JP3052610B2 - Automatic transmission for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission for a vehicle, and more particularly to an automatic transmission having a gear train mainly composed of two sets of planetary gear mechanisms.

[0002]

2. Description of the Related Art It is well known that a stepped vehicle automatic transmission having a gear train mainly composed of a plurality of sets of planetary gear mechanisms is frequently used. In this type of automatic transmission, if the number of planetary gear mechanisms used is increased, the number of shift stages that can be set increases, but on the other hand,
Since the number of required frictional engagement devices such as clutches and brakes also increases, there is a problem that the size of the automatic transmission increases. Preferably, the settable gear ratio has a relationship close to the geometric series, but in order to achieve this, the gear ratio (ratio between the number of teeth of the sun gear and the number of teeth of the ring gear) is larger than usual. If a planetary gear mechanism must be used, productivity, ease of assembly, or durability may be impaired.

As described above, there are many conflicting demands for an automatic transmission for a vehicle, and it is extremely difficult to achieve a configuration that satisfies all the demands. Conventionally, among requests for an automatic transmission, an example in which two sets of planetary gear mechanisms are used as a gear train for an automatic transmission in which the number of shift stages that can be set is large and the size of the automatic transmission can be reduced. It is described in JP-A-2-229946. The configuration will be briefly described below. In FIG. 13, the first planetary gear mechanism PG1 includes a sun gear S1.
, A ring gear R1, a short pinion PS1 meshing with the gears S1 and R1, and a long pinion PL meshing with the short pinion PS1, and the second planetary gear mechanism PG2 has a sun gear S2.
, A ring gear R2, and a short pinion PS2 meshing with the ring gear R2, and a long pinion PL meshes with the sun gear S2 and the short pinion PS2. Each of the pinions PS1, PL, PS2 is held by a common carrier PC.

Further, first to third clutches K1, K2, K3 and first to third brakes B1, B2, B3 are provided as friction engagement devices. The first clutch K1 is provided between the input shaft IS and the second sun gear S2, the second clutch K2 is provided between the input shaft IS and the first ring gear R1, and the third clutch K3 is provided with the input shaft IS. And the first sun gear S1.
On the other hand, the first brake B1 is provided between the second sun gear S2 and the housing Hu.
2 is provided between the second ring gear R2 and the housing HU, and the third brake B3 is provided between the first ring gear R1 and the housing HU. The output member OM is connected to the common carrier PC.

[0005] In the gear train shown in FIG. 13, each frictional engagement device is engaged as shown in FIG.
It is said that two gear stages can be set, ie, two-stage and reverse, and the planetary gear mechanism can be reduced in size because only two sets are required. FIG.
In FIG. 4, a circle indicates engagement, and a blank indicates release.

[0006]

In the above-mentioned automatic transmission having the conventional gear train, the fourth gear, which is a directly connected gear having a gear ratio of "1," is sandwiched. Third
The clutch K3 is engaged.
Since the clutch K2 is engaged, if the automatic transmission is configured such that an overdrive speed with a gear ratio smaller than "1" can be set, the input clutch is shifted by a shift between the overdrive speed and the underdrive speed. Switching occurs. Therefore, in the automatic transmission having the above-described conventional gear train, there is a possibility that a shift shock due to the switching of the input clutch occurs and riding comfort is impaired, and in order to suppress a shift shock due to the switching of the input clutch. Advanced shift control is required, which may increase the cost of the control device.

The present invention has been made in view of the above circumstances, and is a gear train mainly composed of two sets of planetary gear mechanisms, and has four forward stages including an overdrive stage without switching an input clutch. Bei to give a settable gear train, or
To transmit torque from the input shaft to each planetary gear mechanism
The structure of the input system can be simplified and downsized.
It is an object to provide a capacity car dual automatic transmission.

[0008]

In order to achieve the above object, the present invention holds a sun gear, a ring gear disposed concentrically with the sun gear, and a pinion gear disposed between these gears. It has two sets of planetary gear mechanisms with a carrier as a rotating element, and the carriers are connected so as to rotate integrally with each other,
For a vehicle having a gear train in which at least one pinion gear in one planetary gear mechanism and at least one pinion gear in the other planetary gear mechanism are integrated, and having five mutually rotatable rotating members. In the automatic transmission, the rotating elements of each of the planetary gear mechanisms are indicated by parallel lines each having a distance between the sun gear and the carrier as 1 and a distance between the carrier and the ring gear as a tooth ratio between the sun gear and the ring gear, Regarding a planetary gear mechanism having a pinion gear meshing with a sun gear and a ring gear, a line indicating a sun gear and a line indicating a ring gear are arranged on both sides of a line indicating a carrier, and a pinion gear meshing with the sun gear, the pinion gear and the ring gear, Planetary gear mechanism of the type having another pinion gear meshing with A line indicating the sun gear and a line indicating the ring gear are arranged on one side of the line indicating the carrier, and the carriers connected so as to rotate integrally are indicated by the same line, and the length directions of these lines are respectively indicated. rotating elements represented by the engine speed and the collinear chart of the rotating element, a line showing the rotating element to be output member is represented by 5 lines located at the center, a line adjacent to the line of the center Out of the toll in the forward stage
A single rotating element that constantly transmits torque, and this rotating element
Characterized in that it comprises a plurality of frictional engagement device for setting at least four forward and an input shaft for transmitting the torque and speed ratio includes clutch means for consolidation is combined with "1" smaller overdrive stage It is assumed that.

[0009]

According to the present invention, a sun gear, a ring gear, and a carrier holding a pinion gear are used as rotating elements.
A set of planetary gear mechanisms, and at least one pinion gear in one of the planetary gear mechanisms and at least one pinion gear in the other planetary gear mechanism are similar to the long pinion. The carrier of each planetary gear mechanism is commonly used so that the carrier rotates together. Therefore each has three rotating elements 2
Since the carrier is common among the sets of planetary gear mechanisms, the gear train has five rotating elements, and the alignment chart that defines its structure and characteristics has five parallel lines, of which The rotation element indicated by the line located at the center of is the output element. The nomographic chart is a chart created on the same basis as the nomographic chart shown in the above-mentioned publication, and each rotating element is represented by a straight line parallel to each other, and the interval is
The distance between the sun gear line and the carrier line is "1"
The distance between the line indicating the carrier and the line indicating the ring gear is set to a ratio that becomes the gear ratio of the planetary gear mechanism (the ratio of the number of teeth of the sun gear to the number of teeth of the ring gear). The arrangement of each line is such that, for a planetary gear mechanism having a pinion gear meshing with a sun gear and a ring gear, a line indicating a sun gear and a line indicating a ring gear are arranged on both sides of a line indicating a carrier, and mesh with the sun gear. For a planetary gear mechanism of the type having a pinion gear and another pinion gear meshing with the pinion gear and the ring gear, a line indicating the sun gear and a line indicating the ring gear are arranged on one side of the line indicating the carrier, and further integrated. The rotating element, i.e. each said carrier, is indicated by the same line. The number of rotations of each rotating element is represented by a dimension in the length direction of the line.

