JP2008215409A - Automatic transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic transmission for a vehicle, which automatic transmission can achieve an excellent speed ratio of 1.1 or higher between respective speed changing steps without enlarging the size in the radial direction in the automatic transmission for achieving multi-stage speed changing by a speed changing output mechanism using two step speed reduction ratios from a speed reduction output mechanism. <P>SOLUTION: In the speed reduction output mechanism 20 of the automatic transmission 1<SB>1</SB>for the vehicle, a first planetary gear set PS1 is configured by a first planetary gear SP0 composed of a single pinion type planetary gear and a second planetary gear DP1 composed of a double pinion type planetary gear, and also is configured by four rotary elements including a first carrier CR0 and a second sun gear S1 by connecting a first sun gear S0 and a second carrier CR1 with each other, and also by connecting a first ring gear R0 and a second ring gear R1 with each other. By this configuration, two step speed reduction ratios to be output from the speed reduction output mechanism 20 are equalized, and the speed ratios between the respective speed changing steps become excellent. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an automatic transmission for a vehicle mounted on a vehicle or the like, and more specifically, a deceleration output mechanism that has four rotating elements and can output two-stage decelerated rotation, and a shift that has four rotating elements. The present invention relates to an automatic transmission for a vehicle that is configured in combination with an output mechanism and achieves at least eight forward speeds and one reverse speed.

  In recent years, in an automatic transmission mounted on a vehicle or the like, a multi-stage transmission has been required due to a demand for improving fuel consumption. In such an automatic transmission, a speed reduction gear mechanism composed of four rotating elements using a planetary gear set having a step pinion and a gear shift composed of four rotating elements in the form of connecting two single pinion planetary gears. Combined with a gear mechanism, the rotation of the input shaft is selectively input to two rotation elements of the transmission gear mechanism by a clutch, and the two-stage reduction rotation from the reduction gear mechanism is input to the other rotation element. In addition, it has been proposed that two of these three rotating elements are selectively locked by a brake to enable eight forward speeds and one reverse speed (patent) Reference 1).

JP 2002-213545 A

  The thing of the said patent document 1 WHEREIN: The thing in which the reduction gear mechanism was comprised by the planetary gear set which has a step pinion (refer FIG. 1 thru | or FIG. 3 of patent document 1), If the gear ratio (Gear ratio) is referred, The step ratio between the respective speed changes (low speed side gear ratio / high speed stage gear ratio) is “1.638” from the first forward speed to the second forward speed, and “1. 243 ", forward 3rd speed to forward 4th speed is" 1.085 ", forward 4th speed to forward 5th speed is" 1.509 ", forward 5th speed to forward 6th speed is" 1.529 " The forward 6th speed to the forward 7th speed is “1.053”, the forward 7th speed to the forward 8th speed is “1.115”, and in particular, between the 3rd forward speed and the 4th forward speed. The step ratio between the sixth speed and the seventh forward speed is less than 1.1.

  Thus, a step ratio of less than 1.1 indicates that the gear ratio before and after the gear change does not change so much, and in particular, the driving is performed even though the gear is changed during the driving. There is a risk that a feeling of shifting (feeling of performing shifting) cannot be obtained for a person, and an uncomfortable feeling may be given.

  In order to eliminate such a shift interval at which the step ratio is less than 1.1, except for a large step ratio required at a relatively low speed, for example, the step ratio from the third forward speed to the eighth forward speed is set. It is desirable to make them as close as possible. For this purpose, the two-stage reduction ratio obtained in the reduction gear mechanism is substantially equal to the input rotation (that is, “0.333 when the input rotation is“ 1 ”, for example). It is desirable to set the gear ratio of the reduction gear mechanism so that the two-stage reduction ratio approaches “0.667”.

  However, in general, an automatic transmission has a limitation in the outer diameter of the case from the viewpoint of vehicle mountability, and the diameter of the ring gear of the planetary gear included in the case cannot be increased without limitation. For example, since it is arranged on the central axis such as the input shaft, the diameter cannot be reduced without limitation from the viewpoint of strength and durability, and naturally the diameter of the pinion is also limited. Therefore, in the planetary gear set having the step pinion as described above, the number of teeth is limited from the viewpoint of the durability of the teeth of each gear, and the gear ratio of the ring gear, pinion, and sun gear is also adjusted. There is a limit, and there is a problem that it is impossible to eliminate the state where the step ratio is substantially less than 1.1.

  Therefore, the present invention makes it possible to make the reduction ratios of the two-stage reduction rotation output from the reduction output mechanism evenly close without causing enlargement in the radial direction. An object of the present invention is to provide an automatic transmission for a vehicle capable of obtaining a good step ratio such as 1 or more.

According to the first aspect of the present invention (see, for example, FIGS. 1 to 12), the first rotating element (S1) that can input the rotation of the input shaft (12) is rotated by the first locking means (B-1). The second rotating element (CR0) that can be fixed, the third rotating element (S0 and CR1) whose rotation can be fixed by the third locking means (B-3), the first, second, and third rotating elements ( A deceleration output mechanism (20) having a fourth rotation element (R0 and R1) capable of outputting two-stage deceleration rotation according to the rotation state of S1, CR0, S0 and CR1);
The third sun gear (S2) and the fourth sun gear (S3), which are connected to each other and can input the rotation of the input shaft (12) via the first clutch (C-1), are connected to each other, and the second clutch (C -2), the third carrier (CR2) and the fourth ring gear which can input the rotation of the input shaft (12) via the fourth locking means (B-4, F-3). (R3), a third ring gear (R2) that can input the decelerated rotation of the fourth rotating element (R0 and R1) and can lock the rotation by the second locking means (B-2), and the output shaft (15 A shift output mechanism (30) having a fourth carrier (CR3) coupled to the vehicle), and at least an eighth forward speed and a first reverse speed are achieved.
The deceleration output mechanism (20)
A single pinion planetary gear (SP0) including a first sun gear (S0), a first carrier (CR0) that rotatably supports one pinion (P0), and a first ring gear (R0);
A second sun gear (S1), two pinions (P1, P2) are rotatably supported, and are connected to a second carrier (CR1) connected to the first sun gear (S0) and to the first ring gear (R0). A second pinion planetary gear (DP1) comprising a second ring gear (R1),
The second sun gear (S1) causes the first rotating element, the first carrier (CR0) causes the second rotating element, and the connected first sun gear (S0) and second carrier (CR1) cause the first rotating element. The fourth rotating element is composed of the three rotating elements by the connected first ring gear (R0) and second ring gear (R1), respectively.
The vehicle automatic transmission (1) is characterized by the above.

According to a second aspect of the present invention (see, for example, FIGS. 1 to 4), a third clutch (C) interposed between the input shaft (12) and the second sun gear (S1) of the deceleration output mechanism (20). -3)
The vehicle automatic transmission (1) according to claim 1, wherein the vehicle automatic transmission (1) is provided.

According to a third aspect of the present invention (see, for example, FIGS. 5 to 8), the first ring gear (R0) and the second ring gear (R1) of the deceleration output mechanism (20) and the third of the speed change output mechanism (30). A third clutch (C-3) interposed between the ring gear (R2) and
The vehicle automatic transmission (1) according to claim 1, wherein the vehicle automatic transmission (1) is provided.

  In addition, although the code | symbol in the said parenthesis is for contrast with drawing, this is for convenience for making an understanding of invention easy, and has no influence on the structure of a claim. It is not a thing.

