JP2015155721A - Multistage transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve fuel consumption and drivability in a vehicle on which a multistage transmission is mounted, as well as transmission performance and engagement element durability in the multistage transmission while making the multistage transmission lightweight and compact in size.

SOLUTION: An automatic transmission 20 includes: single pinion-type first to fourth planetary gears 21 to 24; clutches C1 to C4; and brakes B1 and B2. Any of three among the clutches C1 to C4 and the brakes B1 and B2 are engaged as well as the rest of three is released, and forward gears from first to tenth stages and a backward gear are thereby formed.

COPYRIGHT: (C)2015,JPO&INPIT

Description

  The present invention relates to a multi-stage transmission, and more particularly, to a multi-stage transmission that shifts power transmitted to an input member and transmits the power to an output member.

  Conventionally, this type of multi-stage transmission has four single pinion planetary gears, four clutches and two brakes, and provides forward and reverse gears from the first gear to the tenth gear. Is known (see, for example, Patent Document 1). In such a multi-stage transmission, as the spread (gear ratio width = gear ratio of the lowest speed stage / gear ratio of the highest speed stage) is increased, the fuel consumption and drivability of the vehicle on which the multi-stage transmission is mounted, that is, the acceleration performance of the vehicle, etc. Can be further improved.

US Patent Application Publication No. 2012/0231917

  However, in the multi-speed transmission described in Patent Document 1, when the gear ratio of the lowest gear is 4.600 and the gear ratio of the highest gear is 0.638, the spread is 7.21, and the lowest gear is When the gear ratio of the gear is 4.850 and the gear ratio of the maximum gear is 0.616, the spread is 7.89. There is still room for improvement in terms of improving drivability. Further, in the multi-stage transmission described in Patent Document 1, the diameter of the first planetary gear (reference numeral 14) is particularly large when the forward second speed to the sixth speed and the forward eighth speed to the tenth speed are formed. Since a large ring gear always rotates at a high rotational speed, inertia at the time of rotation of the ring gear becomes large. For this reason, it takes time to engage the brake or clutch (shifting time becomes long), a shock is generated at the time of shifting accompanying the engagement of the brake, etc., and the durability of the friction material of the brake or clutch is There is a risk that the size will decrease, or the size (thickness, etc.) associated with securing the strength of the ring gear, that is, an increase in weight or an increase in the size of the entire apparatus.

  The present invention mainly improves the fuel efficiency and drivability of a vehicle in which a multi-stage transmission is mounted, the speed change performance of the multi-stage transmission, the durability of the engaging elements of the multi-stage transmission, and makes the multi-stage transmission lightweight and compact. Objective.

  The multi-stage transmission of the present invention employs the following means in order to achieve the main object described above.

The multi-stage transmission of the present invention is
A multi-stage transmission that shifts the power transmitted to the input member and transmits it to the output member,
A first planetary gear having a first rotating element, a second rotating element, and a third rotating element that are arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A second planetary gear having a fourth rotating element, a fifth rotating element, and a sixth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A third planetary gear having a seventh rotating element, an eighth rotating element, and a ninth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A fourth planetary gear having a tenth rotating element, an eleventh rotating element, and a twelfth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
The first, second, third, and fourth rotating elements of the first, second, third, and fourth planetary gears are connected to other rotating elements or stationary members, respectively, and the connection between them is released. , Fifth and sixth engaging elements;
With
The second rotating element of the first planetary gear and the eleventh rotating element of the fourth planetary gear are always connected to the output member;
The third rotating element of the first planetary gear and the fifth rotating element of the second planetary gear are always connected,
The sixth rotating element of the second planetary gear and the twelfth rotating element of the fourth planetary gear are always connected,
The eighth rotating element of the third planetary gear and the tenth rotating element of the fourth planetary gear are always connected,
The seventh rotating element of the third planetary gear is fixed to the stationary member so as not to rotate;
The first engaging element connects the input member and the first rotating element of the first planetary gear to each other and releases the connection between them,
The second engagement element includes the third rotation element of the first planetary gear and the fifth rotation element of the second planetary gear, which are always connected, and the ninth rotation element of the third planetary gear, Are connected to each other and disconnected from each other.
The third engaging element connects the fourth rotating element of the second planetary gear and the eighth rotating element of the third planetary gear to each other and releases the connection between them;
The fourth engagement element connects the eighth rotation element of the third planetary gear, the tenth rotation element of the fourth planetary gear, and the input member that are always connected to each other and the input member. Is released,
The fifth engagement element connects the third rotation element of the first planetary gear and the fifth rotation element of the second planetary gear, which are always connected, to the stationary member to fix the non-rotation. Disconnect
The sixth engagement element connects the fourth rotation element of the second planetary gear to the stationary member to fix the non-rotation, and releases the connection between them.
By selectively engaging any three of the first, second, third, fourth, fifth and sixth engaging elements, the forward speed from the first speed to the tenth speed And the reverse stage,
It is characterized by that.

  In the multi-stage transmission of the present invention, the spread can be further increased, and by making the high speed stage higher gear (decreasing the transmission ratio) and by making the low speed stage lower gear (increasing the transmission ratio), The fuel efficiency can be improved and the acceleration performance can be improved. Further, when the third, sixth, ninth, and twelfth rotating elements are the ring gears of the first, second, third, and fourth planetary gears, the forward speed from the first speed stage to the tenth speed stage and It is possible to prevent an increase in inertia during rotation of the ring gear by preventing the ring gear having a large diameter from rotating at a high rotational speed when the reverse gear is formed. And, by suppressing the increase of inertia at the time of rotation of the ring gear, the time required for the engagement of the engagement element can be shortened, or the shock at the time of shifting accompanying the engagement of the engagement element can be suppressed, The durability of the friction material of the engaging element can be ensured satisfactorily, and the increase in dimensions (thickness, etc.), that is, the weight associated with securing the strength of the ring gear, and the overall size of the apparatus can be suppressed. As a result, in the multi-stage transmission of the present invention, the fuel efficiency, drivability of the vehicle on which the multi-stage transmission is mounted, the speed change performance of the multi-stage transmission, and the durability of the engaging elements of the multi-stage transmission are improved. Can be made lighter and more compact.