In the present invention, the rotation element indicated by the center line among the five lines in the alignment chart is the output member, and the rotation element indicated by the line adjacent to this line is always the input shaft in the forward stage. Are connected by clutch means. Therefore, the forward gear is achieved by fixing any one of the other three rotating elements except for the two rotating elements serving as the output member and the input member;
A total of 4 with one shift stage that rotates the entire gear train integrally
Two gears are possible. Such a forward gear setting
It is set by appropriately engaging a plurality of friction engagement devices including the clutch means, and any one of the forward gears is an overdrive gear with a gear ratio smaller than “1”. Therefore, when shifting between the forward gears, the clutch means remains engaged, and so-called input clutch switching is not performed, which is advantageous in reducing shift shock . In addition, four
When setting the gear, torque is transmitted from the input shaft.
The rotating elements used are always the same.

[0011]

Next, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a skeleton diagram showing a gear train according to an embodiment of the present invention, which is mainly composed of two sets of single pinion type planetary gear mechanisms 11 and 21. That is, each of the planetary gear mechanisms 11 and 21 includes the sun gears S11 and S11.
Between the gear 21 and the ring gears R11 and R21.
1, S21, R11, pinion gear P11 meshed with R21,
P21 is provided, and these pinion gears P11 and P21 are formed as long pinions, and revolve and rotate integrally. Therefore, the carrier C1 holding these pinion gears P11, P21 is shared (integrated) in each of the planetary gear mechanisms 11, 21.
The drive gear 31, which is an output member, is provided with the carrier C1.
Are connected integrally.

The gear train shown in FIG. 1 can set four forward speeds and one reverse speed, and is provided with a friction engagement device described below. That is, the first clutch K11 is provided between the input shaft 41 and the sun gear S21 of the second planetary gear mechanism 21, and the second clutch K21 is provided between the input shaft 41 and the sun gear S11 of the first planetary gear mechanism 11. Further, between the sun gear S11 and the input shaft 41, a direct connection clutch K01 and a direct connection one-way clutch F01 which is engaged when the sun gear S11 tries to rotate faster than the input shaft 41 are connected in series. Are located.

On the other hand, as a brake means, an overdrive (O / D) brake B01 is provided by the first planetary gear mechanism 11
The first brake B11 and the second brake B21 arranged in series between the ring gear R11 of the first planetary gear mechanism 11 and the housing 51 are provided between the sun gear S11 and the housing 51. And the first one-way clutch F11 are arranged in parallel. Further, the ring gear R21 and the housing 51 in the second planetary gear mechanism 21
A third brake B31, and a fourth brake B41 and a second one-way clutch F21, which are arranged in series with each other, are arranged in parallel. The one-way clutches F11 and F21 are set to be engaged when the ring gears R11 and R21 are to rotate in the reverse direction (rotate in the direction opposite to the input shaft 41). And the second planetary gear mechanism 2
A fifth brake B51 is provided between the first sun gear S21 and the housing 51.

FIG. 2 is a nomographic chart showing the shift characteristics of the above-described automatic transmission, and FIG. 3 is an example of an operation table. That is, each planetary gear mechanism 11, 21
Since the carrier C1 is common, the number of rotating elements is five, and since each planetary gear mechanism 11, 21 is a single pinion type planetary gear mechanism, the collinear diagram is composed of five vertical lines. A vertical line at the center is a line indicating the carrier C1, that is, a line indicating the output member, a line indicating the sun gears S11 and S21 is arranged on one side, and a line indicating the ring gears R11 and R21 is set on the other side. Be placed. Also, due to the gear ratio of each of the planetary gear mechanisms 11 and 21, the second planetary gear mechanism 21
The line indicating the sun gear S21 is located adjacent to the line indicating the carrier C1. And "1" on the line of carrier C1
The position at which the straight line connecting the position of the length and the origin position of the line indicating the fixed element crosses the line indicating the input member (the sun gear S21 of the second planetary gear mechanism 21 in the forward stage) is the input rotation speed. , The value of the input rotation speed becomes the gear ratio.

Here, each shift speed will be briefly described. In the operation table of FIG. 3 and the following other operation tables, a circle indicates engagement, a blank indicates release, a triangle indicates engagement in a state not involved in power transmission, and a double circle indicates engagement during engine braking. Show. First, the first speed is controlled by the first clutch K11 and the fourth
The second one-way clutch F21 is engaged and set with the engagement of the brake B41. That is, when the sun gear S21 of the second planetary gear mechanism 21 rotates integrally with the input shaft 41, the ring gear R21 tries to rotate in the opposite direction to the input shaft 41 because the load on the output side is applied to the carrier C1. As a result, the second one-way clutch F21 is engaged, and a reaction torque is applied to the ring gear R21. Therefore, the carrier C1, that is, the drive gear 31, is decelerated with respect to the input shaft 41 and rotates forward (rotates in the same direction as the input shaft 41). Assuming that the gear ratio of the first planetary gear mechanism 11 is ρ ₁₁ and the gear ratio of the second planetary gear mechanism 21 is ρ ₂₁ (> ρ ₁₁ ), the gear ratio of the first speed is (1 + ρ ₂₁ ) / ρ ₂₁ Is represented by In order to apply the engine brake at the first speed, the third brake B31 is engaged to prevent the ring gear R21 from rotating in the direction in which the second one-way clutch F21 is released.