  According to the first aspect of the present invention, the reduction output mechanism is constituted by the single pinion planetary gear and the double pinion planetary gear, the first sun gear and the second carrier are connected, and the first ring gear and the second ring gear are connected. The second sun gear provides the first rotating element, the first carrier provides the second rotating element, the first sun gear and the second carrier provides the third rotating element, and the first ring gear and the second ring gear provides the fourth rotating element. Since it comprised, the reduction ratio of the two-step reduction rotation output from a deceleration output mechanism can be equalized with respect to input rotation, without enlarging in radial direction. Thereby, the step ratio of each shift stage achieved by the shift output mechanism can be made 1.1 or more, that is, an automatic transmission for a vehicle having a good step ratio can be provided.

  According to the second aspect of the present invention, since the third clutch interposed between the input shaft and the second sun gear of the deceleration output mechanism is provided, the gear stage that does not require the output of the deceleration rotation from the deceleration output mechanism. In this case, by releasing the third clutch, it is possible to prevent the idling rotation in the deceleration output mechanism from becoming a high rotation. For example, the durability of a bearing, a seal ring, etc. in the deceleration output mechanism is improved. be able to.

  According to the third aspect of the present invention, the third clutch interposed between the first ring gear and the second ring gear of the speed reduction output mechanism and the third ring gear of the speed change output mechanism is provided. By disengaging the third clutch in a gear stage that does not require output of rotation, it is possible to prevent idling rotation in the deceleration output mechanism from becoming high. For example, bearings and seals in the deceleration output mechanism The durability of the ring or the like can be improved.

<First Embodiment>
A first embodiment according to the present invention will be described below with reference to FIGS. Figure 1 is a skeleton diagram showing a vehicular automatic transmission 1 _1, Fig. 2 is an operational chart of vehicular automatic transmission 1 _1, Fig. 3 is a velocity diagram of the automatic transmission 1 ₁ for a vehicle. Incidentally, vehicular automatic transmission 1 ₁ described in the present embodiment, for example, FR-type (front engine, rear drive) for the preferred automatic transmission mounted on a vehicle, based on the actual vehicle mounted state The arrangement relationship of each part will be described with the input side (left side in FIG. 1) as “front side” and the output side (right side in FIG. 1) as “rear side”.

First, the present invention applied to a vehicular automatic transmission may (hereinafter, simply referred to as "automatic transmission") will be described with reference to FIG. 1 for 1 ₁ of the general configuration. As shown in FIG. 1, the automatic transmission 1 _1, the automatic transmission 1 ₁ of the input shaft 11 on the same axis, the input shaft 12 of the automatic speed change mechanism 2 _1, the output shaft 15, to the rear side from the front side They are arranged in order. Automatic transmission 1 ₁ of the input shaft 11 is adapted to be connected to an engine (not shown), a torque converter 7 around the axial direction of the input shaft 11, is an automatic speed change mechanism 2 ₁ equipped ing.

The torque converter 7 has a pump impeller 7a connected to the input shaft 11 of the automatic transmission 1 _1, and a turbine runner 7b to which the rotation of the pump impeller 7a is transmitted via the working fluid, the turbine runner 7b is connected to the automatic speed change mechanism 2 ₁ of the input shaft 12 disposed on the input shaft 11 coaxially. Further, the torque converter 7, the lock-up clutch 10 is provided, when the lock-up clutch 10 is engaged by hydraulic control of a hydraulic control apparatus (not shown), an input shaft of the automatic transmission 1 ₁ rotation of the 11 is directly transmitted to the input shaft 12 of the automatic speed change mechanism 2 _1.

The automatic speed change mechanism 2 ₁ was contained in the case 3 around the axial direction of the input shaft 12, a reduction output system 20 and the transmission output mechanism 30 is provided. The deceleration output mechanism 20 includes a first planetary gear set PS1 having four rotation elements, which will be described in detail later, a first brake (first locking means) B-1, and a third brake (third locking means) B. -3 and a third clutch C-3. The shift output mechanism 30 includes a second planetary gear set PS2, which has four rotating elements, which will be described in detail later, a first clutch C-1, a second clutch C-2, and a second brake (second locking). Means) B-2, a fourth brake (fourth locking means) B-4, and a one-way clutch (fourth locking means) F-3.

Here, first, the configuration of the transmission output mechanism 30 will be described with reference to FIG. The second planetary gear set PS2 is of a so-called Simpson type, and includes a third planetary gear SP2 made of a single pinion planetary gear and a fourth planetary gear SP3 made of a single pinion planetary gear. The third planetary gear SP2 includes a third carrier CR2 that rotatably supports the pinion P3, a third sun gear S2 that meshes with the pinion P3, and a third ring gear R2 that meshes with the pinion P3. The fourth planetary gear SP3 includes a fourth carrier CR3 that rotatably supports the pinion P4, a fourth sun gear S3 that meshes with the pinion P4, and a third ring gear R3 that meshes with the pinion P4. The tooth number ratio λ ₂ (S2 / R2) of the third planetary gear SP2 is set to 0.394, for example, and the tooth number ratio λ ₃ (S3 / R3) of the fourth planetary gear SP3 is also set to 0, for example. 394 (see FIG. 2).

  In the second planetary gear set PS2, the third sun gear S2 of the third planetary gear SP2 and the fourth sun gear S3 of the third planetary gear SP3 are connected to each other, and the third carrier CR2 and the fourth planetary gear SP3 of the third planetary gear SP2 are connected. The fourth ring gear R3 is connected to each other, that is, as rotating elements, there are four rotating elements (third sun gear S2 and fourth sun gear S3, third carrier CR2 and fourth ring gear R3, third ring gear R2, 4 carriers CR3).

The second planetary gear set the third sun gear S2 and the fourth sun gear S3 in PS2, the first is connected to the clutch C-1, which is interposed between the input shaft 12 of the automatic speed change mechanism 2 _1, i.e. the third sun gear The rotation of the input shaft 12 can be selectively input to S2 and the fourth sun gear S3 via the first clutch C-1.

The second planetary gear set the third carrier CR2 and the fourth ring gear in PS2 R3, together with the second being connected to the clutch C-2, which is interposed between the input shaft 12 of the automatic speed change mechanism 2 _1, the casing 3 On the other hand, it is connected to a fourth brake B-4 that can lock the rotation, and is connected to a one-way clutch F-3 that restricts the rotation of the case 3 in one direction. That is, the rotation of the input shaft 12 can be selectively input to the third carrier CR2 and the fourth ring gear R3 via the second clutch C-1, and the rotation is transmitted from an engine (not shown) by the one-way clutch F-3. The rotation direction is allowed and the reverse rotation direction is restricted (locked), and the rotation can be locked by the fourth brake B-4.

  The third ring gear R2 in the second planetary gear set PS2 is connected to a first ring gear R0 and a second ring gear R1 of a reduction output mechanism 20 (to be described in detail later) via a connecting member 41, and rotates with respect to the case 3. Is connected to the second brake B-2. In other words, the third ring gear R2 is configured so that two-stage decelerated rotation described later can be selectively input from the deceleration output mechanism 20 and the rotation can be locked by the second brake B-2.

  The fourth carrier CR3 in the second planetary gear set PS2 is connected to the output shaft 15, and the third sun gear S2, the fourth sun gear S3, the third carrier CR2, the fourth ring gear R3, and the third ring gear R2 are connected. The rotation determined by the rotation state is output to a driving wheel (not shown) via the output shaft 15.

