JP2006125585A - Multi-stage transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a multi-stage transmission for a vehicle, satisfying the requirements for manufacturing cost and loading performance and also improving the degree of freedom in setting a change gear ratio, a change gear ratio step and a total change gear ratio width. <P>SOLUTION: A third rotary element RE3 (Rs, R3, R4) includes: a main transmission part 38 connected to an output shaft 34 to output rotation; a first clutch C1 selectively connecting an intermediate output member 32 and a fifth rotary element RE (S3); a second clutch C2 selectively connecting an input shaft 22 and a second rotary element RE2 (CA2, CA3, CA4); a third clutch C3 selectively connecting an intermediate output member 32 and a first rotary element RE1 (S2); a fifth clutch C5 selectively connecting the intermediate output member 32 and a fourth rotary element RE4 (S4); a first brake B1 selectively connecting the first rotary element RE1 to a transmission case 16; and a second brake B2 selectively connecting the second rotary element RE2 to the transmission case 16, whereby a transmission 14 having high degree of freedom in setting can be obtained. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicular multi-stage transmission provided between a prime mover and drive wheels in a vehicle such as an automobile.

  In a vehicle, a transmission is usually provided between a prime mover and a drive wheel. As one aspect of this transmission, a multi-stage transmission for establishing a plurality of predetermined gear ratios or shift stages is known, and a plurality of planetary gear devices and elements constituting them are mutually engaged. For this reason, planetary gear type multi-stage transmissions using clutches and brakes, which are engaging elements, are widely used. For example, this is the transmission described in Patent Document 1, and according to this technique, a multi-speed shift with 8 forward speeds is realized.

JP 2001-182785 A

  By the way, in the conventional multi-stage transmission as described above, a shift is performed according to a predetermined shift map (shift condition) with driving conditions such as a vehicle speed and an accelerator operation amount as parameters, and driving in a sports mode, a snow mode, or the like. In general, multiple shift maps are used depending on the mode, driver's preference, driving conditions, etc., but the number of shift stages and shift ratios established, and the change ratio of the shift ratios of successive shift stages. Since a certain speed ratio step, a total speed ratio width that is a ratio between the maximum speed ratio and the minimum speed ratio, and the like are constant, it is not always possible to realize speed change control that satisfies the driver. In order to eliminate such problems, it is conceivable to increase the number of planetary gear units, clutches, brakes, etc., but this increases the complexity and size of the transmission, which is impractical to reduce manufacturing costs and mountability. Not. For this reason, there has been a demand for the development of a multi-stage transmission for a vehicle that satisfies the requirements such as the manufacturing cost and the mountability while improving the degree of freedom in setting the gear ratio, the gear ratio step, the total gear ratio width and the like.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to set the gear ratio, gear ratio step, total gear ratio width, etc. while satisfying the requirements of manufacturing cost, mountability, etc. An object of the present invention is to provide a vehicular multi-stage transmission that improves the degree of freedom.

  In order to achieve such an object, the gist of the present invention is that: (a) an intermediate output member that transmits the rotation of the input rotating member at a reduced speed; and (b) a single planetary first planetary gear device. The second planetary gear device of the double pinion type and the third planetary gear device, the first rotating element is constituted by the sun gear of the first planetary gear device, the carrier of the first planetary gear device, the second The carrier of the planetary gear device and the carrier of the third planetary gear device are connected to each other to form a second rotating element, and the ring gear of the first planetary gear device, the ring gear of the second planetary gear device, and the third planetary gear The ring gears of the device are connected to each other to form a third rotating element, the fourth rotating element is configured by the sun gear of the third planetary gear device, and the fifth rotation is performed by the sun gear of the second planetary gear device. A main transmission unit configured to output rotation by connecting the third rotating element to an output rotating member; and (c) a first gear selectively connecting the intermediate output member and the fifth rotating element. 1 clutch element; (d) a second clutch element that selectively connects the input rotation member and the second rotation element; and (e) a connection that selectively connects the intermediate output member and the first rotation element. A third clutch element that performs, (f) a fourth clutch element that selectively connects the intermediate output member and the fourth rotating element, and (g) selectively connects the first rotating element to the non-rotating member. And (h) a second brake element that selectively connects the second rotating element to a non-rotating member.

  As described above, according to the present invention, the intermediate output member that transmits the rotation of the input rotation member at a reduced speed, the first planetary gear device of the single pinion type, the second planetary gear device of the double pinion type, and the third planetary gear device. A first rotating element is constituted by the sun gear of the first planetary gear device, and the carrier of the first planetary gear device, the carrier of the second planetary gear device, and the carrier of the third planetary gear device. Are connected to each other to form a second rotating element, and the ring gear of the first planetary gear device, the ring gear of the second planetary gear device, and the ring gear of the third planetary gear device are connected to each other to form a third rotating element. And a fourth rotating element is constituted by the sun gear of the third planetary gear device, a fifth rotating element is constituted by the sun gear of the second planetary gear device, and the third rotating element. A main transmission connected to the output rotating member for outputting rotation; a first clutch element for selectively connecting the intermediate output member and the fifth rotating element; the input rotating member and the second rotating element; A second clutch element that selectively connects the intermediate output member and the first rotating element, a third clutch element that selectively connects the intermediate output member and the first rotating element, and the intermediate output member and the fourth rotating element selectively. A fourth clutch element to be connected; a first brake element for selectively connecting the first rotating element to a non-rotating member; and a second brake element for selectively connecting the second rotating element to a non-rotating member. Therefore, the degree of freedom in setting the gear ratio, the gear ratio step, the total gear ratio width, etc. can be improved without causing any adverse effects on the manufacturing cost, mountability, and the like. Further, since the relative rotation between the fourth rotating element and the fifth rotating element can be adjusted by adjusting the gear ratio of the third planetary gear device, the torque applied to the sun gear of the second planetary gear device is increased. Can be suppressed.

  Here, it is preferable to have a fifth clutch element that selectively connects the input rotation member and the first rotation element. In this way, it is possible to further increase the speeds established by the multi-speed transmission.

  Preferably, when the predetermined shift speed is established, the first aspect in which the first clutch element is engaged and the fourth clutch element is released is established in the first mode and the first Shift control is performed by selecting any one of the second modes in which the shift stage is established with the clutch element released and the fourth clutch element engaged. In this way, it is possible to perform shift control with high satisfaction reflecting the driver's preference.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating a configuration of a vehicular multi-stage transmission (hereinafter simply referred to as a transmission) 14 that is preferably used as a vehicular automatic transmission. As shown in FIG. 1, a transmission 14 according to this embodiment includes a torque converter with a lock-up clutch 18 that is sequentially disposed on a common axis in a transmission case 16 that is a non-rotating member attached to a vehicle body. 20, an input shaft 22 that is an input rotating member connected to the torque converter 20, an auxiliary transmission unit 36 mainly composed of a planetary gear unit 24, a first planetary gear unit 26, a second planetary gear unit 28, and A main transmission unit 38 mainly composed of a three planetary gear unit 30, an intermediate output member 32 for transmitting the output of the auxiliary transmission unit 36 to the main transmission unit 38, and an output shaft 34 as an output rotation member are concentric. It is prepared for.

  The transmission 14 is suitably used as an FR automatic transmission that is vertically installed in a vehicle, an FF automatic transmission that is horizontally installed, or the like, and includes an engine 10 that is a prime mover and drive wheels (not shown). Arranged between the two, the output of the engine 10 is shifted and transmitted to the drive wheels. The torque converter 20 is operatively connected to the crankshaft 12 of the engine 10 and outputs power output from the engine 10 to the input shaft 22. That is, the input shaft 22 connected to the turbine shaft that is the output side rotating member of the torque converter 20 is rotationally driven by the engine 10, and the turbine shaft of the torque converter 20 is also connected to the input shaft 22. Similarly, it corresponds to an input rotating member. The output shaft 34 rotationally drives a pair of left and right drive wheels via, for example, a differential gear device (not shown). Since the transmission 14 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram shown in FIG. The same applies to the skeleton diagram used in the following description.

The planetary gear unit 24 constituting the auxiliary transmission unit 36 is a double pinion type planetary gear unit, and is capable of rotating and revolving the sun gear S1, a plurality of planetary gears P1 meshing with each other, and the planetary gear P1. A carrier CA1 to be instructed and a ring gear R1 meshing with the sun gear S1 via the planetary gear P1 are provided, and have a predetermined gear ratio ρ0 of about “0.463”, for example. The gear ratio ρ0 is a value represented by ρ0 = Z _S1 / Z _R1 where Z _{S1 is} the number of teeth of the sun gear S1 and Z _R1 is the number of teeth of the ring gear R1. The carrier CA1 is connected to the input shaft 22. The sun gear S1 is integrally provided so as not to rotate with respect to the transmission case 16. The ring gear R1 is provided integrally with the intermediate output member 32 and similarly corresponds to the intermediate output member. That is, the sub-transmission unit 36 decelerates the rotation of the input shaft 22 that is an input rotation member, outputs it to the intermediate output member 32, and transmits the intermediate output member 32 to the main transmission unit 38.

