JP2015194234A - Multistage transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the drivability of a vehicle mounting therein a multistage transmission while ensuring the fuel economy of the vehicle, further improving the shifting performance of the multistage transmission and the durability of engagement elements of the multistage transmission, and make the multistage transmission light in weight and compact.SOLUTION: An automatic transmission 20 comprises: a composite planetary gear mechanism 25 that includes a double-pinion first planetary gear train 21 and single-pinion second to fourth planetary gear trains 22 to 24; a single-pinion second planetary gear train 22; a single-pinion third planetary gear train 23; clutches C1 to C4; and brakes B1 and B2, forms forward gear positions from first to eleventh gear positions and a reverse gear position by engaging any three engagement elements out of the clutches C1 to C4 and the brakes B1 and B2 and disengaging the remaining three engagement elements.

Description

  The present invention relates to a multi-stage transmission that shifts power transmitted from a prime mover of a vehicle to an input member and transmits the power to an output member.

  Conventionally, this type of multi-speed transmission includes four single pinion planetary gears, four clutches, and two brakes, and includes forward and reverse speeds from the first speed to the tenth speed. What is provided is known (see, for example, Patent Document 1). In such a multi-stage transmission, the higher the gear ratio of the lowest gear, the better the drivability of the vehicle in which the multi-stage transmission is installed, that is, the acceleration performance, and the lower the gear ratio of the highest gear, It is possible to improve the transmission efficiency, that is, the fuel efficiency of a vehicle equipped with a multi-stage transmission.

US Patent Application Publication No. 2012/0231917

  However, in the multi-stage transmission described in Patent Document 1, the gear ratio of the lowest gear is 4.600 and the gear ratio of the highest gear is 0.638, or the gear ratio of the lowest gear is Is 4.850, and the gear ratio of the maximum gear is 0.616, the multi-speed transmission described in this document has a higher gear ratio of the low speed and a gear ratio of the high speed. There is still room for improvement in terms of both improving the drivability of the vehicle and ensuring fuel efficiency (suppressing fuel consumption reduction) by suppressing the increase. Further, in the multi-stage transmission described in Patent Document 1, the first planetary gear (reference numeral 14) having a particularly large diameter is formed when the forward second speed to the sixth speed and the forward eighth speed to the tenth speed are formed. ) Always rotates at a high rotation speed, the inertia during the rotation of the ring gear increases. For this reason, it takes time to engage the brake or clutch (shifting time becomes long), a shock may occur at the time of shifting involving the engagement of the brake, etc., and the durability of the friction material of the brake or clutch May deteriorate.

  Therefore, the present invention achieves both improvement in drivability of a vehicle equipped with a multi-stage transmission and ensuring fuel efficiency, and further improves the shift performance of the multi-stage transmission and the durability of the engagement element. In addition, the main purpose is to reduce the weight and size of the multi-stage transmission.

  The multi-stage transmission according to the present invention adopts the following means in order to achieve the main object.

The multi-stage transmission according to the present invention is
In a multi-stage transmission that shifts the power transmitted to the input member and transmits it to the output member,
First, second, third and fourth planetary gears;
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. And fifth and sixth engaging elements,
The first planetary gear and the fourth planetary gear are arranged in order on the velocity diagram at intervals corresponding to the gear ratios of the first and fourth planetary gears. Constituting a compound planetary gear mechanism having three rotating elements and a fourth rotating element;
The second planetary gear has a fifth rotating element, a sixth rotating element, and a seventh rotating element that are arranged in order at intervals corresponding to the gear ratio on the velocity diagram,
The third planetary gear has an eighth rotation element, a ninth rotation element, and a tenth rotation element that are arranged in order at intervals corresponding to the gear ratio on the velocity diagram,
The sixth rotating element of the second planetary gear is always connected to the input member;
The second rotating element of the compound planetary gear mechanism is always connected to the output member;
The first rotating element of the compound planetary gear mechanism and the seventh element of the second planetary gear are always connected,
The third rotating element of the compound planetary gear mechanism and the tenth rotating element of the third planetary gear are always connected,
The first engaging element connects the first rotating element of the compound planetary gear mechanism and the seventh rotating element of the second planetary gear, which are always connected, and the ninth rotating element of the third planetary gear to each other. Connect and disconnect both,
The second engaging element connects the sixth 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 third engaging element connects the fifth 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 engaging element connects the fourth rotating element of the compound planetary gear mechanism and the ninth rotating element of the third planetary gear to each other, and releases the connection between them.
The fifth engaging element connects the fifth rotating element of the second planetary gear to the stationary member and fixes the non-rotatable, and releases the connection between the two,
The sixth engaging element connects the ninth rotating element of the third planetary gear to the stationary member and fixes the non-rotatable state, and releases the connection between them.
Advancement from the first speed to the eleventh speed by selectively engaging any three of the first, second, third, fourth, fifth and sixth engagement elements A step and a reverse step are formed.

  In the multi-stage transmission configured as described above, the speed ratio of the low speed stage is further increased to improve the drivability of the vehicle in which the multi-stage transmission is mounted, that is, the acceleration performance, and the speed ratio of the high speed stage is increased. It is possible to satisfactorily suppress this and to ensure good fuel efficiency of the vehicle. Further, in this multi-stage transmission, when planetary gears including ring gears are used as the first, second, third, and fourth planetary gears, the forward gear and the reverse gear from the first gear to the eleventh gear are used. It is possible to prevent an increase in inertia during rotation of the ring gear by preventing the ring gear having a particularly large diameter from rotating at a high rotational speed during formation. As a result, the time required for engaging the engaging element is shortened, the occurrence of shock at the time of shifting accompanied by the engagement of the engaging element is suppressed, and the durability of the friction material of the engaging element is improved. Can be secured. In addition, by reducing the inertia at the time of rotation of the ring gear, it is possible to suppress an increase in dimensions (thickness, etc.), that is, a weight associated with securing the strength of the ring gear, and an increase in the size of the multi-stage transmission. As a result, in the multi-stage transmission according to the present invention, the improvement of the drivability of the vehicle on which the multi-stage transmission is mounted and the securing of the fuel efficiency are achieved, and the speed change performance of the multi-stage transmission and the engagement elements are improved. It is possible to further improve the durability and reduce the weight and size of the multi-stage transmission.

1 is a schematic configuration diagram of a power transmission device including a multi-stage transmission according to an embodiment of the present invention. FIG. 2 is a velocity diagram showing a ratio of a rotational speed of each rotary element to an input rotational speed in the multi-stage transmission of FIG. 1. FIG. 2 is an operation table showing the relationship between each shift stage and the operation states of clutches and brakes in the multi-stage transmission of FIG. 1. It is a schematic block diagram of the power transmission device containing the multistage transmission which concerns on other embodiment of this invention. FIG. 5 is a velocity diagram showing a ratio of a rotational speed of each rotary element to an input rotational speed in the multi-stage transmission of FIG. 4. It is a schematic block diagram of the power transmission device containing the multi-stage transmission which concerns on other embodiment of this invention. FIG. 7 is a velocity diagram showing a ratio of a rotational speed of each rotary element to an input rotational speed in the multi-stage transmission of FIG. 6. It is a schematic block diagram of the power transmission device containing the multistage transmission which concerns on other embodiment of this invention. It is a schematic block diagram of the power transmission device containing the multistage transmission which concerns on other embodiment of this invention. It is a schematic block diagram of the power transmission device containing the multistage transmission which concerns on other embodiment of this invention.