Next, the configuration of the deceleration output mechanism 20 that is a main part of the present invention will be described with reference to FIG. The first planetary gear set PS1 includes a first planetary gear SP0 made of a single pinion planetary gear on the front side and a second planetary gear DP1 made of a double pinion planetary gear on the rear side. The first planetary gear SP0 includes a first carrier CR0 that rotatably supports the pinion P0, a first sun gear S0 that meshes with the pinion P0, and a first ring gear R0 that meshes with the pinion P0. The second planetary gear DP1 includes a second carrier CR1 that rotatably supports two pinions P1 and P2, a second sun gear S1 that meshes with the pinion P1, and a second ring gear R1 that meshes with the pinion P2. The tooth number ratio λ ₀ (S0 / R0) of the first planetary gear SP0 is set to 0.440, for example, and the tooth number ratio λ ₁ (S1 / R1) of the second planetary gear DP1 is 0, for example. .480 (see FIG. 2).

  In the first planetary gear set PS1, the first sun gear S0 of the first planetary gear SP0 and the second carrier CR1 of the second planetary gear DP1 are the inner peripheral side of the first sun gear S0 and the front side of the second carrier CR1. Are connected by a connecting member 21 connecting the two. The first ring gear R0 of the first planetary gear SP0 and the second ring gear R1 of the second planetary gear DP1 are connected by a connecting member 22 that connects the outer peripheral side of the first ring gear R0 and the outer peripheral side of the second ring gear R1. Yes. That is, the first planetary gear set PS1 has four rotating elements (first rotating element: second sun gear S1, second rotating element: first sun gear S0 and second carrier CR1, third rotating element: first rotating element: 1 carrier CR0, 4th rotation element: 1st ring gear R0 and 2nd ring gear R1).

  Note that the connecting member 21 for connecting the first carrier CR0 and the second carrier CR1 is not particularly required. The connecting member 21 directly connects the rear side of the first sun gear S0 and the side plate on the front side of the second carrier CR1. Also good. The connecting member 22 that connects the first ring gear R0 and the second ring gear R1 is on the inner peripheral surface thereof, and has a tooth surface as the first ring gear R0 on the front side, and the second ring gear on the rear side. It is sufficient to form a tooth surface as R1, that is, the first ring gear R0, the connecting member 22, and the second ring gear R1 can be formed by an integral member.

The second sun gear S1 of the second planetary gear DP1 in the first planetary gear set PS1 via a connecting member 25 extending forward side through the inner peripheral side of the first planetary gear SP0, an input shaft 12 of the automatic speed change mechanism 2 ₁ Is connected to a third clutch C-3 interposed therebetween. That is, the rotation of the input shaft 12 can be selectively input to the second sun gear S1 via the third clutch C-3. In other words, the third clutch C-3 is decelerated. By connecting / disconnecting the rotation input to the output mechanism 20, it has a function of turning on / off the deceleration rotation output from the deceleration output mechanism 20 (that is, the connecting member 41).

  The first sun gear S0 of the connected first planetary gear SP0 and the second carrier CR1 of the second planetary gear DP1 in the first planetary gear set PS1 pass through the front side of the first planetary gear SP0 from the inner peripheral side of the first sun gear S0. In addition, the first brake B-1 is connected to a third brake B-3 disposed on the front side of the first brake B-1, which will be described later, via a connecting member 24 extending to the outer peripheral side. The third brake B-3 can lock the rotation of the first sun gear S0 and the second carrier CR1 with respect to the case 3 via the connecting member 24. That is, the first sun gear S0 and the second carrier CR1 The rotation can be selectively fixed by the 3 brake B-3.

  The first carrier CR0 of the first planetary gear SP0 in the first planetary gear set PS1 is connected to the third brake B-3 via a connecting member 23 extending from the front side plate of the first carrier CR0 to the outer peripheral side. It is connected to the 1st brake B-1 arranged on the back side rather than. The first brake B-1 can lock the rotation of the first carrier CR0 with respect to the case 3 via the connection member 23. That is, the first carrier CR0 is connected to the first brake B1 via the connection member 23. The rotation can be selectively fixed by B-1.

  The first ring gear R0 and the second ring gear R1 that are connected in the first planetary gear set PS1 are connected to the transmission output mechanism 30 described above via a connecting member 41 that extends from the rear side of the second ring gear R1. Is connected to the third ring gear R2. Accordingly, the rotation state of the first sun gear S0 and the second carrier CR1 is fixed by the third brake B-3, the rotation state of the first carrier CR0 is fixed by the first brake B-1, and the third clutch C-3 is the second rotation state. Two-stage decelerated rotation achieved by the input state of rotation of the input shaft 12 of the two sun gear S1 is transmitted to the third ring gear R2 of the transmission output mechanism 30.

  The above-mentioned “connecting member” and “connecting member” mean, for example, a drum-shaped member, a hub-shaped member, a sleeve-shaped member, a flange-shaped member, etc. Say what you do.

Next, based on the above configuration, the operation of the automatic transmission 1 ₁ (transmission mechanism 2 ₁ ) will be described with reference to FIGS. 1, 2, and 3. In the velocity diagram shown in FIG. 3, the vertical axis indicates the rotational speed of each rotating element (each gear), and the horizontal axis indicates the gear ratio of these rotating elements. Further, in the portion of the first planetary gear set PS1 in the velocity diagram, the vertical axis at the lateral end (left side in FIG. 3) is the first sun gear S0 and the second carrier CR1, and hereinafter the right side in the drawing. The vertical axis corresponds to the first carrier CR0, the first ring gear R0, the second ring gear R1, and the second sun gear S1 in order. Further, in the portion of the second planetary gear set PS2 in the velocity diagram, the vertical axis at the lateral end (right side in FIG. 3) is the third sun gear S2 and the fourth sun gear S3, and the left side in the drawing thereafter. The vertical axes correspond to the fourth carrier CR3, the third carrier CR2, the fourth ring gear R3, and the third ring gear R2, respectively.

  For example, in the D (drive) range and in the first forward speed (1st), as shown in FIG. 2, the first clutch C-1 and the one-way clutch F-3 are engaged. Then, as shown in FIGS. 1 and 3, in the speed change output mechanism 30, the rotation of the input shaft 12 (hereinafter referred to as “input rotation”) is input to the fourth sun gear S3 (and the third sun gear S2) and fixed. The fourth ring gear R3 (and the third carrier CR2) and the fourth sun gear S3 (and the third sun gear S2), which are the input rotations, cause the rotation of the fourth carrier CR3 from the gear ratio (Gear ratio) = 3.5385. Is output from the output shaft 15 as the forward rotation of the first forward speed from the fourth carrier CR3.

  Further, at the time of engine braking (coasting), the fourth brake B-4 is locked and the fourth ring gear R3 is fixed, so that the forward rotation of the fourth ring gear R3 is prevented. Maintain the stage state. Further, in the first forward speed, the one-way clutch F-3 prevents the fourth ring gear R3 from rotating in the reverse direction and enables the forward rotation. For example, when switching from the non-traveling range to the traveling range The first forward speed can be smoothly achieved by automatic engagement of the one-way clutch F-3.

  In the deceleration output mechanism 20 in the first forward speed stage, the input rotation is input to the third sun gear S2 and the rotation of the third carrier CR2 is fixed, so that the third ring gear R2 is slightly reversed. It is rotated. This reverse rotation of the third ring gear R2 is reversely input to the first ring gear R0 and the second ring gear R1 via the connecting member 41, but the third clutch C-3 is released and the second sun gear S1 is made idle. By locking the first brake B-1 (or the third brake B-3), it is possible to prevent any of the four rotating elements of the first planetary gear set PS1 from rotating at a high speed.

  In the present embodiment, the first brake B-1 that needs to be locked at the third forward speed, which will be described later, is locked from the first forward speed (see FIG. 2). When shifting from the second speed to the third forward speed, it is possible to eliminate the need to engage and control both the third clutch C-3 and the first brake B-1 while releasing the second brake B-2. It has been. In other words, by first locking the first brake B-1 from the state of the first forward speed, the forward movement from the second forward speed is achieved only by the shifting shift from the second brake B-2 to the third clutch C-3. The shift to the third speed can be achieved, and the shift controllability is improved.