The first planetary gear unit 26 constituting the main transmission unit 38 is a single pinion type planetary gear unit, and similarly, the second planetary gear unit 28 and the third planetary unit constituting the main transmission unit 38. The gear device 30 is a double pinion type planetary gear device. The first planetary gear unit 26 includes a sun gear S2, a planetary gear P2, a carrier CA2 that instructs the planetary gear P2 to rotate and revolve, and a ring gear R2 that meshes with the sun gear S2 via the planetary gear P2. And has a predetermined gear ratio ρ1 of about “0.459”, for example. The second planetary gear unit 28 includes a sun gear S3, a plurality of pairs of planetary gears P3 that mesh with each other, a carrier CA3 that instructs the planetary gears P3 to rotate and revolve, and the sun gears via the planetary gears P3. A ring gear R3 meshing with S3 is provided, and has a predetermined gear ratio ρ2 of about “0.405”, for example. In the first planetary gear device 26 and the second planetary gear device 28, the carriers CA2 and CA3 are constituted by a common member, the ring gears R2 and R3 are constituted by a common member, and the first The pinion gear of the planetary gear device 26 is a Ravigneaux type planetary gear train that also serves as the second pinion gear of the second planetary gear device 28. The third planetary gear device 30 includes a sun gear S4, a plurality of pairs of planetary gears P4 that mesh with each other, a carrier CA4 that instructs the planetary gears P4 to rotate and revolve, and the sun gears via the planetary gears P4. A ring gear R4 meshing with S4 is provided, and has a predetermined gear ratio ρ3 of about “0.528”, for example. The gear ratio ρ1 of the first planetary gear unit 26 is a value represented by ρ1 = Z _S2 / Z _R2 where Z _{S2 is} the number of teeth of the sun gear S2 and Z _R2 is the number of teeth of the ring gear R2. The gear ratio ρ2 of the second planetary gear unit 28 is a value represented by ρ2 = Z _S3 / Z _R3 where Z _{S3 is} the number of teeth of the sun gear S3 and Z _R3 is the number of teeth of the ring gear R3. The gear ratio ρ3 of the third planetary gear unit 30 is a value represented by ρ3 = Z _S4 / Z _R4 where Z _{S4 is} the number of teeth of the sun gear S4 and Z _R4 is the number of teeth of the ring gear R4.

  In the main transmission unit 38, the first rotating element RE1 is constituted by the sun gear S2 of the first planetary gear unit 26. Further, the carrier CA2 of the first planetary gear device 26, the carrier CA3 of the second planetary gear device 28, and the carrier CA4 of the third planetary gear device 30 are connected to each other to constitute a second rotating element RE2. Further, the ring gear R2 of the first planetary gear unit 26, the ring gear R3 of the second planetary gear unit 28, and the ring gear R4 of the third planetary gear unit 30 are connected to each other to constitute a third rotating element RE3. Further, the fourth rotating element RE4 is constituted by the sun gear S4 of the third planetary gear device 30. Further, the fifth rotating element RE5 is constituted by the sun gear S3 of the second planetary gear unit 28. The third rotating element RE3 is connected to the output shaft 34, which is an output rotating member, and outputs rotation.

  The main transmission unit 38 includes a first clutch C1 that selectively connects the intermediate output member 32 and the fifth rotation element RE5, the input shaft 22 that is an input rotation member, and the second rotation element RE2. A second clutch C2 that selectively connects the intermediate output member 32 and the first rotating element RE1, a third clutch C3 that selectively connects the intermediate output member 32 and the first rotating element RE1, and the input shaft 22 and the first rotating element RE1. A fourth clutch C4 that selectively connects the intermediate output member 32 and the fourth rotating element RE4, and a non-rotating member that selectively connects the first rotating element RE1. A first brake B1 connected to the transmission case 16, and a second brake B2 that selectively connects the second rotating element RE2 to the transmission case 16. The first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the fifth clutch C5, the first brake B1, and the second brake B2 are frequently used in, for example, conventional automatic transmissions for vehicles. The hydraulic friction engagement device is a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or one or two wound around the outer peripheral surface of a rotating drum. It is a device for selectively connecting the members on both sides in which one end of the band is constituted by a band brake or the like tightened by a hydraulic actuator. In the present embodiment, the first clutch C1 is the first clutch element, the second clutch C2 is the second clutch element, the third clutch C3 is the third clutch element, and the fourth clutch C4 is the fifth clutch. The fifth clutch C5 corresponds to the fourth clutch element, the first brake B1 corresponds to the first brake element, and the second brake B2 corresponds to the second brake element.

  FIG. 3 exemplifies signals input to the electronic control device 40 for controlling the transmission 14 and signals output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. As a result, the drive control including the shift control in the transmission 14 is executed.

  The electronic control unit 40 includes a signal indicating an engine water temperature, a signal indicating a shift position, a signal indicating an engine rotation speed NE, which is the rotation speed of the engine 10, and an air conditioner indicating the operation of an air conditioner. Signal, vehicle speed signal corresponding to the rotational speed of the output shaft 34, AT oil temperature signal indicating the hydraulic oil temperature of the transmission 14, signal indicating the side brake operation, signal indicating the foot brake operation, catalyst temperature indicating the catalyst temperature A signal, an accelerator opening signal Acc indicating an operation amount of an accelerator pedal, a cam angle signal, a snow mode setting signal indicating a snow mode setting, a vehicle acceleration signal indicating a longitudinal acceleration of the vehicle, and a rotational speed of a first electric motor MG1 (not shown). Each signal is supplied. Further, the electronic control unit 40 receives a drive signal to a throttle actuator for operating the opening of an electronic throttle valve (not shown), a supercharging pressure adjustment signal for adjusting the supercharging pressure, and an electric motor for operating the electric air conditioner. In an air conditioner driving signal, an ignition signal for instructing the ignition timing of the engine 10, a command signal for instructing the operation of the first electric motor MG1 and the second electric motor MG2 (not shown), a gear ratio display signal for displaying a gear ratio, and snow mode A snow mode display signal for displaying the presence, an ABS operation signal for operating an ABS actuator that prevents slipping of a wheel during braking, and a hydraulic actuator of a hydraulic friction engagement device provided in the transmission 14. AT solenoid command signal that activates the solenoid valve to control, actuate the electric hydraulic pump (not shown) A drive command signal for a signal for driving an electric heater, signals, etc. to the cruise control computer is adapted to be outputted respectively.

FIG. 2 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 14 and the operation of the hydraulic friction engagement device for establishing them. In the transmission 14 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. 2, for example, according to the command of the electronic control unit 40, When two hydraulic friction engagement devices selected from the first brake B1 and the second brake B2 are simultaneously engaged, the first speed gear stage “1st” to the eighth speed, which is the forward gear stage, are operated. Any one of the gear stages “8th”, or the reverse first gear stage “R1” or the reverse second gear stage “R2”, which is the reverse gear stage, is selectively established, and the gear ratio changes in a substantially equal ratio. A ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) is obtained for each gear stage.

  That is, as shown in FIG. 2, the ring gear R1 and the intermediate output member 32 of the planetary gear device 24 connected to each other by the engagement of the first clutch C1 and the second brake B2, and the fifth rotating element RE5. The second planetary gear device 28 is connected to the sun gear S3, and the second rotating element RE2 is a mutually connected carrier CA2 of the first planetary gear device 26, and the second planetary gear device. By connecting the carrier CA3 of 28 and the carrier CA4 of the third planetary gear unit 30 to the transmission case 16 which is a non-rotating member, the speed ratio γ1 is a maximum value, for example, “4.597”. A certain first speed gear stage “1st” is established.

  Further, the ring gear R1 and the intermediate output member 32 of the planetary gear device 24 connected to each other by the engagement of the first clutch C1 and the first brake B1, and the second planetary gear that is the fifth rotating element RE5. The sun gear S3 of the device 28 is connected to the sun gear S3, and the sun gear S2 of the first planetary gear device 26 that is the first rotating element RE1 is connected to the transmission case 16 that is a non-rotating member. Thus, the second speed gear stage “2nd” in which the speed ratio γ2 is smaller than the first speed gear stage, for example, “2.724” is established.

  Also, the ring gear R1 and the intermediate output member 32 of the planetary gear device 24 that are connected to each other by the engagement of the first clutch C1 and the third clutch C3, and the second planetary gear that is the fifth rotating element RE5. The sun gear S3 of the device 28 is connected to the ring gear R1 and the intermediate output member 32 of the planetary gear device 24 and the first planetary gear device 26 that is the first rotating element RE1. By connecting the sun gear S2, the third speed gear stage “3rd” in which the speed ratio γ3 is smaller than the second speed gear stage, for example, “1.864” is established.

  In addition, the ring gear R1 and the intermediate output member 32 of the planetary gear device 24 connected to each other by the engagement of the first clutch C1 and the fourth clutch C4, and the second planetary gear that is the fifth rotating element RE5. The sun gear S3 of the device 28 is connected to the sun gear S3, and the input shaft 22 that is an input rotating member and the sun gear S2 of the first planetary gear device 26 that is the first rotating element RE1 are connected to each other. Thus, the fourth speed gear stage “4th” in which the speed ratio γ4 is smaller than the third speed gear stage, for example, “1.464” is established.

  Further, the ring gear R1 and the intermediate output member 32 of the planetary gear device 24 connected to each other by the engagement of the first clutch C1 and the second clutch C2, and the second planetary gear which is the fifth rotating element RE5. The device 28 is connected to the sun gear S3, and the input shaft 22 as an input rotation member and the carrier CA2 of the first planetary gear device 26 as the second rotation element RE2 connected to each other. Since the carrier CA3 of the second planetary gear device 28 and the carrier CA4 of the third planetary gear device 30 are connected, the speed ratio γ5 is smaller than the fourth speed gear stage, for example, “1.231”. A fifth gear stage “5th” is established.

