JP4089540B2 - Planetary gear type multi-stage transmission for vehicles - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a planetary gear type multi-stage transmission which has a large range of a change gear ratio and a proper change gear ratio step, and is suitable for the horizontal arrangement. <P>SOLUTION: The multi-stage transmission is constituted as follows. The rotation of an input shaft 16 is outputted to a second gear shifting part via a first intermediate output route M1 and a second intermediate output route M2, through which the rotation is outputted after increasing its rotating speed to the first intermediate output route M1, in a first gear shifting part. A first rotating element RE1 is selectively connected to a first driven gear CG1B via a first clutch C1 in the second speed changer. The first rotating element RE1 is also selectively connected to a second driven gear CG2B via a third clutch C3. Also, a second rotating element RE2 is selectively connected to the first driven gear CG1B via a second clutch C2. The second rotating element RE2 is also selectively connected to a case 12 via a first brake B1. A fifth rotating element RE5 is selectively connected to the second driven gear CG2B via a fourth clutch C4. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to a vehicular planetary gear type multi-stage transmission provided between a prime mover and drive wheels in a vehicle such as an automobile.

  In a vehicle, a planetary gear type using a plurality of planetary gear units and engaging elements, for example, a clutch and a brake, for connecting elements constituting them to select a plurality of predetermined gear ratios or gear positions. Multi-stage transmissions are frequently used. For example, in the automatic transmission described in Patent Document 1, a multi-stage shift of 12 forward speeds is achieved by using four sets of planetary gear devices.

JP 2002-206601 A JP-A-8-105496 JP 2000-199549 A JP 2000-266138 A JP 2001-82555 A JP 2002-227940 A JP 2002-295609 A Japanese Patent No. 2956173

  By the way, in such a planetary gear type multi-stage transmission, not only is it simple and small in size, it is possible not only to increase the number of speed stages and to increase the speed ratio width, but also to the speed ratio step to be switched. It would be desirable to be able to vary in an equal ratio or near that. The automatic transmission described in Patent Document 1 has a problem that the gear ratio step is not multistage with a setting that is convenient to use. For example, as shown in FIG. 5 of Patent Document 1, the gear ratio step between the sixth gear and the seventh gear is as small as 1.050, and the arrangement of the gear ratio steps varies widely. In addition, it is conceivable to increase the number of planetary gears in response to these problems. However, the total length of the planetary gears is increased to reduce the vehicle mountability, and the engagement elements for connecting the elements constituting the planetary gear unit. Could also increase. In particular, in the case of a so-called horizontal installation in which the axial length direction of an automatic transmission suitably used in an FF (front engine / front drive) vehicle or an RR (rear engine / rear drive) vehicle is mounted in parallel to the axle. Since the restriction on the total length of the automatic transmission defined by the width is larger than that in the case of vertical installation, it may be difficult to mount.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to provide an FF vehicle and an RR that can have a large speed ratio range and can perform a forward multistage with an appropriate speed ratio step. An object of the present invention is to provide a small planetary gear type multi-stage transmission for a vehicle that is also suitably used for lateral placement of a vehicle.

The gist of the first invention for achieving the above object is as follows: (a) a first transmission unit and a second transmission unit, which are located on the driving force source side and around the first axis by the driving force source; The rotation of the input rotation member that is driven to rotate is transmitted to the second transmission unit on the second axis parallel to the first axis through the first transmission unit, and rotated about the second axis. A planetary gear type multi-stage transmission for a vehicle that outputs from an output rotating member that performs (b) a first intermediate output path comprising two sets of power transmission members arranged in parallel with each other And the rotation of the input rotation member is transmitted to the second transmission unit via the second intermediate output path, and (c) the second transmission unit is concentric with the second shaft center and the two sets of power. A plurality of planetary gear devices sequentially disposed on the side opposite to the driving force source side relative to the transmission member; A plurality of rotating elements are configured by connecting a part of the sun gear, carrier, and ring gear of the gear device to each other, and the plurality of rotating elements configure the first intermediate output path on the second axis side. 1 driven member, the second intermediate output path on the second axis side of the second driven member, the output rotating member, and the non-rotating member selectively or directly via a clutch or brake (D) a forward multi-stage shift stage is established by selectively switching between engagement and disengagement states of the clutch and brake, and (f) the first transmission unit includes two sets of The rotation of the input rotation member is transmitted to the second transmission unit via a first intermediate output path composed of a power transmission member and a second intermediate output path that rotates at an increased speed with respect to the first intermediate output path. And, (g) said second transmission section, said and are sequentially disposed concentrically to the second axis, the first planetary gear set and the second planetary gear unit 3 planetary the third planetary gear set A gear device is provided, and part of the sun gear, carrier, and ring gear of the three planetary gear devices are connected to each other to form five rotating elements, and the rotational speed of the five rotating elements is linearly adjusted. The five rotating elements on the collinear diagram that can be represented by the first rotating element, the second rotating element, the third rotating element, the fourth rotating element, and the fifth rotating element in order from one end to the other end The first rotating element is selectively connected to the first driven member via the first clutch and is selectively connected to the second driven member via the third clutch. The rotating element is connected via the second clutch It is selectively connected to the first driven member and selectively connected to a non-rotating member via a first brake, its third rotating element is connected to the output rotating member, and its fourth rotating element is The fifth rotating element is selectively connected to the second driven member via a fourth clutch. The fifth rotating element is selectively connected to the non-rotating member via two brakes.