1 is a schematic configuration diagram of a power transmission device 10 including an automatic transmission 20 as a multi-stage transmission according to an embodiment of the present invention. It is a speed diagram which shows ratio of the rotational speed of each rotation element with respect to the rotational speed of the input shaft 20i in the automatic transmission 20 of this embodiment. It is an operation | movement table | surface which shows the relationship between each gear stage in the automatic transmission 20 of this embodiment, and the operating state of a clutch and a brake. It is a schematic block diagram of the power transmission device 10B provided with the automatic transmission 20B as a multistage transmission which is other embodiment of this invention.

  Next, the form for implementing this invention is demonstrated.

  FIG. 1 is a schematic configuration diagram of a power transmission device 10 including an automatic transmission 20 as a multi-stage transmission according to an embodiment of the present invention. A power transmission device 10 shown in the figure is connected to a crankshaft of an engine (internal combustion engine) (not shown) as a drive source mounted vertically in a front portion of a rear wheel drive vehicle, and power (torque) from the engine. Can be transmitted to left and right rear wheels (drive wheels) (not shown). As shown in the figure, the power transmission device 10 shifts the power transmitted from the engine to the input shaft 20i and transmits it to the output shaft 20o, in addition to a transmission case (stationary member) 11 and a starting device ( Fluid transmission device) 12, oil pump 17 and the like.

  The starting device 12 includes an input-side pump impeller 14p connected to a drive source, an output-side turbine runner 14t, a pump impeller 14p, and a turbine runner 14t connected to an input shaft (input member) 20i of the automatic transmission 20. A stator 14s that is disposed on the inside and rectifies the flow of hydraulic oil from the turbine runner 14t to the pump impeller 14p, and a one-way clutch 14o that is supported by a stator shaft (not shown) and restricts the rotational direction of the stator 14s in one direction. A torque converter is provided. Further, the starting device 12 connects a front cover connected to an engine crankshaft and the like and the input shaft 20i of the automatic transmission 20 to each other, and releases the connection between the lockup clutch 15 and the front cover and the automatic transmission. And a damper mechanism 16 that attenuates vibration between the input shaft 20 i of the machine 20. The starting device 12 may have a fluid coupling that does not have the stator 14s.

  The oil pump 17 includes a pump assembly having a pump body and a pump cover, an external gear (inner rotor) connected to the pump impeller 14p of the starting device 12, an internal gear (outer rotor) meshed with the external gear, and the like. It is comprised as a gear pump having. The oil pump 17 is driven by power from the engine, sucks hydraulic oil (ATF) stored in an oil pan (not shown), and pumps it to a hydraulic control device (not shown).

  The automatic transmission 20 is configured as an 11-speed transmission, and is connected to the left and right rear wheels via a differential gear and a drive shaft (not shown) in addition to the input shaft 20i as shown in FIG. Output pin (output member) 20o, single pinion type first planetary gear 21 arranged in the axial direction of automatic transmission 20 (input shaft 20i and output shaft 20o), and single pinion type second planetary gear. 22, a single pinion type third planetary gear 23 and a single pinion type fourth planetary gear 24 are provided. Further, the automatic transmission 20 includes a clutch C1 (first clutch) as a first engagement element and a clutch C2 (second clutch) (second engagement element) for changing the power transmission path from the input shaft 20i to the output shaft 20o. A second clutch), a clutch C3 (third clutch) as a third engagement element, a clutch C4 (fourth clutch) as a fourth engagement element, a brake B1 (first brake) as a fifth engagement element, A brake B2 (second brake) is provided as a sixth engagement element.

  In the present embodiment, the first to fourth planetary gears 21 to 24 are connected to the second planetary gear 22, the third planetary gear 23, the fourth planetary gear 24, the first planetary gear 24 from the starting device 12, that is, the engine side (left side in FIG. 1). The first planetary gears 21 are arranged in the transmission case 11 so as to be arranged in this order. The clutch C1 is disposed between, for example, the first planetary gear 21 and the fourth planetary gear 24, and the clutches C2 and C3 are disposed between, for example, the second planetary gear 22 and the third planetary gear 23, The clutch C4 is disposed, for example, between the third planetary gear 23 and the fourth planetary gear 24. Further, the brake B1 is disposed, for example, on the radially outer side of the first planetary gear 21, and the brake B2 is disposed, for example, between the starting device 12 and the second planetary gear 22.

  The first planetary gear 21 includes a first sun gear 21s that is an external gear, a first ring gear 21r that is an internal gear disposed concentrically with the first sun gear 21s, and a first sun gear 21s and a first ring gear 21r, respectively. And a first carrier 21c that holds the plurality of first pinion gears 21p so as to rotate (rotate) and revolve freely. In the present embodiment, the gear ratio of the first planetary gear 21 (the number of teeth of the first sun gear 21s / the number of teeth of the first ring gear 21r) λ1 is set to λ1 = 0.540, for example.

  The second planetary gear 22 includes a second sun gear 22s that is an external gear, a second ring gear 22r that is an internal gear disposed concentrically with the second sun gear 22s, and a second sun gear 22s and a second ring gear 22r, respectively. And a second carrier 22c that holds the plurality of second pinion gears 22p so as to rotate (rotate) and revolve freely. In the present embodiment, the gear ratio of the second planetary gear 22 (the number of teeth of the second sun gear 22s / the number of teeth of the second ring gear 22r) λ2 is set to λ2 = 0.580, for example.

  The third planetary gear 23 includes a third sun gear 23s that is an external gear, a third ring gear 23r that is an internal gear disposed concentrically with the third sun gear 23s, and a third sun gear 23s and a third ring gear 23r, respectively. And a third carrier 23c that holds the plurality of third pinion gears 23p so as to rotate (rotate) and revolve freely. In the present embodiment, the gear ratio of the third planetary gear 23 (the number of teeth of the third sun gear 23s / the number of teeth of the third ring gear 23r) λ3 is set to λ3 = 0.380, for example.

  The fourth planetary gear 24 includes a fourth sun gear 24s that is an external gear, a fourth ring gear 24r that is an internal gear disposed concentrically with the fourth sun gear 24s, and a fourth sun gear 24s and a fourth ring gear 24r, respectively. And a fourth carrier 24c that holds the plurality of fourth pinion gears 24p so as to rotate (rotate) and revolve freely. In the present embodiment, the gear ratio of the fourth planetary gear 24 (the number of teeth of the fourth sun gear 24s / the number of teeth of the fourth ring gear 24r) λ4 is set to λ4 = 0.290, for example.