  Further, the engagement of the second clutch C2 and the fourth clutch C4 results in the input shaft 22 as the input rotation member and the carrier of the first planetary gear device 26 connected to each other as the second rotation element RE2. CA2, the carrier CA3 of the second planetary gear device 28, and the carrier CA4 of the third planetary gear device 30 are coupled to each other, and the input shaft 22 that is an input rotating member and the first rotating element RE1. The sixth planetary gear stage “6th” having a gear ratio γ6 smaller than the fifth gear stage, for example, “1.000”, is connected to the sun gear S2 of the first planetary gear unit 26. Is established.

  Further, the engagement of the second clutch C2 and the third clutch C3 results in the carrier of the input planetary gear device 26 connected to the input shaft 22 being the input rotation member and the second rotation element RE2 being mutually connected. CA2, the carrier CA3 of the second planetary gear unit 28, and the carrier CA4 of the third planetary gear unit 30 are coupled to each other, and the ring gear R1 and the intermediate output member 32 of the planetary gear unit 24 coupled to each other. By connecting the sun gear S2 of the first planetary gear unit 26 that is the first rotating element RE1, the gear ratio γ7 is smaller than the sixth gear, for example, “0.824”. A seventh gear stage “7th” is established.

  Further, the engagement of the second clutch C2 and the first brake B1 results in the carrier of the input planetary gear device 26 connected to the input shaft 22 being the input rotation member and the second rotation element RE2 being mutually connected. CA2, the carrier CA3 of the second planetary gear unit 28, and the carrier CA4 of the third planetary gear unit 30 are coupled to each other, and the sun gear S2 of the first planetary gear unit 26 that is the first rotating element RE1 By connecting the transmission case 16 which is a non-rotating member, the eighth speed gear stage “8th” in which the speed ratio γ8 is the minimum value, for example, “0.685” is established.

  Further, the ring gear R1 and the intermediate output member 32 of the planetary gear device 24 that are connected to each other by the engagement of the third clutch C3 and the second brake B2, and the first planetary gear that is the first rotating element RE1. The sun gear S2 of the device 26 is connected to the carrier gear CA2 of the first planetary gear device 26, the carrier CA3 of the second planetary gear device 28, and the second rotating element RE2, which are connected to each other. By connecting the carrier CA4 of the three planetary gear unit 30 and the transmission case 16 which is a non-rotating member, the first reverse gear stage “R1” having a gear ratio γR1 of “4.056” is obtained. It is established.

  Further, due to the engagement of the fourth clutch C4 and the second brake B2, there is a gap between the input shaft 22 that is an input rotating member and the sun gear S2 of the first planetary gear device 26 that is the first rotating element RE1. The carrier CA2 of the first planetary gear unit 26, the carrier CA3 of the second planetary gear unit 28, and the carrier CA4 of the third planetary gear unit 30 that are coupled and are coupled to each other, which are the second rotating elements RE2. By connecting the transmission case 16 which is a non-rotating member, the second reverse speed gear stage “” with a speed ratio γR2 smaller than the first reverse speed gear stage, for example, “2.176”. R2 "is established. The gear ratio ρ0 of the planetary gear unit 24, the gear ratio ρ1 of the first planetary gear unit 26, the gear ratio ρ2 of the second planetary gear unit 28, and the gear ratio ρ3 of the third planetary gear unit 30 are as described above. Designed to give a ratio.

  In the transmission 14 that establishes the gear position according to the engagement operation table of FIG. 2, the ratio (= γ1 / γ2) of the gear ratio γ1 of the first gear and the gear ratio γ2 of the second gear is “1”. .688 ”, and the ratio (= γ2 / γ3) of the speed ratio γ2 of the second speed gear stage and the speed ratio γ3 of the third speed gear stage is“ 1.461 ”, and the speed change of the third speed gear stage The ratio (= γ3 / γ4) between the ratio γ3 and the gear ratio γ4 of the fourth speed gear stage is “1.273”, and the gear ratio γ4 of the fourth speed gear stage and the gear ratio γ5 of the fifth speed gear stage are Ratio (= γ4 / γ5) is set to “1.189”, and the ratio (= γ5 / γ6) of the speed ratio γ5 of the fifth gear to the gear ratio γ6 of the sixth gear is “1.231. The ratio of the speed ratio γ6 of the sixth speed gear stage to the speed ratio γ7 of the seventh speed gear stage (= γ6 / γ7) is set to “1.214”, and the speed ratio γ7 of the seventh speed gear stage is set. And the eighth gear stage gear ratio γ The ratio to 8 (= γ7 / γ8) is “1.203”. The gear ratio width (= γ1 / γ8), which is the ratio of the speed ratio γ1 of the first speed gear stage to the speed ratio γ8 of the eighth speed gear stage, is set to “6.711”.

  FIG. 4 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the transmission 14. The collinear diagram of FIG. 4 shows the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 in the horizontal axis direction, and the two-dimensional relationship in which the interval between the vertical lines indicates the relative rotational speed in the vertical axis direction. Of the four horizontal lines, the lower horizontal line XZ indicates the rotational speed zero, the upper horizontal line X1 indicates the output of the auxiliary transmission unit 36, that is, the rotational speed of the intermediate output member 32, and further The upper horizontal line X2 indicates the rotational speed “1.0”, that is, the rotational speed of the input shaft 22 that is the input rotary member, and the uppermost horizontal line X3 indicates the rotational speed “2.0”, that is, twice the input shaft 22. The rotation speed is shown. Three vertical lines Y1 to Y3 of the sub-transmission unit 36 shown on the left side of the collinear diagram respectively represent the sun gear S1, the ring gear R1, and the carrier CA1 of the planetary gear unit 24 in order from the left. Is determined according to the gear ratio ρ 0 of the planetary gear unit 24. Similarly, the five vertical lines Y4 to Y8 of the main transmission unit 38 shown in the right part of the collinear diagram indicate the first planetary gear device in which Y4 corresponds to the first rotation element RE1 in order from the left. 26, the carrier CA2 of the first planetary gear unit 26, the carrier CA3 of the second planetary gear unit 28, and the third planetary gear unit 30 in which Y5 corresponds to the second rotating element RE2. Of the first planetary gear unit 26, the ring gear R3 of the second planetary gear unit 28, and the third planetary gear unit 30 of the first planetary gear unit 26, wherein Y6 corresponds to the third rotating element RE3. The ring gear R4, Y7 the sun gear S4 of the third planetary gear unit 30 corresponding to the fourth rotating element RE4, Y8 the second planetary gear unit corresponding to the fifth rotating element RE5. 8 sun gears S3 respectively, and their intervals depend on the gear ratio ρ1 of the first planetary gear unit 26, the gear ratio ρ2 of the second planetary gear unit 28, and the gear ratio ρ3 of the third planetary gear unit 30. It is determined. Between the vertical axes of the nomograph, the distance between the sun gear and the carrier is set to an interval corresponding to “1”, so that the interval between the carrier and the ring gear is set to an interval corresponding to ρ. In the collinear diagram of FIG. 4, the interval between the vertical line Y1 and the vertical line Y3 is set to correspond to “1” for the auxiliary transmission unit 36, and the interval between the vertical line Y4 and the vertical line Y5 is set for the main transmission unit 38. The interval corresponding to “1” is set and the interval between the other vertical axes is determined according to the above relationship.

  Referring to the collinear diagram of FIG. 4, the transmission 14 according to the present embodiment is a sun gear that is one of the three rotating elements constituting the planetary gear device 24 in the auxiliary transmission unit 36. S1 is non-rotatably fixed to the transmission case 16 which is a non-rotating member and is set to a rotational speed “0”, and the other carrier CA1 is connected to the input shaft 22 which is an input rotating member and is rotated. The ring gear R1, which is “1”, is connected to the intermediate output member 32 so as to have a rotational speed “Nx”, and functions similarly to the intermediate output member 32 as an intermediate output member. In this way, the auxiliary transmission unit 36 is configured to output the rotation of the input shaft 22 to the intermediate output member 32 that is rotated at a reduced speed with respect to the input shaft 22.

  Further, in the main transmission unit 38, the first rotation element RE1 (S2) is selectively connected to the intermediate output member 32 via the third clutch C3, and input rotation is performed via the fourth clutch C4. It is configured to be selectively connected to the input shaft 22 as a member and selectively connected to the transmission case 16 as a non-rotating member via the first brake B1. The second rotating element RE2 (CA2, CA3, CA4) is selectively connected to the input shaft 22 as an input rotating member via the second clutch C2, and via the second brake B2. The transmission case 16 which is a non-rotating member is selectively connected. The third rotation element RE3 (R2, R3, R4) is configured to be connected to the output shaft 34 that is an output rotation member. The fourth rotation element RE4 (S4) is configured to be selectively connected to the intermediate output member 32 via the fifth clutch C5. The fifth rotating element RE5 (S3) is configured to be selectively connected to the intermediate output member 32 via the first clutch C1.

  In the collinear diagram of FIG. 4, at the first speed gear stage, the fifth rotation element RE5 is connected to the intermediate output member 32 by the engagement of the first clutch C1 to have the rotation speed “Nx”. Since the second rotation element RE2 is connected to the transmission case 16 by the engagement of the second brake B2 and has a rotational speed “0”, the intersection of the vertical axis Y5 and the horizontal axis XZ and the vertical axis Y8 and the horizontal axis X1. The rotation speed of the output shaft 34 is indicated by a point (1st) at which the straight line connecting the intersections intersects the vertical line Y6.

