JP2009138827A - Automatic transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance the flexibility of setting the ratio of respective shift stages, while enhancing mechanical transmission efficiency, by disusing a Ravigneau type shifting planetary gear unit. <P>SOLUTION: An automatic transmission T has a shifting planetary gear unit PUs constituted of a combination of single pinion type planetary gear units PUr, PU1 and PU2 and having four differential rotary elements, and six frictional engaging elements Ca, Cb, Cc, C1, B1 and B2 of a wet multiple disc type or a band brake type. The shift stage of forward 1 speed-forward 7 speeds and backward 1 speed is established by selectively fastening three pieces among the six frictional engaging elements. Since a Ravigneau type planetary gear unit is not used, the mechanical transmission efficiency is enhanced, and the flexibility of setting the ratio of the respective shift stages can be enhanced by changing the joining relationship between the four differential rotary elements of the shifting planetary gear unit PUs to three kinds by selective fastening of the first to third clutches Ca, Cb and Cc. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a planetary gear unit for reduction provided with three differential rotating elements, a planetary gear unit for transmission including four differential rotating elements, which is composed of a combination of a first planetary gear unit and a second planetary gear unit, and a wet type. The present invention relates to an automatic transmission for a vehicle in which at least five frictional engagement elements composed of a multi-plate type clutch or brake are arranged around the axis of an input shaft.

By combining a planetary gear unit for deceleration, a planetary gear unit for Ravigneaux type shifting, and six friction engagement elements comprising a wet multi-plate type clutch or brake, a forward 1st speed to a forward 7th speed and a reverse 1st speed An automatic transmission capable of establishing a gear position is known from Patent Document 1 and Patent Document 2 below.
Japanese Patent No. 3736481 JP 2005-54824 A

  By the way, the Ravigneaux type planetary gear unit for transmission used in Patent Documents 1 and 2 is a combination of a single-pinion type first planetary gear unit and a double-pinion type second planetary gear unit, and is a double-pinion type. The one planetary gear unit of the second planetary gear unit and the pinion of the single-pinion type first planetary gear unit are made of a common member, or are joined together so as to be able to rotate integrally. There was a problem of low transmission efficiency.

  Further, the Ravigneaux type planetary gear unit for speed change used in Patent Documents 1 and 2 has two carriers shared among six differential rotation elements in total and two ring gears shared. For this reason, there is a problem in that the coupling relationship between the remaining four differential rotation elements is determined, and the ratio setting freedom of each gear is reduced.

  The present invention has been made in view of the above-described circumstances, and is intended to increase the degree of freedom in setting the ratio of each gear stage while eliminating the Ravigneaux-type planetary gear unit for shifting from the planetary gear unit for shifting and increasing the mechanical transmission efficiency. Objective.

  In order to achieve the above object, according to the first aspect of the present invention, a reduction planetary gear unit including three differential rotation elements, and a combination of a first planetary gear unit and a second planetary gear unit are configured. This is an automatic transmission for a vehicle in which a planetary gear unit for speed change having four differential rotation elements and at least five friction engagement elements made of a wet multi-plate type clutch or brake are arranged around the axis of the input shaft. A third differential rotation element of the first planetary gear unit and a second differential rotation element of the second planetary gear unit are connected to an output shaft, and the first differential rotation element of the second planetary gear unit; The first and second clutches are respectively arranged between the second differential rotation element and the first differential rotation element of the first planetary gear unit. Between the third differential rotation element of the second planetary gear unit to which the deceleration output of the reduction planetary gear unit connected to the input shaft is input and the first differential rotation element of the first planetary gear unit. And a third clutch, and a fourth clutch and a first brake arranged between the second differential rotation element of the first planetary gear unit and the input shaft and the housing, respectively. A transmission is proposed.

  According to the second aspect of the present invention, in addition to the configuration of the first aspect, the three differential rotation elements in the velocity diagram of the speed reduction planetary gear unit include the first differential rotation element and the second differential rotation element. A differential rotating element and a third differential rotating element are arranged in this order, and the distance between the first differential rotating element and the second differential rotating element is set to the second differential rotating element and the third differential rotating element. A distance greater than the distance between the rotating elements, the first differential rotating element as an input element from an input shaft, the second differential rotating element as an output element to the speed change planetary gear unit, and the third difference A vehicular automatic transmission is proposed in which a second brake is disposed between the dynamic rotating element and the housing.