  As shown in FIG. 1, the first carrier 21 c of the first planetary gear 21 is always connected (fixed) to the output shaft 20 o of the automatic transmission 20 and is connected to the fourth planet via a connecting member (connecting element) 214. The gear 24 is always connected to the fourth carrier 24c. The first ring gear 21r of the first planetary gear 21 and the second carrier 22c of the second planetary gear 22 are always connected via the connecting member 212, and always rotate or stop integrally (and coaxially). Further, the second ring gear 22r of the second planetary gear 22 and the fourth ring gear 24r of the fourth planetary gear 24 are always connected via the connecting member 224, and always rotate or stop integrally (and coaxially). In addition, the third carrier 23c of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 are always connected via the connecting member 234, and always rotate or stop integrally (and coaxially). The third sun gear 23s of the third planetary gear 23 is always connected (fixed) to the transmission case 11 as a stationary member so as not to rotate.

  The clutch C1 connects the input shaft 20i of the automatic transmission 20 and the first sun gear 21s of the first planetary gear 21 to each other and releases the connection between them. The clutch C2 connects the first ring gear 21r of the first planetary gear 21 and the second carrier 22c of the second planetary gear 22 and the third ring gear 23r of the third planetary gear 23 that are always connected to each other. Disconnect the connection. The clutch C3 connects the second sun gear 22s of the second planetary gear 22 and the third carrier 23c of the third planetary gear 23 to each other and releases the connection between them. The clutch C4 connects the third carrier 23c of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24, which are always connected, and the input shaft 20i of the automatic transmission 20 to each other and to connect them. It is a thing to cancel.

  The brake B1 fixes (connects) the first ring gear 21r of the first planetary gear 21 and the second carrier 22c of the second planetary gear 22 that are always connected to the transmission case 11 in a non-rotatable manner, and the first ring gear 21r. The second carrier 22c is released to be rotatable with respect to the transmission case 11. The brake B2 fixes (connects) the second sun gear 22s of the second planetary gear 22 to the transmission case 11 so as not to rotate and releases the second sun gear 22s to the transmission case 11 so as to be rotatable. .

  In the present embodiment, as the clutches C1 to C4, a piston, a plurality of friction engagement plates (for example, a friction plate formed by sticking a friction material on both surfaces of an annular member, and an annular member formed smoothly on both surfaces) And a multi-plate friction type hydraulic clutch (friction engagement element) having a hydraulic servo constituted by an engagement oil chamber to which hydraulic oil is supplied, a centrifugal hydraulic pressure cancellation chamber, and the like. Further, as the brakes B1 and B2, a multi-plate friction hydraulic brake having a hydraulic servo including a piston, a plurality of friction engagement plates (friction plates and separator plates), an engagement oil chamber to which hydraulic oil is supplied, and the like. Is adopted. The clutches C1 to C4 and the brakes B1 and B2 operate by receiving and supplying hydraulic oil from a hydraulic control device (not shown).

  FIG. 2 is a velocity diagram showing the ratio of the rotational speed of each rotary element to the rotational speed (input rotational speed) of the input shaft 20i in the automatic transmission 20 of the present embodiment. In FIG. 2, the rotation speed of the input shaft 20i, that is, the second carrier 22c is set to 1. FIG. 3 is an operation table showing the relationship between the respective shift stages and the operation states of the clutches C1 to C4 and the brakes B1 and B2 in the automatic transmission 20 of the present embodiment.

  As shown in FIG. 2, the three rotating elements constituting the single pinion type first planetary gear 21, that is, the first sun gear 21 s, the first ring gear 21 r, and the first carrier 21 c, are speed lines of the first planetary gear 21. The first sun gear 21s, the first carrier 21c, and the first ring gear 21r are arranged in this order from the left side in the figure at an interval corresponding to the gear ratio λ1 on the figure (the leftmost speed diagram in FIG. 2). According to the order of arrangement in the speed diagram, in the present embodiment, the first sun gear 21s is the first rotating element of the automatic transmission 20, the first carrier 21c is the second rotating element of the automatic transmission 20, and the first ring gear is used. 21 r is a third rotating element of the automatic transmission 20. Therefore, the first planetary gear 21 has the first rotation element, the second rotation element, and the third rotation element of the automatic transmission 20 that are arranged in order at intervals corresponding to the gear ratio λ1 on the velocity diagram.

  The three rotating elements constituting the single pinion type second planetary gear 22, that is, the second sun gear 22 s, the second ring gear 22 r, and the second carrier 22 c, are speed diagrams of the second planetary gear 22 (in FIG. 2). The second sun gear 22s, the second carrier 22c, and the second ring gear 22r are arranged in this order from the left side in the drawing with an interval corresponding to the gear ratio λ2 on the second speed diagram from the left). According to the order of arrangement in the velocity diagram, in the present embodiment, the second sun gear 22s is the fourth rotating element of the automatic transmission 20, the second carrier 22c is the fifth rotating element of the automatic transmission 20, and the second ring gear. 22r is a sixth rotating element of the automatic transmission 20. Therefore, the second planetary gear 22 has the fourth rotation element, the fifth rotation element, and the sixth rotation element of the automatic transmission 20 that are arranged in order at intervals corresponding to the gear ratio λ2 on the velocity diagram.

  Further, the three rotating elements constituting the single pinion type third planetary gear 23, that is, the third sun gear 23s, the third ring gear 23r, and the third carrier 23c are speed diagrams of the third planetary gear 23 (in FIG. 2). The third sun gear 23s, the third carrier 23c, and the third ring gear 23r are arranged in this order from the left side in the drawing at intervals corresponding to the gear ratio λ3 on the third speed diagram from the left). According to the order of arrangement in the speed diagram, in the present embodiment, the third sun gear 23s is the seventh rotating element of the automatic transmission 20, the third carrier 23c is the eighth rotating element of the automatic transmission 20, and the third ring gear. 23r is a ninth rotating element of the automatic transmission 20. Therefore, the third planetary gear 23 has the seventh rotation element, the eighth rotation element, and the ninth rotation element of the automatic transmission 20 arranged in order at intervals corresponding to the gear ratio λ3 on the velocity diagram.

  In addition, the three rotating elements constituting the single pinion type fourth planetary gear 24, that is, the fourth sun gear 24s, the fourth ring gear 24r, and the fourth carrier 24c are velocity diagrams of the fourth planetary gear 24 (FIG. 2). The fourth sun gear 24s, the fourth carrier 24c, and the fourth ring gear 24r are arranged in this order from the left side in the figure at an interval corresponding to the gear ratio λ4. According to the order of arrangement in the speed diagram, in the present embodiment, the fourth sun gear 24s is the tenth rotating element of the automatic transmission 20, the fourth carrier 24c is the eleventh rotating element of the automatic transmission 20, and the fourth ring gear. 24 r is a twelfth rotation element of the automatic transmission 20. Therefore, the fourth planetary gear 24 has the tenth rotation element, the eleventh rotation element, and the twelfth rotation element of the automatic transmission 20 arranged in order at intervals corresponding to the gear ratio λ4 on the velocity diagram.