  Next, the form for implementing this invention is demonstrated, referring drawings.

  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 these drawings 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 illustrated, the power transmission device 10 includes a transmission case (stationary member) 11 and a starting device in addition to the automatic transmission 20 that shifts the power transmitted from the engine to the input shaft 20i and transmits the power to the output shaft 20o. (Fluid transmission device) 12, oil pump 17 and the like are included.

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

  The oil pump 17 includes a pump assembly including 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 and single pinion type first planetary gear 21 and single pinion type fourth planetary gear arranged in the axial direction of the automatic transmission 20 (input shaft 20i and output shaft 20o). 24, a compound planetary gear mechanism 25 configured in combination with a single pinion type second planetary gear 22, and a single pinion type third planetary gear 23. Further, the automatic transmission 20 includes a clutch C1 (first clutch) as a first engagement element and a clutch C2 (second clutch) as a 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, And a brake B2 (second brake) as a sixth engagement element.

  In the present embodiment, the compound planetary gear mechanism 25, the second planetary gear 22, and the third planetary gear 23 are supplied from the starting device 12, that is, the engine side (left side in FIG. 1), to the second planetary gear 22 and the third planetary gear 23. The compound planetary gear mechanism 25, that is, the second planetary gear 22, the third planetary gear 23, the single pinion type fourth planetary gear 24 constituting the compound planetary gear mechanism 25, and the single pinion type constituting the compound planetary gear mechanism 25. The first planetary gears 21 are arranged in the transmission case 11 so as to be arranged in this order.

  The first planetary gear 21 constituting the compound planetary gear mechanism 25 includes a first sun gear 21s that is an external gear, a first ring gear 21r that is an internal gear arranged concentrically with the first sun gear 21s, respectively. A plurality of first pinion gears 21p meshing with one sun gear 21s and a first ring gear 21r, and a first carrier 21c holding the plurality of first pinion gears 21p so as to be rotatable (rotatable) and revolved freely. In the present embodiment, the gear ratio λ1 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) is set to λ1 = 0.580, for example.

  The fourth planetary gear 24 constituting the compound planetary gear mechanism 25 includes a fourth sun gear 24s that is an external gear, a fourth ring gear 24r that is an internal gear arranged concentrically with the fourth sun gear 24s, respectively. A plurality of fourth pinion gears 24p meshing with the four sun gears 24s and the fourth ring gear 24r, and a fourth carrier 24c that holds the plurality of fourth pinion gears 24p so that they can rotate (rotate) and revolve freely. In the present embodiment, the gear ratio λ4 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) is set to λ4 = 0.400, for example.

  As shown in FIG. 1, the first carrier 21c of the first planetary gear 21 and the fourth sun gear 24s of the fourth planetary gear 24 are always connected via a connecting member, and always rotate integrally (and coaxially). Stop. The first carrier 21c and the fourth sun gear 24s are always connected (fixed) to the output shaft 20o of the automatic transmission 20. The first ring gear 21r of the first planetary gear 21 and the fourth carrier 24c of the fourth planetary gear 24 are always connected via a connecting member, and always rotate or stop integrally (and coaxially). Thus, the compound planetary gear mechanism 25 is always connected to the first sun gear 21s of the first planetary gear 21, the first carrier 21c of the first planetary gear 21 that is always connected, and the fourth sun gear 24s of the fourth planetary gear 24. The first planetary gear 21 has four rotating elements, namely, a first ring gear 21r and a fourth carrier 24c of the fourth planetary gear 24, and a fourth ring gear 24r of the fourth planetary gear 24.

  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 that they can rotate (rotate) and revolve freely. In the present embodiment, the gear ratio λ2 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) is set to λ2 = 0.320, for example. As shown in FIG. 1, the second carrier 22 c of the second planetary gear 22 is always connected (fixed) to the input shaft 20 i of the automatic transmission 20. The second ring gear 22r of the second planetary gear 22 is always connected to the first sun gear 21s of the double first planetary gear 21 via a connecting member, and always rotates integrally (and coaxially) with the first sun gear 21s. Or stop.

  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 that they can rotate (rotate) and revolve freely. In the present embodiment, the gear ratio λ3 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) is set to λ3 = 0.270, for example. As shown in FIG. 1, the third ring gear 23r of the third planetary gear 23 is always connected to the first ring gear 21r of the first planetary gear 21 and the fourth carrier 24c of the fourth planetary gear 24 via a connecting member. Thus, the first ring gear 21r and the fourth carrier 24c are always rotated or stopped integrally (and coaxially).

  The clutch C1 connects the first sun gear 21s of the first planetary gear 21 and the second ring gear 22r of the second planetary gear 22 and the third carrier 23c of the third planetary gear 23 that are always connected to each other. Disconnect the connection. The clutch C2 connects and disconnects the second carrier 22c of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 from each other. The clutch C3 connects and disconnects the second sun gear 22s of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 from each other. The clutch C4 connects the third carrier 23c of the third planetary gear 23 and the fourth ring gear 24r of the fourth planetary gear 24 to each other and releases the connection between them. The clutches C1 and C4 are disposed between the third planetary gear 23 and the fourth planetary gear 24, for example. The clutches C2 and C3 are disposed between the starting device 12 and the second planetary gear 22, for example.

  The brake B1 fixes (connects) the second sun gear 22s, which can be fixed to the second planetary gear 22, to the transmission case 11 as a stationary member in a non-rotatable manner, and the second sun gear 22s to the transmission case 11. And free to rotate. The brake B2 fixes (connects) a third carrier 23c, which is a fixable element of the third planetary gear 23, to the transmission case 11 as a stationary member so as not to rotate, and transmits the third carrier 23c as a stationary member. The case 11 is free to rotate. The brake B1 is disposed, for example, between the starting device 12 and the second planetary gear 22, and the brake B2 is disposed, for example, between the second planetary gear 22 and the third planetary gear 23.

  In this 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) A multi-plate friction type hydraulic clutch (friction engagement element) having a hydraulic servo composed of a separator plate), an engagement oil chamber to which hydraulic oil is supplied, a centrifugal oil pressure cancellation chamber, and the like are employed. 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 of the input shaft 20i (input rotational speed) in the automatic transmission 20 (however, the rotational speed of the input shaft 20i, that is, the second carrier 22c). Is the value 1. The same applies hereinafter.) FIG. 3 is an operation table showing the relationship between the respective shift stages of the automatic transmission 20 and the operation states of the clutches C1 to C4 and the brakes B1 and B2.