  According to the invention described in claim 3, in addition to the structure of claim 1, the third brake is arranged between the third differential rotation element of the second planetary gear unit and the housing. An automatic transmission for a vehicle is proposed.

  According to the invention described in claim 4, in addition to the configuration of claim 2, the second brake is abolished and the third differential rotation element of the planetary gear unit for reduction is always constrained to the housing. A feature of an automatic transmission for a vehicle is proposed.

  According to the configuration of the first aspect, since it is not necessary to configure the planetary gear unit for speed change with a Ravigneaux-type planetary gear unit having a complicated structure and low mechanical transmission efficiency, the mechanical transmission is compared with the case of using a Ravigneaux-type planetary gear unit. Efficiency can be increased. Further, by selectively engaging the first to third clutches, the coupling relationship of the four differential rotation elements of the shifting planetary gear unit can be changed to three types, and the degree of freedom in setting the ratio of each gear can be increased. In addition, in the case of having six or more frictional engagement elements, three frictional engagement elements are fastened when each gear is established. The number of open frictional engagement elements that generate drag resistance can be reduced, and loss due to oil friction can be reduced.

  According to the second aspect of the present invention, since the speed reduction planetary gear unit can be constituted by a single pinion type planetary gear unit, the mechanical transmission efficiency can be increased, and the rotation of the input shaft is reduced and transmitted to the speed change planetary gear unit. Since a large reduction ratio can be secured in the speed reduction planetary gear unit, it is possible to prevent the high speed gear stage from becoming a cross ratio and to realize a wide ratio orange.

  According to the third aspect of the present invention, since the third brake is disposed between the third differential rotation element of the second planetary gear unit and the housing, only the third brake is added to the seven-speed automatic transmission. Thus, an automatic transmission with 8 forward speeds can be obtained.

  According to the fourth aspect of the present invention, the second brake is abolished and the third differential rotation element of the speed reduction planetary gear unit is always constrained to the housing. Thus, an automatic transmission with six forward speeds can be obtained.

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

  1 and 2 show a first embodiment of the present invention. FIG. 1 is a skeleton diagram of a vehicle automatic transmission, and FIG. 2 is a speed diagram of the vehicle automatic transmission.

  As shown in FIG. 1, an automatic transmission T for forward 1st to 7th forward and 1st reverse for an automobile includes a planetary gear unit PUr for reduction composed of a single pinion planetary gear unit, and a single pinion planetary gear. A transmission planetary gear unit PUs including a first planetary gear unit PU1 and a second planetary gear unit PU2 each including a unit.

  The reduction planetary gear unit PUr includes a sun gear Sf, a carrier Cf, a ring gear Rf, and a plurality of pinions Pf supported by the carrier Cf and simultaneously meshed with the sun gear Sf and the ring gear Rf. The first planetary gear unit PU1 includes a sun gear Sm, a carrier Cm, a ring gear Rm, and a plurality of pinions Pm supported by the carrier Cm and simultaneously meshed with the sun gear Sm and the ring gear Rm. The second planetary gear unit PU2 includes a sun gear Sr, a carrier Cr, a ring gear Rr, and a plurality of pinions Pr supported by the carrier Cr and simultaneously meshed with the sun gear Sr and the ring gear Rr.

  A power source (not shown), for example, an input shaft IS driven by an engine is always connected to the sun gear Sf of the speed reduction planetary gear unit PUr, and an output shaft OS for driving a wheel (not shown) is a ring gear Rm of the first planetary gear unit PU1. And always connected to the carrier Cr of the second planetary gear unit PU2.

  The input shaft IS can be coupled to the carrier Cm of the first planetary gear unit PU1 via the fourth clutch C1, and the carrier Cm of the first planetary gear unit PU1 is coupled to the sun gear Sr of the second planetary gear unit PU2 via the first clutch Ca. The sun gear Sr of the second planetary gear unit PU2 can be coupled to the sun gear Sm of the first planetary gear unit PU1 via the second clutch Cb. The sun gear Sm of the first planetary gear unit PU1 can be coupled via the third clutch Cc. And can be coupled to the carrier Cf of the speed reduction planetary gear unit PUr and the ring gear Rr of the second planetary gear unit PU2.