  In the second speed gear stage, the fifth rotation element RE5 is connected to the intermediate output member 32 by the engagement of the first clutch C1 to be the rotation speed “Nx”, and the first rotation element RE1 is the first rotation element RE1. 1 is connected to the transmission case 16 by the engagement of the brake B1 so that the rotational speed is "0". Therefore, a straight line connecting the intersection of the vertical axis Y4 and the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis X1 is The rotation speed of the output shaft 34 is indicated by a point (2nd) intersecting with the vertical line Y6.

  In the third gear stage, the fifth rotation element RE5 is connected to the intermediate output member 32 by the engagement of the first clutch C1 to have the rotation speed “Nx”, and the first rotation element RE1 is the first rotation element RE1. Since the rotation speed is “Nx” by being connected to the intermediate output member 32 by the engagement of the three clutch C3, the rotation speed of the output shaft 34 is determined by the point (3rd) where the horizontal axis X1 intersects the vertical axis Y6. Is shown.

  In the fourth speed gear stage, the fifth rotation element RE5 is connected to the intermediate output member 32 by the engagement of the first clutch C1 to have the rotation speed “Nx”, and the first rotation element RE1 is the first rotation element RE1. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of the four clutch C4, a straight line connecting the intersection of the vertical axis Y4 and the horizontal axis X2 and the intersection of the vertical axis Y8 and the horizontal axis X1 is The rotation speed of the output shaft 34 is indicated by a point (4th) intersecting the vertical line Y6.

  In the fifth speed gear stage, the fifth rotation element RE5 is connected to the intermediate output member 32 by the engagement of the first clutch C1 to be the rotation speed “Nx”, and the second rotation element RE2 is the second rotation element RE2. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of the two clutch C2, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis X2 and the intersection of the vertical axis Y8 and the horizontal axis X1 is The rotation speed of the output shaft 34 is indicated by a point (5th) intersecting the vertical line Y6.

  In the sixth speed, the second rotation element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2, and the rotation speed is "1". The first rotation element RE1 is the fourth clutch. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of C4, the rotation speed of the output shaft 34 is indicated by the point (6th) at which the horizontal axis X2 intersects the vertical axis Y6.

  In the seventh speed, the second rotating element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2, and the rotating speed is "1", and the first rotating element RE1 is the third clutch. Since it is connected to the intermediate output member 32 by the engagement of C3 and has its rotational speed “Nx”, a straight line connecting the intersection of the vertical axis Y4 and the horizontal axis X1 and the intersection of the vertical axis Y5 and the horizontal axis X2 is The rotation speed of the output shaft 34 is indicated by a point (7th) intersecting the vertical line Y6.

  In the eighth speed gear stage, the second rotation element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2 so that the rotation speed is "1", and the first rotation element RE1 is the first brake. Since the rotation speed is “0” by being connected to the transmission case 16 by the engagement of B1, a straight line connecting the intersection of the vertical axis Y4 and the horizontal axis XZ and the intersection of the vertical axis Y5 and the horizontal axis X2 is a vertical line. The point (8th) intersecting with Y6 indicates the rotational speed of the output shaft 34.

  In the reverse first speed, the first rotation element RE1 is connected to the intermediate output member 32 by the engagement of the third clutch C3 to have the rotation speed “Nx”, and the second rotation element RE2 is Since it is connected to the transmission case 16 by the engagement of the second brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y4 and the horizontal axis X1 and the intersection of the vertical axis Y5 and the horizontal axis XZ The rotation speed of the output shaft 34 is indicated by a point (Rev1) intersecting the vertical line Y6.

  In the reverse second speed, the first rotation element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 and is set to a rotation speed “1”, and the second rotation element RE2 is the second rotation element RE2. Since it is connected to the transmission case 16 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y4 and the horizontal axis X2 and the intersection of the vertical axis Y5 and the horizontal axis XZ is The rotation speed of the output shaft 34 is indicated by a point (Rev2) intersecting the line Y6.

FIG. 5 is an engagement operation table showing another example of the relationship between the predetermined transmission gear stages for the transmission 14 and the operation of the hydraulic friction engagement device for establishing them. In the transmission 14, the first clutch C1, the second clutch C2, the third clutch C3, the second clutch C3, the second clutch C3, the second clutch C3, the second clutch C3, and the second clutch C3, as shown in FIG. Two hydraulic friction engagement devices selected from the four clutches C4, the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and operated, so that the first speed that is the forward gear stage. Any one of the gear stage “1st” to the eighth gear stage “8th”, or the reverse first gear stage “R1” or the reverse second gear stage “R2” is selectively established. Thus, a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a substantially equal ratio is obtained for each gear stage.

  That is, as shown in FIG. 5, due to the engagement of the fifth clutch C5 and the second brake B2, the sun gear S4 of the third planetary gear device 30 which is the fourth rotating element RE4, the intermediate output member 32, Of the first planetary gear unit 26, the carrier CA3 of the second planetary gear unit 28, and the third planetary gear unit 30 of the second planetary gear unit 28, which are coupled to each other. By connecting the carrier CA4 and the transmission case 16 which is a non-rotating member, the first speed gear stage “1st” having a maximum gear ratio γ1 of, for example, “3.531” is established. .

  Further, the engagement of the fifth clutch C5 and the first brake B1 connects the sun gear S4 of the third planetary gear device 30 as the fourth rotating element RE4 and the intermediate output member 32. By connecting the sun gear S2 of the first planetary gear unit 26 that is the first rotating element RE1 and the transmission case 16 that is a non-rotating member, the gear ratio γ2 is greater than that of the first speed gear stage. The second speed gear stage “2nd”, which is a smaller value, for example, “2.389”, is established.

  In the engagement operation table shown in FIG. 5, the third speed gear stage “3rd” to the eighth speed gear stage “8th”, the reverse first speed gear stage “R1”, and the reverse second speed gear stage “R2” are established. The relationship for this is the same as that described above with reference to FIG. Further, in the transmission 14 that establishes the gear position according to the engagement operation table of FIG. 5, the ratio (= γ1 / γ2) between the gear ratio γ1 of the first speed gear stage and the gear ratio γ2 of the second speed gear stage. The ratio (= γ2 / γ3) between the speed ratio γ2 of the second speed gear stage and the speed ratio γ3 of the third speed gear stage is set to “1.282”. The gear ratio width (= γ1 / γ8), which is the ratio between the transmission γ1 of the first speed gear stage and the transmission ratio γ8 of the eighth speed gear stage, is set to “5.155”.

  FIG. 6 is a collinear diagram that can represent on a straight line the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the transmission 14 corresponding to the engagement operation table shown in FIG. Is shown. This collinear diagram of FIG. 6 shows the relationship of the gear ratio ρ of each planetary gear device 24, 26, 28, 30 in the horizontal axis direction, and shows the relative rotational speed in the vertical axis direction, as in FIG. The two-dimensional coordinates shown are indicated by the vertical and horizontal lines in the figure and are the same as the alignment chart of FIG.

  In the collinear diagram of FIG. 6, at the first speed gear stage, the sun gear S4 of the third planetary gear device 30 which is the fourth rotating element RE4 is connected to the intermediate output member 32 by the engagement of the fifth clutch C5. The rotation speed is set to “Nx”, and the second rotation element RE2 is connected to the transmission case 16 by the engagement of the second brake B2 and is set to the rotation speed “0”. A rotation speed of the output shaft 34 is indicated by a point (1st) where a straight line connecting the intersection of the axis XZ and the intersection of the vertical axis Y7 and the horizontal axis X1 intersects the vertical line Y6.

  In the second speed gear stage, the sun gear S4 of the third planetary gear device 30, which is the fourth rotation element RE4, is connected to the intermediate output member 32 by the engagement of the fifth clutch C5, and the rotation speed “Nx”. Since the first rotation element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 and has a rotational speed “0”, the intersection of the vertical axis Y4 and the horizontal axis XZ and the vertical axis Y7 The rotation speed of the output shaft 34 is indicated by a point (2nd) where the straight line connecting the intersection of the horizontal axis X1 and the vertical line Y6 intersects.

  In the nomogram of FIG. 6, the relationship between the third speed gear stage “3rd” to the eighth speed gear stage “8th”, the reverse first speed gear stage “R1”, and the reverse second speed gear stage “R2” is Since they are the same as the collinear diagram of FIG. 4 described above, their description is omitted.

FIG. 7 is an engagement operation table showing still another example of the relationship between the predetermined transmission gear stages for the transmission 14 and the operation of the hydraulic friction engagement device for establishing them. In the transmission 14, the first clutch C1, the second clutch C2, the third clutch, as shown in FIG. 7, instead of the relationship shown in FIG. Two hydraulic friction engagement devices selected from C3, the fourth clutch C4, the fifth clutch C5, the first brake B1, and the second brake B2 are engaged and operated at the same time, so that the forward gear stage. Any one of the first gear stage “1st” to the eighth gear stage “8th”, or the reverse first gear stage “R1” or the reverse second gear stage “R2” that is the reverse gear stage is selectively used. A transmission gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that is established and changes in a substantially equal ratio is obtained for each gear stage.

  That is, as shown in FIG. 7, the engagement of the third clutch C3 and the fifth clutch C5 results in the ring gear R1 and the intermediate output member 32 of the planetary gear device 24 connected to each other, and the first rotation element RE1. Is connected to the sun gear S2 of the first planetary gear device 26, and is connected to the sun gear S4 of the third planetary gear device 30 that is the fourth rotating element RE4, and the intermediate output member 32. As a result of the connection, the third speed gear stage “3rd” in which the speed ratio γ3 is smaller than the second speed gear stage, for example, “1.864” is established.