  At the second forward speed (2nd), as shown in FIG. 2, the first clutch C-1 is engaged and the second brake B-2 is locked. Then, as shown in FIGS. 1 and 3, in the speed change output mechanism 30, the input rotation is input to the third sun gear S <b> 2 and the fourth sun gear S <b> 3, and the fixed third ring gear R <b> 2 and the third sun gear that is the input rotation. The third carrier CR2 and the fourth ring gear R3 are decelerated by S2, and the fourth carrier CR3 is rotated by the forward first speed by the decelerated rotation of the fourth ring gear R3 and the fourth sun gear S3 which is the input rotation. The speed reduction speed is slightly increased from the speed reduction speed at the stage, and the speed reduction speed is 2.0604, and is output from the output shaft 15 as the forward rotation of the second forward speed from the fourth carrier CR3. As a result, the step ratio between the first forward speed and the second forward speed is 1.717.

  In the deceleration output mechanism 20 in the second forward speed state, the rotation of the first ring gear R0 and the second ring gear R1 is fixed by the second brake B-2, and the first brake B as described above. -1 is locked, the rotation of the first sun gear S0 is fixed, and the third clutch C-3 is released, so that all of the four rotating elements of the first planetary gear set PS1 rotate. Is stopped.

  At the third forward speed (3rd), as shown in FIG. 2, the first clutch C-1 and the third clutch C-3 are engaged, and the first brake B-1 is involved in torque transmission. The locked state is set. Then, as shown in FIGS. 1 and 3, in the deceleration output mechanism 20, the input rotation is input to the second sun gear S1, and the second sun gear S1 that becomes the input rotation and the fixed first carrier CR0 cause the second rotation. The ring gear R1 (and the first ring gear R0) is in the first speed reduction rotation, and the first speed reduction rotation of the second ring gear R1 is transmitted to the third ring gear R2 of the transmission output mechanism 30 via the connecting member 41. . In the speed change output mechanism 30, the first-stage decelerated rotation from the decelerating output mechanism 20 is input to the third ring gear R2, and the input rotation is input to the third sun gear S2 and the fourth sun gear S3. Reduced rotation in which the third carrier CR2 and the fourth ring gear R3 are slightly increased in speed from the second forward speed by the third ring gear R2 that is the decelerated rotation of the stage and the third sun gear S2 that is the input rotation. The gear ratio in which the rotation of the fourth carrier CR3 is slightly increased from the reduced rotation at the second forward speed = 1 by the decelerated rotation of the fourth ring gear R3 and the fourth sun gear S3 serving as the input rotation = 1 ., And is output from the output shaft 15 as the forward rotation of the third forward speed from the fourth carrier CR3. As a result, the step ratio between the second forward speed and the third forward speed is 1.233.

  At the fourth forward speed (4th), as shown in FIG. 2, the first clutch C-1 and the third clutch C-3 are engaged, and the third brake B-3 is locked. Then, as shown in FIGS. 1 and 3, in the deceleration output mechanism 20, the input rotation is input to the second sun gear S <b> 1, the second sun gear S <b> 1 that becomes the input rotation, the fixed first sun gear S <b> 0 and the second carrier. The first carrier CR0 is decelerated and rotated by CR1, and the second ring gear R1 is generated by the first carrier CR0 that is decelerated and the second sun gear S1 (and the fixed second carrier CR1) that is the input rotation. (And the first ring gear R0) becomes the second-stage decelerated rotation increased from the first-stage decelerated rotation, and the second-stage decelerated rotation of the second ring gear R1 is subjected to a shift output via the connecting member 41. It is transmitted to the third ring gear R2 of the mechanism 30. In the speed change output mechanism 30, the second stage reduction rotation from the reduction output mechanism 20 is input to the third ring gear R2, and the input rotation is input to the third sun gear S2 and the fourth sun gear S3. Reduced rotation in which the third carrier CR2 and the fourth ring gear R3 are slightly increased in speed from the third forward gear by the third ring gear R2 that is the decelerated rotation of the stage and the third sun gear S2 that is the input rotation. Thus, the gear ratio in which the rotation of the fourth carrier CR3 is slightly increased from the decelerated rotation at the third forward speed = 1 by the decelerated rotation of the fourth ring gear R3 and the fourth sun gear S3 serving as the input rotation = 1 .3654 is output from the output shaft 15 as the forward rotation of the fourth forward speed from the fourth carrier CR3. Thereby, the step ratio of the third forward speed and the fourth forward speed is 1.224.

  At the fifth forward speed (5th), as shown in FIG. 2, the first clutch C-1 and the second clutch C-2 are engaged. Then, as shown in FIGS. 1 and 3, in the transmission output mechanism 30, the input rotation is input to the third sun gear S2 and the fourth sun gear S3, and the input rotation is input to the third carrier CR2 and the fourth ring gear R3. In other words, the third sun gear S2 and the fourth sun gear S3, the third carrier CR2 and the fourth ring gear R3, the third ring gear R2, and the fourth carrier CR3 are in a direct connection state to be input rotation, and the rotation of the fourth carrier CR3 is Directly coupled rotation with a gear ratio of 1.0000 slightly increased from the decelerated rotation at the fourth forward speed is output from the output shaft 15 as the forward rotation of the fifth forward speed from the fourth carrier CR3. Is done. As a result, the step ratio between the fourth forward speed and the fifth forward speed is 1.365.

  The third clutch C-3 may be disengaged, but in the present embodiment, engagement is required at the sixth forward speed described later, and the second forward speed described above is changed to the third forward speed. As in the case of shifting, the first clutch C-1 is disengaged while the need to engage and control both the third clutch C-3 and the third brake B-3 is eliminated. In other words, by engaging the third clutch C-3 in advance in the fifth forward speed state, the forward movement from the fifth forward speed can be achieved only by the shift shifting from the first clutch C-1 to the third brake B-3. Shifting to the sixth speed can be achieved, and shift controllability is improved.

  Further, in order to keep the third clutch C-3 engaged in this way, in the deceleration output mechanism 20, the input rotation is input to the second sun gear S1, and the first ring gear R0 and the second ring gear are connected via the connecting member 41. Since the input rotation of the third ring gear R2 is reversely input to R1, the second sun gear S1, the first ring gear R0 and the second ring gear R1, the first sun gear S0 and the second carrier CR1, and the first carrier CR0 are in a directly connected state. Becomes idle by input rotation.

  At the sixth forward speed (6th), as shown in FIG. 2, the second clutch C-2 and the third clutch C-3 are engaged, and the third brake B-3 is locked. Then, as shown in FIGS. 1 and 3, in the deceleration output mechanism 20, the input rotation is input to the second sun gear S <b> 1, the second sun gear S <b> 1 that becomes the input rotation, the fixed first sun gear S <b> 0 and the second carrier. The first carrier CR0 is decelerated and rotated by CR1, and the second ring gear R1 is generated by the first carrier CR0 that is decelerated and the second sun gear S1 (and the fixed second carrier CR1) that is the input rotation. (And the first ring gear R0) becomes the second-stage decelerated rotation increased from the first-stage decelerated rotation, and the second-stage decelerated rotation of the second ring gear R1 is subjected to a shift output via the connecting member 41. It is transmitted to the third ring gear R2 of the mechanism 30. In the speed change output mechanism 30, the second-stage reduced rotation from the deceleration output mechanism 20 is input to the third ring gear R2, and the input rotation is input to the third carrier CR2 and the fourth ring gear R3. The third sun gear S2 and the third sun gear S3 are increased in speed by the third ring gear R2 that is the decelerated rotation of the stage, and the third carrier CR2 and the fourth ring gear R3 that are the input rotation, and the fourth ring gear R3 Accelerated rotation with a gear ratio = 0.7283, in which the rotation of the fourth carrier CR3 is slightly increased from the direct rotation at the fifth forward speed by the input rotation and the fourth sun gear S3 which is the increased rotation. From the fourth carrier CR3, the forward rotation of the sixth forward speed is output from the output shaft 15. Thereby, the step ratio of the fifth forward speed and the sixth forward speed is 1.373.