  As shown in FIG. 2, the four rotating elements of the compound planetary gear mechanism 25, that is, the first sun gear 21 s of the first planetary gear 21, the first carrier 21 c of the first planetary gear 21 that is always connected, and the fourth planetary gear. The fourth sun gear 24s of 24, the first ring gear 21r of the first planetary gear 21 and the fourth carrier 24c of the fourth planetary gear 24 that are always connected, and the fourth ring gear 24r of the fourth planetary gear 24 are shown in this order. A speed diagram of the compound planetary gear mechanism 25 at an interval corresponding to the gear ratio λ1 of the first planetary gear 21 of the single pinion type and the gear ratio λ4 of the fourth planetary gear 24 of the single pinion type from the middle left side (FIG. 2). On the left side (speed diagram). In accordance with the arrangement order in the speed diagram, in the present invention, the first sun gear 21s is used as the first rotation element of the automatic transmission 20, and the first carrier 21c and the fourth sun gear 24s are used as the second rotation of the automatic transmission 20. The first ring gear 21r and the fourth carrier 24c are the third rotating element of the automatic transmission 20, and the fourth ring gear 24r is the fourth rotating element of the automatic transmission 20. Therefore, the compound planetary gear mechanism 25 includes the first rotating element, the second rotating element, the third rotating element, and the first rotating element of the automatic transmission 20 that are arranged in order on the speed diagram at intervals corresponding to the gear ratios λ1 and λ4. It has 4 rotating elements.

  Further, 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 velocity 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 figure at an interval corresponding to the gear ratio λ2 on the central speed diagram). According to the arrangement order in the speed diagram, in the present invention, the second sun gear 22s is the fifth rotating element of the automatic transmission 20, the second carrier 22c is the sixth rotating element of the automatic transmission 20, and the second The ring gear 22r is the seventh rotating element of the automatic transmission 20. Therefore, the second planetary gear 22 has the fifth rotation element, the sixth rotation element, and the seventh rotation element of the automatic transmission 20 that are arranged in order at intervals according 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). On the right speed diagram), 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 figure at intervals corresponding to the gear ratio λ3. According to the arrangement order in the speed diagram, in the present invention, the third sun gear 23s is the eighth rotating element of the automatic transmission 20, the third carrier 23c is the ninth rotating element of the automatic transmission 20, and the third The ring gear 23r is the tenth rotating element of the automatic transmission 20. Therefore, the third planetary gear 23 has the eighth rotation element, the ninth rotation element, and the tenth rotation element of the automatic transmission 20 that are arranged in order at intervals according to the gear ratio λ3 on the velocity diagram.

  In the automatic transmission 20, the clutches C <b> 1 to C <b> 4 and the brakes B <b> 1 and B <b> 2 are engaged or released as shown in FIG. 3 to change the connection relationship of the first to tenth rotating elements described above. Between 20i and the output shaft 20o, 11 power transmission paths in the forward rotation direction and one in the reverse rotation direction, that is, the forward speed and the reverse speed from the first speed to the eleventh speed can be formed. .

  Specifically, the forward first speed is formed by engaging the clutches C2 and C3 and the brake B2 and releasing the remaining clutches C1 and C4 and the brake B1. That is, when the first forward speed is established, the second carrier 22c of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other by the clutch C2, and the second planetary gear is connected by the clutch C3. The second sun gear 22s of the gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other, and the third carrier 23c of the third planetary gear 23 is fixed to the transmission case 11 so as not to rotate by the brake B2. Is done. In the present embodiment (when the gear ratios of the first to fourth planetary gears 21 to 24 are λ1 = 0.580, λ2 = 0.320, λ3 = 0.270, λ4 = 0.400, 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 = 5.097.

  The second forward speed is formed by engaging the clutch C2 and the brakes B1 and B2 and releasing the remaining clutches C1, C3, and C4. That is, when the second forward speed is established, the second carrier 22c of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other by the clutch C2, and the second planetary gear is further connected by the brake B1. The second sun gear 22s of the gear 22 is fixed to the transmission case 11 so as not to rotate, and the third carrier 23c of the third planetary gear 23 is fixed to the transmission case 11 so as not to rotate by the brake B2. In the present embodiment, the gear ratio γ2 at the second forward speed is γ2 = 3.188. The step ratio between the first forward speed and the second forward speed is γ1 / γ2 = 1.599.

  The third forward speed is formed by engaging the clutch C3 and the brakes B1 and B2 and releasing the remaining clutches C1, C2, and C4. That is, when the third forward speed is established, the second sun gear 22s of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other by the clutch C3, and further, the second planetary gear by the brake B1. The second sun gear 22s of the gear 22 is fixed to the transmission case 11 so as not to rotate, and the third carrier 23c of the third planetary gear 23 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 = 2.064. The step ratio between the second forward speed and the third forward speed is γ2 / γ3 = 1.545.

  The fourth forward speed is formed by engaging the clutch C4 and the brakes B1 and B2 and releasing the remaining clutches C1, C2, and C3. That is, when the fourth forward speed is established, the third carrier 23c of the third planetary gear 23 and the fourth ring gear 24r of the fourth planetary gear 24 are connected to each other by the clutch C4, and further, the second planetary gear by the brake B1. The second sun gear 22s of the gear 22 is fixed to the transmission case 11 so as not to rotate, and the third carrier 23c of the third planetary gear 23 is fixed to the transmission case 11 so as not to rotate by the brake B2. In the present embodiment, the gear ratio γ4 at the fourth forward speed is γ4 = 1.661. The step ratio between the third forward speed and the fourth forward speed is γ3 / γ4 = 1.221.

  The fifth forward speed is formed by engaging the clutches C3 and C4 and the brake B2 and releasing the remaining clutches C1 and C2 and the brake B1. That is, when the fifth forward speed is established, the second sun gear 22s of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other by the clutch C3, and the third planetary gear is connected by the clutch C4. The third carrier 23c of the gear 23 and the fourth ring gear 24r of the fourth planetary gear 24 are connected to each other, and the third carrier 23c of the third planetary gear 23 is fixed to the transmission case 11 so as not to rotate by the brake B2. Is done. In the present embodiment, the gear ratio γ5 at the fifth forward speed is γ5 = 1.434. The step ratio between the fourth forward speed and the fifth forward speed is γ4 / γ5 = 1.179.

  The sixth forward speed is formed by engaging the clutches C3 and C4 and the brake B1 and releasing the remaining clutches C1 and C2 and the brake B2. That is, when the sixth forward speed is established, the second sun gear 22s of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other by the clutch C3, and the third planetary gear is connected by the clutch C4. The third carrier 23c of the gear 23 and the fourth ring gear 24r of the fourth planetary gear 24 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 B1. Is done. In the present embodiment, the gear ratio γ6 at the sixth forward speed is γ6 = 1.212. The step ratio between the fifth forward speed and the sixth forward speed is γ5 / γ6 = 1.184.

