JP2015068437A - Automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic transmission to which a planetary gear set is added to prevent increase of friction loss, and which is prevented from increase of an axial dimension and a radial dimension, and is prevented from interference between communication members for communicating individual constitutional parts.SOLUTION: A first brake 80 is communicated to a second carrier 22, a second brake 90 is communicated to a fourth carrier 42. An opposite power source side of a first multi-stage planetary gear set 100 is provided with a first brake 80, and an opposite power source side of a second multi-stage planetary gear set 200 is provided with a second brake 90.

Description

  The present invention relates to an automatic transmission mounted on a vehicle, and relates to a stepped automatic transmission provided with a planetary gear set and a frictional engagement element.

In recent years, in the technical field of stepped automatic transmissions, research and development for multi-stage automatic transmissions has been conducted for the purpose of improving vehicle fuel efficiency.

Patent Document 1 proposes a technique in which a planetary gear set is added to increase the number of automatic transmissions. And, according to Patent Document 1, since there are fewer frictional engagement elements in a disengaged state (non-engaged state: a state where hydraulic pressure is not supplied) in each shift stage as compared to multistage by adding frictional engagement elements, Multiple stages can be performed while reducing the friction loss due to the frictional engagement elements in the released state.

  However, when a planetary gear set is added as in Patent Document 1, a connecting member for connecting the added planetary gear set and other component parts (planetary gear set, friction engagement element, etc.) is also added at the same time. Therefore, the axial dimension of the automatic transmission increases more than the added planetary gear set alone.

When the axial dimension of the automatic transmission increases, the mountability of the automatic transmission on the vehicle deteriorates. In particular, when the automatic transmission is mounted on the vehicle such that the axial direction is the same as the vehicle width direction of the vehicle, the mounting property on the vehicle is deteriorated.

Patent Document 2 discloses an automatic transmission including a plurality of multi-stage planetary gear sets in which planetary gear sets are overlapped on the inner and outer circumferences. According to the technique disclosed in Patent Document 2, an increase in the axial dimension of the automatic transmission can be prevented even when a planetary gear set and a connecting member are added to increase the number of stages.

JP 2009-174626 US Patent Application Publication No. 2012/0295754 (FIG. 11)

  As described in Patent Document 2, it is possible to prevent an increase in the axial dimension of the automatic transmission by arranging a plurality of planetary gear sets in which the planetary gear sets are stacked on the inner and outer sides along the axial direction. The connecting members that connect the elements easily interfere with each other.

  That is, as disclosed in Patent Document 2, when each sun gear on the innermost circumference of two sets of multi-stage planetary gear sets is connected to the brake, each sun gear and each brake are connected in the radial direction. Connecting members (for example, members of 644 and 666 of Patent Document 2) are installed in the mission case from the vicinity of the axis of the input shaft on both outer sides of a plurality of multi-stage planetary gear sets arranged side by side in the axial direction. The wall extends radially to the brake. As a result, there is a possibility that this wall may interfere when a connecting member that communicates with another planetary gear set and the frictional engagement element is disposed.

  In order to prevent the coupling members from interfering with each other, it is necessary to dispose the above-mentioned connecting member between the multi-stage planetary gear sets, but the relationship of supplying hydraulic pressure to the clutch from the input shaft side (inner peripheral side). In addition, it is necessary to dispose a clutch on the inner peripheral side of the connecting member described above.

However, when the clutch is arranged on the inner peripheral side of the connecting member, it is necessary to further increase the number of plates in order to ensure the transmission torque capacity required for each clutch. Will increase.
As a countermeasure, it can be considered that the brake is connected to the ring gear on the outermost peripheral side of the multi-stage planetary gear set.

However, when the brake is connected to the ring gear on the outermost peripheral side, the brake is disposed on the outer peripheral side of the multi-stage planetary gear set, so that the radial dimension of the automatic transmission increases.

The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an automatic transmission in which a planetary gear set is added in order to prevent an increase in friction loss, and the shaft of the automatic transmission is increased. It is to prevent the contact members for communicating between the component parts from interfering with each other while preventing increase in the direction and radial dimensions.