The second speed is established by engaging the first clutch K11 and the second brake B21.
11 is set by engagement. That is, since the pinion gears P11 and P21 are formed as long pinions and the carrier C1 is shared, the second planetary gear mechanism 21 is used.
When the sun gear S21 rotates integrally with the input shaft 41, the load on the carrier C1 is
The ring gear R11 of the planetary gear mechanism 11 rotates in reverse (input shaft 4
(Rotation in the direction opposite to 1). In that case, the first
The gear ratio ρ ₁₁ of the planetary gear mechanism ₁₁ is
For smaller than the gear ratio [rho _21, first one-way clutch F
The carrier C1 rotates forward and the ring gear R21 of the second planetary gear mechanism 21 also rotates forward by the engagement of the gear 11 and the application of a reaction torque to the ring gear R11. Therefore the second
The one-way clutch F21 is released, and the fourth brake B
41 does not participate in power transmission even if engaged. In other words, by engaging the second brake B21 in the state of the first speed, a shift to the second speed can be generated, and a smooth shift can be achieved. Incidentally, the gear ratio of the second speed is expressed by _{(1-ρ 11 · ρ 21} ) / [(1-ρ 11) ρ 21]. When the engine brake is applied, the first brake B11 is engaged to prevent the ring gear R21 from rotating in the direction in which the first one-way clutch F11 is released.

The third speed is set by engaging the direct coupling one-way clutch F01 with the engagement of the direct coupling clutch K01 in addition to the first clutch K11. That is, when the sun gear S21 of the second planetary gear mechanism 21 rotates integrally with the input shaft 41 in a state where a load is applied to the carrier C1, the first planetary gear mechanism is rotated because the pinion gears P11 and P21 have a long pinion. The eleventh sun gear S11 attempts to rotate forward faster than the input shaft 41. As a result, the direct connection one-way clutch F01 is engaged, and the sun gear S11 is connected to the input shaft 41. Therefore, two of the five rotating elements rotate integrally, so that the entire gear train rotates integrally, and the gear ratio becomes a direct connection step of “1”. In this case, each ring gear R11, R21 rotates forward,
Since the first and second one-way clutches F11 and F21 are released, the second and fourth brakes B21 and B41 are not involved in power transmission even when engaged. Therefore, the shift from the second speed to the third speed can be achieved by engaging the direct coupling clutch K01, so that a smooth shift can be performed. When the engine brake is applied, the second clutch K21 is engaged to prevent the sun gear S11 from rotating in the direction in which the one-way clutch F01 for direct connection is released.

The fourth speed is set by engaging the first clutch K11 and the O / D brake B01. In this case, the long pinion gears P11 and P21 are connected to the sun gear S11 of the first planetary gear mechanism 11 by rotating the sun gear S21 of the second planetary gear mechanism 21 integrally with the input shaft 41. The carrier C1 is rotated forward around the sun gear S11 with respect to the input shaft 41 because the sun gear S11 is fixed by the O / D brake B01. Therefore, an overdrive stage with a gear ratio smaller than "1" is achieved. The gear ratio is represented by (ρ ₂₁ −ρ ₁₁ ) / [(1−ρ ₁₁ ) ρ ₂₁ ]. In this shift, no torque is transmitted by the one-way clutch, so that engine braking can be applied. Similarly to the case of the third speed, the second and fourth brakes B21 and B41 do not contribute to the transmission of torque even when engaged. Further, since the sun gear S11 of the first planetary gear mechanism 11 is fixed, the direct coupling one-way clutch F
01 is disengaged, and even if the direct coupling clutch K01 is engaged, it does not participate in power transmission. Therefore, from third gear to fourth gear
The shift to the high speed can be achieved by engaging the O / D brake B01, and a smooth shift with little shift shock is possible.

On the other hand, the reverse speed is set by engaging the second clutch K21 and the fifth brake B51. That is, when the sun gear S11 of the first planetary gear mechanism 11 rotates together with the input shaft 41, the pinion gear P11 reversely rotates, while the second
The gear ratio [rho ₂₁ of the planetary gear mechanism 21 is [rho ₁₁ larger upon, because the pinion gears P21 is a pinion gear P11 integral of the first planetary gear mechanism 11 is long pinion of the carrier C1 and the second planetary gear The mechanism 21 reversely rotates around the sun gear S21. The gear ratio in this case is represented by (ρ ₂₁ −ρ ₁₁ ) / [(1−ρ ₂₁ ) ρ ₁₁ ].

As described above, the automatic transmission shown in FIG.
All forward gears are set while the first clutch K11 is engaged. As a result, so-called input clutch switching is not performed, so that shift shock can be prevented from deteriorating and shift control can be facilitated.

Next, a second embodiment of the present invention will be described with reference to FIG. In the example shown here, the first planetary gear mechanism 12 is configured by a single pinion type planetary gear mechanism, and the second planetary gear mechanism 22 is configured by a double pinion type planetary gear mechanism. That is, the first planetary gear mechanism 12 is, as in the above-described embodiment,
The sun gear S12, the ring gear R12, and the carrier C2 holding the pinion gear P12 meshing with them are used as rotating elements. On the other hand, the second planetary gear mechanism 22
Has a short pinion gear PS2 meshing with the sun gear S22 and a pinion gear P22 meshing with the short pinion gear PS2 and the ring gear R22 between the sun gear S22 and the ring gear R22.
A long pinion 22 is integrated with the pinion gear P12 of the first planetary gear mechanism 12, and the carrier C2 of the first planetary gear mechanism 12 and the second planetary gear mechanism 22 is shared. The drive gear 32 as an output member is connected to the ring gear R22 in the second planetary gear mechanism 22.
Are connected integrally.

An input shaft 42 serving as input means is provided with a carrier C.
2 and a sun gear S22 of the second planetary gear mechanism 22, and a first clutch K12 is provided between the input shaft 42 and the carrier C21 as a frictional engagement device therefor. A second clutch K22 is provided between the input shaft 42 and the sun gear S22. Further, a second clutch K22 is provided between the input shaft 42 and the sun gear S22.
A direct connection clutch K02 and a direct connection one-way clutch F02 are arranged in parallel with each other. The one-way clutch F02 for direct connection has a sun gear S22 connected to the input shaft 4.
It is set so as to be engaged when it is attempted to rotate reversely relative to 2.

As a braking means, an O / D is provided between the sun gear S12 of the first planetary gear mechanism 12 and the housing 52.
And a second planetary gear mechanism 2
A first brake B12 is provided between the second sun gear S22 and the housing 52. In parallel with the first brake B12, a second brake B22 and a first one-way clutch F12 arranged in series with each other are arranged. The ring gear R12 in the first planetary gear mechanism 12 and the housing 52
And a third brake B32 arranged in parallel with each other.
And a second one-way clutch F22. In addition,
These first or second one-way clutches F12, F22
Is set to engage when the sun gear S22 or the ring gear R22 attempts to rotate in the reverse direction.