  In the automatic transmission 20, the clutches C1 to C4 and the brakes B1 and B2 are engaged or released as shown in FIG. 3 to change the connection relationship of the first to twelfth rotating elements, thereby changing the input shaft. Form 10 power transmission paths in the forward rotation direction and one reverse rotation direction from 20i to the output shaft 20o, that is, the forward speed and the reverse speed from the first speed to the tenth speed. Can do.

  Specifically, the forward first speed is formed by engaging the clutch C4 and the brakes B1 and B2 and releasing the clutches C1, C2, and C3. That is, when the first forward speed is established, the clutch C4 connects the third carrier 23c of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 and the input shaft 20i to each other, and the brake B1 The first ring gear 21r of the first planetary gear 21 and the second carrier 22c of the second planetary gear 22 are fixed to the transmission case 11 in a non-rotatable manner, and the second sun gear 22s of the second planetary gear 22 is fixed by the brake B2. It is fixed to the transmission case 11 so that it cannot rotate. In the present embodiment (when the gear ratio of the first to fourth planetary gears 21 to 24 is λ1 = 0.540, λ2 = 0.580, λ3 = 0.380, λ4 = 0.290, the same applies hereinafter) The gear ratio (rotational speed of the input shaft 20i / rotational speed of the output shaft 20o) γ1 at the first forward speed is γ1 = 4.448.

  The second forward speed is formed by engaging the clutches C1 and C4 and the brake B1 and releasing the clutches C2 and C3 and the brake B2. That is, when the second forward speed is established, the input shaft 20i and the first sun gear 21s of the first planetary gear 21 are connected to each other by the clutch C1, and the third carrier 23c of the third planetary gear 23 is connected to the clutch C4. The fourth sun gear 24s of the fourth planetary gear 24 and the input shaft 20i are connected to each other, and the first ring gear 21r of the first planetary gear 21 and the second carrier 22c of the second planetary gear 22 are connected to the transmission case 11 by the brake B1. It is fixed so that it cannot rotate. In the present embodiment, the gear ratio γ2 at the second forward speed is γ2 = 2.852. The step ratio γ1 / γ2 between the first forward speed and the second forward speed is γ1 / γ2 = 1.560.

  The third forward speed is formed by engaging the clutches C1, C4 and the brake B2 and releasing the clutches C2, C3 and the brake B1. That is, when the third forward speed is established, the input shaft 20i and the first sun gear 21s of the first planetary gear 21 are connected to each other by the clutch C1, and the third carrier 23c of the third planetary gear 23 is connected to the clutch C4. The fourth sun gear 24s of the fourth planetary gear 24 and the input shaft 20i are connected to each other, and the second sun gear 22s of the second planetary gear 22 is fixed to the transmission case 11 so as not to rotate by the brake B2. In the present embodiment, the gear ratio γ3 at the third forward speed is γ3 = 2.030. The step ratio γ2 / γ3 between the second forward speed and the third forward speed is γ2 / γ3 = 1.405.

  The fourth forward speed is formed by engaging the clutches C1 and C2 and the brake B2 and releasing the clutches C3 and C4 and the brake B1. That is, when forming the fourth forward speed, the input shaft 20i and the first sun gear 21s of the first planetary gear 21 are connected to each other by the clutch C1, and the first ring gear 21r of the first planetary gear 21 is connected to the clutch C2. The second carrier 22c of the second planetary gear 22 and the third ring gear 23r of the third planetary gear 23 are connected to each other, and the second sun gear 22s of the second planetary gear 22 is rotated with respect to the transmission case 11 by the brake B2. Fixed to impossible. In the present embodiment, the gear ratio γ4 at the fourth forward speed is γ4 = 1.517. The step ratio γ3 / γ4 between the third forward speed and the fourth forward speed is γ3 / γ4 = 1.338.

  The fifth forward speed is established by engaging the clutches C1, C3 and the brake B2 and releasing the clutches C2, C4 and the brake B1. That is, when the fifth forward speed is established, the input shaft 20i and the first sun gear 21s of the first planetary gear 21 are connected to each other by the clutch C1, and the second sun gear 22s of the second planetary gear 22 is connected to the clutch C3. And the third carrier 23c of the third planetary gear 23 are connected to each other, and the second sun gear 22s of the second planetary gear 22 is fixed to the transmission case 11 so as not to rotate by the brake B2. In the present embodiment, the gear ratio γ5 at the fifth forward speed is γ5 = 1.340. Further, the step ratio γ4 / γ5 between the fourth forward speed and the fifth forward speed is γ4 / γ5 = 1.132.

  The sixth forward speed is formed by engaging the clutches C1, C2, and C3 and releasing the clutch C4 and the brakes B1 and B2. That is, when forming the sixth forward speed, the input shaft 20i and the first sun gear 21s of the first planetary gear 21 are connected to each other by the clutch C1, and the first ring gear 21r of the first planetary gear 21 is connected to the clutch C2. The second carrier 22c of the second planetary gear 22 and the third ring gear 23r of the third planetary gear 23 are connected to each other, and the second sun gear 22s of the second planetary gear 22 and the third planetary gear 23 of the third planetary gear 23 are connected by the clutch C3. The three carriers 23c are connected to each other. In the present embodiment, the gear ratio γ6 at the sixth forward speed is γ6 = 1.108. Further, the step ratio γ5 / γ6 between the fifth forward speed and the sixth forward speed is γ5 / γ6 = 1.209.

  The seventh forward speed is formed by engaging the clutches C1, C3, and C4 and releasing the clutch C2 and the brakes B1 and B2. That is, when the seventh forward speed is established, the input shaft 20i and the first sun gear 21s of the first planetary gear 21 are connected to each other by the clutch C1, and the second sun gear 22s of the second planetary gear 22 is connected to the clutch C3. And the third carrier 23c of the third planetary gear 23 are connected to each other, and the third carrier 23c of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 and the input shaft 20i are connected to each other by the clutch C4. Is done. In the present embodiment, the gear ratio γ7 at the seventh forward speed is γ7 = 1.000. Further, the step ratio γ6 / γ7 between the sixth forward speed and the seventh forward speed is γ6 / γ7 = 1.108.