  In response to this problem, the present invention prevents the increase in the axial dimension of the automatic transmission due to the planetary gear set and the connecting member added at the time of multi-stage by using a plurality of multi-stage planetary gear sets. Furthermore, the sun gear on the innermost circumferential side of the multi-stage planetary gear set is not connected to the brake, thereby preventing interference with other connecting members and preventing an increase in the radial dimension of the automatic transmission.

The first invention related to the present application is configured by arranging an input shaft and a planetary gear set arranged in a line on the concentric shaft of the input shaft in the axial direction, each including three elements of a sun gear, a carrier, and a ring gear. An automatic transmission having a transmission mechanism including the first multi-stage planetary gear set and the second multi-stage planetary gear set, and an output unit, wherein the transmission mechanism is connected to the first multi-stage planetary gear set. One brake, a second brake communicated with the second multi-stage planetary gear set, a first inner peripheral planetary gear set and a first outer peripheral planetary gear set constituting the first multi-stage planetary gear set, and a second multi-stage planetary gear set And a second outer peripheral planetary gear set and a second outer peripheral planetary gear set, and the first brake is The first outer peripheral planetary gear set carrier, the second brake is connected to the second outer peripheral planetary gear set carrier, and the first brake and the second brake are the first multi-stage planetary gear set and the second multi-stage planetary gear set, respectively. These are arranged on one side in the axial direction or on the other side in the axial direction.

According to the first invention, the first and second brakes mesh with the ring gear, not the outermost ring gears of the first and second multi-stage planetary gear sets configured by overlapping the planetary gear sets on the inner and outer circumferences. Contacted the carrier.
Therefore, there is no connecting member for connecting both brakes and both carriers between the radial direction from the shaft center of the input shaft to the sun gears of the first and second outer planetary gear sets. A space for arranging the members can be secured.

Furthermore, since the first brake and the second brake are connected not to the outermost ring gear but to the carrier meshing with the ring gear, the first brake and the second brake are not on the outer circumference side but on the side ( It can arrange | position in an axial direction one side or an axial direction other side.

  Thereby, since another connection member can be arrange | positioned between the radial directions of the sun gear of the 1st and 2nd outer peripheral side planetary gear set, and the axial center vicinity of an input shaft, interference of communication members can be prevented. Furthermore, since the first and second brakes are arranged not on the outer peripheral side but on the side of the first and second outer peripheral planetary gear sets, it is possible to prevent an increase in the radial dimension of the automatic transmission.

According to a second aspect of the present invention, in the first aspect, the automatic transmission includes a first brake disposed on one side in the axial direction of the first multi-stage planetary gear set, and a second multi-stage planetary gear set. A second brake is disposed on one side in the axial direction.

According to the second aspect of the present invention, the first brake and the second brake are not disposed on the other side in the axial direction of any one of the first and second multi-stage planetary gear sets.

  Thereby, since the space which can arrange | position another member can be ensured in the other axial direction side of either planetary gear set of the 1st and 2nd multi-stage planetary gear sets, the connection member which connects a brake and a carrier is provided. Interference with other communication members can be prevented.

  A third invention according to the present application is the first planetary gear set according to the first or second invention, wherein the automatic transmission includes a first sun gear, a first carrier, and a first ring gear, and is configured by a single pinion type. A second planetary gear set including a second sun gear, a second carrier and a second ring gear, and a double pinion type, a third sun gear, a third carrier and a third ring gear, and a single pinion type A third planetary gear set comprising: a fourth sun gear, a fourth carrier and a fourth ring gear; a fourth planetary gear set comprising a double pinion type; first, second and third clutches; The first carrier and the second sun gear that are always in contact with the input shaft, and the first carrier that is in constant communication with the output unit. A first clutch that connects and disconnects the first sun gear and the third sun gear, a second clutch that connects and disconnects the third sun gear and the third ring gear, and a second carrier and third sun gear. The first clutch has a third clutch, a third carrier and a second ring gear that are always in contact, a third ring gear and a fourth sun gear that are always in contact, and the first inner planetary gear set is a first planetary gear set, first The outer peripheral planetary gear set is composed of the second planetary gear set, the second inner peripheral planetary gear set is composed of the third planetary gear set, the second outer peripheral planetary gear set is composed of the fourth planetary gear set, and the first brake has the second carrier. The second brake is for stopping the fourth carrier, and is for stopping. Is.