FIG. 5 is a nomographic chart showing the shift characteristics of the automatic transmission shown in FIG. 4, and FIG.
It is as follows. Also in this automatic transmission, the carrier C
Since 2 is common, there are five rotating elements, and thus the alignment chart is shown by five vertical lines. The first planetary gear mechanism 12 is a single pinion type planetary gear mechanism,
In addition, since the second planetary gear mechanism 22 is of a double pinion type, and the pinion gear P22 on the outer peripheral side of the second planetary gear mechanism 22 is formed as a long pinion, the second planetary gear mechanism 22 has a first pinion gear on one side of a line indicating the common carrier C2. A line indicating the sun gear S12 of the first planetary gear mechanism 12 is located, and a line indicating the ring gear R22 of the second planetary gear mechanism 22 and a line indicating the sun gear S22 on the other side, and a ring gear R of the first planetary gear mechanism 12
The line indicating 12 will be located. Note that the second planetary gear mechanism 22 is
The line indicating the ring gear R22 is located adjacent to the line indicating the carrier C2 and serves as an output member. Further, a line indicating the ring gear R12 of the first planetary gear mechanism 12 is located adjacent to a line indicating the ring gear R22 which is an output member. A straight line connecting the position of "1" length on the line of the ring gear R22 of the second planetary gear mechanism 22 as the output element and the origin position of the line indicating the fixed element is formed by the input member (in the forward stage, Since the position crossing the line indicating the carrier C2) is the input speed, the value of the input speed is the gear ratio.

Here, each shift speed set in the automatic transmission shown in FIG. 4 will be described. First, in the first speed, the second one-way clutch F22 is engaged with the engagement of the first clutch K12.
Are set by engaging. That is, when the carrier C2 rotates together with the input shaft 42, the load on the output side is applied to the ring gear R22 of the second planetary gear mechanism 22, and the ring gear R12 of the first planetary gear mechanism 12 tries to rotate in the reverse direction. When the torque in the reverse rotation direction is applied to the ring gear R12, the second one-way clutch F22 is engaged, so that the rotation of the ring gear R22 is prevented (that is, a reaction torque is given to the ring gear R22). The ring gear R22 of a certain second planetary gear mechanism 22 is greatly reduced with respect to the input shaft 42 and rotates forward. This first
The gear ratio of the first planetary gear mechanism 12 is ρ ₁₂ , the gear ratio of the second planetary gear mechanism 22 is ρ ₂₂ , and the gear ratio of the pinion gear and the ring gear on the outer peripheral side of the second planetary gear mechanism 22 is as follows. if a and gamma _22, represented by _{(1-ρ 12) / (} 1-ρ 12 -2 · γ 22). In order to apply the engine brake at the first speed, the third brake B32 provided in parallel with the second one-way clutch F22 is engaged, and the ring gear R12 is released in the direction in which the second one-way clutch F22 is released. Prevent rotation.

The second speed is set by engaging the first one-way clutch F12 with the engagement of the first clutch K12 and the second brake B22. That is, when the carrier C2 rotates together with the input shaft 42, a load on the output side is applied to the ring gear R22 of the second planetary gear mechanism 22, and the sun gear S22 attempts to rotate in the reverse direction. S22 is fixed, that is, a reaction torque is applied to the sun gear S22, and as a result,
The ring gear R22, which is the output member, rotates forward at the rotation speed of the rotation of the input shaft 42 reduced by the second planetary gear mechanism 22.
Therefore, the speed ratio of the second speed is represented by 1 / (1−ρ ₂₂ ). Since the second speed is set by engaging the first one-way clutch F12, in order to prevent the rotation of the sun gear S22 in the direction in which the one-way clutch F12 is released when the engine brake is applied, the second speed is set. 1 brake B12
Is engaged. The shift from the first gear to the second gear is performed at the second gear.
This can be achieved by engaging the brake B22, so that a smooth shift with little shift shock can be performed.

The third speed is set by engaging the direct coupling one-way clutch F02 with the engagement of the first clutch K12 and the direct coupling clutch K02. That is, when the carrier C2 rotates together with the input shaft 42, the sun gear S22 of the second planetary gear mechanism 22 tends to rotate in the reverse direction.
The direct coupling one-way clutch F02 is engaged, and as a result, in the second planetary gear mechanism 22, the carrier C2 and the sun gear S22 rotate together with the input shaft 42, so that the entire body rotates integrally and, therefore, the output member. One ring gear R22 is
It rotates forward at the same speed as the input shaft 42, and becomes a directly connected stage with a gear ratio of "1". In this case, since the one-way clutch F02 is engaged, the second clutch K22 arranged in parallel with the one-way clutch F02 is engaged when the engine brake is to be applied. In addition, the first one-way clutch F12 is in the disengaged state because the sun gear S22 of the second planetary gear mechanism 22, to which the first one-way clutch F12 is connected, rotates forward at the third speed, so that the second brake B22 is engaged at the third speed. Even if it does, the second brake B22 does not participate in the transmission of power.
Therefore, the shift from the second speed to the third speed can be achieved by engaging the direct coupling K02.

The fourth speed is set by engaging the first clutch K12 and the O / D brake B02. That is, since the carrier C2 is shared by the first planetary gear mechanism 12 and the second planetary gear mechanism 22, when the carrier C2 rotates together with the input shaft 42, the first planetary gear mechanism 12 uses the O / D brake B02. Sun gear S fixed with
12 receives the reaction torque, and as a result, the common carrier C2 rotates forward around the sun gear S22, and the ring gear R22 of the second planetary gear mechanism 22 is accelerated relative to the input shaft 42 to rotate forward. I do. That is, the gear ratio is an overdrive stage smaller than “1”, and the gear ratio in this case is represented by (1−ρ ₁₂ ) / (1−ρ ₁₂ + 2 · ρ ₁₂ · γ ₂₂ ). In this case, the sun gear S22 of the second planetary gear mechanism 22 rotates forward faster than the input shaft 42.
Even if the second brake B22 and the direct coupling clutch K02 are engaged, the one-way clutches F02 and F12 are released.
These brake B22 and clutch K02 do not participate in the transmission of power. Therefore, the shift from the third speed to the fourth speed can be achieved by engaging the O / D brake B02, and a smooth shift is possible.