  The seventh forward speed is formed by engaging the clutches C2, C3, and C4 and releasing the remaining clutch C1 and the brakes B1 and B2. That is, when the seventh forward speed is established, the second carrier 22c of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other by the clutch C2, and the second planetary gear 22 is connected to the clutch C3. The second sun gear 22s and the third sun gear 23s 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 ring gear 24r of the fourth planetary gear 24 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 between the sixth forward speed and the seventh forward speed is γ6 / γ7 = 1.111.

  The eighth forward speed is formed by engaging the clutches C2 and C4 and the brake B1, and releasing the remaining clutches C1 and C3 and the brake B2. That is, when the eighth forward speed is established, the second carrier 22c of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other by the clutch C2, and the third planetary gear is connected by the clutch C4. The third carrier 23c of the gear 23 and the fourth ring gear 24r of the fourth planetary gear 24 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 B1. Is done. In the present embodiment, the gear ratio γ8 at the eighth forward speed is γ8 = 0.833. The step ratio between the seventh forward speed and the eighth forward speed is γ7 / γ8 = 1.200.

  The ninth forward speed is formed by engaging the clutches C1, C4 and the brake B1, and releasing the remaining clutches C2, C3 and the brake B2. That is, when the ninth forward speed is established, the first sun gear 21s of the first planetary gear 21 and the second ring gear 22r of the second planetary gear 22 and the third carrier 23c of the third planetary gear 23 are mutually connected by the clutch C1. The third carrier 23c of the third planetary gear 23 and the fourth ring gear 24r of the fourth planetary gear 24 are connected to each other by the clutch C4, and the second sun gear 22s of the second planetary gear 22 is further connected to the brake B1. Is fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γ9 at the ninth forward speed is γ9 = 0.758. The step ratio between the eighth forward speed and the ninth forward speed is γ8 / γ9 = 1.100.

  The tenth forward speed is formed by engaging the clutches C1 and C2 and the brake B1 and releasing the remaining clutches C3 and C4 and the brake B2. That is, when the forward tenth speed is established, the first sun gear 21s of the first planetary gear 21 and the second ring gear 22r of the second planetary gear 22 and the third carrier 23c of the third planetary gear 23 are mutually connected by the clutch C1. In addition, the second carrier 22c of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other by the clutch C2, and the second sun gear 22s of the second planetary gear 22 is further connected to the brake B1. Is 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 = 0.727. The step ratio between the ninth forward speed and the tenth forward speed is γ9 / γ10 = 1.041.

  The eleventh forward speed is formed by engaging the clutches C1 and C3 and the brake B1 and releasing the remaining clutches C3 and C4 and the brake B2. That is, when the forward eleventh speed is formed, the first sun gear 21s of the first planetary gear 21 and the second ring gear 22r of the second planetary gear 22 and the third carrier 23c of the third planetary gear 23 are mutually connected by the clutch C1. The second sun gear 22s of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other by the clutch C3, and the second sun gear 22s of the second planetary gear 22 is further connected by the brake B1. Is fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γ11 at the eleventh forward speed is γ11 = 0.647. The step ratio between the 10th forward speed and the 11th forward speed is γ10 / γ11 = 1.124. 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 γ11 at the eleventh speed, which is the highest speed, is γ1 / γ10 = 7. .877.

  The reverse gear is formed by engaging the clutches C1 and C2 and the brake B2 and releasing the remaining clutches C3 and C4 and the brake B1. That is, when the reverse gear is formed, the first sun gear 21s of the first planetary gear 21 and the second ring gear 22r 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 C1. At the same time, the second carrier 22c of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 are connected to each other by the clutch C2, and the third carrier 23c of the third planetary gear 23 is further connected to the transmission case by the brake B2. 11 is fixed so as not to rotate. In the present embodiment, the gear ratio γrev in the reverse speed is γrev = −5.852. Further, the step ratio between the first forward speed and the reverse speed is | γrev / γ1 | = 1.148.

  As described above, according to the automatic transmission 20, the forward speed and the reverse speed from the first speed to the eleventh speed can be provided by engaging / disengaging the clutches C1 to C4 and the brakes B1 and B2. As a result, in the automatic transmission 20, the spread can be made relatively large (7.877 in the present embodiment), so that the speed ratio of the low speed stage is made larger and the vehicle in which the automatic transmission 20 is mounted is installed. It is possible to further improve drivability, that is, acceleration performance and the like, and to appropriately suppress the increase in the gear ratio of the high speed stage and to ensure good fuel efficiency of the vehicle (good suppression of fuel consumption). . Further, by making the spread relatively large, the step ratio can be optimized (suppressing the increase) to further improve the shift feeling. Therefore, in this automatic transmission 20, it is possible to improve the shift feeling while achieving both improvement in drivability of the vehicle in which the automatic transmission 20 is mounted and ensuring fuel efficiency.

  Further, in the automatic transmission 20, the first forward 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. To 11th forward speed and reverse speed are formed. Thus, for example, as compared with a transmission that forms a plurality of shift stages by engaging two of the six clutches and brakes and releasing the remaining four, it is released as the shift stages are formed. The number of engaging elements can be reduced. As a result, drag loss due to slight contact between members of the engagement element released with the formation of the shift stage is reduced, and the power transmission efficiency in the automatic transmission 20, that is, the fuel consumption of the vehicle is further improved. It becomes possible to make it.

  Further, in the automatic transmission 20, planetary gears including the first, second, third, or 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 24r are configured so that the first to fourth ring gears 21r to 24r do not rotate at a high rotational speed when the forward gear and the reverse gear from the first gear to the eleventh gear are formed. An increase in inertia during rotation (equivalent inertia with respect to the input shaft 20i) can be suppressed. Thereby, while shortening the time which engagement of each clutch C1-C4 and brake B1, B2 shortens, generation | occurrence | production of the shock at the time of the gear shift accompanying engagement of each clutch C1-C4 and brake B1, B2 is suppressed, Furthermore, it is possible to satisfactorily ensure the durability of the friction materials of the clutches C1 to C4 and the brakes B1 and B2, that is, the friction plates and the separator plates. In addition, by reducing the inertia at the time of rotation of the first to fourth ring gears 21r to 24r, the size (thickness, etc.) associated with securing the strength of the first to fourth ring gears 21r to 24r, that is, an increase in weight or automatic transmission An increase in size of 20 can be suppressed. As a result, in the automatic transmission 20, the speed change performance and the durability of the clutches C1 to C4 and the brakes B1 and B2 can be further improved, and the entire apparatus can be reduced in weight and size.

  Further, by making the first, second, third and fourth planetary gears 21, 22, 23, and 24 into single pinion type planetary gears, compared to the case where these are made into double pinion type planetary gears, for example, While reducing the meshing loss between the rotating elements in the first, second, third and fourth planetary gears 21, 22, 23, 24, the power transmission efficiency in the automatic transmission 20, that is, the fuel efficiency of the vehicle is further improved. It is possible to further improve the assemblability while reducing the number of parts and suppressing the weight increase of the automatic transmission 20.