According to the third invention, the first and second brakes are not the second and fourth ring gears on the outermost peripheral side of the first and second multi-stage planetary gear sets configured by overlapping the planetary gear sets on the inner and outer periphery, The second and fourth carriers are in communication with the second and fourth ring gears.
Therefore, the first and second brakes and the second and fourth carriers are connected to each other in the radial direction from the vicinity of the axis of the input shaft to the second and fourth sun gears of the second and fourth planetary gear sets. Since the communication member is not disposed, a space for disposing other communication members can be secured.

Furthermore, since the first brake and the second brake are connected to the second and fourth carriers meshing with the second and fourth ring gears instead of the second and fourth ring gears on the outermost peripheral side, It can be arranged on the side (on the one side or the other side in the axial direction) rather than on the outer peripheral side than the four planetary gear set.

  As a result, other connecting members can be disposed between the radial directions of the sun gears of the second and fourth planetary gear sets and the vicinity of the axis of the input shaft, so that interference between the connecting members can be prevented. Furthermore, since the first and second brakes are arranged on the side rather than the outer peripheral side of the second and fourth planetary gear sets, it is possible to prevent an increase in the radial dimension of the automatic transmission.

  According to a fourth invention related to the present application, in any one of the first to third inventions, the automatic transmission is mounted on the vehicle such that an axial direction thereof is a vehicle width direction of the vehicle. It is a feature.

  According to the fourth invention, since the first and second multi-stage planetary gear sets are disposed in the automatic transmission, the axial dimension of the automatic transmission can be shortened.

  Accordingly, it is possible to prevent deterioration in the mounting property on the vehicle when the automatic transmission is mounted on the vehicle such that the axial direction of the automatic transmission is the vehicle width direction of the vehicle.

According to the present invention, in an automatic transmission in which planetary gear sets are added in order to prevent an increase in friction loss, the increase in the axial and radial dimensions of the automatic transmission is prevented, and between each component part is prevented. It is possible to prevent the communication members for communication from interfering with each other.

1 is a skeleton diagram of an automatic transmission according to an embodiment of the present invention. It is a table | surface which shows the relationship between the combination of a fastening of a friction fastening element, and a gear stage.

  Hereinafter, the best mode for carrying out the present invention will be described.

  FIG. 1 is a skeleton diagram showing the configuration of an automatic transmission according to an embodiment of the present invention. The automatic transmission 1 is mounted on a front engine front drive vehicle.

The automatic transmission 1 includes an input shaft 2 whose one end is connected to a power source P (for example, an engine), an output unit (output gear) 3 disposed on a concentric shaft with the input shaft 2, an input shaft 2 and the output unit 3, a counter drive mechanism 6, and a differential mechanism 7. The components of the automatic transmission 1 are accommodated in a transmission case 5. .

  The counter drive mechanism 6 includes a first counter gear 6b and a second counter gear 6c fixed on the counter drive shaft 6a, and the first counter gear 6b meshes with the output unit 3.

  The differential mechanism 7 has a diff ring gear 7a that meshes with the second counter gear 6c, and an axle 7b for driving the left and right wheels.

  The driving force output from the output unit 3 is transmitted to a wheel (not shown) via the counter mechanism 6 and the differential mechanism 7.

  Next, the transmission mechanism 4 will be described. The transmission mechanism 4 is composed of a plurality of parts disposed on the concentric shaft of the input shaft 2, and includes a first planetary gear set 10, a second planetary gear set 20, a third planetary gear set 30 as planetary gear type planetary gear sets. A fourth planetary gear set 40, and further includes a first clutch 50, a second clutch 60, a third clutch 70, a first brake 80, and a second brake 90 as friction engagement elements.