  The carrier Cm of the first planetary gear unit PU1 can be coupled to the housing H via the first brake B1, and the ring gear Rf of the deceleration planetary gear unit PUr can be coupled to the housing H via the second brake B2.

  The first to fourth clutches Ca, Cb, Cc, C1 are all configured by a wet multi-plate type, and the first and second brakes B1, B2 are configured by a wet multi-plate type or a band brake type. Is done.

  FIG. 2 shows a speed diagram of the automatic transmission T. The upper speed diagram is for the speed reduction planetary gear unit PUr, and the middle speed diagram is for the first planetary gear unit PU1 of the speed change planetary gear unit PUs. The lower speed diagram is for the second planetary gear unit PU2 of the speed-changing planetary gear unit PUs.

  In Table 1, i, j, and k represent the gear ratios of the ring gear and the sun gear of the reduction planetary gear unit PUr, the first planetary gear unit PU1, and the second planetary gear unit PU2, respectively.

  In the reduction planetary gear unit PUr, when the number of teeth of the ring gear Rf is ZRf and the number of teeth of the sun gear Sf is ZSf, the gear ratio i is set to ZRf / ZSf = 1.429.

  In the first planetary gear unit PU1, when the number of teeth of the ring gear Rm is ZRm and the number of teeth of the sun gear Sm is ZSm, the gear ratio j is set to ZRm / ZSm = 2.000.

  In the second planetary gear unit PU2, when the number of teeth of the ring gear Rr is ZRr and the number of teeth of the sun gear Sr is ZSr, the gear ratio k is set to ZRr / ZSr = 2.500.

  In the speed diagram of the speed reduction planetary gear unit PUr, the first planetary gear unit PU1 and the second planetary gear unit PU2 in FIG. 2, when the distance between the vertical line of the carrier and the vertical line of the ring gear is 1.000, the vertical line of the carrier And the vertical line of the sun gear are set to the tooth ratios i, j, k, respectively.

  In FIG. 1, the first planetary gear unit PU1 of the speed-changing planetary gear unit PUs includes three differential rotation elements of a sun gear Sm, a carrier Cm, and a ring gear Rm, and the second planetary gear unit PU2 includes a sun gear Sr, a carrier Cr, and a ring gear Rr. Although three differential rotation elements are provided, the ring gear Rm of the first planetary gear unit PU1 and the carrier Cr of the second planetary gear unit PU2 are always coupled.

  When the first clutch Ca is engaged, the carrier Cm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated. When the second clutch Cb is engaged, the sun gear Sm of the first planetary gear unit PU1 and the sun gear Sm of the first planetary gear unit PU1 are integrated. When the sun gear Sr of the second planetary gear unit PU2 is integrated and the third clutch Cc is engaged, the sun gear Sm of the first planetary gear unit PU1 and the ring gear Rr of the second planetary gear unit PU2 are integrated. In this way, two of the six differential rotation elements of the first planetary gear unit PU1 and the three differential rotation elements of the second planetary gear unit PU2 are always integrated. By selectively integrating the other two, the speed-change planetary gear unit PUs has four differential rotation elements.

  In FIG. 2, “engaged state a” indicates a state where the first clutch Ca is engaged, “engaged state b” indicates a state where the second clutch Cb is engaged, and “engaged state c” indicates a state where the third clutch Cc is engaged. The shape of the speed diagram of the planetary gear unit PUs for shifting can be changed into three types according to the engaged state of the first to third clutches Ca to Cc.

  Table 2 is an operation table of the automatic transmission T according to the first embodiment. In the left column, 1 to 7 represent the first forward speed to the seventh forward speed, and R represents the reverse speed. Further, ◯ indicates that the friction engagement element is in a fastening state, and (◯) indicates a state in which the friction engagement element does not relatively rotate. If the frictional engagement element does not rotate relative to it, there is no difference in operation whether it is fastened or not fastened. However, the consumption of hydraulic pressure generated by the oil pump and the solenoid valve that controls the hydraulic pressure are not affected. It is more economical not to conclude from the viewpoint of reducing power consumption.

  Further, in Table 2, “common ratio” is the ratio of the ratios of the adjacent forward shift speeds, and “reci orange” is the ratio of the ratio between the first forward speed and the seventh forward speed.

  Next, the establishment of each gear stage will be described with reference to the operation table of the automatic transmission T shown in Table 2.