On the other hand, the reverse speed is set by engaging the second clutch K22 and the third brake B32.
That is, when the sun gear S22 of the second planetary gear mechanism 22 rotates together with the input shaft 42, the common carrier C2
, And the pinion gear P12 of the first planetary gear mechanism 12 has a long pinion, so that the ring gear R12 of the first planetary gear mechanism 12 tries to rotate forward. It is fixed by the brake B32 and receives a reaction torque. As a result, the ring gear R22 of the second planetary gear mechanism 22 rotates in the reverse direction. Transmission ratio in this case _{is, (2γ 22 -ρ 22 + ρ} 12 · ρ 22) / (ρ 22 -ρ 12 · ρ 22 -
2 · ρ ₂₂ · γ ₂₂ ).

As described above, even in the automatic transmission having the structure shown in FIG. 4, all the forward gears can be set while the first clutch K12 is engaged. Since the input clutch is not switched, it is possible to prevent the shift shock from deteriorating and to facilitate the shift control.

FIG. 7 is a skeleton diagram showing a third embodiment of the present invention. In this embodiment, the pinion gears on the inner peripheral side of the pinion gears of the second planetary gear mechanism in the second embodiment are long. The pinion gear is integrated with the pinion gear of the first planetary gear mechanism, the pinion gear on the outer peripheral side is a short pinion, and the arrangement of the friction engagement device is changed accordingly. That is, the first planetary gear mechanism 13
Is a single pinion type planetary gear mechanism having a sun gear S13, a ring gear R13, and a carrier C3 holding a pinion gear P13 as rotating elements.
The planetary gear mechanism 23 includes a sun gear S23 and a ring gear R23.
And the short pinion gear P meshing with the ring gear R23
S, a long pinion gear P23 that meshes with the short pinion gear PS and the sun gear S23 and is integrated with the pinion gear P13 of the first planetary gear mechanism 13, holds these pinion gears PS and P23, and holds the first planetary gear mechanism 13 And a common carrier, and a drive gear 33 as output means is connected to the ring gear R23 so as to rotate integrally therewith.

The input shaft 43 and the second planetary gear mechanism 23 serve as clutch means for transmitting torque from the input shaft 43.
The first clutch K13 is disposed between the first clutch K13 and the sun gear S23.
Also, the input shaft 43 and the sun gear S13 of the first planetary gear mechanism 13
The second clutch K23 is disposed between the second clutch K23 and the second clutch K23. Further, between the input shaft 43 and the sun gear S13, a direct connection clutch K03 and a direct connection one-way clutch F03 arranged in series with each other are arranged in parallel with the second clutch K23. In addition,
The one-way clutch F03 is set to be engaged when the sun gear S13 of the first planetary gear mechanism 13 rotates forward faster than the input shaft 43.

On the other hand, as a braking means, a first brake B13 is arranged between the ring gear R13 of the first planetary gear mechanism 13 and the housing 53, and a first brake B13 is arranged in parallel with the first brake B13 and in series with each other. The two-brake B23 and the first one-way clutch F13 are arranged between the ring gear R13 and the housing 53. A third brake B33 is provided between the common carrier C3 and the housing 53, and the third brake B33 is provided.
A fourth brake B43 and a second one-way clutch F23 arranged in parallel with each other and arranged in series with each other are arranged between the carrier C3 and the housing 53.
Further, between the sun gear S13 of the first planetary gear mechanism 13 and the housing 53, an O / D brake B03 is arranged. The one-way clutches F13 and F23 are set to be engaged when the ring gear R13 or the carrier C3 tries to rotate in the reverse direction with respect to the input shaft 43. A fifth brake B53 is disposed between the sun gear S23 of the second planetary gear mechanism 23 and the housing 53.

FIG. 8 is a nomographic chart showing the characteristics of the above-described automatic transmission, and FIG. 9 shows an example of an operation table.
It is as follows. In this embodiment, as in the above-described embodiments, the carrier C3 is shared.
There are five rotating elements, and the alignment chart has five vertical lines. Further, since the first planetary gear mechanism 13 is a single pinion type planetary gear mechanism and the second planetary gear mechanism 23 is a double pinion type, the first planetary gear mechanism 13 is disposed on one side of the line indicating the carrier C3. A line indicating the ring gear R13 is located, and a line indicating the ring gear R23 and the sun gear S23 of the second planetary gear mechanism 23 and a line indicating the sun gear S13 of the first planetary gear mechanism 13 are located on the other side. Note that, in relation to the gear ratios of the respective planetary gear mechanisms 13 and 23, the line indicating the ring gear R23 of the second planetary gear mechanism 23 is located adjacent to the line indicating the carrier C3, and serves as an output member. Further, the line indicating the sun gear S23 of the second planetary gear mechanism 23 is located adjacent to the line indicating the ring gear R23 which is the output member. A straight line connecting the position of the length “1” on the line indicating the ring gear R23 of the second planetary gear mechanism 23 and the origin position of the line indicating the fixed element is formed by the input member (the second planetary gear in the forward stage). Since the position crossing the line indicating the sun gear S23) of the mechanism 23 is the input rotation speed, the value of the input rotation speed is the speed ratio.

Next, each gear set in the automatic transmission shown in FIG. 7 will be described. First, the first speed is set by engaging the second clutch F23 with the engagement of the first clutch K13 and the fourth brake B43. That is, when the sun gear S23 of the second planetary gear mechanism 23 rotates together with the input shaft 43, the load on the output side is applied to the ring gear R23, so that the carrier C3 tries to rotate in the reverse direction. When the torque acts, the one-way clutch F23 is engaged, and the rotation of the carrier C3 is stopped. That is, in the second planetary gear mechanism 23, the sun gear S23 rotates together with the input shaft 43 with the carrier C3 fixed, so that the ring gear R23, which is an output element, is decelerated with respect to the input shaft 43 and rotates forward. The gear ratio at the first speed is such that the gear ratio of the first planetary gear mechanism 13 is ρ ₁₃ , the gear ratio of the second planetary gear mechanism 23 is ρ ₂₃ , and the inner peripheral pinion gear and ring gear of the second planetary gear mechanism 23 if the gear ratio and gamma _23, represented by 1 / ρ _23. In order to apply the engine brake at the first speed, the third brake B33 provided in parallel with the second one-way clutch F23 is engaged, and the ring gear R13 in the direction in which the second one-way clutch F23 is released is engaged. Prevent rotation.