  Further, due to the engagement of the fourth clutch C4 and the fifth clutch C5, there is a gap between the input shaft 22 that is an input rotation member and the sun gear S2 of the first planetary gear device 26 that is the first rotation element RE1. In addition to being connected, the sun gear S4 of the third planetary gear device 30 that is the fourth rotating element RE4 and the intermediate output member 32 are connected, so that the gear ratio γ4 is greater than that of the third speed gear stage. The fourth speed gear stage “4th”, which is a smaller value, for example, “1.566”, is established.

  In the engagement operation table shown in FIG. 7, the relationship for establishing the first gear stage “1st” and the second gear stage “2nd” is the same as that described above with reference to FIG. FIG. 2 is used for the relationship for establishing the fifth gear stage “5th” to the eighth gear stage “8th”, the reverse first gear stage “R1”, and the reverse second gear stage “R2”. Therefore, the description thereof is omitted. Further, in the transmission 14 that establishes a gear position according to the engagement operation table of FIG. 7, the ratio (= γ2 / γ3) of the gear ratio γ2 of the second gear and the gear ratio γ3 of the third gear is set. “1.282” is set, and the ratio (= γ3 / γ4) between the speed ratio γ3 of the third speed gear stage and the speed ratio γ4 of the fourth speed gear stage is “1.190”, and the fourth speed gear stage is set. The ratio (= γ4 / γ5) between the transmission gear ratio γ4 of the second gear and the transmission gear ratio γ5 of the fifth gear is set to “1.272”.

  FIG. 8 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the transmission 14 corresponding to the engagement operation table shown in FIG. Is shown. This collinear diagram of FIG. 8 shows the relationship of the gear ratio ρ of each planetary gear device 24, 26, 28, 30 in the horizontal axis direction, and is relative to the vertical axis direction, as in FIGS. The two-dimensional coordinates indicating the rotation speed, which are indicated by the vertical and horizontal lines in the figure, are the same as the alignment charts of FIGS.

  In the collinear diagram of FIG. 8, in the third speed gear stage, the first rotating element RE1 is connected to the intermediate output member 32 by the engagement of the third clutch C3 to have its rotational speed “Nx”. Since the sun gear S4 of the third planetary gear unit 30 that is the fourth rotating element RE4 is connected to the intermediate output member 32 by the engagement of the fifth clutch C5 and has the rotational speed “Nx”, the horizontal axis X1 Is a point (3rd) at which the axis intersects the vertical axis Y6, the rotational speed of the output shaft 34 is indicated.

  In the fourth speed gear stage, the first rotation element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 to be the rotation speed “1”, and the third rotation element RE4 is the third rotation element RE4. Since the sun gear S4 of the planetary gear unit 30 is connected to the intermediate output member 32 by the engagement of the fifth clutch C5 and has a rotational speed “Nx”, the intersection of the vertical axis Y4 and the horizontal axis X2 and the vertical axis Y7 The rotation speed of the output shaft 34 is indicated by the point (4th) at which the straight line connecting the intersection of the horizontal axis X1 and the vertical line Y6 intersects.

  In the alignment chart of FIG. 8, the relationship between the first speed gear stage “1st” and the second speed gear stage “2nd” is the same as the alignment chart of FIG. 6, and the fifth speed gear stage “5th” The relationship between the eighth gear stage “8th”, the reverse first gear stage “R1”, and the reverse second gear stage “R2” is the same as the collinear diagram of FIG. To do.

FIG. 9 is an engagement operation table showing still another example of the relationship between the predetermined transmission gear stages for the transmission 14 and the operation of the hydraulic friction engagement device for establishing them. In the transmission 14, in accordance with a command from the electronic control unit 40, the second clutch C2, the third clutch C3, as shown in FIG. 9 instead of the relationship shown in FIG. 2, FIG. 5, or FIG. When the two hydraulic friction engagement devices selected from the fourth clutch C4, the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and operated, Any one of the first gear stage “1st” to the eighth gear stage “8th”, or the reverse first gear stage “R1” or the reverse second gear stage “R2” is selectively established. Thus, a transmission gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes approximately in a ratio is obtained for each gear stage.

  That is, as shown in FIG. 9, the engagement of the second clutch C2 and the fifth clutch C5 results in the input shaft 22 being an input rotation member and the second rotation element RE2 being mutually connected. The third planetary gear 26 is connected to the carrier CA2 of the first planetary gear unit 26, the carrier CA3 of the second planetary gear unit 28, and the carrier CA4 of the third planetary gear unit 30 and is the fourth rotating element RE4. By connecting between the sun gear S4 of the gear device 30 and the intermediate output member 32, the fifth speed gear stage in which the speed ratio γ5 is smaller than the fourth speed gear stage, for example, “1.324”. “5th” is established.

  In the engagement operation table shown in FIG. 9, the relationship for establishing the first speed gear stage “1st” and the second speed gear stage “2nd” is the same as that described above with reference to FIG. The relationship for establishing the third speed gear stage “3rd” and the fourth speed gear stage “4th” is the same as that described above with reference to FIG. 7, and the sixth speed gear stage “6th” to the eighth speed The relationship for establishing the gear stage “8th”, the reverse first speed gear stage “R1”, and the reverse second speed gear stage “R2” is the same as that described above with reference to FIG. Description is omitted. Further, in the transmission 14 that establishes the gear position according to the engagement operation table of FIG. 9, the ratio (= γ4 / γ5) of the gear ratio γ4 of the fourth gear and the gear ratio γ5 of the fifth gear is set. The ratio between the speed ratio γ5 of the fifth speed gear stage and the speed ratio γ6 of the sixth speed gear stage (= γ5 / γ6) is set to “1.324”.

  FIG. 10 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the transmission 14 corresponding to the engagement operation table shown in FIG. Is shown. The collinear diagram of FIG. 10 shows the relationship of the gear ratio ρ of each planetary gear device 24, 26, 28, 30 in the horizontal axis direction, similar to FIGS. 4, 6, and 8 described above. The two-dimensional coordinates indicating the relative rotation speed in the direction, which are indicated by the vertical and horizontal lines in the figure are the same as the alignment charts of FIGS. 4, 6, and 8, and therefore their explanation is omitted. .

  In the collinear diagram of FIG. 8, at the fifth speed gear stage, the second rotating element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2 to have a rotational speed “1”, and the fourth speed The sun gear S4 of the third planetary gear device 30 that is the rotation element RE4 is connected to the intermediate output member 32 by the engagement of the fifth clutch C5 and has the rotation speed “Nx”. A rotation speed of the output shaft 34 is indicated by a point (5th) at which a straight line connecting the intersection of the axis X2 and the intersection of the vertical axis Y7 and the horizontal axis X1 intersects the vertical line Y6.

  In the nomograph of FIG. 10, the relationship between the first speed gear stage “1st” and the second speed gear stage “2nd” is the same as the nomograph of FIG. 6 described above, and the third speed gear stage “3rd” and The relationship between the fourth speed gear stage “4th” is the same as the alignment chart of FIG. 8, and the sixth speed gear stage “6th” to the eighth speed gear stage “8th”, the reverse first speed gear stage “R1”, The reverse second speed gear stage “R2” is the same as the collinear chart of FIG. 4 described above, and a description thereof will be omitted.

  Here, referring to the engagement operation tables in FIG. 2 and FIG. 9, the relationship for establishing the first speed gear stage “1st” to the fifth speed gear stage “5th” is shown in FIG. The gears are established with the first clutch C1 engaged and the fifth clutch C5 released. In FIG. 9, the first clutch C1 is released and the fifth clutch C5 is engaged. These shift speeds are established in the state of being made to operate. That is, it can be seen that the first clutch C1 and the fifth clutch C5 are used alternatively. As described above, in the transmission 14, when the predetermined shift speed is established, the first speed is established in a state where the first clutch C1 is engaged and the fifth clutch C5 is released. Further, the shift control can be performed by selecting any one of the second modes in which the shift stage is established in a state where the first clutch C1 is released and the fifth clutch C5 is engaged. By establishing the gear stage with the first clutch C1 disengaged and the fifth clutch C5 engaged, the first clutch C1 can be used at a low gear stage such as the first gear stage “1st”, for example. As compared with the case where the gear stage is established with the fifth clutch C5 disengaged and the fifth clutch C5 released. As a result, the degree of freedom in setting the gear ratio, the gear ratio step, the total gear ratio width, etc. can be improved, and the rear Ravigneo, that is, the torque input to the sun gear S3 of the second planetary gear device 28 can be kept relatively small. Can do. For example, in the normal pattern, when the accelerator opening is relatively low, when the vehicle weight is relatively light, or during non-traction traveling, the cross gear ratio, that is, the first clutch C1 is released and the fifth clutch C5 is engaged. The second mode for establishing the shift stage is selected in a state where the vehicle is in a sports state, and in the case of a sports mode or the like, the accelerator opening is relatively high, the vehicle weight is relatively heavy, or the wide gear ratio or the first By selecting the first mode in which the gear stage is established with the clutch C1 engaged and the fifth clutch C5 disengaged, it is possible to realize a suitable travel that satisfies the driver.