  As can be seen from Table 2, the second brake B2 is engaged at the speeds other than the sixth forward speed, among the first forward speed to the seventh forward speed and the reverse speed. Accordingly, since the ring gear Rf of the speed reduction planetary gear unit PUr is restrained by the housing H, when the rotation of the input shaft IS is input to the sun gear Sf of the speed reduction planetary gear unit PUr, the carrier Cf of the speed reduction planetary gear unit PUr, The ring gear Rr of the directly connected second planetary gear unit PU2 rotates at a predetermined rotational speed (hereinafter referred to as a reduced rotational speed N2) reduced with respect to the rotational speed of the input shaft IS (hereinafter referred to as a full speed rotational speed N1). To do. In the present embodiment, when the full-speed rotation speed N1 is 1.00, the deceleration rotation speed N2 is 0.41 due to the gear ratio i = 1.429.

  When establishing the first forward speed, the second clutch Cb and the first brake B1 are engaged in addition to the second brake B2.

  By engaging the second clutch Cb, the sun gear Sm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the transmission planetary gear unit PUs is in the engaged state b of FIG. Further, when the first brake B1 is engaged, the carrier Cm of the first planetary gear unit PU1 is restrained by the housing H and stops rotating. Therefore, in the speed diagram, the rotational speed of the ring gear Rr of the second planetary gear unit PU2 becomes the reduction rotational speed N2, and the rotational speed of the carrier Cm of the first planetary gear unit PU1 becomes 0, so that the ratio is 5.343 forward. The first gear is established.

  When establishing the second forward speed, the first clutch Ca and the first brake B1 are engaged in addition to the second brake B2.

  By engaging the first clutch Ca, the carrier Cm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the speed-change planetary gear unit PUs is in the engaged state a in FIG. Further, when the first brake B1 is engaged, the carrier Cm of the first planetary gear unit PU1 is restrained by the housing H and stops rotating, whereby the sun gear of the second planetary gear unit PU2 connected to the carrier Cm via the first clutch Ca. Sr also stops rotating. Therefore, in the speed diagram, the rotation speed of the ring gear Rr of the second planetary gear unit PU2 becomes the reduction rotation speed N2, and the rotation speed of the sun gear Sr of the second planetary gear unit PU2 becomes 0, so that the forward ratio is 3.400. The second gear is established.

  When establishing the third forward speed, the first clutch Ca and the second clutch Cb are engaged in addition to the second brake B2.

  By engaging the first clutch Ca and the second clutch Cb, the carrier Cm of the first planetary gear unit PU1, the sun gear Sr of the second planetary gear unit PU2, and the sun gear Sm of the first planetary gear unit PU1 are integrated. The first planetary gear unit PU1 is in a locked state where differential rotation is impossible by integrating the carrier Cm and the sun gear Sm, and the ring gear Rm is also integrated. Since the ring gear Rm is always integrated with the carrier Cr of the second planetary gear unit PU2, the sun gear Sr and the carrier Cr of the second planetary gear unit PU2 are integrated to achieve a locked state in which differential rotation is impossible. The ring gear Rr is also integrated. That is, at the third forward speed, the first and second planetary gear units PU1 and PU2 are both locked, and the third clutch Cc that is not engaged is in a substantially engaged state in which the third clutch Cc is not relatively rotated. As a result, the rotation of the ring gear Rr of the second planetary gear unit PU2 rotating at the decelerating speed N2 is output as it is to the output shaft OS, and the forward third speed gear stage having a ratio of 2.429 is established.

  When establishing the fourth forward speed, the first clutch Ca and the fourth clutch C1 are engaged in addition to the second brake B2.

  By engaging the first clutch Ca, the carrier Cm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the speed-change planetary gear unit PUs is in the engaged state a in FIG. In addition, when the fourth clutch C1 is engaged, the carrier Cm of the first planetary gear unit PU1 is connected to the input shaft IS, so that the carrier Cm rotates at the same full-speed rotation speed N1 as that of the input shaft IS. Therefore, in the speed diagram, the rotation speed of the ring gear Rr of the second planetary gear unit PU2 becomes the reduction rotation speed N2, and the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes the full speed rotation speed N1, so that the ratio becomes 1. 725, the forward fourth speed is established.

  When establishing the fifth forward speed, the second clutch Cb and the fourth clutch C1 are engaged in addition to the second brake B2.