  Further, the second clutch 60, the third and fourth planetary gear sets 30 and 40, the second brake 90, the third clutch 70, the first and second planetary gear sets 10,. 20, a first brake 80 and a first clutch 50 are provided.

  A first planetary gear set 10 constituted by a single pinion type planetary gear set includes a first sun gear 11, a first carrier 12, and a first ring gear 13, and the first carrier 12 includes the input shaft 2 and the first ring gear. 13 is always in communication with the output unit 3 without using a clutch or the like.

  The second planetary gear set 20 constituted by a double pinion type planetary gear set has a second sun gear 21, a second carrier 22, and a second ring gear 23. The second sun gear 21 together with the first carrier 12 has an input shaft 2. And always contacted without going through the clutch.

The third planetary gear set 30 composed of a single pinion type planetary gear set has a third sun gear 31, a third carrier 32, and a third ring gear 33, and the third carrier 32 is connected to the second ring gear 23 and the clutch. It is always informed without going through.

  The fourth planetary gear set 40 configured by a double pinion type planetary gear set includes a fourth sun gear 41, a fourth carrier 42, and a fourth ring gear 43. The fourth ring gear 43 together with the first ring gear 13 is the output unit 3. And always contacted without going through the clutch. The fourth sun gear 41 is always in communication with the third ring gear 33 without passing through a clutch or the like.

  The first clutch 50 is between the first sun gear 11 and the third sun gear 31, the second clutch 60 is between the third sun gear 31, the third ring gear 33 and the fourth sun gear 41, and the third clutch 70 is the second carrier. 22 is a clutch for connecting and disconnecting between the second sun gear 31 and the third sun gear 31.

  The first brake 80 is a brake that connects between the second carrier 22 and the transmission case 5, and the second brake 90 is a brake that connects and disconnects between the fourth carrier 42 and the transmission case 5.

Further, the speed change mechanism 4 communicates the first brake member 80a as a member for communicating the first brake 80 (brake hub) and the second carrier 22, and the second brake 90 (brake hub) and the fourth carrier 42. Each member has a second brake connecting member 90a.

  Each friction engagement element (clutch / brake) according to the present embodiment is a hydraulic control type, and engagement and release are controlled by a hydraulic control mechanism (not shown).

  Next, the engaged state of each frictional engagement element (clutch / brake) at each shift stage will be described with reference to FIG.

  The reverse speed is a reverse gear used when the vehicle is moved backward, and the first clutch 50, the first brake 80, and the second brake 90 are engaged.

  The first speed is a forward shift stage used mainly when the vehicle starts, and the second clutch 60, the first brake 80, and the second brake 90 are engaged. Further, the gear ratio of the first speed is set to the largest value (4.800 in the present embodiment) in the forward shift speed.

  The second speed is a forward shift stage used mainly when the vehicle travels at a low vehicle speed, and the third clutch 70, the first brake 80, and the second brake 90 are engaged. Further, the gear ratio of the second speed is set to a value (3.5573 in the present embodiment) next to the first speed in the forward shift speed.

  The third speed is a forward shift stage used mainly when the vehicle travels at low to medium vehicle speeds, and the second clutch 60, the third clutch 70, and the second brake 90 are engaged. Further, the gear ratio of the third speed is set to a value next to the second speed (2.400 in the present embodiment).

  The fourth speed is a forward shift stage used mainly when the vehicle travels at a medium vehicle speed, and the first clutch 50, the third clutch 70, and the second brake 90 are engaged. Further, the gear ratio of the fourth speed is set to a value (1.790 in the present embodiment) next to the third speed.

  The fifth speed is a forward shift stage used mainly when the vehicle travels at a medium vehicle speed, and the first clutch 50, the second clutch 60, and the second brake 90 are engaged. Further, the gear ratio of the fifth speed is set to a value (1.412 in the present embodiment) next to the fourth speed.