  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, and FIG. 5 is a rotational speed of the input shaft 20i in the automatic transmission 20B. It is a speed diagram which shows ratio of the rotational speed of each rotation element with respect to (input rotational speed). The automatic transmission 20B of the power transmission device 10B shown in FIG. 4 corresponds to the automatic transmission 20 described above in which the compound planetary gear mechanism 25 is replaced with a so-called SS-RC type compound planetary gear mechanism 25B. As described above, also in the automatic transmission 20B employing the SS-RC type compound planetary gear mechanism 25B, it is possible to reduce the number of parts and further improve the assemblability while suppressing the weight increase of the automatic transmission 20B. It becomes.

  As shown in FIG. 4, in the automatic transmission 20B, the first sun gear 21s of the first planetary gear 21 and the fourth sun gear 24s of the fourth planetary gear 24 are always connected via a connecting member. Rotate or stop as one (and coaxial). The first ring gear 21r of the first planetary gear 21 and the fourth carrier 24c of the fourth planetary gear 24 are always connected via a connecting member, and always rotate or stop integrally (and coaxially). Thus, the compound planetary gear mechanism 25B is always connected to the first sun gear 21s of the first planetary gear 21 and the fourth sun gear 24s of the fourth planetary gear 24, and the first carrier 21c of the first planetary gear 21, which are always connected. The first planetary gear 21 has four rotating elements, namely, a first ring gear 21r and a fourth carrier 24c of the fourth planetary gear 24, and a fourth ring gear 24r of the fourth planetary gear 24.

  The first sun gear 21s and the fourth sun gear 24s that are always connected to the compound planetary gear mechanism 25B are always connected to the second ring gear 22r of the second planetary gear 22 via a connecting member, and are connected to the second ring gear 22r. It always rotates or stops integrally (and coaxial). The first ring gear 21r and the fourth carrier 24c that are always connected to the compound planetary gear mechanism 25B are always connected to the third ring gear 23r of the third planetary gear 23 via a connecting member, and are always integrated with the third ring gear 23r. Rotate or stop (and coaxial). Further, the first carrier 21c of the compound planetary gear mechanism 25B is always connected (fixed) to the output shaft 20o. In the automatic transmission 20B, the clutch C1 includes the first sun gear 21s and the fourth sun gear 24s of the compound planetary gear mechanism 25B that are always connected, the second ring gear 22r of the second planetary gear 22, and the third planetary gear 23. The third carrier 23c is connected to each other and the connection between both is released.

  As shown in FIG. 5, four rotating elements of the compound planetary gear mechanism 25B, that is, the first sun gear 21s of the first planetary gear 21 that is always connected, the fourth sun gear 24s of the fourth planetary gear 24, and the first planetary gear. 21, the first ring gear 21r of the first planetary gear 21 and the fourth carrier 24c of the fourth planetary gear 24, and the fourth ring gear 24r of the fourth planetary gear 24 are connected in this order. 5 is a velocity diagram of the compound planetary gear mechanism 25B at intervals corresponding to the gear ratio λ1 of the single-pinion type first planetary gear 21 and the gear ratio λ4 of the single-pinion type fourth planetary gear 24 from the left side in FIG. 5 on the left side velocity diagram). According to the arrangement order in the speed diagram, in the present invention, the first sun gear 21s and the fourth sun gear 24s are used as the first rotating element of the automatic transmission 20B, and the first carrier 21c is used as the second rotation of the automatic transmission 20B. The first ring gear 21r and the fourth carrier 24c are the third rotating elements of the automatic transmission 20B, and the fourth ring gear 24r is the fourth rotating element of the automatic transmission 20B. Therefore, the compound planetary gear mechanism 25B includes the first rotation element, the second rotation element, the third rotation element, and the second rotation element of the automatic transmission 20B that are sequentially arranged on the speed diagram at intervals according to the gear ratios λ1 and λ4. It has 4 rotating elements.

  In the automatic transmission 20B configured as described above, the gear ratios of the first to fourth planetary gears 21, 22, 23, and 24 are λ1 = 0.580, λ2 = 0.320, λ3 = 0.270, λ4 = By setting the speed to 0.400, the gear ratio and the like from the first forward speed to the eleventh speed and the reverse speed can be the same as those of the automatic transmission 20 described above (see FIG. 3). In the automatic transmission 20B configured as described above, it is possible to obtain the same operational effects as those of the automatic transmission 20.

  FIG. 6 is a schematic configuration diagram of a power transmission device 10C including an automatic transmission 20C as a multi-stage transmission according to still another embodiment of the present invention, and FIG. 7 is a diagram illustrating rotation of an input shaft 20i in the automatic transmission 20C. It is a speed diagram which shows ratio of the rotational speed of each rotation element with respect to speed (input rotational speed). The automatic transmission 20C of the power transmission device 10C shown in FIG. 6 includes a compound planetary gear mechanism 25 in the above-described automatic transmission 20, which includes a single pinion type first planetary gear 21 and a double pinion type fourth planetary gear 24C. This is equivalent to a so-called SS-CR type compound planetary gear mechanism 25C. Thus, also in the automatic transmission 20C employing the SS-CR type compound planetary gear mechanism 25C, it is possible to reduce the number of parts and further improve the assembly while suppressing the weight increase of the automatic transmission 20C. It becomes. The fourth planetary gear 24C has a fourth sun gear 24s, a fourth ring gear 24r, a plurality of pinion gears 241p that mesh with the fourth sun gear 24s, and a plurality of pinion gears 241p and a fourth ring gear 24r that respectively mesh with the fourth sun gear 24s. Pinion gear 242p, and a fourth carrier 24c that holds a plurality of pairs of pinion gears 241p and 242p so as to rotate and revolve freely.

  As shown in FIG. 6, in the automatic transmission 20C, the first sun gear 21s of the first planetary gear 21 and the fourth sun gear 24s of the fourth planetary gear 24C are always connected via a connecting member. Rotate or stop as one (and coaxial). The first carrier 21c of the first planetary gear 21 and the fourth ring gear 24r of the fourth planetary gear 24C are always connected via a connecting member, and always rotate or stop integrally (and coaxially). Thereby, the compound planetary gear mechanism 25C includes the first sun gear 21s of the first planetary gear 21 and the fourth sun gear 24s of the fourth planetary gear 24C that are always connected, and the first carrier 21c of the first planetary gear 21 that is always connected. And the fourth ring gear 24r of the fourth planetary gear 24C, the first ring gear 21r of the first planetary gear 21, and the fourth carrier 24c of the fourth planetary gear 24C.

  The first sun gear 21s and the fourth sun gear 24s that are always connected to the compound planetary gear mechanism 25C are always connected to the second ring gear 22r of the second planetary gear 22 via a connecting member, and are connected to the second ring gear 22r. It always rotates or stops integrally (and coaxial). The first carrier 21c and the fourth ring gear 24r that are always connected to the compound planetary gear mechanism 25C are always connected (fixed) to the output shaft 20o. Further, the first ring gear 21r of the compound planetary gear mechanism 25C is always connected to the third ring gear r of the third planetary gear 23 via a connecting member, and always rotates or coaxially with the third ring gear 23r. Stop. In the automatic transmission 20C, the clutch C1 includes the first sun gear 21s and the fourth sun gear 24s of the compound planetary gear mechanism 25C that are always connected, the second ring gear 22r of the second planetary gear 22, and the third planetary gear 23. The clutch C4 connects the third carrier 23c to each other and releases the connection between them. The clutch C4 connects the fourth carrier 24c of the compound planetary gear mechanism 25C and the third carrier 23c of the third planetary gear 23 to each other. It connects and cancels both connections.