The second speed is set by engaging the first one-way clutch F13 with the engagement of the first clutch K13 and the second brake B23. That is, when the sun gear S23 of the second planetary gear mechanism 23 rotates together with the input shaft 43, a load on the output side is applied to the ring gear R23 of the second planetary gear mechanism 23, and the ring gear R13 of the first planetary gear mechanism 13 attempts to rotate in the reverse direction. Therefore, the first one-way clutch F13 is engaged to fix the ring gear R13, that is, a reaction torque is applied to the ring gear R13. As a result, the ring gear R23, which is the output member, rotates forward at a lower speed than the input shaft 43. . Therefore, the speed change ratio of the second speed is (2 · γ ₂₃ + ρ ₂₃ −ρ ₁₃ · ρ ₂₃ ) / (2 · ρ ₂₃ · γ ₂₃ +
ρ ₂₃ −ρ ₁₃ · ρ ₂₃ ). The second speed is set by engaging the first one-way clutch F13. Therefore, when the engine brake is applied, the rotation of the ring gear R13 in the direction in which the one-way clutch F13 is released is prevented. The first brake B13 arranged in parallel with the first brake B13 is engaged. In the second speed, the carrier C3 rotates forward at a low speed, so that the second one-way clutch F23 connected thereto is disengaged, so that even if the fourth brake B43 is engaged, it does not contribute to the transmission of power. . Therefore, the shift from the first speed to the second speed can be achieved by engaging the second brake B23, and the shift from the first speed to the second speed can be performed smoothly without causing a shift shock. it can.

The third speed is set by engaging the direct coupling one-way clutch F03 with the engagement of the first clutch K13 and the direct coupling clutch K03. That is, when the sun gear S23 of the second planetary gear mechanism 23 rotates together with the input shaft 43, the sun gear S13 of the first planetary gear mechanism 13 tries to make a forward rotation faster than the input shaft 43, and the one-way clutch F03 for direct connection is engaged. As a result, two of the five rotating elements rotate in the same manner, so that the entire gear train rotates integrally, so that the ring gear R23, which is the output member, rotates forward at the same speed as the input shaft 43. Then, the gear ratio becomes a directly connected stage of “1”. In this case, since the one-way clutch F03 is engaged, the second clutch K23 arranged in parallel with the one-way clutch F03 is engaged when the engine brake is to be applied. Further, the first one-way clutch F13 and the second one-way clutch F23 are in the disengaged state, respectively, because the ring gear R13 or the carrier C3 of the first planetary gear mechanism 13 to which they are connected rotates forward at the third speed. Even when the second brake B23 and the fourth brake B43 are engaged in the third speed, the brakes B23 and B43 do not participate in the transmission of power. Therefore, the shift from the second speed to the third speed can be achieved by engaging the direct-coupled clutch K03, so that a smooth shift is possible.

The fourth speed is set by engaging the first clutch K13 and the O / D brake B03. That is, when the sun gear S23 is rotated together with the input shaft 43 while a load is applied to the ring gear R23 of the second planetary gear mechanism 23 from the output side, the sun gear S13 of the first planetary gear mechanism 13 is rotated.
Tries to rotate forward at a higher speed than the input shaft 43, but when this is fixed by the O / D brake B03, the ring gear R23 of the second planetary gear mechanism 23, which is an output element, rotates forward at a higher speed than the input shaft 43. I do. That is, the speed ratio is an overdrive stage smaller than “1”, and the speed ratio in this case is (ρ ₂₃ -ρ ₁₃ · ρ ₂₃ -2 · ρ ₁₃ · γ ₂₃ ) / (ρ ₂₃ -ρ ₁₃
· [Rho represented by _{23 -2 · ρ 13 × ρ 23} · γ 23). Further, in this case, the sun gear S13 of the first planetary gear mechanism 13 is fixed and rotates relatively reversely with respect to the input shaft 43, so that the direct coupling one-way clutch F03 is released and the direct coupling clutch K03 is released. Does not affect the transmission of power. Further, the first one-way clutch F13 and the second one-way clutch F23 are connected to the ring gear R13 of the first planetary gear mechanism 13 connected thereto.
And the carrier C3 is rotated forward and released respectively, so that even if the second brake B23 and the fourth brake B43 are engaged, they are not involved in the transmission of power. Therefore, the shift from the third speed to the fourth speed can be achieved by engaging the O / D brake B03, and a smooth shift is possible.

On the other hand, the reverse speed is set by engaging the second clutch K23 and the fifth brake B53.
That is, when the sun gear S13 of the first planetary gear mechanism 13 rotates together with the input shaft 43, the load on the output side is applied to the ring gear R23 of the second planetary gear mechanism 23, and the pinion gear P13 of the first planetary gear mechanism 12 becomes long. Because of the pinion, the sun gear S23 of the second planetary gear mechanism 23
Tries to make a forward rotation at a low speed, but the sun gear S23 is forcibly fixed by the fifth brake B53 to give a reaction torque, so that the ring gear R23 of the second planetary gear mechanism 23 rotates in the reverse direction. Transmission ratio in this case _{is, (ρ 23 -ρ 13 · ρ} 23 -2 · ρ 13 · γ 23) / (2 · ρ 13 ·
γ ₂₃ -2 · ρ ₁₃ · × ρ ₂₃ · γ ₂₃ ).

As described above, even in the automatic transmission having the structure shown in FIG. 7, all the forward gears can be set while the first clutch K13 is engaged. Since the input clutch is not switched, it is possible to prevent the shift shock from deteriorating and to facilitate the shift control.

The fourth embodiment of the present invention will now be described. In the embodiment shown in FIG. 10, the second planetary gear mechanism 24 has a double type different from that shown in the second and third embodiments. This is a pinion type planetary gear mechanism.
That is, the first planetary gear mechanism 14 is a single pinion type planetary gear mechanism having a sun gear S14, a ring gear R14, and a carrier C4 holding a pinion gear P14 as rotating elements. Is a sun gear S24, a ring gear R24, and these gears S24, R
24, a long pinion gear P24 meshed with the short pinion gear PS and integrated with the pinion gear P14 of the first planetary gear mechanism 14, holding these pinion gears PS and P24, and holding the first planetary gear. The carrier C4 of the mechanism 14 comprises a common carrier, and a drive gear 34 as output means is connected to the carrier C4 so as to rotate integrally therewith.