  By engaging the second clutch Cb, the sun gear Sm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the transmission planetary gear unit PUs is in the engaged state b of FIG. In addition, when the fourth clutch C1 is engaged, the carrier Cm of the first planetary gear unit PU1 is connected to the input shaft IS, so that the carrier Cm rotates at the same full-speed rotation speed N1 as that of the input shaft IS. Therefore, in the speed diagram, the rotation speed of the ring gear Rr of the second planetary gear unit PU2 becomes the reduction rotation speed N2, and the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes the full speed rotation speed N1, so that the ratio is 1. 365 forward fifth gear is established.

  When the forward sixth speed is established, the second brake B2 is exceptionally released, and the second clutch Cb, the third clutch Cc, and the fourth clutch C1 are engaged.

  By engaging the second clutch Cb and the third clutch Cc, the ring gear Rr and the sun gear Sr of the second planetary gear unit PU2 are integrated, so that the second planetary gear unit PU2 enters a locked state in which differential rotation is impossible. Further, by engaging the second clutch Cb, the sun gear Sr of the second planetary gear unit PU2 and the sun gear Sm of the first planetary gear unit PU1 are integrated, and the carrier Cr of the second planetary gear unit PU2 is the ring gear Rm of the first planetary gear unit PU1. Since the sun gear Sm and the ring gear Rm of the first planetary gear unit PU1 are integrated, the first planetary gear unit PU1 is also in a locked state where differential rotation is impossible. That is, at the sixth forward speed, the first and second planetary gear units PU1 and PU2 are both locked, and the first clutch Ca that is not engaged is in a substantially engaged state in which it does not rotate relatively. When the fourth clutch C1 is engaged, the full speed N1 of the input shaft IS is input to the carrier Cm of the first planetary gear unit PU1, so that the rotation of the carrier Cm is directly output to the output shaft OS, and the ratio is 1. 000 forward sixth gears are established.

  When establishing the seventh forward speed, the third clutch Cc and the fourth clutch C1 are engaged in addition to the second brake B2.

  By engaging the third clutch Cc, the ring gear Rr of the second planetary gear unit PU2 and the sun gear Sm of the first planetary gear unit PU1 are integrated, and the transmission planetary gear unit PUs is in the engaged state c of FIG. In addition, when the fourth clutch C1 is engaged, the carrier Cm of the first planetary gear unit PU1 is connected to the input shaft IS, so that the carrier Cm rotates at the full speed N1. Therefore, in the speed diagram, the rotation speed of the ring gear Rr of the second planetary gear unit PU2 becomes the reduction rotation speed N2, and the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes the full speed rotation speed N1, so that the ratio becomes 0. 773 forward seventh gear is established.

  When the reverse speed is established, the third clutch Cc and the first brake B1 are engaged in addition to the second brake B2.

  By engaging the third clutch Cc, the ring gear Rr of the second planetary gear unit PU2 and the sun gear Sm of the first planetary gear unit PU1 are integrated, and the transmission planetary gear unit PUs is in the engaged state c of FIG. Further, the carrier Cm of the first planetary gear unit PU1 is connected to the housing H by the engagement of the first brake B1, so that the carrier Cm stops rotating. Therefore, in the speed diagram, the rotation speed of the ring gear Rr of the second planetary gear unit PU2 becomes the reduction rotation speed N2, and the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes 0, so that the ratio is −4.857. A reverse speed gear is established.

  As described above, according to the present embodiment, the first planetary gear unit PU1 and the second planetary gear unit PU2 constituting the planetary gear unit PUs for shifting are both configured as a single pinion type planetary gear unit, and the Ravigneaux type gear shifting is performed. Because no planetary gear unit is used, the mechanical transmission efficiency can be increased and the fuel consumption of the engine can be reduced.

  In addition, by selectively engaging the first to third clutches Ca to Cc, the shape of the speed diagram of the planetary gear unit PUs for shifting is changed into three types, and the degree of freedom in setting the ratio of each gear stage is increased. Can do. Usually, for this purpose, it is necessary to configure the planetary gear unit PUs for shifting with four planetary gear units. According to this embodiment, the planetary gear units PU1 and the second planetary gear unit PU2 are used as the two planetary gear units PU1 and PU2. Since this can be achieved by the unit, it can contribute to the miniaturization of the automatic transmission T.