  As described above, according to the present embodiment, the intermediate output member 32 that transmits the rotation of the input shaft 22 that is an input rotating member at a reduced speed, the first planetary gear device 26 of a single pinion type, and the double pinion type A first planetary gear device 28 and a third planetary gear device 30; the sun gear S2 of the first planetary gear device 26 constitutes a first rotating element RE1, and the carrier CA2 of the first planetary gear device 26; The carrier CA3 of the second planetary gear device 28 and the carrier CA4 of the third planetary gear device 30 are connected to each other to form a second rotating element RE2, and the ring gear R2 and the second planetary gear of the first planetary gear device 26 are configured. The ring gear R3 of the device 28 and the ring gear R4 of the third planetary gear device 30 are connected to each other to form a third rotating element RE3, and the sun of the third planetary gear device 30 is formed. The fourth rotating element RE4 is constituted by the gear S4, the fifth rotating element RE5 is constituted by the sun gear S3 of the second planetary gear device 28, and the output shaft 34, wherein the third rotating element RE3 is an output rotating member. A main transmission 38 that outputs rotation by being coupled to the first output C1, a first clutch C1 that is a first clutch element that selectively couples the intermediate output member 32 and the fifth rotation element RE2, and the input shaft 22. A second clutch C2 that is a second clutch element that selectively connects the second rotation element RE2, and a third clutch element that selectively connects the intermediate output member 32 and the first rotation element RE1. A third clutch C3, a fifth clutch C5 as a fourth clutch element for selectively connecting the intermediate output member 32 and the fourth rotation element RE4, and the first rotation element RE A first brake B1 that is a first brake element that is selectively connected to the transmission case 16 that is a non-rotating member, and a second brake element that is selectively connected to the transmission case 16 is the second rotation element RE2. Since the second brake B2 is included, the degree of freedom in setting the gear ratio, the gear ratio step, the total gear ratio width, and the like can be improved without causing any adverse effects on the manufacturing cost, the mountability, and the like. Further, since the relative rotation between the fourth rotation element RE4 and the fifth rotation element RE5 can be adjusted by adjusting the gear ratio of the third planetary gear device 30, the sun gear S3 of the second planetary gear device 28 is An increase in the torque can be suppressed.

  The transmission 14 includes a fourth clutch C4 that is a fifth clutch element that selectively connects the input shaft 22 that is an input rotation member and the first rotation element RE1. The number of shift stages established by the machine 14 can be further increased.

  Further, when establishing a predetermined gear position, the first mode and the first clutch C1 are released when the first clutch C1 is engaged and the fifth clutch C5 is released. And the shift control is performed by selecting any one of the second modes in which the shift stage is established with the fifth clutch C5 engaged. High shift control can be performed.

  Next, another preferred embodiment of the present invention will be described in detail with reference to the drawings. In the following description, portions common to the above-described embodiments are denoted by the same reference numerals and description thereof is omitted.

  FIG. 11 is a skeleton diagram illustrating the configuration of a transmission 42 according to another embodiment of the present invention. The transmission 42 shown in FIG. 11 is the same as the transmission 14 shown in FIG. 1 except that the fourth clutch C4 as the fifth clutch element is not provided and the gear ratios of the planetary gear units are different. It is a structure and the effect similar to the Example mentioned above is acquired.

  In the transmission 42 shown in FIG. 11, the planetary gear unit 24 has a predetermined gear ratio ρ0 of about “0.427”, for example. Further, the first planetary gear device 26 has a predetermined gear ratio ρ1 of about “0.541”, for example. Further, the second planetary gear device 28 has a predetermined gear ratio ρ2 of about “0.392”, for example. The third planetary gear device 30 has a predetermined gear ratio ρ3 of about “0.433”, for example.

In the transmission 42 configured as described above, for example, as shown in FIG. 12, the first clutch C1, the second clutch C2, the third clutch C3, and the first brake B1 according to a command from the electronic control unit 40. When the two hydraulic friction engagement devices selected from the second brake B2 are simultaneously engaged and operated, the first gear stage “1st” through the seventh gear stage “7th”, which are forward gears, are operated. , Or the reverse gear stage “R1” is selectively established, and the gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes approximately in an equal ratio is set to each gear stage. You can get it every time.

  That is, as shown in FIG. 12, the ring gear R1 and the intermediate output member 32 of the planetary gear device 24 connected to each other by the engagement of the first clutch C1 and the second brake B2, and the fifth rotating element RE5. The second planetary gear device 28 is connected to the sun gear S3, and the second rotating element RE2 is a mutually connected carrier CA2 of the first planetary gear device 26, and the second planetary gear device. By connecting the carrier CA3 of 28 and the carrier CA4 of the third planetary gear unit 30 to the transmission case 16 which is a non-rotating member, the speed ratio γ1 is a maximum value, for example, “4.452”. A certain first speed gear stage “1st” is established.

  Further, the ring gear R1 and the intermediate output member 32 of the planetary gear device 24 connected to each other by the engagement of the first clutch C1 and the first brake B1, and the second planetary gear which is the fifth rotating element RE5. The sun gear S3 of the device 28 is connected to the sun gear S3, and the sun gear S2 of the first planetary gear device 26 that is the first rotating element RE1 is connected to the transmission case 16 that is a non-rotating member. Thus, the second speed gear stage “2nd” in which the speed ratio γ2 is smaller than the first speed gear stage, for example, “2.695” is established.

  Also, the ring gear R1 and the intermediate output member 32 of the planetary gear device 24 that are connected to each other by the engagement of the first clutch C1 and the third clutch C3, and the second planetary gear that is the fifth rotating element RE5. The sun gear S3 of the device 28 is connected to the ring gear R1 and the intermediate output member 32 of the planetary gear device 24 and the first planetary gear device 26 that is the first rotating element RE1. By connecting the sun gear S2, the third speed gear stage “3rd” in which the speed ratio γ3 is smaller than the second speed gear stage, for example, “1.745” is established.

  Further, the ring gear R1 and the intermediate output member 32 of the planetary gear device 24 connected to each other by the engagement of the first clutch C1 and the second clutch C2, and the second planetary gear which is the fifth rotating element RE5. The device 28 is connected to the sun gear S3, and the input shaft 22 as an input rotation member and the carrier CA2 of the first planetary gear device 26 as the second rotation element RE2 connected to each other. Since the carrier CA3 of the second planetary gear device 28 and the carrier CA4 of the third planetary gear device 30 are connected, the speed ratio γ4 is smaller than the third gear, for example, “1.201”. A fourth gear stage “4th” is established.

  In addition, by the engagement of the second clutch C2, the input shaft 22 as the input rotation member and the carrier CA2 of the first planetary gear unit 26 as the second rotation element RE2 and the second planetary gear 26 connected to each other. Since the carrier CA3 of the gear device 28 and the carrier CA4 of the third planetary gear device 30 are connected, the gear ratio γ5 is a value smaller than the fourth speed gear stage, for example, “1.000”. The fifth gear stage “5th” is established.

  Further, the engagement of the second clutch C2 and the third clutch C3 results in the carrier of the input planetary gear device 26 connected to the input shaft 22 being the input rotation member and the second rotation element RE2 being mutually connected. CA2, the carrier CA3 of the second planetary gear unit 28, and the carrier CA4 of the third planetary gear unit 30 are coupled to each other, and the ring gear R1 and the intermediate output member 32 of the planetary gear unit 24 coupled to each other. By connecting the sun gear S2 of the first planetary gear unit 26 that is the first rotating element RE1, the gear ratio γ6 is smaller than the fifth gear, for example, “0.813”. A sixth gear stage “6th” is established.

  Further, the engagement of the second clutch C2 and the first brake B1 results in the carrier of the input planetary gear device 26 connected to the input shaft 22 being the input rotation member and the second rotation element RE2 being mutually connected. CA2, the carrier CA3 of the second planetary gear unit 28, and the carrier CA4 of the third planetary gear unit 30 are coupled to each other, and the sun gear S2 of the first planetary gear unit 26 that is the first rotating element RE1 By connecting the transmission case 16 that is a non-rotating member, the seventh speed gear stage “7th” in which the speed ratio γ7 is the minimum value, for example, “0.649” is established.

  Further, the ring gear R1 and the intermediate output member 32 of the planetary gear device 24 that are connected to each other by the engagement of the third clutch C3 and the second brake B2, and the first planetary gear that is the first rotating element RE1. The sun gear S2 of the device 26 is connected to the carrier gear CA2 of the first planetary gear device 26, the carrier CA3 of the second planetary gear device 28, and the second rotating element RE2, which are connected to each other. The reverse gear stage “R1” having a gear ratio γR1 of “3.228” is established by connecting the carrier CA4 of the three planetary gear unit 30 and the transmission case 16 that is a non-rotating member. . The gear ratio ρ0 of the planetary gear unit 24, the gear ratio ρ1 of the first planetary gear unit 26, the gear ratio ρ2 of the second planetary gear unit 28, and the gear ratio ρ3 of the third planetary gear unit 30 are as described above. Designed to give a ratio.

  FIG. 13 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the transmission 42 corresponding to the engagement operation table shown in FIG. Is shown. This collinear chart of FIG. 13 shows the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 in the horizontal axis direction, as in FIG. Since the vertical and horizontal lines in the figure indicate the same as the collinear chart of FIG. 4 and the like, their description is omitted.

  In the collinear diagram of FIG. 13, at the first speed gear stage, the fifth rotation element RE5 is connected to the intermediate output member 32 by the engagement of the first clutch C1 to have the rotation speed “Nx”. Since the second rotation element RE2 is connected to the transmission case 16 by the engagement of the second brake B2 and has a rotational speed “0”, the intersection of the vertical axis Y5 and the horizontal axis XZ and the vertical axis Y8 and the horizontal axis X1. The rotation speed of the output shaft 34 is indicated by a point (1st) at which the straight line connecting the intersections intersects the vertical line Y6.