  At the seventh forward speed (7th), as shown in FIG. 2, the second clutch C-2 and the third clutch C-3 are engaged, and the first brake B-1 is locked. Then, as shown in FIGS. 1 and 3, in the deceleration output mechanism 20, the input rotation is input to the second sun gear S1, and the second sun gear S1 that becomes the input rotation and the fixed first carrier CR0 cause the second rotation. The ring gear R1 (and the first ring gear R0) is in the first speed reduction rotation, and the first speed reduction rotation of the second ring gear R1 is transmitted to the third ring gear R2 of the transmission output mechanism 30 via the connecting member 41. . In the speed change output mechanism 30, the first-stage decelerated rotation from the decelerating output mechanism 20 is input to the third ring gear R2, and the input rotation is input to the third carrier CR2 and the fourth ring gear R3. The third sun gear S2 and the fourth sun gear S3 are rotated at a higher speed than the sixth forward speed by the third ring gear R2 serving as the decelerated rotation of the stage, and the third carrier CR2 and fourth ring gear R3 serving as the input rotation. The gear ratio in which the rotation of the fourth carrier CR3 is slightly increased from the increased rotation at the sixth forward speed by the input rotation of the fourth ring gear R3 and the fourth sun gear S3 which is the increased rotation. Is increased from the fourth carrier CR3 and output from the output shaft 15 as forward rotation of the seventh forward speed. As a result, the step ratio between the sixth forward speed and the seventh forward speed is 1.136.

  At the eighth forward speed (8th), as shown in FIG. 2, the second clutch C-2 is engaged, and the second brake B-2 is locked. Then, as shown in FIGS. 1 and 3, in the speed change output mechanism 30, the input rotation is input to the third carrier CR2 and the fourth ring gear R3, and the fixed third ring gear R2 and the third carrier that becomes the input rotation. With the CR2 and the fourth ring gear R3, the third sun gear S2 and the fourth sun gear S3 have a higher rotational speed than the seventh forward speed, and the fourth sun gear that has the input rotational speed and the rotational speed of the fourth ring gear R3. By S3, the rotation of the fourth carrier CR3 becomes a speed-up rotation with a gear ratio = 0.5823, which is slightly increased from the speed-up rotation at the seventh forward speed, and moves forward from the fourth carrier CR3. It is output from the output shaft 15 as a forward rotation of the eighth gear. As a result, the step ratio between the seventh forward speed and the eighth forward speed is 1.101.

  In the present embodiment, similarly to the state of the first forward speed and the second forward speed, the first brake B-1 is locked (see FIG. 2), so that from the eighth forward speed. At the time of shifting to the seventh forward speed, it is intended to eliminate the need to control the engagement of both the third clutch C-3 and the first brake B-1 while releasing the second brake B-2. That is, even if the forward 8th gear is in the state, the first brake B-1 is locked, so that the forward 8th gear can be achieved only by shifting the shift from the second brake B-2 to the third clutch C-3. The shift from 7 to the seventh forward speed can be achieved, and the shift controllability is improved.

  Further, in the above-described eighth forward speed reduction output mechanism 20, as in the second forward speed state, the rotation of the first ring gear R0 and the second ring gear R1 is fixed by the second brake B-2, As described above, since the first brake B-1 is locked, the rotation of the first carrier CR0 is fixed, and the third clutch C-3 is released, the first planetary gear set PS1 Any of the four rotating elements is in a stopped state.

  In the first reverse speed (Rev1), as shown in FIG. 2, the third clutch C-3 is engaged and the first brake B-1 and the fourth brake B-4 are locked. Then, as shown in FIGS. 1 and 3, in the deceleration output mechanism 20, the input rotation is input to the second sun gear S1, and the second sun gear S1 that becomes the input rotation and the fixed first carrier CR0 cause the second rotation. The ring gear R1 (and the first ring gear R0) is in the first speed reduction rotation, and the first speed reduction rotation of the second ring gear R1 is transmitted to the third ring gear R2 of the transmission output mechanism 30 via the connecting member 41. . In the speed change output mechanism 30, the first-stage decelerated rotation from the decelerating output mechanism 20 is input to the third ring gear R2, and the rotations of the third carrier CR2 and the fourth ring gear R3 are fixed. The third sun gear S2 and the third sun gear S3 are rotated in the reverse direction by the third ring gear R2 that is the reduced speed rotation of the eyes, and the fixed third carrier CR2 and the fourth ring gear R3, and the fixed fourth ring gear R3, Due to the fourth sun gear S3 that is reversely rotated, the rotation of the fourth carrier CR3 becomes a reverse rotation that is decelerated from the fourth sun gear S3, and the output shaft 15 is rotated from the fourth carrier CR3 as the reverse rotation of the first reverse speed. Is output from.

  In the second reverse speed (Rev2), as shown in FIG. 2, the third clutch C-3 is engaged, and the third brake B-3 and the fourth brake B-4 are locked. Then, as shown in FIGS. 1 and 3, in the deceleration output mechanism 20, the input rotation is input to the second sun gear S1, and the second sun gear S1 that becomes the input rotation and the fixed first sun gear S0 (and the second sun gear S0). The first carrier CR0 is decelerated and rotated by the carrier CR1), and the second sun gear S1 (and the fixed second carrier CR1) that is the decelerated rotation and the second sun gear S1 (and the fixed second carrier CR1) are the second rotation. The ring gear R1 (and the first ring gear R0) becomes the second-stage reduced rotation, and the second-stage reduced rotation of the second ring gear R1 is transmitted to the third ring gear R2 of the transmission output mechanism 30 via the connecting member 41. The In the speed change output mechanism 30, the second speed reduction rotation from the speed reduction output mechanism 20 is input to the third ring gear R2, and the rotations of the third carrier CR2 and the fourth ring gear R3 are fixed. The third sun gear S2 and the third sun gear S3 are slightly smaller than the reverse rotation at the first reverse speed of the reverse gear by the third ring gear R2 that is the reduced speed rotation of the eyes, and the fixed third carrier CR2 and fourth ring gear R3. Due to the high reverse rotation, the fixed fourth ring gear R3 and the fourth sun gear S3, which is the reverse rotation, the rotation of the fourth carrier CR3 is higher than that at the first reverse speed, and the fourth It is output from the output shaft 15 as the reverse rotation of the second reverse speed from the carrier CR3.

  In the P (parking) range and the N (neutral) range, the first to third clutches C-1, C-2, C-3, the first to fourth brakes B-1, B-2, B-3, B -4 is released. Then, the input shaft 12 is disconnected from the third sun gear S2 and the fourth sun gear S3, the input shaft 12 is disconnected from the third carrier CR2, and the fourth ring gear R3, and the input shaft 12 and the deceleration output mechanism 20 are connected to each other. Thus, the third ring gear R2 is also disconnected. Thereby, the power transmission between the input shaft 12 and the second planetary gear set PS2 is disconnected, that is, the power transmission between the input shaft 12 and the output shaft 15 is disconnected.