  The sixth speed is a forward shift stage used mainly when the vehicle travels at medium to high vehicle speeds, and the first clutch 50, the second clutch 60, and the third clutch 70 are engaged. Further, the gear ratio of the sixth speed is set to a value that is the second largest after the fifth speed (1,000 in the present embodiment) (the input speed to the speed change mechanism 4 and the output speed are the same speed). ).

  The seventh speed is a forward shift stage used mainly when the vehicle travels at a high vehicle speed, and the first clutch 50, the second clutch 60, and the first brake 80 are engaged. In addition, the gear ratio of the seventh speed is set to the next largest value after the sixth speed (0.828 in this embodiment), and the speed of the overdrive (the output speed is higher than the input speed to the speed change mechanism 4). It is a step.

  The eighth speed is a forward shift stage mainly used when the vehicle travels at a high vehicle speed, and the first clutch 50, the third clutch 70, and the first brake 80 are engaged. Further, the overdrive (the output rotational speed is higher than the input rotational speed to the speed change mechanism 4) set to the lowest gear ratio (0.706 in the present embodiment) in the forward shift speed. Is the gear position. The eighth speed is the fastest forward shift speed in this embodiment.

The automatic transmission 1 according to this embodiment includes two single pinion type planetary gear sets, two double pinion type planetary gear sets, three clutches, and two brakes, and the maximum forward shift speed is 8th. However, the automatic transmission according to the present embodiment is the first speed higher than that of Patent Document 1, while the direct-coupled gear position of Patent Document 1 is the fifth speed. The difference is that a direct gear is set for the speed. The reason will be described next.

In the automatic transmission of Patent Document 1, since the direct-coupled shift stage in which the input rotational speed (turbine rotational speed) and the output rotational speed to the automatic transmission are set to the same speed is set to the fifth speed, The shift speed is overdrive (the output speed is higher than the input speed of the automatic transmission). Generally, the gear ratio difference (gear step) between the respective gears is set within a predetermined range from the viewpoint of preventing rapid fluctuations in driving force. The gear ratio of the first gear (especially the highest gear) is set to a relatively high speed side.

As a result, when the automatic transmission of Patent Document 1 is applied to an engine having a relatively small displacement with respect to the vehicle case, a driving scene in which the vehicle driving force is insufficient at an overdrive gear stage (especially the highest gear stage). Will occur. On the other hand, by changing the final gear ratio of the differential mechanism to the low speed side, it is possible to prevent the vehicle driving force from being insufficient. As a result, the differential mechanism (differing gear) becomes larger, and as a result There is a problem that the automatic transmission becomes larger.

Therefore, it is conceivable to change the direct coupling stage to a higher speed side by further adding a frictional engagement element. However, if the frictional engagement element is added as described above, the frictional engagement element released at each shift stage is considered. As the number increases, the problem of increased friction loss remains.

In response to this problem, the automatic transmission 1 according to the present embodiment is configured such that the direct drive speed is set to the sixth speed, which is one speed higher than that of Patent Document 1, so that the vehicle driving force is insufficient particularly at the highest speed. While preventing the occurrence of a scene, the differential mechanism 7 is increased in size and an increase in friction loss due to the addition of a frictional engagement element is prevented.

  Next, returning to FIG. 1, the detailed structure of the speed change mechanism 4 will be described.

The speed change mechanism 4 includes a first multi-stage planetary gear set 100 and a second multi-stage planetary gear set 200 that are sequentially arranged from an end cover (not shown) that closes the opening on the counter power source side toward the power source side P. Yes.

  The first multi-stage planetary gear set 100 includes a first planetary gear set 10 disposed on the inner peripheral side thereof, a second planetary gear set 20 disposed on the outer peripheral side thereof, and the second multi-stage planetary gear set 200 includes: The third planetary gear set 30 is disposed on the inner peripheral side, and the fourth planetary gear set 40 is disposed on the outer peripheral side.