  The eighth forward speed is formed by engaging the clutches C1, C2, and C4 and releasing the clutch C3 and the brakes B1 and B2. That is, when the eighth forward speed is established, the input shaft 20i and the first sun gear 21s of the first planetary gear 21 are connected to each other by the clutch C1, and the first ring gear 21r of the first planetary gear 21 is connected to the clutch C2. The second carrier 22c of the second planetary gear 22 and the third ring gear 23r of the third planetary gear 23 are connected to each other, and the third carrier 23c of the third planetary gear 23 and the fourth planetary gear 24 of the third planetary gear 24 are connected by the clutch C4. The 4 sun gear 24s and the input shaft 20i are connected to each other. In the present embodiment, the gear ratio γ8 at the eighth forward speed is γ8 = 0.802. The step ratio γ7 / γ8 between the seventh forward speed and the eighth forward speed is γ7 / γ8 = 1.247.

  The ninth forward speed is established by engaging the clutches C2, C3, and C4 and releasing the clutch C1 and the brakes B1 and B2. That is, when the ninth forward speed is established, the first ring gear 21r of the first planetary gear 21 and the second carrier 22c of the second planetary gear 22 and the third ring gear 23r of the third planetary gear 23 are caused by the clutch C2. The second sun gear 22s of the second planetary gear 22 and the third carrier 23c of the third planetary gear 23 are connected to each other by the clutch C3, and the third carrier 23c and the third carrier 23c of the third planetary gear 23 are connected to each other by the clutch C4. The fourth sun gear 24s of the fourth planetary gear 24 and the input shaft 20i are connected to each other. In the present embodiment, the gear ratio γ9 at the ninth forward speed is γ9 = 0.682. The step ratio γ8 / γ9 between the eighth forward speed and the ninth forward speed is γ8 / γ9 = 1.175.

  The tenth forward speed is formed by engaging the clutches C2 and C4 and the brake B2 and releasing the clutches C1 and C3 and the brake B1. That is, when the forward tenth speed is formed, the clutch C2 causes the first ring gear 21r of the first planetary gear 21 and the second carrier 22c of the second planetary gear 22 and the third ring gear 23r of the third planetary gear 23 to move. The third carrier 23c of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 and the input shaft 20i are connected to each other by the clutch C4, and the second planetary gear 22 of the second planetary gear 22 is connected by the brake B2. The two sun gears 22s are fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γ10 at the tenth forward speed is γ10 = 0.522. The step ratio γ9 / γ10 between the ninth forward speed and the tenth forward speed is γ9 / γ10 = 1.307. The spread in the automatic transmission 20 (gear ratio width = gear ratio γ1 at the first forward speed, which is the lowest speed) / gear ratio γ10 at the tenth speed, which is the highest speed, is γ1 / γ10 = 8. .519.

  The reverse speed is formed by engaging the clutches C3 and C4 and the brake B1 and releasing the clutches C1 and C2 and the brake B2. That is, when the reverse gear is formed, the second sun gear 22s of the second planetary gear 22 and the third carrier 23c of the third planetary gear 23 are connected to each other by the clutch C3, and the third planetary gear 23 of the third planetary gear 23 is connected by the clutch C4. The third carrier 23c and the fourth sun gear 24s of the fourth planetary gear 24 and the input shaft 20i are connected to each other, and the first ring gear 21r of the first planetary gear 21 and the second carrier 22c of the second planetary gear 22 are connected by the brake B1. Is fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γrev in the reverse speed is γrev = −4.448. Further, the step ratio | γrev / γ1 | between the first forward speed and the reverse speed is | γrev / γ1 | = 1.000.

  Thus, in the automatic transmission 20 of the present embodiment, the forward speed and the reverse speed from the first speed to the tenth speed are formed by engaging and releasing the clutches C1 to C4 and the brakes B1 and B2. be able to. In this automatic transmission 20, the spread can be further increased (8.519 in the present embodiment), the high speed stage is set to a higher gear (the transmission ratio is reduced), and the low speed stage is set to a lower gear ( By increasing the gear ratio), fuel efficiency can be improved and acceleration performance can also be improved.

  In the automatic transmission 20 of the present embodiment, the first speed is achieved by engaging any three of the six engaging elements, that is, the clutches C1 to C4 and the brakes B1 and B2 and releasing the remaining three. A forward gear and a reverse gear from the first gear to the tenth speed are formed. As a result, for example, two of six clutches and brakes are engaged, and the remaining four are released, so that the gears are released as the gears are formed, as compared with a transmission that forms a plurality of gears. It is possible to reduce the number of engaging elements that are provided. As a result, drag loss due to slight contact between members in the engagement element released with the formation of the gear position can be reduced, and the power transmission efficiency in the automatic transmission 20 can be further improved.

  Furthermore, in the automatic transmission 20 of the present embodiment, planetary gears having first to fourth ring gears 21r to 24r are used as the first to fourth planetary gears 21 to 24. As shown in FIG. The first to fourth ring gears 21r to 21r are arranged so that the first to fourth ring gears 21r to 24r having large diameters do not rotate at a high rotational speed when forming the forward gear and the reverse gear from the first gear to the tenth gear. It is possible to suppress an increase in inertia during rotation of 24r (equivalent inertia with respect to the input shaft 20i). This shortens the time required for engagement of the engagement elements, suppresses shocks during gear shifting involving engagement of the engagement elements, and ensures good durability of the friction plates and separator plates of the engagement elements. You can do it. Further, by suppressing an increase in inertia during rotation of the first to fourth ring gears 21r to 24r having a large diameter, dimensions (thickness, etc.), that is, weight associated with securing the strength of the first to fourth ring gears 21r to 24r. And an increase in the size of the automatic transmission 20 can be suppressed. As a result, the speed change performance and durability can be improved and the automatic transmission 20 can be made lighter and more compact.

  In addition, by configuring the first to fourth planetary gears 21 to 24 as single-pinion type planetary gears, the first to fourth planetary gears can be compared to the case of configuring them as, for example, a double-pinion type planetary gear. The transmission loss of the gears 21 to 24 between the rotating elements is reduced to further improve the power transmission efficiency in the automatic transmission 20, and the number of parts is reduced to suppress the increase in the weight of the automatic transmission 20 while assembling. Can be improved.