In the present embodiment has been described what to achieve one reverse speed stage and the reverse second speed as the reverse gear, reverse gear have either a vehicular automatic transmission 1 ₁ It is sufficient if one of the first reverse speed and the second reverse speed is a reverse speed.

According to the vehicular automatic transmission 1 ₁ according to the first embodiment described above, composed of the speed reduction output mechanism 20, a first planetary gear SP0 composed of a single pinion planetary gear, a second planetary gear DP1 consisting of double-pinion planetary gear At the same time, the first sun gear S0 and the second carrier CR1 are connected, and the first ring gear R0 and the second ring gear R1 are connected to each other as the four rotating elements of the first planetary gear set PS1 by the second sun gear S1. The first rotating element is constituted by the first carrier CR0, the second rotating element is constituted by the first sun gear S0 and the second carrier CR1, and the fourth rotating element is constituted by the first ring gear R0 and the second ring gear R1. Therefore, the first planetary gear set PS1 is reduced without being enlarged in the radial direction. The reduction ratio of the two-stage deceleration rotation output from the speed output mechanism 20 can be set to be equal to the input rotation. Therefore, for example, the step ratios of the respective shift stages from the first forward speed to the eighth forward speed are equally allocated by using the two-stage reduction ratio equalized in the deceleration output mechanism 20. is possible, the step ratio between the respective speeds can be 1.1 or more, that is, it is possible to provide a vehicular automatic transmission 1 ₁ having a good step ratio.

Further, since the vehicle automatic transmission ₁₁ includes the third clutch C-3 interposed between the input shaft 12 and the second sun gear S1 of the deceleration output mechanism 20, the vehicle speed reduction rotation from the deceleration output mechanism 20 is reduced. At the first speed, the second forward speed, and the eighth forward speed, the third clutch C-3 is disengaged and the idling rotation in the deceleration output mechanism 20 is not required. Can be prevented from becoming high rotation, and for example, durability of a bearing, a seal ring, etc. in the deceleration output mechanism 20 can be improved.

<Second Embodiment>
Next, a second embodiment obtained by partially changing the first embodiment will be described with reference to FIG. Figure 4 is a skeleton diagram showing a vehicular automatic transmission 1 ₂ according to the second embodiment. In the second embodiment, parts that are the same as those in the first embodiment described above are denoted by the same reference numerals, except for a part that is changed, and description thereof is omitted.

Vehicular automatic transmission 1 ₂ according to the second embodiment is different from the vehicular automatic transmission 1 ₁ according to the first embodiment, the speed reduction output mechanism 20 of the automatic speed change mechanism 2 ₂ The front and rear arrangement of the first planetary gear SP0 and the second planetary gear DP1 and the routing configuration of each connecting member and connecting member are changed.

  Specifically, in the deceleration output mechanism 20, the first planetary gear SP0 is disposed on the rear side of the second planetary gear DP1, and the connecting member 21 that connects the first sun gear S0 and the second carrier CR1 is the second carrier. It extends from the side plate on the front side of CR1 to the outer peripheral side, extends to the rear side through the outer peripheral side of the second planetary gear DP1, extends to the inner peripheral side on the rear side of the second planetary gear DP1, and The first planetary gear SP0 is extended and connected to the inner peripheral side of the first planetary gear SP0, that is, to the inner peripheral side of the first sun gear S0. The connecting member 21 is connected to the third brake B-3 so that the rotation can be locked by the third brake B-3, that is, the connecting member 24 in the first embodiment. Is omitted.

  Further, the connecting member 22 that connects the first ring gear R0 and the second ring gear R1 is an inner side from the outer peripheral side of the second ring gear R1 to the rear side of the second planetary gear DP1, that is, between the second planetary gear DP1 and the connecting member 21. It extends to the circumferential side, extends to the outer circumferential side on the rear side of the first planetary gear SP0 through the inner circumferential side of the first planetary gear SP0, and joins the connecting member 41 to the outer circumferential side of the first ring gear R0. It is extended and connected.

  Further, the connecting member 23 that connects the first carrier CR0 and the first brake B-1 extends from the front side plate of the first carrier CR0 to the outer peripheral side, that is, the first planetary gear SP0 and the connecting member 21. Between the first brake B-1 and the first brake B-1.

  Since the configuration, operation, and effects other than those described above are the same as those in the first embodiment, description thereof will be omitted.

<Third Embodiment>
Next, a third embodiment obtained by partially changing the first embodiment will be described with reference to FIGS. FIG. 5 is a skeleton diagram showing a vehicular automatic transmission 13 according to the _third embodiment, FIG. 6 is an operation table of the vehicular automatic transmission 13 according to the _third embodiment, and FIG. it is a velocity diagram of the vehicular automatic transmission 1 ₃ according to the embodiment of. In the third embodiment, parts that are the same as those in the first embodiment described above are denoted by the same reference numerals except for a part that is changed, and description thereof is omitted.

Vehicular automatic transmission 1 ₃ according to the third embodiment is different from the vehicular automatic transmission 1 ₁ according to the first embodiment, the speed reduction output mechanism 20 of the automatic speed change mechanism 2 ₃ The arrangement position of the third clutch C-3 is changed. That is, the third clutch C-3 is disposed not between the input shaft 12 and the second sun gear S1, but between the first ring gear R0 and the second ring gear R1 and the third ring gear R2, that is, It is arranged so as to be interposed between the deceleration output mechanism 20 and the transmission output mechanism 30.

  Specifically, the center support member 4 is fixedly supported on the inner peripheral surface of the case 3 between the deceleration output mechanism 20 and the speed change output mechanism 30, and the third clutch C− is provided on the front side of the center support member 4. 3 is arranged. The third clutch C-3 is disposed between a connecting member 22 that connects the first ring gear R0 and the second ring gear R1 and a connecting member 41 that is connected to the third ring gear R2. By connecting / disconnecting the third clutch C-3, the connection between the first ring gear R0 and the second ring gear R1 and the third ring gear R2 is connected / disconnected.

  The hydraulic servo (not shown) of the third clutch C-3 can be disposed on the center support member 4, and the hydraulic pressure of the hydraulic servo of the third clutch C-3 is the case 3 and the center support. It is possible to supply from an oil passage formed in the member 4.

In the third clutch C-3 vehicular automatic transmission 1 ₃ that is disposed between the speed reduction output mechanism 20 and the shift output mechanism 30 as described above, as shown in FIG. 6, the speed reduction output mechanism 20 The gears are engaged at the speeds using decelerating rotation, that is, the third forward speed, the fourth forward speed, the sixth forward speed, and the seventh forward speed, and the speed stage is achieved as in the first embodiment. The

On the other hand, unnecessary gear is the reduced rotation from the speed reduction output mechanism 20, i.e., the first forward speed, the second forward speed, the fifth forward speed, and there in eight forward speed, the entire particular automatic speed change mechanism 2 ₃ The third clutch C-3 is disengaged except for the fifth forward speed in which is directly coupled.

  Of these, at the first forward speed, as shown in FIGS. 5 and 7, in the transmission output mechanism 30, the third sun gear S2 and the fourth sun gear S3 are subjected to input rotation via the first clutch C-1. Since the rotation of the third carrier CR2 is fixed by the one-way clutch F-3 or the fourth brake B-4, the third ring gear R2 is rotated slightly in reverse, but the third clutch C-3 is released. Thus, the reverse rotation of the third ring gear R2 is not transmitted to the first ring gear R0 and the second ring gear R1 of the deceleration output mechanism 20. On the other hand, in the deceleration output mechanism 20, the input rotation is always input to the second sun gear S1, but the third clutch C-3 is released, the first ring gear R0 and the second ring gear R1 are idled, and the first brake By locking B-1 (or the third brake B-3), it is possible to prevent any of the four rotating elements of the first planetary gear set PS1 from rotating at a high speed.