  In addition, when establishing the forward 1st speed shift stage to the forward 7th speed shift stage and the reverse shift speed, three of the six frictional engagement elements are always engaged, and therefore, in the open state. The number of frictional engagement elements that increase the friction caused by oil is reduced by one compared to those described in the cited document 1 and cited document 2, and the friction is reduced by that amount, thereby reducing the fuel consumption of the engine. be able to.

  Next, a second embodiment of the present invention will be described based on FIG. 3 and FIG.

  In the first embodiment, it is possible to establish a shift stage from the first forward speed to the seventh forward speed and the first reverse speed by using four clutches Ca, Cb, Cc, C1 and two brakes B1, B2. However, in the second embodiment, the third brake B3 is added to the first embodiment so that the first forward speed to the eighth forward speed and the first reverse speed can be established. That is, the automatic transmission T according to the first embodiment includes a total of six friction engagement elements and can establish the first forward speed to the seventh forward speed and the first reverse speed. The automatic transmission T of the form is provided with a total of seven friction engagement elements, and can establish the first forward speed to the eighth forward speed and the first reverse speed.

  As apparent from FIG. 3, the third brake B3 is configured such that the ring gear Rr of the second planetary gear unit PU2 of the transmission planetary gear unit PUs, that is, the carrier Cf of the speed reduction planetary gear unit PUr integrated with the ring gear Rr is supplied to the housing H. Other configurations are the same as those of the first embodiment. The tooth ratios i, j, and k are the same as those in the first embodiment as an example.

  As is apparent from a comparison between Table 3 which is the operation table of the second embodiment and Table 2 which is the operation table of the first embodiment, the forward 8-speed gear stage of the second embodiment is shown. Operation is the same except when established. When the forward eighth speed is established, the second brake B2 is released, and the third clutch Cc, the fourth clutch C1, and the third brake B3 are engaged.

  With the engagement of the third clutch Cc, the ring gear Rr of the second planetary gear unit PU2 and the sun gear Sm of the first planetary gear unit PU1 are integrated, and the transmission planetary gear unit PUs is in the engaged state c of FIG. In addition, when the fourth clutch C1 is engaged, the carrier Cm of the first planetary gear unit PU1 is connected to the input shaft IS, so that the carrier Cm rotates at the full speed N1. In addition, the ring gear Rr of the second planetary gear unit PU2 is restrained by the housing H by the engagement of the third brake B3 and stops rotating. Therefore, in the speed diagram, the rotation speed of the ring gear Rr of the second planetary gear unit PU2 becomes 0, and the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes the full speed rotation speed N1, so that the forward ratio is 0.667. An 8-speed gear is established.

  As described above, in the second embodiment, the forward 8-speed shift is performed only by adding the third brake B that restrains the carrier Cf of the speed reduction planetary gear unit PUr (that is, the ring gear Rr of the second planetary gear unit PU2) to the housing H. A stage can be established.

  Other functions and effects of the second embodiment are the same as the functions and effects of the first embodiment described above.

  Next, a third embodiment of the present invention will be described with reference to FIGS.

  In the first embodiment, it is possible to establish a shift stage from the first forward speed to the seventh forward speed and the first reverse speed by using four clutches Ca, Cb, Cc, C1 and two brakes B1, B2. However, in the third embodiment, the second brake B2 of the first embodiment is abolished and the ring gear Rf of the planetary gear unit for reduction PUr is always restrained to the housing H, so that the first forward speed to the forward speed It is possible to establish a sixth gear and a first reverse gear. In other words, the automatic transmission T according to the first embodiment includes a total of six friction engagement elements and can establish the first forward speed to the seventh forward speed and the first reverse speed. The automatic transmission T of the form is provided with a total of five friction engagement elements, and can establish the first forward speed to the sixth forward speed and the first reverse speed.

  As apparent from Table 4, in the third embodiment, the gear ratios i, j, and k of the ring gear and the sun gear of the planetary gear unit for reduction PUr, the first planetary gear unit PU1, and the second planetary gear unit PU2 are as an example. Although different from the first embodiment, other configurations are the same as those of the first embodiment.

  As is apparent from a comparison between Table 5 which is the operation table of the third embodiment and Table 2 which is the operation table of the first embodiment, in the third embodiment, in the first embodiment, The forward 6th speed shift stage is deleted, and the forward 7th speed shift stage is moved up to the forward 6th speed shift speed.