  As shown in FIG. 7, the four rotating elements of the compound planetary gear mechanism 25C, that is, the first sun gear 21s of the first planetary gear 21 that is always connected and the fourth sun gear 24s of the fourth planetary gear 24C are always connected. The first carrier 21c of the first planetary gear 21, the fourth ring gear 24r of the fourth planetary gear 24C, the first ring gear 21r of the first planetary gear 21, and the fourth carrier 24c of the fourth planetary gear 24C are shown in this order. 7 is a velocity diagram of the compound planetary gear mechanism 25C with an interval corresponding to the gear ratio λ1 of the first planetary gear 21 of the single pinion type and the gear ratio λ4 of the fourth planetary gear 24C of the double pinion type from the left side in FIG. 5 on the left side velocity diagram). According to the arrangement order in the speed diagram, in the present invention, the first sun gear 21s and the fourth sun gear 24s are used as the first rotating element of the automatic transmission 20C, and the first carrier 21c and the fourth ring gear 24r are used as the automatic transmission. The second rotating element of 20C is used, the first ring gear 21r is the third rotating element of the automatic transmission 20C, and the fourth carrier 24c is the fourth rotating element of the automatic transmission 20C. Accordingly, the compound planetary gear mechanism 25C has the first rotation element, the second rotation element, the third rotation element, and the second rotation element of the automatic transmission 20C that are sequentially arranged at intervals according to the gear ratios λ1 and λ4 on the speed diagram. It has 4 rotating elements.

  In the automatic transmission 20B configured as described above, the gear ratios of the first to fourth planetary gears 21, 22, 23, and 24C are λ1 = 0.580, λ2 = 0.320, λ3 = 0.270, and λ4 = By setting the value to 0.448, the gear ratio and the like from the first forward speed to the eleventh speed and the reverse speed can be the same as those of the automatic transmission 20 described above (see FIG. 3). In the automatic transmission 20C configured as described above, it is possible to obtain the same operational effects as those of the automatic transmission 20.

  8 to 10 are schematic configuration diagrams of power transmission devices 10D, 10E, and 10F including automatic transmissions 20D, 20E, and 20F as multi-stage transmissions according to other embodiments of the present invention. The power transmission devices 10D, 10E, and 10F shown in these drawings are connected to a crankshaft of an engine (internal combustion engine) (not shown) that is mounted horizontally on the front portion of the front wheel drive vehicle and power (torque) from the engine. Can be transmitted to left and right front wheels (drive wheels) (not shown). The automatic transmission 20D of the power transmission device 10D corresponds to a modification of the automatic transmission 20 described above for a front-wheel drive vehicle. The automatic transmission 20E of the power transmission device 10E corresponds to a modification of the above-described automatic transmission 20B for a front wheel drive vehicle. Further, the automatic transmission 20F of the power transmission device 10F corresponds to a modification of the above-described automatic transmission 20C for a front wheel drive vehicle.

  In the automatic transmission 20D, the first carrier 21c and the fourth sun gear 24s of the compound planetary gear mechanism 25 are always connected to the counter drive gear 41 as an output member. In the automatic transmission 20E, the first carrier of the compound planetary gear mechanism 25 is connected. 21c is always connected to a counter drive gear 41 as an output member. In the automatic transmission 20F, the first carrier 21c and the fourth ring gear 24r of the compound planetary gear mechanism 25 are always connected to the counter drive gear 41 as an output member. . The power (torque) transmitted from the automatic transmissions 20D, 20E, and 20F to the counter drive gear 41 as an output member is added to the counter drive gear 41, the counter driven gear 42 that meshes with the counter drive gear 41, and the counter shaft 43. A gear train 40 including a drive pinion gear (final drive gear) 44 coupled to the counter driven gear 42 and a differential ring gear (final driven gear) 45 meshing with the drive pinion gear 44, and a differential gear 50 coupled to the differential ring gear 45; And transmitted to the left and right front wheels via the drive shaft 51. Thus, the multi-stage transmission according to the present invention may be configured as a transmission mounted on a front wheel drive vehicle.

  In the above-described automatic transmissions 20 to 20F, at least one of the clutches C1 to C4 and the brakes B1 and B2 may be a meshing engagement element such as a dog clutch or a dog brake. For example, in the automatic transmissions 20 to 20F, the clutch C1 that is continuously engaged when the ninth forward speed is established from the ninth forward speed and the ninth forward speed is established when the fourth forward speed is established. A dog clutch may be employed as the clutch C4 engaged and the brake B2 continuously engaged in forming the first forward speed to the fifth forward speed. In the automatic transmissions 20 to 20F, the gear ratios λ1 to λ4 in the first to fourth planetary gears 21, 22, 23 and 24, 24C are not limited to those exemplified in the above description. Furthermore, in the automatic transmissions 20 to 20F, at least one of the first, second, and third planetary gears 21, 22, and 23 may be a double pinion type planetary gear, and the compound planetary gear mechanism 25 may be a Simpson type, for example, It may be replaced with another compound planetary gear mechanism such as Ravigneaux type.

  As described above, the multi-stage transmission according to the present invention is a multi-stage transmission that shifts the power transmitted to the input member and transmits the power to the output member. The first, second, third, and fourth planetary gears, 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, and the first planetary gear and the fourth planetary gear are in order at intervals corresponding to the gear ratio of the first and fourth planetary gears on the velocity diagram. Are composed of a first planetary gear mechanism having a first rotation element, a second rotation element, a third rotation element, and a fourth rotation element, and the second planetary gear has an interval corresponding to a gear ratio on a velocity diagram. 5th rotation element, 6th rotation element, and 7th rotation required The third planetary gear has an eighth rotation element, a ninth rotation element, and a tenth rotation element that are arranged in order at intervals corresponding to the gear ratio on the velocity diagram, and the second planetary gear. The sixth rotating element of the gear is always connected to the input member, the second rotating element of the compound planetary gear mechanism is always connected to the output member, and the first rotating element of the compound planetary gear mechanism is connected to the first rotating element of the compound planetary gear mechanism. The seventh element of the second planetary gear is always connected to the seventh planetary gear mechanism, the third rotating element of the compound planetary gear mechanism and the tenth rotating element of the third planetary gear are always connected, and the first planetary gear is connected to the first planetary gear. The engaging element connects the first rotating element and the seventh rotating element of the second planetary gear, and the ninth rotating element of the third planetary gear, which are always connected to each other, and the ninth rotating element of the third planetary gear. The connection between the two is released, and the second engagement element is The sixth rotating element of the second planetary gear and the eighth rotating element of the third planetary gear are connected to each other and are disconnected from each other. The third engaging element is connected to the second planetary gear. The fifth rotation element of the third planetary gear and the eighth rotation element of the third planetary gear are connected to each other and the connection therebetween is released, and the fourth engagement element is the fourth rotation of the compound planetary gear mechanism. Connecting the element and the ninth rotating element of the third planetary gear to each other and releasing the connection therebetween, and the fifth engaging element is configured to connect the fifth rotating element of the second planetary gear to the stationary member. The sixth engagement element connects the ninth rotating element of the third planetary gear to the stationary member and fixes the non-rotatable connection. In addition, the connection between the two is canceled, and the first, second, third, A forward stage and a reverse stage from the first speed stage to the eleventh speed stage are formed by selectively engaging any three of the fifth and sixth engaging elements. To do.