  According to the automatic transmission 20 of the present embodiment described above, any one of the clutches C1 to C4 and the brakes B1 and B2 is engaged and the remaining three are released to release the tenth gear from the first speed stage. A forward gear and a reverse gear up to a high gear are formed. As a result, the spread can be further increased, and the fuel efficiency can be improved by setting the high gear to a higher gear (decreasing the gear ratio) and the lower gear to a lower gear (increasing the gear ratio). In addition, acceleration performance can be improved. The first to fourth ring gears 21r to 24r having a particularly large diameter are prevented from rotating at a high rotational speed when the forward gear and the reverse gear from the first gear to the tenth gear are formed. An increase in inertia during rotation of the ring gears 21r to 24r can be suppressed. Then, by suppressing an increase in inertia at the time of rotation of the first to fourth ring gears 21r to 24r, the time required for engaging the engaging elements is shortened, or at the time of shifting accompanied by the engaging of the engaging elements. To suppress the shock, to ensure the durability of the friction material of the engagement element, to increase the dimensions (thickness, etc.), that is, the weight and the automatic transmission associated with ensuring the strength of the first to fourth ring gears 21r to 24r 20 enlargement can be suppressed. As a result, the fuel consumption and drivability of the vehicle on which the automatic transmission 20 is mounted, the transmission performance of the automatic transmission 20 and the durability of the engagement elements of the automatic transmission 20 are improved, and the automatic transmission 20 is reduced in weight and size. can do.

  FIG. 4 is a schematic configuration diagram of a power transmission device 10B including an automatic transmission 20B as a multi-stage transmission according to another embodiment of the present invention. The power transmission device 10B shown in the figure is connected to a crankshaft of an engine (internal combustion engine) (not shown) as a drive source mounted horizontally in the front portion of the front-wheel drive vehicle and transmits power (torque) from the engine. It can be transmitted to left and right front wheels (drive wheels) (not shown). The automatic transmission 20B of the power transmission device 10B corresponds to a modification of the above-described automatic transmission 20 of the power transmission device 10 for a front-wheel drive vehicle.

  In the automatic transmission 20B shown in FIG. 4, the first carrier 21c of the first planetary gear 21 is always connected to a counter drive gear 41 as an output member. The power (torque) transmitted from the automatic transmission 20B to the counter drive gear 41 is connected to the counter driven gear 42 via the counter drive gear 41 and the counter driven gear 42 and the counter shaft 43 that mesh with the counter drive gear 41. Via a drive pinion gear (final drive gear) 44, a gear train 40 having a differential ring gear (final driven gear) 45 meshing with the drive pinion gear 44, a differential gear 50 connected to the differential ring gear 45, and a drive shaft 51. It is transmitted to the left and right front wheels. Thus, the multi-stage transmission of the present invention may be configured as a transmission mounted on a front wheel drive vehicle.

  In the above-described automatic transmissions 20 and 20B, the clutches C1 to C4 and the brakes B1 and B2 are configured as friction engagement elements (hydraulic clutches and hydraulic brakes), but at least one of them is an engagement element ( Dog clutch, dog brake). For example, in the automatic transmissions 20 and 20B, when the forward first speed to the third forward speed and the forward seventh speed to the forward tenth speed are continuously engaged, the reverse speed is formed. The brake B1 that is continuously engaged in the formation of the clutch C4 and the first forward speed and the second forward speed and is engaged in the formation of the reverse speed is configured as a dog clutch and a dog brake. Also good.

  In the automatic transmissions 20 and 20B described above, the above-described values are used as the gear ratios λ1, λ2, λ3, and λ4 in the first, second, third, and fourth planetary gears 21, 22, 23, and 24. The gear ratios λ1, λ2, λ3, and λ4 are not limited to these values.

  In the automatic transmissions 20 and 20B described above, the first to fourth planetary gears 21 to 24 are configured as single pinion type planetary gears, but at least one is configured as a double pinion type planetary gear. It may be a thing.

  Next, the multi-stage transmission of the present invention will be described.

  The multi-stage transmission of the present invention is a multi-stage transmission that shifts the power transmitted to the input member and transmits it to the output member, and is a first stage that is sequentially arranged at intervals corresponding to the gear ratio on the speed diagram. A first planetary gear having a rotating element, a second rotating element, and a third rotating element; a fourth rotating element; a fifth rotating element; and a sixth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram. A second planetary gear having a rotating element, and a third planetary gear having a seventh rotating element, an eighth rotating element, and a ninth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram. A fourth planetary gear having a tenth rotating element, an eleventh rotating element, and a twelfth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram, and the first, second, and second rotating gears, respectively. 3. When one of the rotating elements of the fourth planetary gear is connected to another rotating element or a stationary member 1, 2nd, 3rd, 4th, 5th and 6th engaging elements for releasing the connection between them, the second rotating element of the first planetary gear and the fourth planetary gear The eleventh rotating element is always connected to the output member, and the third rotating element of the first planetary gear and the fifth rotating element of the second planetary gear are always connected, and the second planetary gear is The sixth rotating element of the fourth planetary gear and the twelfth rotating element of the fourth planetary gear are always connected, and the eighth rotating element of the third planetary gear and the tenth rotating element of the fourth planetary gear are The seventh rotating element of the third planetary gear is fixedly connected to the stationary member in a non-rotatable manner, and the first engaging element is the input member and the first planetary gear of the first planetary gear. And connecting the rotating elements to each other and releasing the connection between them. The third rotating element of the first planetary gear and the fifth rotating element of the second planetary gear, which are always connected, and the ninth rotating element of the third planetary gear are connected to each other and connected to each other. The third engaging element connects the fourth rotating element of the second planetary gear and the eighth rotating element of the third planetary gear to each other and releases the connection between them, The fourth engagement element connects the eighth rotation element of the third planetary gear, the tenth rotation element of the fourth planetary gear, and the input member that are always connected to each other and the input member. And the fifth engaging element is made non-rotatable by connecting the third rotating element of the first planetary gear and the fifth rotating element of the second planetary gear that are always connected to the stationary member. Fixing and releasing the connection between them, The engaging element connects the fourth rotating element of the second planetary gear to the stationary member so as to be non-rotatable and releases the connection between the first, second, third, fourth, By selectively engaging any three of the fifth and sixth engaging elements, a forward speed and a reverse speed from the first speed to the tenth speed are formed. .