  The first planetary gear set 10 in the present embodiment corresponds to the first inner peripheral planetary gear set described in the claims, and the second planetary gear set 20 corresponds to the first outer planetary gear set described in the claims. The third planetary gear set 30 corresponds to the second inner peripheral planetary gear set described in the claims, and the fourth planetary gear set 40 corresponds to the second outer peripheral planetary gear set described in the claims.

  According to the automatic transmission 1 of the present embodiment, two sets of multi-stage planetary gear sets (the first multi-stage planetary gear set 100 and the second multi-stage planetary gear set 200) are provided. Even when a planetary gear set and a connecting member with the planetary gear set are added, it is possible to prevent the axial dimension of the automatic transmission from increasing.

Further, in the automatic transmission 1, the first brake 80 is connected to the second carrier 22 instead of the second ring gear 23 on the outermost peripheral side of the first multi-stage planetary gear set 100, and the second brake 90 is The fourth multi-stage planetary gear set 200 is connected to the fourth carrier 42 instead of the fourth ring gear 43 on the outermost peripheral side.

  Therefore, each sun gear (second sun gear 21, second planetary gear set 40) of the planetary gear sets (second planetary gear set 20, fourth planetary gear set 40) located on the outer peripheral side of the planetary gear sets stacked on the inner and outer periphery from the vicinity of the axis of the input shaft 2. Since there are no brake communication members (the first brake communication member 80a and the second brake communication member 90a) between the radial directions up to the 4th sun gear 41), a space for arranging other communication members can be secured.

Accordingly, the brake communication is compared with that in which the first brake communication member 80a and the second brake communication member 90a are in communication with, for example, the sun gears near the axis of the input shaft 2 (the first sun gear 11 and the third sun gear 31). It is possible to prevent the members (the first brake connecting member 80a and the second brake connecting member 90a) from interfering with other connecting members.

  Here, the first brake 80 and the second brake 90 are connected to the ring gears (second ring gears 23, 23) on the outermost peripheral side of both the multi-stage planetary gear sets (first multi-stage planetary gear set 100, second multi-stage planetary gear set 200). The first brake communication member 80a and the second brake communication member 90a are less likely to interfere with other communication members if they are communicated with the fourth ring gear 43).

However, when the first brake 80 and the second brake 90 are connected to the second ring gear 23 and the fourth ring gear 43 on the outermost peripheral side, the first brake 80 and the second brake 90 are connected to the outer peripheral side of the second ring gear 23 and the fourth ring gear 43. Since the brake 90 is provided, the radial dimension of the automatic transmission 1 increases.

  Therefore, in the automatic transmission 1, the first brake 80 and the second brake 90 are not the second ring gear 23 and the fourth ring gear 43 on the outermost peripheral side, but the second carrier 22 and the fourth carrier 42 that mesh with the ring gear. Therefore, the first brake 80 and the second brake 90 can be arranged on the side (reaction power source side) instead of the outer peripheral side of the second planetary gear set 20 and the fourth planetary gear set 40. Thereby, an increase in the radial dimension of the automatic transmission 1 is prevented.

  Further, in the automatic transmission 1 of the present embodiment, a first brake 80 is disposed on one axial side (reaction power source side) of the first multi-stage planetary gear set 100, and one axial direction side of the second multi-stage planetary gear set 200. A second brake 90 is also disposed on the (reactive power source side).

Therefore, the first and second brakes 80 and 90 are disposed on the other axial side (power source P side) of one of the first and second multi-stage planetary gear sets 100 and 200 in the axial direction. Absent.

  As a result, it is possible to secure a space in which another member can be disposed on the other axial side (power source P side) of one of the first and second multi-stage planetary gear sets 100 and 200 in the axial direction. It is possible to prevent the brake communication members (the first brake communication member 80a and the second brake communication member 90a) that communicate with the carrier from interfering with other communication members.