  In the multi-stage transmission configured as described above, the speed ratio of the low speed stage is further increased to improve the drivability of the vehicle in which the multi-stage transmission is mounted, that is, the acceleration performance, and the speed ratio of the high speed stage is increased. It is possible to satisfactorily suppress this and to ensure good fuel efficiency of the vehicle. Further, in this multi-stage transmission, when planetary gears including ring gears are used as the first, second, third, and fourth planetary gears, the forward gear and the reverse gear from the first gear to the eleventh gear are used. It is possible to prevent an increase in inertia during rotation of the ring gear by preventing the ring gear having a particularly large diameter from rotating at a high rotational speed during formation. As a result, the time required for engaging the engaging element is shortened, the occurrence of shock at the time of shifting accompanied by the engagement of the engaging element is suppressed, and the durability of the friction material of the engaging element is improved. Can be secured. As a result, in the multi-stage transmission according to the present invention, the improvement of the drivability of the vehicle in which the multi-stage transmission is mounted and the securing of the fuel efficiency are achieved, and the speed change performance and the durability of the engagement element are further improved. It becomes possible.

  Furthermore, in the multi-stage transmission according to the present invention, the forward speed and the reverse speed from the first speed to the tenth speed are formed by engaging the first to sixth engaging elements as follows. Can do. That is, the first forward speed is formed by engaging the second engagement element, the third engagement element, and the sixth engagement element. The second forward speed is formed by engaging the second engagement element, the fifth engagement element, and the sixth engagement element. The third forward speed is formed by engaging the third engagement element, the fifth engagement element, and the sixth engagement element. The fourth forward speed is formed by engaging the fourth engagement element, the fifth engagement element, and the sixth engagement element. The fifth forward speed is formed by engaging the third engagement element, the fourth engagement element, and the sixth engagement element. The sixth forward speed is formed by engaging the third engagement element, the fourth engagement element, and the fifth engagement element. The seventh forward speed is formed by engaging the second engagement element, the third engagement element, and the fourth engagement element. The eighth forward speed is formed by engaging the second engagement element, the fourth engagement element, and the fifth engagement element. The ninth forward speed is formed by engaging the first engagement element, the fourth engagement element, and the fifth engagement element. The tenth forward speed is formed by engaging the first engagement element, the second engagement element, and the fifth engagement element. The eleventh forward speed is formed by engaging the first engagement element, the third engagement element, and the fifth engagement element. The reverse gear is formed by engaging the first engagement element, the second engagement element, and the sixth engagement element.

  Thus, in the multi-stage transmission according to the present invention, any three of the first to sixth engaging elements are engaged and the remaining three are released to advance the first forward speed to the eleventh forward speed. And a reverse gear is formed. Accordingly, for example, compared with a transmission that forms a plurality of shift stages by engaging two of the six engagement elements and releasing the remaining four, the release is performed with the formation of the shift stage. The number of engaging elements 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, that is, the fuel consumption of the vehicle can be further improved.

  In addition, 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, in a freely rotating and revolving manner. The third planetary gear may include a third sun gear, a third ring gear, and a plurality of third pinion gears that mesh with the third sun gear and the third ring gear, respectively. It may be a single pinion planetary gear having a third carrier that is rotatably and revolved, the fifth rotating element may be the second sun gear, and the sixth rotating element is The second carrier may be, the seventh rotating element may be the second ring gear, and the eighth rotating element may be the third sun gear. May be I, the ninth rotary element may be a third carrier, the tenth rotary element may be a third ring gear.

  Thus, by making the second and third planetary gears into single pinion type planetary gears, the meshing loss between the rotating elements in the second and third planetary gears is reduced, and the power transmission efficiency in the multi-stage transmission, that is, As well as improving the fuel efficiency of the vehicle, it is possible to further improve the assemblability while suppressing the weight increase of the multi-stage transmission by reducing the number of parts.

  Furthermore, the compound planetary gear mechanism 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 be rotatable and revolved. A single pinion type first planetary gear having a first pinion gear, a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears meshed with the fourth sun gear and the fourth ring gear, respectively, are rotatably and reciprocally held. The fourth planetary gear of a single pinion type having a fourth carrier, the first rotating element may be the first sun gear, and the second rotating element is always connected. The third carrier may be the first carrier and the fourth sun gear, and the third rotating element is always connected to the first ring gear and It may be a serial fourth carrier, the fourth rotating element may be a fourth ring gear.

  By adopting a compound planetary gear mechanism configured by combining such single pinion type first and fourth planetary gears, the number of parts is reduced, and the assembly performance is further improved while suppressing the increase in weight of the multi-stage transmission. It becomes possible to make it.

  The compound planetary gear mechanism includes a first sun gear, a first ring gear, and a first carrier that rotatably and reciprocally holds a plurality of first pinion gears that mesh with the first sun gear and the first ring gear, respectively. A single pinion type first planetary gear having a first pinion gear, a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears meshed with the fourth sun gear and the fourth ring gear, respectively, are rotatably and reciprocally held. The fourth planetary gear of a single pinion type having a fourth carrier, and the first rotating element may be the first sun gear and the fourth sun gear that are always connected, The second rotating element may be the first carrier, and the third rotating element includes the third ring gear that is always connected and It may be a serial fourth carrier, the fourth rotating element may be a fourth ring gear.

  Furthermore, the compound planetary gear mechanism 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 be rotatable and revolved. A single pinion type first planetary gear having a first pinion gear, a fourth sun gear, and a fourth ring gear, and a pair of two pinion gears that mesh with each other and one mesh with the fourth sun gear and the other mesh with the fourth ring gear. The fourth planetary gear of a double pinion type having a plurality of fourth carriers that can be freely and revolved, and the first rotating element is always connected to the first sun gear and the fourth planetary gear. It may be a sun gear, and the second rotating element may be the first carrier and the fourth ring gear that are always connected. The third rotating element may be a first ring gear, the fourth rotating element may be a fourth carrier.

  As described above, even if a compound planetary gear mechanism configured by combining a single pinion type first planetary gear and a double pinion type fourth planetary gear is employed, the number of parts is reduced and the weight of the multi-stage transmission is increased. It is possible to further improve the assemblability while suppressing the above.