  In the multi-stage transmission of the present invention, the spread can be further increased, and by making the high speed stage higher gear (decreasing the transmission ratio) and by making the low speed stage lower gear (increasing the transmission ratio), The fuel efficiency can be improved and the acceleration performance can be improved. Further, when the third, sixth, ninth, and twelfth rotating elements are the ring gears of the first, second, third, and fourth planetary gears, the forward speed from the first speed stage to the tenth speed stage and It is possible to prevent an increase in inertia during rotation of the ring gear by preventing the ring gear having a large diameter from rotating at a high rotational speed when the reverse gear is formed. And, by suppressing the increase of inertia at the time of rotation of the ring gear, the time required for the engagement of the engagement element can be shortened, or the shock at the time of shifting accompanying the engagement of the engagement element can be suppressed, The durability of the friction material of the engaging element can be ensured satisfactorily, and the increase in dimensions (thickness, etc.), that is, the weight associated with securing the strength of the ring gear, and the overall size of the apparatus can be suppressed. As a result, in the multi-stage transmission of the present invention, the fuel efficiency, drivability of the vehicle on which the multi-stage transmission is mounted, the speed change performance of the multi-stage transmission, and the durability of the engaging elements of the multi-stage transmission are improved. Can be made lighter and more compact.

  In such a multi-stage transmission of the present invention, the forward first speed is formed by the engagement of the fourth engagement element, the fifth engagement element, and the sixth engagement element, and the first engagement element A second forward speed is formed by the engagement of the fourth engagement element and the fifth engagement element, and the engagement between the first engagement element, the fourth engagement element, and the sixth engagement element. As a result, the third forward speed is formed, and the fourth forward speed is formed by the engagement of the first engagement element, the second engagement element, and the sixth engagement element, and the first engagement. A fifth forward speed is formed by engagement of the element, the third engagement element, and the sixth engagement element, and the first engagement element, the second engagement element, and the third engagement element The forward sixth speed is formed by engagement of the first engagement element, the seventh forward speed is formed by engagement of the first engagement element, the third engagement element, and the fourth engagement element, The eighth forward speed is formed by the engagement of the first engagement element, the second engagement element, and the fourth engagement element, and the second engagement element, the third engagement element, and the second engagement element are formed. The ninth forward speed is formed by engagement with the four engagement elements, and the tenth forward speed is formed by engagement of the second engagement element, the fourth engagement element, and the sixth engagement element. In addition, a reverse gear can be formed by the engagement of the third engagement element, the fourth engagement element, and the fifth engagement element.

  In this way, by engaging any three of the first, second, third, fourth, fifth and sixth engaging elements and releasing the remaining three, A transmission that forms a plurality of shift stages by, for example, engaging two of six engagement elements and releasing the remaining four by forming forward and reverse stages up to 10th speed As compared with this, the number of engaging elements released with the formation of the transmission can be reduced. As a result, drag loss in the engagement element released with the formation of the shift stage can be reduced, and the power transmission efficiency in the multi-stage transmission can be further improved.

  In the multi-stage transmission of the present invention, the first planetary gear holds a first sun gear, a first ring gear, and a plurality of first pinion gears meshed with the first sun gear and the first ring gear, respectively, so as to rotate and revolve. A first pinion type planetary gear having a second carrier, and a second sun gear, a second ring gear, and a plurality of second gears meshing with the second sun gear and the second ring gear, respectively. A single pinion planetary gear having a second carrier that rotatably and revolves the two-pinion gear, wherein the third planetary gear includes a third sun gear, a third ring gear, the third sun gear, And a third carrier that holds a plurality of third pinion gears meshing with the third ring gear so as to rotate and revolve freely. The fourth planetary gear holds a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears that mesh with the fourth sun gear and the fourth ring gear, respectively, so as to rotate and revolve freely. And a fourth pinion planetary gear, wherein the first rotating element is the first sun gear, the second rotating element is the first carrier, and the third rotating element is the first carrier. A first ring gear, the fourth rotating element is the second sun gear, the fifth rotating element is the second carrier, the sixth rotating element is the second ring gear, and the seventh rotating element. Is the third sun gear, the eighth rotating element is the third carrier, the ninth rotating element is the third ring gear, and the tenth rotating element is the fourth sun gear. It is Ya, the eleventh rotary element is the fourth carrier, the twelfth rotary element is the fourth ring gear may be a thing.

  In this way, by configuring the first, second, third, and fourth planetary gears as single pinion type planetary gears, the meshing loss between the rotating elements is reduced, and the power transmission efficiency in the multi-stage transmission is reduced. In addition, the number of parts can be reduced and the assembly can be improved while suppressing an increase in the weight of the multi-stage transmission.

  In the multi-stage transmission according to the present invention, the output member may be an output shaft connected to the rear wheel of the vehicle via a differential gear, or power may be applied to the differential gear connected to the front wheel of the vehicle. It is also possible to be a counter drive gear included in a gear train that transmits That is, the multi-stage transmission of the present invention may be configured as a transmission mounted on a rear wheel drive vehicle or may be configured as a transmission mounted on a front wheel drive vehicle.

  Next, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the input shaft 20 i corresponds to an “input member”, the output shaft 20 o and the counter drive gear 41 correspond to an “output member”, the first planetary gear 21 corresponds to a “first planetary gear”, and The first sun gear 21s corresponds to the “first rotating element”, the first carrier 21c corresponds to the “second rotating element”, the first ring gear 21r corresponds to the “third rotating element”, and the second planetary gear 22 The second sun gear 22s corresponds to the “fourth rotating element”, the second carrier 22c corresponds to the “fifth rotating element”, and the second ring gear 22r corresponds to the “sixth rotating element”. The third planetary gear 23 corresponds to the “third planetary gear”, the third sun gear 23 s corresponds to the “seventh rotating element”, and the third carrier 23 c corresponds to the “eighth rotating element”. The third ring gear 23r corresponds to the “ninth rotating element”, The planetary gear 24 corresponds to the “fourth planetary gear”, the fourth sun gear 24s corresponds to the “tenth rotating element”, the fourth carrier 24c corresponds to the “eleventh rotating element”, and the fourth ring gear 24r “ The clutch C1 corresponds to the “first engagement element”, the clutch C2 corresponds to the “second engagement element”, and the clutch C3 corresponds to the “third engagement element”. The clutch C4 corresponds to a “fourth engagement element”, the brake B1 corresponds to a “fifth engagement element”, and the brake B2 corresponds to a “sixth engagement element”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problem should be made based on the description of the column, and the embodiment of the invention described in the column of means for solving the problem is described. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated, this invention is not limited to such embodiment at all, and it can implement with a various form in the range which does not deviate from the summary of this invention. Of course.

  The present invention can be used in the manufacturing industry of multi-stage transmissions.