  Also in the third embodiment, the first brake B-1 is locked in advance at the first forward speed, the second forward speed, and the eighth forward speed (see FIG. 6). It is possible to improve the controllability of the change-over shift at the time of shifting from the second speed to the third forward speed or at the time of shifting from the eighth forward speed to the seventh forward speed. In the first forward speed, the rotation of the first carrier CR0 is fixed by the locking of the first brake B-1, and the first sun gear S0 and the second carrier CR1 are idled by the input rotation of the second sun gear S1. The first sun gear S0 and the second carrier CR1 do not rotate at a large speed.

  Further, at the second forward speed and the eighth forward speed, the rotation of the third ring gear R2 is fixed by the second brake B-2. For example, the first brake B remains engaged with the third clutch C-3. -1 is locked, the rotation of the second sun gear S1, i.e., the rotation of the input shaft 12, is fixed and a stalled state is established, but in the third embodiment, the third clutch C-3 is released. Thus, the first ring gear R0 and the second ring gear R1 are idled, so that the state of the deceleration output mechanism 20 is the same as the state of the first forward speed.

According to the vehicular automatic transmission 1 ₃ As described above, the third clutch interposed between the first ring gear R0 and the second ring gear R1 of the reduction output mechanism 20 and the third ring gear R2 of the speed change output mechanism 30 C- 3 so that the idling rotation in the deceleration output mechanism 20 is high when the third clutch C-3 is disengaged in the gear position that does not require the output of the deceleration rotation from the deceleration output mechanism 20. For example, the durability of a bearing, a seal ring, etc. in the deceleration output mechanism 20 can be improved.

  Since the configuration, operation, and effects other than those described above are the same as those in the first embodiment, description thereof will be omitted.

<Fourth embodiment>
Next, a fourth embodiment, which is a partial modification of the third embodiment, will be described with reference to FIG. FIG. 8 is a skeleton diagram showing a vehicle automatic transmission 14 according to a _fourth embodiment. In the fourth embodiment, parts that are the same as those in the third embodiment described above are denoted by the same reference numerals except for a part that is changed, and the description thereof is omitted.

This vehicular automatic transmission 1 ₄ according to the fourth embodiment is different from the vehicular automatic transmission 1 ₃ according to the third embodiment, the speed reduction output mechanism 20 of the automatic speed change mechanism 2 ₃ The front and rear arrangement of the first planetary gear SP0 and the second planetary gear DP1 and the routing configuration of each connecting member and connecting member are changed. In particular, the configuration of the deceleration output mechanism 20 is the same as that of the third clutch C-3. This is the same as in the second embodiment.

  Specifically, in the deceleration output mechanism 20, the first planetary gear SP0 is disposed on the rear side of the second planetary gear DP1, and the connecting member 21 that connects the first sun gear S0 and the second carrier CR1 is the second carrier. It extends from the side plate on the front side of CR1 to the outer peripheral side, extends to the rear side through the outer peripheral side of the second planetary gear DP1, extends to the inner peripheral side on the rear side of the second planetary gear DP1, and The first planetary gear SP0 is extended and connected to the inner peripheral side of the first planetary gear SP0, that is, to the inner peripheral side of the first sun gear S0. The connecting member 21 is configured to be connected to the third brake B-3 so that the rotation can be locked by the third brake B-3, that is, the connecting member 24 in the third embodiment. Is omitted.

  Further, the connecting member 22 that connects the first ring gear R0 and the second ring gear R1 is an inner side from the outer peripheral side of the second ring gear R1 to the rear side of the second planetary gear DP1, that is, between the second planetary gear DP1 and the connecting member 21. It extends to the circumferential side, extends to the outer circumferential side on the rear side of the first planetary gear SP0 through the inner circumferential side of the first planetary gear SP0, and joins the connecting member 41 to the outer circumferential side of the first ring gear R0. It is extended and connected.

  Further, the connecting member 23 that connects the first carrier CR0 and the first brake B-1 extends from the front side plate of the first carrier CR0 to the outer peripheral side, that is, the first planetary gear SP0 and the connecting member 21. Between the first brake B-1 and the first brake B-1.

  Since the configuration, operation, and effects other than those described above are the same as those in the third embodiment, description thereof will be omitted.

<Fifth embodiment>
Next, a fifth embodiment obtained by partially changing the first and third embodiments will be described with reference to FIGS. 9 is a skeleton diagram showing a vehicular automatic transmission _{15 according} to the fifth embodiment, FIG. 10 is an operation table of the vehicular automatic transmission 15 according to the _fifth embodiment, and FIG. it is a velocity diagram of the vehicular automatic transmission 1 ₅ according to the embodiment of. In the fifth embodiment, parts that are the same as those in the first and third embodiments described above are denoted by the same reference numerals, except for a part that is changed, and description thereof is omitted.

This vehicular automatic transmission 1 ₅ according to the fifth embodiment, as compared with the vehicular automatic transmission 1 _1, 1 ₃ according to the first and third embodiments, the automatic transmission mechanism 2 ₅ The third clutch C-3 of the deceleration output mechanism 20 is eliminated. That is, the input shaft 12 and the second sun gear S1 are always connected, and the first ring gear R0, the second ring gear R1, and the third ring gear R2 are always connected. Although of course, a third amount that eliminates the clutch C-3, in which can be made compact as compared to the automatic transmission 1 ₅ for a vehicle to vehicle automatic transmission 1 _1, 1 _3.

Thus, in the vehicle automatic transmission ₁₅ in which the input shaft 12 and the deceleration output mechanism 20 are always connected and the deceleration output mechanism 20 and the transmission output mechanism 30 are always connected, the first and third Compared to the embodiment, as shown in FIG. 10, the portion of the third clutch C-3 and the engagement of the first brake B-1 that does not transmit torque are changed (FIGS. 2 and 6). In the case of the shift speed using the decelerated rotation from the deceleration output mechanism 20 described above, that is, the third forward speed, the fourth forward speed, the sixth forward speed, and the seventh forward speed, the first and third Similar to the embodiment, the gear position is achieved.

  On the other hand, at the speeds that do not require decelerated rotation from the deceleration output mechanism 20, that is, at the first forward speed, the second forward speed, the fifth forward speed, and the eighth forward speed, the deceleration output mechanism 20 is accompanied. It becomes the idling state by the rotation.

Of these, at the first forward speed, as shown in FIGS. 9 and 11, in the transmission output mechanism 30, the third sun gear S2 and the fourth sun gear S3 are input to the third sun gear S2 via the first clutch C-1. Since the rotation of the third carrier CR2 is fixed by the one-way clutch F-3 or the fourth brake B-4, the third ring gear R2 is slightly rotated reversely. The reverse rotation of the third ring gear R2 is transmitted to the first ring gear R0 and the second ring gear R1 of the deceleration output mechanism 20, and the input rotation is input to the second sun gear S1 of the deceleration output mechanism 20, Since the first and third brakes B-1 and B-3 are released and the first carrier CR0, the first sun gear S0, and the second carrier CR1 are idling, the automatic transmission mechanism ₂₅ is stalled. There is no.

In the second forward speed and the eighth forward speed, as shown in FIGS. 9 and 11, in the transmission output mechanism 30, the rotation of the third ring gear R2 is fixed by the locking of the second brake B-2. Is done. For this reason, the rotation of the first ring gear R0 and the second ring gear R1 of the deceleration output mechanism 20 is also fixed, and the input rotation is input to the second sun gear S1 of the deceleration output mechanism 20, but the first and third brakes B-1, B-3 is released, since the first carrier CR0 and the first sun gear S0 and the second carrier CR1 is idles, the automatic transmission mechanism _{2 9} do not become stalled.