  The automatic transmission 1 includes a first sun gear 11, a first carrier 12, and a first ring gear 13, and a first planetary gear set 10 configured by a single pinion type, a second sun gear 21, and a second carrier 22. And a second planetary gear set 20 configured with a double pinion type, a third sun gear 31, a third carrier 32, and a third ring gear 33, and configured with a single pinion type. A fourth planetary gear set 30, a fourth sun gear 41, a fourth carrier 42, a fourth ring gear 43, a fourth planetary gear set 40 composed of a double pinion type, and first, second and third clutches 50. 60, 70, the first carrier 12 and the second sun always in communication with the input shaft 2 , The first ring gear 13 and the fourth ring gear 43 that are always in communication with the output unit 3, the first clutch 50 that connects and disconnects the first sun gear 11 and the third sun gear 31, the third sun gear 31, and the third ring gear. 33, the second clutch 60 that connects and disconnects 33, the third clutch 70 that connects and disconnects the second carrier 22 and the third sun gear 31, the third carrier 32 and the second ring gear 23 that are always connected, and the first clutch that is always connected. The first planetary gear set is the first planetary gear set 10, the first outer planetary gear set is the second planetary gear set 20, and the second inner peripheral planetary gear set is the first planetary gear set. The third planetary gear set 30 and the second outer peripheral planetary gear set are composed of a fourth planetary gear set 40, respectively. , Together with the first brake 80 is to restrain the second carrier 22, the second brake 90 is configured to stop the fourth carrier 42.

Accordingly, the first and second brake connecting members 80a and 90a are arranged between the vicinity of the axis of the input shaft 2 and the radial direction from the second and fourth planetary gear sets 20 and 40 to the second and fourth sun gears 21 and 41. Since this is not done, it is possible to secure a space for disposing other communication members.

Further, the first and second brakes 80, 90 are engaged with the second and fourth ring gears 23, 43, not the outermost second and fourth ring gears 23, 43, and the second and fourth carriers 22, 42. Therefore, it can be arranged not on the outer peripheral side but on the side (reaction power source side) than the second and fourth planetary gear sets 20, 40.

  Thereby, another connecting member is disposed between the radial directions between the sun gears of the second and fourth planetary gear sets 20 and 40 (second sun gear 21 and fourth sun gear 41) and the vicinity of the axis of the input shaft 2. Therefore, it is possible to prevent interference between connecting members. Further, since the first and second brakes 80 and 90 are arranged not on the outer peripheral side of the second and fourth planetary gear sets 20 or 40 but on the side (reaction power source side), the radial direction of the automatic transmission 1 Larger dimensions can be prevented.

  In the present embodiment, the automatic transmission 1 is mounted on the vehicle such that its axial direction is the vehicle width direction of the vehicle. Since the planetary gear set is arranged in the automatic transmission so as to overlap the inner and outer peripheries (multi-stage planetary gear set 100), the overall length (axial dimension) of the automatic transmission 1 can be shortened. Thereby, it is possible to prevent the mounting property on the vehicle from deteriorating when the automatic transmission 1 is mounted on the vehicle such that the axial direction of the automatic transmission 1 is the vehicle width direction of the vehicle.

  In the present embodiment, the first brake 80 is disposed on the reaction power source side of the first multi-stage planetary gear set 100, and the second brake 90 is disposed on the reaction power source side of the second multi-stage planetary gear set 200. Instead, the first brake 80 may be disposed on the power source P side of the first multi-stage planetary gear set, and the second brake 90 may be disposed on the power source P side of the second multi-stage planetary gear set.

  In the present embodiment, the automatic transmission 1 is described as being mounted on a front engine front drive vehicle. However, the axial direction of the automatic transmission 1 is the vehicle width direction in the engine room provided at the rear of the vehicle. The automatic transmission 1 may be mounted on the vehicle so that the axial direction of the automatic transmission 1 is the vehicle front-rear direction.

  In the present embodiment, the automatic transmission having the maximum forward shift speed of 8 speed has been described as an example. However, the maximum forward shift speed is set to a shift speed lower than the 8th speed or a shift speed higher than the 8th speed. You may apply to the automatic transmission 1. FIG.

  In the present embodiment, the engine is described as the power source P. However, a motor may be used, and both the engine and the motor may be used as the power source.