The input shaft 44 and the first planetary gear mechanism 14 serve as clutch means for transmitting torque from the input shaft 44.
The first clutch K14 is disposed between the ring gear R14 and the second clutch K24 between the input shaft 44 and the sun gear S14 of the first planetary gear mechanism 14. Further, between the input shaft 44 and the sun gear S14, a direct coupling clutch K04 and a direct coupling one-way clutch F
04 is arranged in parallel with the second clutch K24. The one-way clutch F04 is connected to the first planetary gear mechanism 14
The sun gear S14 is set to be engaged when the sun gear S14 reversely rotates with respect to the input shaft 44.

On the other hand, as a brake means, the first planetary gear mechanism 14 is provided between the sun gear S14 of the first planetary gear mechanism 14 and the housing 54.
A brake B14 is arranged, and a second brake B24 and a first one-way clutch F14 arranged in parallel with the first brake B14 and in series with each other are arranged between the sun gear S14 and the housing 54. A third gear is provided between the ring gear R24 of the second planetary gear mechanism 24 and the housing 54.
The brake B34 and the second one-way clutch F24 are arranged in parallel with each other. Further, between the sun gear S24 of the second planetary gear mechanism 24 and the housing 54, an O / D brake B04 is arranged. The one-way clutches F14 and F24 are set to be engaged when the sun gear S14 or the ring gear R24 tries to rotate in the reverse direction with respect to the input shaft 44.

FIG. 11 is a nomographic chart showing the characteristics of the above-mentioned automatic transmission, and FIG. 12 shows an example of an operation table. In this embodiment, as in the above-described embodiments, the carrier C4 is shared, so that the number of rotating elements is five, and the alignment chart has five vertical lines. Further, since the first planetary gear mechanism 14 is of a single pinion type and the second planetary gear mechanism 24 is of a type having a pinion gear PS meshing with the sun gear S24 and the ring gear R24, an output element and A line indicating carrier C4 is located at the center, and the first line
A line indicating the sun gear S14 of the planetary gear mechanism 14 and a line indicating the ring gear R24 of the second planetary gear mechanism 24 are located, and on the other side, a line indicating the ring gear R14 of the first planetary gear mechanism 14 and the second planetary gear mechanism. 24 and a line indicating the sun gear S24. In addition, each planetary gear mechanism 14, 2
Lines indicating the ring gears R14 and R24 of the planetary gear mechanisms 14 and 24 in relation to the gear ratio of FIG.
It will be located adjacent to the line indicating 4. A straight line connecting the position of the length "1" on the line indicating the carrier C4 and the origin position of the line indicating the fixed element is connected to the input member (the ring gear R14 of the first planetary gear mechanism 14 in the forward stage). Since the position crossing the indicated line is the input rotation speed, the value of the input rotation speed is the gear ratio.

Next, each shift speed set in the automatic transmission shown in FIG. 10 will be described. First, in the first speed, the second one-way clutch F
24 is set by the engagement. That is, when the ring gear R14 of the first planetary gear mechanism 14 rotates together with the input shaft 44, the load on the output side is applied to the carrier C4, so that the ring gear R24 of the second planetary gear mechanism 24 tries to rotate in the reverse direction. When a torque acts on the second one-way clutch F24, the one-way clutch F24 is engaged, and the rotation of the ring gear R24 of the second planetary gear mechanism 24 is stopped. That is, the ring gear R24 of the second planetary gear mechanism 24
, The carrier C4 rotates forward at a lower speed than the input shaft 44, and the first speed is set. The gear ratio at the first speed is such that the gear ratio of the first planetary gear mechanism 14 is ρ ₁₄ , the gear ratio of the second planetary gear mechanism 24 is ρ ₂₄ , and the number of teeth of the long pinion gear and the ring gear of the second planetary gear mechanism 24 If the ratio is γ ₂₄ , it is expressed as (1−ρ ₁₄ + 2 · γ ₂₄ ) / 2 · γ ₂₄ . In order to apply the engine brake at the first speed, the third brake B34 provided in parallel with the second one-way clutch F24 is engaged, and the ring gear R24 is released in the direction in which the second one-way clutch F24 is released. Prevent rotation.

The second speed is set by engaging the first one-way clutch F14 with the engagement of the first clutch K14 and the second brake B24. That is, when the ring gear R14 of the first planetary gear mechanism 14 rotates together with the input shaft 44, the load is applied to the carrier C4 from the output side, and the sun gear S14 of the first planetary gear mechanism 14 tries to rotate in the reverse direction. The one-way clutch F14 is engaged to fix the sun gear S14, that is, a reaction torque is applied to the sun gear S14. As a result, the carrier C4 as an output member rotates forward at a lower speed than the input shaft 44. Therefore the gear ratio of the second speed is expressed by 1 + ρ _14. Since the second speed is set by engaging the first one-way clutch F14, when the engine brake is activated, the sun gear S14 is prevented from rotating in the direction in which the one-way clutch F14 is released. And the first brake B14 arranged in a parallel relationship is engaged. First
The shift from the first speed to the second speed can be achieved by engaging the second brake B24, and therefore, from the first speed to the second speed.
The shift to the high speed can be performed smoothly without causing a shift shock.

The third speed is set by engaging the direct coupling one-way clutch F04 with the engagement of the first clutch K14 and the direct coupling clutch K04. That is, when the ring gear R14 of the first planetary gear mechanism 14 rotates together with the input shaft 44, the sun gear S14 of the first planetary gear mechanism 14 tries to rotate in the reverse direction with respect to the input shaft 44. As a result, in the first planetary gear mechanism 14, the sun gear S14 and the ring gear R14 are connected to the input shaft 4
4, so that not only the first planetary gear mechanism 14 but also the entire gear train is integrated, so that the carrier C4, which is the output member, rotates forward at the same speed as the input shaft 44, The gear ratio is directly connected to “1”. In this case, since the one-way clutch F04 is engaged, the second clutch K24 arranged in parallel with the one-way clutch F04 is engaged when the engine brake is to be applied. Further, the first one-way clutch F14 is in the disengaged state because the sun gear S14 of the first planetary gear mechanism 14 to which the first one-way clutch F14 is connected rotates forward, so that the second one-way clutch F14 is in the third speed.
Even if the brake B24 is engaged, the brake B24 does not participate in the transmission of power. Therefore, the shift from the second speed to the third speed can be achieved by engaging the direct-coupled clutch K04, so that a smooth shift is possible.