  Note that the configuration, operation, and effects other than those described above are the same as those in the first and third embodiments, and thus description thereof is omitted.

<Sixth Embodiment>
Next, a sixth embodiment in which the fifth embodiment is partially changed will be described with reference to FIG. FIG. 12 is a skeleton diagram showing a vehicle automatic transmission _{16 according} to the sixth embodiment. In the sixth embodiment, parts that are the same as those of the fifth embodiment described above are denoted by the same reference numerals, except for a part that is changed, and description thereof is omitted.

The vehicle automatic transmission _{16 according to the sixth} embodiment has a reduction output mechanism 20 in the automatic transmission mechanism _{26 as} compared with the vehicle automatic transmission 15 according to the _fifth embodiment. The front and rear arrangement of the first planetary gear SP0 and the second planetary gear DP1 and the routing configuration of each connecting member and connecting member are changed. In particular, the configuration of the deceleration output mechanism 20 is the same as that of the third clutch C-3. These are the same as those in the second and fourth embodiments.

  Specifically, in the deceleration output mechanism 20, the first planetary gear SP0 is disposed on the rear side of the second planetary gear DP1, and the connecting member 21 that connects the first sun gear S0 and the second carrier CR1 is the second carrier. It extends from the side plate on the front side of CR1 to the outer peripheral side, extends to the rear side through the outer peripheral side of the second planetary gear DP1, extends to the inner peripheral side on the rear side of the second planetary gear DP1, and The first planetary gear SP0 is extended and connected to the inner peripheral side of the first planetary gear SP0, that is, to the inner peripheral side of the first sun gear S0. The connecting member 21 is configured to be connected to the third brake B-3 so that the rotation can be locked by the third brake B-3, that is, the connecting member 24 in the fifth embodiment. Is omitted.

  Further, the connecting member 22 that connects the first ring gear R0 and the second ring gear R1 is an inner side from the outer peripheral side of the second ring gear R1 to the rear side of the second planetary gear DP1, that is, between the second planetary gear DP1 and the connecting member 21. It extends to the circumferential side, extends to the outer circumferential side on the rear side of the first planetary gear SP0 through the inner circumferential side of the first planetary gear SP0, and joins the connecting member 41 to the outer circumferential side of the first ring gear R0. It is extended and connected.

  Further, the connecting member 23 that connects the first carrier CR0 and the first brake B-1 extends from the front side plate of the first carrier CR0 to the outer peripheral side, that is, the first planetary gear SP0 and the connecting member 21. Between the first brake B-1 and the first brake B-1.

  Since the configuration, operation, and effects other than those described above are the same as those in the fifth embodiment, description thereof is omitted.

  In the first to sixth embodiments according to the present invention described above, the automatic transmission for vehicles includes the torque converter 7 having the lock-up clutch 10. However, for example, only the starting clutch is used. However, the present invention is not limited to these, and any device that can absorb the differential rotation between the drive source (engine) and the input shaft 12 may be used.

  In the first to sixth embodiments, for example, a vehicle automatic transmission suitable for use in the FR type has been described as an example. However, the present invention is not limited thereto, and for example, for vehicles that can be used in the FF type. The present invention may be applied to an automatic transmission. Furthermore, the present invention may be applied to, for example, an automatic transmission for a vehicle that is used in a hybrid vehicle or the like that includes a motor directly connected to an engine.

  In the first to sixth embodiments, an example of the vehicle automatic transmission that includes the one-way clutch F-3 and can achieve the first forward speed relatively smoothly has been described. F-3 may not be provided, and in this case, it is possible to achieve the first forward speed by engaging the fourth brake B-4.

₁ is a skeleton diagram showing a vehicle automatic transmission _{11 according} to a _first embodiment. FIG. Operation table of vehicular automatic transmission 1 ₁ according to the first embodiment. _{1 is} a velocity diagram of a vehicle automatic transmission 11 according to a _first embodiment. Skeleton diagram showing a vehicular automatic transmission 1 ₂ according to the second embodiment. Skeleton diagram showing a vehicular automatic transmission 1 ₃ according to the third embodiment. Operation table of vehicular automatic transmission 1 ₃ according to the third embodiment. FIG. 10 is a velocity diagram of a vehicle automatic transmission 13 according to a _third embodiment. Skeleton diagram showing a vehicular automatic transmission 1 ₄ according to the fourth embodiment. Skeleton diagram showing an automatic transmission 1 ₅ for a vehicle according to the fifth embodiment. Operation table of vehicular automatic transmission 1 ₅ according to the fifth embodiment. FIG. _{10 is} a velocity diagram of a vehicle automatic transmission 15 according to a _fifth embodiment. The skeleton figure which shows the automatic transmission ₁₆ for vehicles which concerns on 6th Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle automatic transmission 12 Input shaft 15 Output shaft 20 Deceleration output mechanism 30 Shift output mechanism S0 3rd rotation element, 1st sun gear S1 1st rotation element, 2nd sun gear CR0 2nd rotation element, 1st carrier P0 Pinion CR1 Third rotating element, second carrier P1 Pinion P2 Pinion R0 Fourth rotating element, first ring gear R1 Fourth rotating element, second ring gear S2 Third sun gear S3 Fourth sun gear CR2 Third carrier CR3 Fourth carrier R2 Third ring gear R3 4th ring gear SP0 Single pinion planetary gear (1st planetary gear)
DP1 Double pinion planetary gear (second planetary gear)
C-1 first clutch C-2 second clutch C-3 third clutch B-1 first locking means (first brake)
B-2 Second locking means (second brake)
B-3 Third locking means (third brake)
B-4 Fourth locking means (fourth brake)
F-3 Fourth locking means (one-way clutch)

Claims (3)

A first rotation element capable of inputting rotation of the input shaft; a second rotation element capable of fixing rotation by the first locking means; a third rotation element capable of fixing rotation by the third locking means; A deceleration output mechanism having two and a fourth rotation element capable of outputting two-stage deceleration rotation according to the rotation state of the third rotation element;
The third sun gear and the fourth sun gear, which are connected to each other and can input the rotation of the input shaft via the first clutch, are connected to each other and can input the rotation of the input shaft via the second clutch. The third carrier and the fourth ring gear, whose rotation can be locked by the stopping means, and the third ring gear, which can input the decelerated rotation of the fourth rotating element and can be locked by the second locking means, are connected to the output shaft. A shift output mechanism having a fourth carrier, and an automatic transmission for a vehicle that achieves at least eight forward speeds and one reverse speed.
The deceleration output mechanism is
A single pinion planetary gear comprising a first sun gear, a first carrier rotatably supporting one pinion, and a first ring gear;
A double pinion planetary gear comprising a second sun gear, two pinions rotatably supported and a second carrier coupled to the first sun gear, and a second ring gear coupled to the first ring gear;
The second sun gear causes the first rotating element, the first carrier causes the second rotating element, the connected first sun gear and the second carrier causes the third rotating element, and the connected first ring gear. And the fourth rotating element is configured by the second ring gear,
The automatic transmission for vehicles characterized by the above-mentioned. A third clutch interposed between the input shaft and the second sun gear of the deceleration output mechanism;
The automatic transmission for a vehicle according to claim 1. A third clutch interposed between the first ring gear and the second ring gear of the deceleration output mechanism and the third ring gear of the shift output mechanism;
The automatic transmission for a vehicle according to claim 1.

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