  In the second speed gear stage, the fifth rotation element RE5 is connected to the intermediate output member 32 by the engagement of the first clutch C1 to be the rotation speed “Nx”, and the first rotation element RE1 is the first rotation element RE1. 1 is connected to the transmission case 16 by the engagement of the brake B1 so that the rotational speed is "0". Therefore, a straight line connecting the intersection of the vertical axis Y4 and the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis X1 is The rotation speed of the output shaft 34 is indicated by a point (2nd) intersecting with the vertical line Y6.

  In the third gear stage, the fifth rotation element RE5 is connected to the intermediate output member 32 by the engagement of the first clutch C1 to have the rotation speed “Nx”, and the first rotation element RE1 is the first rotation element RE1. Since the rotation speed is “Nx” by being connected to the intermediate output member 32 by the engagement of the three clutch C3, the rotation speed of the output shaft 34 is determined by the point (3rd) where the horizontal axis X1 intersects the vertical axis Y6. Is shown.

  In the fourth speed gear stage, the fifth rotation element RE5 is connected to the intermediate output member 32 by the engagement of the first clutch C1 to be the rotation speed “Nx”, and the second rotation element RE2 is the first rotation element RE2. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of the two clutch C2, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis X2 and the intersection of the vertical axis Y8 and the horizontal axis X1 is The rotation speed of the output shaft 34 is indicated by a point (4th) intersecting the vertical line Y6.

  In the fifth speed gear stage, the second rotation element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2 and is set to the rotation speed “1”. Therefore, the horizontal axis X2 intersects the vertical axis Y6. The rotation speed of the output shaft 34 is indicated by the point (5th) to be performed.

  In the sixth gear, the second rotating element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2, and the rotating speed is "1", and the first rotating element RE1 is the third clutch. Since it is connected to the intermediate output member 32 by the engagement of C3 and has its rotational speed “Nx”, a straight line connecting the intersection of the vertical axis Y4 and the horizontal axis X1 and the intersection of the vertical axis Y5 and the horizontal axis X2 is A rotation speed of the output shaft 34 is indicated by a point (6th) intersecting the vertical line Y6.

  In the seventh speed gear stage, the second rotation element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2 so that the rotation speed is “1”, and the first rotation element RE1 is the first brake. Since the rotation speed is “0” by being connected to the transmission case 16 by the engagement of B1, a straight line connecting the intersection of the vertical axis Y4 and the horizontal axis XZ and the intersection of the vertical axis Y5 and the horizontal axis X2 is a vertical line. The rotation speed of the output shaft 34 is indicated by a point (7th) intersecting with Y6.

  In the reverse gear stage, the first rotation element RE1 is connected to the intermediate output member 32 by the engagement of the third clutch C3 to be the rotation speed “Nx”, and the second rotation element RE2 is the second brake element. Since it is connected to the transmission case 16 by the engagement of B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y4 and the horizontal axis X1 and the intersection of the vertical axis Y5 and the horizontal axis XZ is a vertical line The point (Rev1) intersecting with Y6 indicates the rotational speed of the output shaft 34.

FIG. 14 is an engagement operation table showing another example of the relationship between the predetermined transmission gear stages for the transmission 42 and the operation of the hydraulic friction engagement device for establishing them. In the transmission 42, the first clutch C1, the second clutch C2, the third clutch C3, the second clutch C3, the second clutch C3, the second clutch C3, the second clutch C3, the second clutch C3, and the second clutch C3, as shown in FIG. First hydraulic gear stage “1st” which is a forward gear stage is achieved by simultaneously engaging and operating two hydraulic friction engagement devices selected from among five clutch C5, first brake B1, and second brake B2. Or any one of the seventh speed gear stage “7th” or the reverse gear stage “R1” is selectively established, and the gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed) changes substantially in an equal ratio. Speed N _OUT ) is obtained for each gear stage.

  That is, as shown in FIG. 14, due to the engagement of the fifth clutch C5 and the second brake B2, the sun gear S4 of the third planetary gear device 30 that is the fourth rotating element RE4, the intermediate output member 32, Of the first planetary gear unit 26, the carrier CA3 of the second planetary gear unit 28, and the third planetary gear unit 30 of the second planetary gear unit 28, which are coupled to each other. By connecting between the carrier CA4 and the transmission case 16 which is a non-rotating member, the first speed gear stage "1st" in which the speed ratio γ1 is the maximum value, for example, "4.035" is established. .

  Further, the engagement of the fifth clutch C5 and the first brake B1 connects the sun gear S4 of the third planetary gear device 30 as the fourth rotating element RE4 and the intermediate output member 32. By connecting the sun gear S2 of the first planetary gear unit 26 that is the first rotating element RE1 and the transmission case 16 that is a non-rotating member, the gear ratio γ2 is greater than that of the first speed gear stage. The second speed gear stage “2nd”, which is a smaller value, for example, “2.548”, is established.

  In the engagement operation table shown in FIG. 14, the relationship for establishing the third gear stage “3rd” to the seventh gear stage “7th” and the reverse gear stage “R1” is described above with reference to FIG. Since it is the same as what was done, the description is abbreviate | omitted. Further, in the transmission 42 that establishes the gear position according to the engagement operation table of FIG. 14, the ratio (= γ1 / γ2) between the gear ratio γ1 of the first gear and the gear ratio γ2 of the second gear. The ratio (= γ2 / γ3) between the speed ratio γ2 of the second speed gear stage and the speed ratio γ3 of the third speed gear stage is set to “1.460”.

  FIG. 15 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the transmission 42 corresponding to the engagement operation table shown in FIG. Is shown. The collinear diagram of FIG. 15 shows the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 in the horizontal axis direction, and shows the relative rotational speed in the vertical axis direction, as in FIG. The two-dimensional coordinates shown are indicated by the vertical lines and the horizontal lines in the drawing, which are the same as the alignment chart of FIG.

  In the collinear diagram of FIG. 15, in the first speed gear stage, the sun gear S4 of the third planetary gear unit 30 that is the fourth rotating element RE4 is connected to the intermediate output member 32 by the engagement of the fifth clutch C5. The rotation speed is set to “Nx”, and the second rotation element RE2 is connected to the transmission case 16 by the engagement of the second brake B2 and is set to the rotation speed “0”. A rotation speed of the output shaft 34 is indicated by a point (1st) where a straight line connecting the intersection of the axis XZ and the intersection of the vertical axis Y7 and the horizontal axis X1 intersects the vertical line Y6.

  In the second speed gear stage, the sun gear S4 of the third planetary gear device 30, which is the fourth rotation element RE4, is connected to the intermediate output member 32 by the engagement of the fifth clutch C5, and the rotation speed “Nx”. Since the first rotation element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 and has a rotational speed “0”, the intersection of the vertical axis Y4 and the horizontal axis XZ and the vertical axis Y7 The rotation speed of the output shaft 34 is indicated by a point (2nd) where the straight line connecting the intersection of the horizontal axis X1 and the vertical line Y6 intersects.

  In the alignment chart of FIG. 15, the relationship between the third speed gear stage “3rd” to the seventh speed gear stage “7th” and the reverse gear stage “R1” is equal to the alignment chart of FIG. Those explanations are omitted.

FIG. 16 is an engagement operation table showing still another example of the relationship between the predetermined transmission gear stages for the transmission 42 and the operation of the hydraulic friction engagement device for establishing them. In the transmission 42, the second clutch C 2, the third clutch C 3, and the fifth clutch as shown in FIG. 16 instead of the relationship shown in FIG. 12 or FIG. 14 according to the command of the electronic control unit 40. Two hydraulic friction engagement devices selected from C5, the first brake B1, and the second brake B2 are simultaneously engaged and operated, so that the first gear stage “1st” to the first gear stage, which is the forward gear stage, is operated. Any one of the seventh speed gear stage “7th” or the reverse gear stage “R1” is selectively established, and the gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N is changed approximately in a ratio. _OUT ) can be obtained for each gear stage.

  That is, as shown in FIG. 16, by the engagement of the third clutch C3 and the fifth clutch C5, the ring gear R1 and the intermediate output member 32 of the planetary gear device 24 connected to each other, and the first rotating element RE1. Is connected to the sun gear S2 of the first planetary gear device 26, and is connected to the sun gear S4 of the third planetary gear device 30 that is the fourth rotating element RE4, and the intermediate output member 32. As a result, the third speed gear stage “3rd” in which the speed ratio γ3 is smaller than the second speed gear stage, for example, “1.745” is established.

  Further, the engagement of the second clutch C2 and the fifth clutch C5 results in the carrier of the input planetary gear device 26 connected to the input shaft 22 being the input rotation member and the second rotation element RE2 being mutually connected. CA2, the carrier CA3 of the second planetary gear unit 28, and the carrier CA4 of the third planetary gear unit 30 are coupled to each other, and the sun gear S4 of the third planetary gear unit 30 serving as the fourth rotating element RE4 By connecting the intermediate output member 32 to the intermediate output member 32, a fourth speed gear stage “4th” in which the speed ratio γ4 is smaller than the third speed gear stage, for example, “1.226” is established. .