A second aspect of the invention is the planetary gear type multi-stage transmission for a vehicle according to the first aspect of the invention. (A) The first planetary gear device includes a first sun gear, a first carrier, and a first ring gear, and is rotated by the first carrier. A double pinion type planetary gear device having a pair of meshing first planetary gears supported so as to be engaged with each other, wherein the second planetary gear device includes a second sun gear, a second carrier, and a second ring gear, and the second carrier A single pinion type planetary gear device having a second planetary gear rotatably supported by the third planetary gear device, wherein the third planetary gear device comprises a third sun gear, a third carrier, and a third ring gear, and is rotated by the third carrier. A single pinion type planetary gear device having a third planetary gear supported so as to be supported; (b) the first rotating element includes its second sun gear and its Three sun gears, the second rotating element is the first carrier and the second carrier, the third rotating element is the first ring gear, the second ring gear and the third carrier, and the fourth rotation. The element is its first sun gear and the fifth rotating element is its third ring gear.

A third aspect of the invention is the planetary gear type multi-stage transmission for a vehicle according to the first or second aspect of the invention, wherein the first shift stage having the largest speed ratio is established by engaging the first clutch and the second brake. When the third clutch and the second brake are engaged, a second gear having a gear ratio smaller than that of the first gear is established, and the second clutch and the second brake are engaged. The third gear stage having a smaller gear ratio than the second gear stage is established by the engagement, and the gear ratio than the third gear stage is established by engaging the second clutch and the third clutch. A fourth gear position having a smaller gear ratio is established and the first clutch and the second clutch are engaged, so that the fifth speed change ratio is smaller than that of the fourth gear position. A second gear and a fourth clutch are engaged to establish a sixth gear having a smaller gear ratio than the fifth gear, and the first clutch and the fourth clutch. When the clutch is engaged, a seventh shift stage having a gear ratio smaller than that of the sixth shift stage is established, and when the third clutch and the fourth clutch are engaged, the seventh shift stage is established. Also, the eighth gear position having a small gear ratio is established.