  Other functions and effects of the third embodiment are the same as the functions and effects of the first embodiment described above. However, in the third embodiment, since the number of frictional engagement elements to be fastened at each shift stage is two, the number of frictional engagement elements that are in an open state and increase the friction due to oil is reduced. The effect of reducing the friction and reducing the fuel consumption of the engine cannot be expected.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, the numerical values of the tooth number ratios i, j, and k and the numerical values of the ratios in each embodiment are merely examples, and can be changed as appropriate.

Skeleton diagram of automatic transmission for vehicle according to first embodiment Speed diagram of vehicular automatic transmission according to first embodiment Skeleton diagram of automatic transmission for vehicle according to second embodiment Speed diagram of vehicular automatic transmission according to second embodiment Skeleton diagram of automatic transmission for vehicle according to third embodiment Speed diagram of vehicular automatic transmission according to third embodiment

Explanation of symbols

PUr Deceleration planetary gear unit PUs Shift planetary gear unit PU1 First planetary gear unit PU2 Second planetary gear unit Sf Sun gear (first differential rotation element of deceleration planetary gear unit)
Cf carrier (second differential rotation element of the planetary gear unit for reduction)
Rf ring gear (third differential rotation element of planetary gear unit for reduction)
Sm Sun gear (first differential rotating element of the first planetary gear unit)
Cm carrier (second differential rotating element of the first planetary gear unit)
Rm ring gear (third differential rotation element of the first planetary gear unit)
Sr sun gear (first differential rotation element of the second planetary gear unit)
Cr carrier (second differential rotating element of the second planetary gear unit)
Rr ring gear (third differential rotation element of the second planetary gear unit)
Ca First clutch Cb Second clutch Cc Third clutch C1 Fourth clutch B1 First brake B2 Second brake B3 Third brake IS Input shaft OS Output shaft H Housing

Claims (4)

A planetary gear unit for reduction (PUr) comprising three differential rotating elements;
A planetary gear unit for transmission (PUs) configured by a combination of a first planetary gear unit (PU1) and a second planetary gear unit (PU2) and including four differential rotation elements;
At least five friction engagement elements (Ca, Cb, Cc, C1, B1, B2, B3) comprising a wet multi-plate clutch or brake;
Is an automatic transmission for a vehicle that is arranged around the axis of the input shaft (IS),
A third differential rotation element (Rm) of the first planetary gear unit (PU1) and a second differential rotation element (Cr) of the second planetary gear unit (PU2) are connected to an output shaft (OS);
A first differential rotation element (Sr) of the second planetary gear unit (PU2) and a second differential rotation element (Cm) and a first differential rotation element (Sm) of the first planetary gear unit (PU1). The first and second clutches (Ca, Cb) are arranged between them,
A third differential rotation element (Rr) of the second planetary gear unit (PU2) to which a deceleration output of the deceleration planetary gear unit (PUr) connected to the input shaft (IS) is input, and the first planetary gear unit The third clutch (Cc) is disposed between the first differential rotation element (Sm) of (PU1),
A fourth clutch (C1) and a first brake (B1) are provided between the second differential rotation element (Cm) of the first planetary gear unit (PU1) and the input shaft (IS) and the housing (H), respectively. An automatic transmission for a vehicle characterized by being arranged. Three differential rotation elements in the velocity diagram of the speed reduction planetary gear unit (PUr) are a first differential rotation element (Sf), a second differential rotation element (Cf), and a third differential rotation element (Rf). ), And the distance between the first differential rotation element (Sf) and the second differential rotation element (Cf) is the same as the second differential rotation element (Cf) and the third differential rotation element. Set larger than the distance between elements (Rf),
The first differential rotation element (Sf) is an input element from the input shaft (IS), the second differential rotation element (Cf) is an output element (Cf) to the planetary gear unit for transmission (PUs), The automatic transmission for a vehicle according to claim 1, wherein a second brake (B2) is disposed between the third differential rotation element (Rf) and the housing (H).   The vehicular vehicle according to claim 1, wherein a third brake (B3) is disposed between the third differential rotation element (Rr) of the second planetary gear unit (PU2) and the housing (H). Automatic transmission.   The second brake (B2) is abolished, and the third differential rotation element (Rf) of the speed reduction planetary gear unit (PUr) is always restrained by the housing (H). Automatic transmission for vehicles.

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