  Furthermore, the output member may be an output shaft connected to the rear wheel of the vehicle via a differential gear. That is, the multi-stage transmission according to the present invention may be configured as a transmission mounted on a rear wheel drive vehicle.

  The output member may be a counter drive gear included in a gear train that transmits power to a differential gear connected to a front wheel of the vehicle. That is, the multi-stage transmission according to the present invention may be configured as a transmission mounted on a front wheel drive vehicle.

  And this invention is not limited to the said embodiment at all, and it cannot be overemphasized that a various change can be made within the range of the extension of this invention. Furthermore, the mode for carrying out the invention described above is merely a specific embodiment of the invention described in the column for solving the problem, and is described in the column for means for solving the problem. It is not intended to limit the elements of the invention.

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

  10-10F power transmission device, 11 transmission case, 12 starting device, 14o one-way clutch, 14p pump impeller, 14s stator, 14t turbine runner, 15 lockup clutch, 16 damper mechanism, 17 oil pump, 20-20F 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, 24C fourth planetary gear, 24c fourth carrier, 4p 4th pinion gear, 241p, 242p pinion gear, 24r 4th ring gear, 24s 4th sun gear, 25, 25B, 25C compound planetary gear mechanism, 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, B1, B2 brake, C1, C2, C3, C4 clutch.

Claims (8)

In a multi-stage transmission that shifts the power transmitted to the input member and transmits it to the output member,
First, second, third and fourth planetary gears;
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. And fifth and sixth engaging elements,
The first planetary gear and the fourth planetary gear are arranged in order on the velocity diagram at intervals corresponding to the gear ratios of the first and fourth planetary gears. Constituting a compound planetary gear mechanism having three rotating elements and a fourth rotating element;
The second planetary gear has a fifth rotating element, a sixth rotating element, and a seventh rotating element that are arranged in order at intervals corresponding to the gear ratio on the velocity diagram,
The third planetary gear has an eighth rotation element, a ninth rotation element, and a tenth rotation element that are arranged in order at intervals corresponding to the gear ratio on the velocity diagram,
The sixth rotating element of the second planetary gear is always connected to the input member;
The second rotating element of the compound planetary gear mechanism is always connected to the output member;
The first rotating element of the compound planetary gear mechanism and the seventh element of the second planetary gear are always connected,
The third rotating element of the compound planetary gear mechanism and the tenth rotating element of the third planetary gear are always connected,
The first engaging element connects the first rotating element of the compound planetary gear mechanism and the seventh rotating element of the second planetary gear, which are always connected, and the ninth rotating element of the third planetary gear to each other. Connect and disconnect both,
The second engaging element connects the sixth 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 third engaging element connects the fifth 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 engaging element connects the fourth rotating element of the compound planetary gear mechanism and the ninth rotating element of the third planetary gear to each other, and releases the connection between them.
The fifth engaging element connects the fifth rotating element of the second planetary gear to the stationary member and fixes the non-rotatable, and releases the connection between the two,
The sixth engaging element connects the ninth rotating element of the third planetary gear to the stationary member and fixes the non-rotatable state, and releases the connection between them.
Advancement from the first speed to the eleventh speed by selectively engaging any three of the first, second, third, fourth, fifth and sixth engagement elements A multi-stage transmission characterized by forming a stage and a reverse stage. The multi-stage transmission according to claim 1, wherein
A forward first speed is formed by engagement of the second engagement element, the third engagement element, and the sixth engagement element,
A forward second speed is formed by engagement of the second engagement element, the fifth engagement element, and the sixth engagement element;
A forward third speed is formed by engagement of the third engagement element, the fifth engagement element, and the sixth engagement element;
A forward fourth speed is formed by engagement of the fourth engagement element, the fifth engagement element, and the sixth engagement element;
A forward fifth speed is formed by engagement of the third engagement element, the fourth engagement element, and the sixth engagement element,
Forward sixth speed is formed by engagement of the third engagement element, the fourth engagement element, and the fifth engagement element;
A forward seventh speed is formed by engagement of the second engagement element, the third engagement element, and the fourth engagement element,
The eighth forward speed is formed by the engagement of the second engagement element, the fourth engagement element, and the fifth engagement element,
The ninth forward speed is formed by the engagement of the first engagement element, the fourth engagement element, and the fifth engagement element,
The forward tenth speed stage is formed by the engagement of the first engagement element, the second engagement element, and the fifth engagement element,
The eleventh forward speed is formed by the engagement of the first engagement element, the third engagement element, and the fifth engagement element,
The multi-stage transmission is characterized in that a reverse gear is formed by the engagement of the first engagement element, the second engagement element, and the sixth engagement element. The multi-stage transmission according to claim 1 or 2,
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, in a freely rotating and revolving manner. 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, in a freely rotating and revolving manner. It is a single pinion type planetary gear,
The fifth rotating element is the second sun gear, the sixth rotating element is the second carrier, the seventh rotating element is the second ring gear, and the eighth rotating element is the The multi-stage transmission is a third sun gear, wherein the ninth rotating element is the third carrier, and the tenth rotating element is the third ring gear. The multi-stage transmission according to any one of claims 1 to 3,
The compound planetary gear mechanism 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, in a freely rotating and revolving manner. A single pinion type first planetary gear, 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, are rotatably and revolved. A single pinion type fourth planetary gear having a carrier,
The first rotating element is the first sun gear, the second rotating element is the first carrier and the fourth sun gear that are always connected, and the third rotating element is the first sun gear that is always connected. 1. A multi-stage transmission comprising a ring gear and the fourth carrier, wherein the fourth rotating element is the fourth ring gear. The multi-stage transmission according to any one of claims 1 to 3,
The compound planetary gear mechanism 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, in a freely rotating and revolving manner. A single pinion type first planetary gear, 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, are rotatably and revolved. A single pinion type fourth planetary gear having a carrier,
The first rotating element is the first sun gear and the fourth sun gear that are always connected, the second rotating element is the first carrier, and the third rotating element is the first sun gear that is always connected. A multi-stage transmission comprising a three-ring gear and the fourth carrier, wherein the fourth rotating element is the fourth ring gear. The multi-stage transmission according to any one of claims 1 to 3,
The compound planetary gear mechanism 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, in a freely rotating and revolving manner. A single pinion type first planetary gear, a fourth sun gear, and a fourth ring gear mesh with each other, and a pair of two pinion gears, one meshing with the fourth sun gear and the other meshing with the fourth ring gear, can rotate freely. The fourth planetary gear of the double pinion type having a fourth carrier that holds a plurality of revolving freely,
The first rotation element is the first sun gear and the fourth sun gear that are always connected, and the second rotation element is the first carrier and the fourth ring gear that are always connected, and the third rotation The element is the first ring gear, and the fourth rotating element is the fourth carrier. The multi-stage transmission according to any one of claims 1 to 6,
The multi-stage transmission, wherein the output member is an output shaft connected to a rear wheel of a vehicle through a differential gear. The multi-stage transmission according to any one of claims 1 to 6,
The multi-stage transmission, wherein 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.

Images