  10, 10B Power transmission device, 11 Transmission case, 12 Starting device, 14o One-way clutch, 14p Pump impeller, 14s Stator, 14t Turbine runner, 15 Lock-up clutch, 16 Damper mechanism, 17 Oil pump, 20, 20B Automatic transmission, 20i input shaft, 20o output shaft, 21 first planetary gear, 21c first carrier, 21p first pinion gear, 21r first ring gear, 21s first sun gear, 22 second planetary gear, 22c second carrier, 22p second pinion gear, 22r second ring gear, 22s second sun gear, 23 third planetary gear, 23c third carrier, 23p third pinion gear, 23r third ring gear, 23s third sun gear, 24 fourth planetary gear, 24c fourth carrier, 24p 4 pinion gear, 24r 4th ring gear, 24s 4th sun gear, 40 gear train, 41 counter drive gear, 42 counter driven gear, 43 counter shaft, 44 drive pinion gear, 45 diff ring gear, 50 differential gear, 51 drive shaft, 212, 214, 224,234 connecting member, B1, B2 brake, C1, C2, C3, C4 clutch.

Claims (5)

A multi-stage transmission that shifts the power transmitted to the input member and transmits it to the output member,
A first planetary gear having a first rotating element, a second rotating element, and a third rotating element that are arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A second planetary gear having a fourth rotating element, a fifth rotating element, and a sixth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A third planetary gear having a seventh rotating element, an eighth rotating element, and a ninth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A fourth planetary gear having a tenth rotating element, an eleventh rotating element, and a twelfth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
The first, second, third, and fourth rotating elements of the first, second, third, and fourth planetary gears are connected to other rotating elements or stationary members, respectively, and the connection between them is released. , Fifth and sixth engaging elements;
With
The second rotating element of the first planetary gear and the eleventh rotating element of the fourth planetary gear are always connected to the output member;
The third rotating element of the first planetary gear and the fifth rotating element of the second planetary gear are always connected,
The sixth rotating element of the second planetary gear and the twelfth rotating element of the fourth planetary gear are always connected,
The eighth rotating element of the third planetary gear and the tenth rotating element of the fourth planetary gear are always connected,
The seventh rotating element of the third planetary gear is fixed to the stationary member so as not to rotate;
The first engaging element connects the input member and the first rotating element of the first planetary gear to each other and releases the connection between them,
The second engagement element includes the third rotation element of the first planetary gear and the fifth rotation element of the second planetary gear, which are always connected, and the ninth rotation element of the third planetary gear, Are connected to each other and disconnected from each other.
The third engaging element connects the fourth rotating element of the second planetary gear and the eighth rotating element of the third planetary gear to each other and releases the connection between them;
The fourth engagement element connects the eighth rotation element of the third planetary gear, the tenth rotation element of the fourth planetary gear, and the input member that are always connected to each other and the input member. Is released,
The fifth engagement element connects the third rotation element of the first planetary gear and the fifth rotation element of the second planetary gear, which are always connected, to the stationary member to fix the non-rotation. Disconnect
The sixth engagement element connects the fourth rotation element of the second planetary gear to the stationary member to fix the non-rotation, and releases the connection between them.
By selectively engaging any three of the first, second, third, fourth, fifth and sixth engaging elements, the forward speed from the first speed to the tenth speed And the reverse stage,
A multi-stage transmission characterized by that. The multi-stage transmission according to claim 1,
A forward first speed is formed by engagement of the fourth engagement element, the fifth engagement element, and the sixth engagement element,
A forward second speed is formed by engagement of the first engagement element, the fourth engagement element, and the fifth engagement element;
A forward third speed is formed by engagement of the first engagement element, the fourth engagement element, and the sixth engagement element,
Forward fourth speed is formed by engagement of the first engagement element, the second engagement element, and the sixth engagement element;
A forward fifth speed is formed by engagement of the first engagement element, the third engagement element, and the sixth engagement element,
A forward sixth speed is formed by engagement of the first engagement element, the second engagement element, and the third engagement element,
A forward seventh speed is formed by engagement of the first engagement element, the third engagement element, and the fourth engagement element,
The eighth forward speed is formed by the engagement of the first engagement element, the second engagement element, and the fourth engagement element,
A forward ninth speed is formed by engagement of the second engagement element, the third engagement element, and the fourth engagement element,
The forward tenth speed stage is formed by the engagement of the second engagement element, the fourth engagement element, and the sixth engagement element,
A reverse gear is formed by the engagement of the third engagement element, the fourth engagement element, and the fifth engagement element.
A multi-stage transmission characterized by that. The multi-stage transmission according to claim 1 or 2,
The first planetary gear includes a first sun gear, a first ring gear, and a first carrier that holds a plurality of first pinion gears that mesh with the first sun gear and the first ring gear, respectively, so as to rotate and revolve. It is a single pinion type planetary gear,
The second planetary gear includes a second sun gear, a second ring gear, and a second carrier that holds a plurality of second pinion gears that mesh with the second sun gear and the second ring gear, respectively, so as to rotate and revolve. It is a single pinion type planetary gear,
The third planetary gear includes a third sun gear, a third ring gear, and a third carrier that holds a plurality of third pinion gears that mesh with the third sun gear and the third ring gear, respectively, so as to rotate and revolve. It is a single pinion type planetary gear,
The fourth planetary gear includes a fourth sun gear, a fourth ring gear, and a fourth carrier that holds a plurality of fourth pinion gears that mesh with the fourth sun gear and the fourth ring gear, respectively, so as to rotate and revolve. It is a single pinion type planetary gear,
The first rotating element is the first sun gear, the second rotating element is the first carrier, and the third rotating element is the first ring gear;
The fourth rotating element is the second sun gear, the fifth rotating element is the second carrier, and the sixth rotating element is the second ring gear;
The seventh rotating element is the third sun gear, the eighth rotating element is the third carrier, and the ninth rotating element is the third ring gear;
The tenth rotating element is the fourth sun gear, the eleventh rotating element is the fourth carrier, and the twelfth rotating element is the fourth ring gear;
A multi-stage transmission characterized by that. The multi-stage transmission according to any one of claims 1 to 3,
The output member is an output shaft connected to the rear wheel of the vehicle via a differential gear.
A multi-stage transmission characterized by that. The multi-stage transmission according to any one of claims 1 to 3,
The output member is a counter drive gear included in a gear train that transmits power to a differential gear connected to a front wheel of a vehicle.
A multi-stage transmission characterized by that.

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