  The present invention provides an automatic transmission which has been increased in stage by adding a planetary gear set in order to prevent an increase in friction loss, and prevents an increase in the axial and radial dimensions of the automatic transmission. This is useful for preventing interference between contact members for communication.

DESCRIPTION OF SYMBOLS 1 Automatic transmission 2 Input shaft 3 Output part 4 Transmission mechanism 5 Transmission case 6 Secondary mechanism 7 Differential mechanism 10 1st planetary gear set (1st inner periphery side planetary gear set)
11 First sun gear 12 First carrier 13 First ring gear 20 Second planetary gear set (first outer planetary gear set)
21 2nd sun gear 22 2nd carrier 23 3rd ring gear 30 3rd planetary gear set (2nd inner circumference side planetary gear set)
31 Third gear 32 Third carrier 33 Third ring gear 40 Fourth planetary gear set (second outer peripheral planetary gear set)
41 4th sun gear 42 4th carrier 43 4th ring gear 50 1st clutch 60 2nd clutch 70 3rd clutch 80 1st brake 80a 1st brake connecting member 90 2nd brake 90a 2nd brake connecting member 100 1st multiple stage planetary gear Set 200 Second multi-stage planetary gear set
P Power source

Claims (4)

An input shaft;
A first multiple-stage planetary gear set and a second plurality of planetary gear sets, which are arranged side by side in the axial direction on the concentric shaft of the input shaft and are configured by overlapping planetary gear sets each including three elements of a sun gear, a carrier, and a ring gear on the inner and outer circumferences A transmission mechanism comprising a stage planetary gear set;
An output section;
An automatic transmission with
The transmission mechanism is
A first brake communicated with the first multi-stage planetary gear set;
A second brake communicated with the second multi-stage planetary gear set;
A first inner peripheral planetary gear set and a first outer peripheral planetary gear set constituting the first multi-stage planetary gear set;
A second inner peripheral planetary gear set and a second outer peripheral planetary gear set constituting the second multi-stage planetary gear set;
With
The first brake is connected to the carrier of the first outer peripheral planetary gear set, the second brake is connected to the carrier of the second outer peripheral planetary gear set, and
The first brake and the second brake are respectively disposed on one axial side or the other axial side of the first multi-stage planetary gear set and the second multi-stage planetary gear set.
An automatic transmission characterized by that. The automatic transmission is
The first brake is disposed on one axial side of the first multi-stage planetary gear set, and the second brake is disposed on one axial side of the second multi-stage planetary gear set.
The automatic transmission according to claim 1. The automatic transmission is
A first planetary gear set including a first sun gear, a first carrier, and a first ring gear, and configured by a single pinion type;
A second planetary gear set including a second sun gear, a second carrier, and a second ring gear, and a double pinion type;
A third planetary gear set including a third sun gear, a third carrier, and a third ring gear, and a single pinion type;
A fourth planetary gear set comprising a fourth sun gear, a fourth carrier, and a fourth ring gear, and of a double pinion type;
First, second and third clutches;
The first carrier and the second sun gear always in communication with the input shaft;
The first ring gear and the fourth ring gear always in communication with the output unit;
The first clutch connecting and disconnecting the first sun gear and the third sun gear;
A second clutch that connects and disconnects the third sun gear and the third ring gear;
A third clutch that connects and disconnects the second carrier and the third sun gear;
The third carrier and the second ring gear, which are always in contact,
The third ring gear and the fourth sun gear that are always in contact,
The first inner planetary gear set is the first planetary gear set, the first outer planetary gear set is the second planetary gear set, the second inner planetary gear set is the third planetary gear set, and the second outer planetary gear set. Each set is composed of the fourth planetary gear set, and
The first brake is for stopping the second carrier, and the second brake is for stopping the fourth carrier.
The automatic transmission according to claim 1 or 2, wherein The automatic transmission is mounted on the vehicle such that its axial direction is the vehicle width direction of the vehicle.
The automatic transmission according to any one of claims 1 to 3, wherein:

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