brake, the third rotating element is selectively stopped by a second brake, and the fifth rotating element is connected to the first rotating element via a first clutch. The first rotation element is selectively connected to the second input path via a second clutch, and the second rotation element is connected to the first input via a third clutch. Selectively coupled to a path, the third rotating element is selectively coupled to the first input path via a fourth clutch, and the sixth rotating element is coupled to the second input path via a fifth clutch. The automatic transmission is selectively connected, and the fourth rotating element is connected to an output member to output rotation. The pinion gear of the 2-1 planetary gear device is a stepped pinion having a large diameter portion and a small diameter portion, and one of the large diameter portion and the small diameter portion functions as a pinion gear of the 2-1 planetary gear device, The automatic transmission according to claim 13 or 14, wherein a ring gear of the 2-4 planetary gear device is engaged with the other of the large diameter portion and the small diameter portion. A first gear stage having a largest gear ratio established by engagement of the first clutch or the fifth clutch and the second brake;
A second shift stage having a gear ratio smaller than the first shift stage, which is established by engaging the first clutch or the fifth clutch and the first brake;
A third shift stage having a gear ratio smaller than the second shift stage, established by engaging any two or more of the first clutch, the second clutch, and the fifth clutch;
A fourth shift speed, which is established by engaging the first clutch or the fifth clutch, and the third clutch or the fourth clutch, and has a smaller gear ratio than the third shift speed;
A fifth shift speed, which is established by engaging the third clutch and the fourth clutch, and has a gear ratio smaller than that of the fourth shift speed;
A sixth shift speed, which is established by engaging the second clutch and the fourth clutch, and has a smaller speed ratio than the fifth shift speed;
A seventh shift speed, which is established by engaging the fourth clutch and the first brake, and has a gear ratio smaller than that of the sixth shift speed;
An eighth shift stage having a gear ratio smaller than that of the seventh shift stage, which is established when the third clutch and the first brake are engaged;
While the shift control is performed using a plurality of predetermined shift stages,
Of the first to fourth gears that can be established using either the first clutch or the fifth clutch, two or more consecutive predetermined gears that are used in gear shifting control are the first gear and the fourth gear. There are two types, a first shift group that is established by engaging one clutch and a second shift group that is established by engaging the fifth clutch. The automatic transmission according to any one of claims 12 to 15, wherein any one is selected and a series of shift control is performed. A first planetary gear device is provided in the second input path, and any one of the three rotating elements of the first planetary gear device is connected to the input member to be driven to rotate, and the other one cannot be rotated. Fixed, and the remaining one is rotated at a reduced speed with respect to the input member as an intermediate output member and transmitted to the main transmission,
The automatic transmission according to any one of claims 1 to 16, wherein the first input path directly transmits the rotation of the input member to the main transmission unit at a gear ratio of 1.0.

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