  In the engagement operation table shown in FIG. 16, the relationship for establishing the first speed gear stage “1st” and the second speed gear stage “2nd” is the same as that described above with reference to FIG. The relationship for establishing the fifth gear stage “5th” to the seventh gear stage “7th” and the reverse gear stage “R1” is the same as that described above with reference to FIG. Omitted. Further, in the transmission 42 that establishes the gear position according to the engagement operation table of FIG. 16, the ratio (= γ2 / γ3) between the gear ratio γ2 of the second gear stage and the gear ratio γ3 of the third gear stage. “1.460” is set, and the ratio (= γ3 / γ4) between the speed ratio γ3 of the third speed gear stage and the speed ratio γ4 of the fourth speed gear stage is “1.423”, and the fourth speed gear stage is set. The ratio (= γ4 / γ5) between the transmission gear ratio γ4 of the first gear and the transmission gear ratio γ5 of the fifth gear is set to “1.226”.

  FIG. 17 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the transmission 42 corresponding to the engagement operation table shown in FIG. Is shown. The collinear diagram of FIG. 17 shows the relationship of the gear ratios ρ of the planetary gear devices 24, 26, 28, and 30 in the horizontal axis direction as in FIGS. The two-dimensional coordinates indicating the rotation speed, which are indicated by the vertical and horizontal lines in the figure, are the same as the collinear charts of FIGS.

  In the collinear diagram of FIG. 17, at the third speed gear stage, the first rotating element RE1 is connected to the intermediate output member 32 by the engagement of the third clutch C3 to have its rotational speed “Nx”. The sun gear S4 of the third planetary gear device 30 that is the fourth rotating element RE4 is connected to the intermediate output member 32 by the engagement of the fifth clutch C5 and has the rotational speed “Nx”. Is a point (3rd) at which the axis intersects the vertical axis Y6, the rotational speed of the output shaft 34 is indicated.

  In the fourth speed gear stage, the second rotation element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2 to be the rotation speed “1”, and is the fourth rotation element RE4. Since the sun gear S4 of the planetary gear device 30 is connected to the intermediate output member 32 by the engagement of the fifth clutch C5 and has a rotational speed “Nx”, the intersection of the vertical axis Y5 and the horizontal axis X2 and the vertical axis Y7 The rotation speed of the output shaft 34 is indicated by the point (4th) at which the straight line connecting the intersection of the horizontal axis X1 and the vertical line Y6 intersects.

  In the alignment chart of FIG. 17, the relationship between the first speed gear stage “1st” and the second speed gear stage “2nd” is the same as the alignment chart of FIG. 15, and the fifth speed gear stage “5th” Since the relationship between the seventh speed gear stage “7th” and the reverse gear stage “R1” is the same as the collinear diagram of FIG. 13 described above, description thereof will be omitted.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and may be implemented in other modes.

  For example, in the transmissions 14 and 42 of the above-described embodiment, a plurality of shift speeds are established such as the first to eighth speed gears, the reverse first speed gear stage, and the reverse second speed gear stage. However, the shift may be executed using any of the shift speeds. For example, a forward 7-speed shift can be realized by using the first to seventh gears or the second to eighth gears. Further, by using any six shift stages from the first speed gear stage to the eighth speed gear stage, a forward 6-speed shift is realized. In addition, naturally, an aspect in which one of the reverse first gear and the reverse second gear is used as the reverse gear is also conceivable.

  Further, in the transmissions 14 and 42 of the above-described embodiment, the engine 10 and the torque converter 20 are directly connected via the crankshaft 12, but are operatively connected via a predetermined gear, belt, or the like, for example. Further, it may not be arranged on a common axis. Further, an electric motor or the like may be provided as a prime mover.

  In the transmissions 14 and 42 of the above-described embodiment, a one-way clutch is connected in series or in parallel with any one of the first to fifth clutches C1 to C5, the first brake B1, and the second brake B2. May be provided. In this way, there is an advantage that the shift control becomes easy. One of the first to fifth clutches C1 to C5, the first brake B1, and the second brake B2 may be replaced with a one-way clutch. Even in this case, a temporary shift can be realized.

  In the above-described embodiment, the torque converter 20 with the lock-up clutch 18 is provided as a fluid transmission device between the engine 10 and the input shaft 22, but the lock-up clutch 18 is not necessarily provided. May be. As an alternative to the torque converter 20, a fluid coupling, a magnetic powder type electromagnetic clutch, a multi-plate type or a single plate type hydraulic clutch may be provided.

  In the collinear chart of the above-described embodiment, the vertical lines Y1 to Y8 are sequentially arranged from the left to the right. However, they may be sequentially arranged from the right to the left. Further, although the horizontal line X2 corresponding to the rotational speed “1” is arranged above the horizontal line XZ corresponding to the rotational speed “0”, it may be arranged below the horizontal line XZ.

  In the above-described embodiment, the hydraulic friction engagement device is provided as the engagement element, such as the first clutch C1 to the fifth clutch C5, the first brake B1, and the second brake B2. An electromagnetic engagement device such as a clutch or a magnetic powder clutch may be used.

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicular multi-stage transmission that is an embodiment of the present invention. FIG. 2 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 1 and operations of a hydraulic friction engagement device for establishing them. It is a figure which illustrates the signal input into the electronic controller for controlling the transmission of FIG. 1, and the signal output from the electronic controller. FIG. 2 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the transmission of FIG. FIG. 6 is an engagement operation table showing another example of a relationship between a predetermined transmission gear stage in the transmission of FIG. 1 and an operation of a hydraulic friction engagement device for establishing them. FIG. 6 is a collinear diagram that can represent on a straight line the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the transmission of FIG. 1 corresponding to the engagement operation table shown in FIG. 5. FIG. 6 is an engagement operation table showing still another example of a relationship between a predetermined transmission gear stage in the transmission of FIG. 1 and an operation of a hydraulic friction engagement device for establishing them. FIG. 8 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the transmission of FIG. 1 corresponding to the engagement operation table shown in FIG. 7. FIG. 6 is an engagement operation table showing still another example of a relationship between a predetermined transmission gear stage in the transmission of FIG. 1 and an operation of a hydraulic friction engagement device for establishing them. FIG. 10 is a collinear chart that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the transmission of FIG. 1 corresponding to the engagement operation table shown in FIG. 9. It is a skeleton diagram explaining the structure of the multi-stage transmission for vehicles which is the other Example of this invention. FIG. 12 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 11 and operations of a hydraulic friction engagement device for establishing them. FIG. FIG. 13 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the transmission of FIG. 11 corresponding to the engagement operation table shown in FIG. 12. FIG. 12 is an engagement operation table showing another example of the relationship between the predetermined transmission gear stages in the transmission of FIG. 11 and the operation of the hydraulic friction engagement device for establishing them. FIG. FIG. 15 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the transmission of FIG. 11 corresponding to the engagement operation table shown in FIG. 14. FIG. 12 is an engagement operation table showing still another example of a relationship between a predetermined transmission gear stage in the transmission of FIG. 11 and an operation of a hydraulic friction engagement device for establishing them. FIG. FIG. 17 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the transmission of FIG. 11 corresponding to the engagement operation table shown in FIG. 16.

Explanation of symbols

14, 42: Multi-stage transmission 16 for vehicles 16: Transmission case (non-rotating member)
22: Input shaft (input rotating member)
26: first planetary gear device 28: second planetary gear device 30: third planetary gear device 32: intermediate output member 34: output shaft (output rotating member)
38: Main transmission portion B1: First brake (first brake element)
B2: Second brake (second brake element)
C1: First clutch (first clutch element)
C2: Second clutch (second clutch element)
C3: Third clutch (third clutch element)
C4: Fourth clutch (fifth clutch element)
C5: Fifth clutch (fourth clutch element)
CA2, CA3, CA4: Carriers R2, R3, R4: Ring gears S2, S3, S4: Sun gear RE1: First rotation element RE2: Second rotation element RE3: Third rotation element RE4: Fourth rotation element RE5: Fifth rotation element

Claims (3)

An intermediate output member that decelerates and transmits the rotation of the input rotating member;
A single pinion type first planetary gear unit, a double pinion type second planetary gear unit, and a third planetary gear unit, wherein the first rotating element is constituted by the sun gear of the first planetary gear unit, The carrier of the first planetary gear device, the carrier of the second planetary gear device, and the carrier of the third planetary gear device are connected to each other to form a second rotating element, and the ring gear and the second planet of the first planetary gear device. A ring gear of the gear device and a ring gear of the third planetary gear device are connected to each other to form a third rotating element, and a fourth rotating element is constituted by the sun gear of the third planetary gear device, and the second planetary gear device. A fifth transmission element is configured by the sun gear, and the third transmission element is coupled to an output rotation member to output rotation,
A first clutch element that selectively connects the intermediate output member and the fifth rotating element;
A second clutch element that selectively connects the input rotating member and the second rotating element;
A third clutch element that selectively connects the intermediate output member and the first rotating element;
A fourth clutch element that selectively connects the intermediate output member and the fourth rotating element;
A first brake element that selectively couples the first rotating element to a non-rotating member;
And a second brake element that selectively couples the second rotating element to a non-rotating member.   The vehicular multi-stage transmission according to claim 1, further comprising a fifth clutch element that selectively connects the input rotation member and the first rotation element.   When establishing a predetermined gear stage, the first mode and the first clutch element are released when the first clutch element is engaged and the fourth clutch element is released, and the first clutch element is released. The vehicular multi-stage transmission according to claim 1 or 2, wherein the shift control is performed by selecting any one of the second modes in which the shift stage is established with the fourth clutch element engaged.

Images