The fourth speed is set by engaging the first clutch K14 and the O / D brake B04. That is, when the ring gear R14 of the first planetary gear mechanism 14 is rotated together with the input shaft 44 while a load is applied to the carrier C4 from the output side, the sun gear S24 of the second planetary gear mechanism 24 rotates forward at a higher speed than the input shaft 44. Try to do this
When fixed by the / D brake B04, the carrier C4 as an output element rotates forward at a higher speed than the input shaft 44. That is, the speed ratio is an overdrive stage smaller than “1”, and the speed ratio in this case is represented by (2 · γ ₂₄ −ρ ₂₄ + ρ ₁₄ · ρ ₂₄ ) / 2 · γ ₂₄ . Further, in this case, the sun gear S14 of the first planetary gear mechanism 14 rotates forward faster than the input shaft 44.
Direct connection one-way clutch F04 with sun gear S14 connected
Even if the first one-way clutch F14 is released and the direct coupling clutch K04 and the second brake B02 are engaged, this does not affect the transmission of power. Therefore, the shift from the third speed to the fourth speed can be achieved by engaging the O / D brake B04, and a smooth shift is possible.

On the other hand, the reverse speed is set by engaging the second clutch K24 and the third brake B34.
That is, when the sun gear S14 of the first planetary gear mechanism 14 rotates together with the input shaft 44, a load on the output side is applied to the carrier C4, and the pinion gear P14 of the first planetary gear mechanism 14 has a long pinion. The ring gear R24 of the second planetary gear mechanism 24 attempts to make a forward rotation at a low speed. However, since the ring gear R24 is forcibly fixed by the third brake B34 to give a reaction torque, the carrier C4 as an output element rotates in the reverse direction. I do. The gear ratio in this case is represented by (1−ρ ₁₄ −2 · ρ ₁₄ · γ ₂₄ ) / (2 · ρ ₁₄ · γ ₂₄ ).

As described above, even in the automatic transmission having the structure shown in FIG. 10, all the forward gears can be set while the first clutch K14 is engaged. Since the input clutch is not switched, it is possible to prevent the shift shock from deteriorating and to facilitate the shift control.

It should be noted that the present invention is not limited to the above embodiment, and each friction engagement device uses a wet multi-plate friction engagement device alone without using a one-way clutch. The arrangement of the friction engagement device in the axial direction may be
The arrangement can be changed as appropriate other than the arrangement shown in the above-described embodiment.

[0052]

As explained above, according to the present invention,
Although it is a gear train using two sets of planetary gear mechanisms, four forward speeds and one reverse speed including an overdrive speed with a gear ratio smaller than "1" can be set. Since the clutch for transmitting torque from the clutch is not changed, that is, the input clutch is not switched, a smooth shift with little shift shock can be performed, in other words, the shift control in the forward gear is facilitated. . In setting the four shift speeds in the forward gear,
The rotation element to which torque is transmitted from the input shaft is always the same
To be transmitted from the input shaft to each planetary gear mechanism.
Simplify, downsize, and lighten the structure of Luk's input system
Shift control when setting the forward gear
Becomes easier.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a gear train according to a first embodiment of the present invention.

FIG. 2 is an alignment chart showing gear shifting characteristics of the gear train of the first embodiment.

FIG. 3 is an example of an operation chart of the first embodiment.

FIG. 4 is a skeleton diagram showing a gear train according to a second embodiment of the present invention.

FIG. 5 is an alignment chart showing shift characteristics of the gear train of the second embodiment.

FIG. 6 is an example of an operation chart of the second embodiment.

FIG. 7 is a skeleton diagram showing a gear train according to a third embodiment of the present invention.

FIG. 8 is an alignment chart showing gear shifting characteristics of the gear train of the third embodiment.

FIG. 9 is an example of an operation chart of the third embodiment.

FIG. 10 is a skeleton diagram showing a gear train according to a fourth embodiment of the present invention.

FIG. 11 is a nomographic chart showing shift characteristics of the gear train of the fourth embodiment.

FIG. 12 is an example of an operation chart of the fourth embodiment.

FIG. 13 is a skeleton diagram showing an example of a conventional gear train using two sets of planetary gear mechanisms.

14 is an operation chart for setting each shift speed by the gear train shown in FIG. 13;

[Description of Signs] 11, 12, 13, 14: First planetary gear mechanism 21, 22, 23, 24: Second planetary gear mechanism S11, S12, S13, S14, S21, S22, S23, S24: Sun gear R11, R12, R13, R14, R21, R22, R23, R24 ... Ring gears C1, C2, C3, C4 ... Carriers.

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-3-181644 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 3/44-3/78

Claims (1)

(57) [Claims] 1. Two sets of planetary gear mechanisms each including a sun gear, a ring gear disposed concentrically with respect to the sun gear, and a carrier holding a pinion gear disposed between these sun gears, and A gear train in which the respective carriers are connected so as to rotate integrally with each other, and at least one pinion gear of one planetary gear mechanism and at least one pinion gear of the other planetary gear mechanism are integrated; And an automatic transmission for a vehicle comprising five mutually rotatable rotating members, wherein the rotation element of each of the planetary gear mechanisms has a distance between a sun gear and a carrier of “1” and a distance between the carrier and a ring gear. Are indicated by lines parallel to each other as the ratio of the number of teeth between the sun gear and the ring gear, and For a planetary gear mechanism of the type having a pinion gear, a line indicating a sun gear and a line indicating a ring gear are arranged on both sides of a line indicating a carrier, and a pinion gear meshing with the sun gear and another pinion gear meshing with the pinion gear and the ring gear; For a planetary gear mechanism of the type having a line, a line indicating a sun gear and a line indicating a ring gear are arranged on one side of a line indicating a carrier, and the carriers connected so as to rotate integrally are indicated by the same line, and these lines are indicated. The alignment chart in which the rotation direction of each rotation element is the interval direction of the rotation elements is represented by five lines in which the line indicating the rotation element serving as the output member is located at the center, and the lines adjacent to the center line among rotating main Motono indicated torque in the forward stage of a single to be transmitted at all times
A rotating element, an input shaft for transmitting torque to the rotating element,
The and gear ratio comprises a clutch means for consolidation is combined with "1" smaller than the overdrive stage at least four forward
An automatic transmission for a vehicle, comprising a plurality of friction engagement devices for setting a gear.