The fourth invention is the first invention to any one of the vehicular planetary gear type step-variable transmission of the third aspect of the present invention is a reverse speed is then established by the first clutch and the first brake are engaged Is.
The gist of the fifth invention for achieving the above object is that it comprises a first transmission unit and a second transmission unit, and is positioned on the driving force source side and rotated around the first axis by the driving force source. The rotation of the input rotation member is transmitted to the second transmission unit on the second axis parallel to the first axis through the first transmission unit, and is rotated around the second axis. A planetary gear type multi-stage transmission for a vehicle that outputs from a member, wherein: (a) the first transmission unit includes a first intermediate output path and a second intermediate transmission path that are composed of two sets of power transmission members arranged in parallel with each other; The rotation of the input rotation member is transmitted to the second transmission unit via an intermediate output path. (B) The second transmission unit is concentric with the second shaft center and from the two sets of power transmission members. And a plurality of planetary gear devices sequentially arranged on the side opposite to the driving force source side. A plurality of rotating elements are configured by connecting a part of a sun gear, a carrier, and a ring gear of a vehicle apparatus, and the plurality of rotating elements configure the first intermediate output path on the second axis side. 1 driven member, the second intermediate output path on the second axis side of the second driven member, the output rotating member, and the non-rotating member selectively or directly via a clutch or brake (C) a forward multi-speed is established by selectively switching the engagement and disengagement states of the clutch and brake, and (d) the first intermediate output path and the second intermediate Any one of the output paths decelerates the rotation of the input rotation member and transmits it to the second transmission unit, and one intermediate output path and the second transmission unit are engaged with each other. Power transmission is possible through the device, and the two engagement devices are capable of connecting one of the intermediate output paths to different rotating elements of the second transmission unit.
The subject matter of the sixth invention for achieving the above object is as follows: (a) a first transmission unit and a second transmission unit, which are located on the driving force source side and are driven around the first axis by the driving force source; The rotation of the input rotation member that is driven to rotate is transmitted to the second transmission unit on the second axis parallel to the first axis through the first transmission unit, and rotated about the second axis. A planetary gear type multi-stage transmission for a vehicle that outputs from an output rotating member that performs (b) a first intermediate output path comprising two sets of power transmission members arranged in parallel with each other And the rotation of the input rotation member is transmitted to the second transmission unit via the second intermediate output path, and (c) the second transmission unit is concentric with the second shaft center and the two sets of power. A plurality of planetary gear devices sequentially disposed on the side opposite to the driving force source side relative to the transmission member; A plurality of rotating elements are configured by connecting a part of the sun gear, carrier, and ring gear of the gear device to each other, and the plurality of rotating elements configure the first intermediate output path on the second axis side. 1 driven member, any one of the second driven member constituting the second intermediate output path on the second axis side, the output rotating member, and the non-rotating member selectively or directly via a clutch or brake (D) a forward multi-stage is established by selectively switching the engagement and disengagement states of the clutch and brake, and (e) the first transmission is 2 The second transmission unit rotates the input rotation member via a first intermediate output path composed of a pair of power transmission members and a second intermediate output path that outputs the first intermediate output path by decelerating and rotating with respect to the first intermediate output path. (F) three sets of the first planetary gear device, the second planetary gear device, and the third planetary gear device, the second transmission unit being concentrically and sequentially disposed on the second axis. The five planetary gear units are connected to each other, and the sun gear, the carrier, and the ring gear of the three sets of planetary gear units are connected to each other to form five rotating elements, and the rotational speeds of the five rotating elements are In the collinear chart that can be expressed on a straight line, the five rotating elements are sequentially arranged from one end to the other end in the order of the first rotating element, the second rotating element, the third rotating element, the fourth rotating element, and the fifth. When the rotary element is used, the first rotary element is selectively connected to the second driven member via the first clutch, and is further selectively connected to the first driven member via the third clutch. Non-rotating via the first brake Selectively coupled to the member, the second rotating element is selectively coupled to the non-rotating member via a second brake, and the third rotating element is selectively coupled to the first driven member via a fourth clutch. And the fourth rotating element is connected to the output rotating member via the third brake, and the fifth rotating element is connected to the second rotating element via the second clutch. It is selectively connected to the driven member.

A seventh aspect of the invention is the planetary gear type multi-stage transmission for a vehicle according to the fifth aspect of the invention. (A) The first transmission portion is provided with a first intermediate output path composed of two sets of power transmission members and a first intermediate output path thereof. The rotation of the input rotation member is transmitted to the second transmission unit via a second intermediate output path that rotates and decelerates the output, and (b) the second transmission unit is concentric with the second axis. And three sets of planetary gear devices of a first planetary gear device, a second planetary gear device, and a third planetary gear device, and the sun gear, carrier, and ring gear of the three planetary gear devices. Are connected to each other to form five rotating elements, and the five rotating elements are arranged from one end to the other on a collinear diagram that can represent the rotational speed of the five rotating elements on a straight line. First rotation element, second rotation required in order toward the end When the element, the third rotating element, the fourth rotating element, and the fifth rotating element are used, the first rotating element is selectively connected to the second driven member via the first clutch, and the third clutch is further connected. And is selectively connected to the non-rotating member via the first brake and the second rotating element is selectively connected to the non-rotating member via the second brake. And the third rotating element is selectively connected to the first driven member via a fourth clutch and is selectively connected to a non-rotating member via a third brake, and the fourth rotating element is The fifth rotating element is connected to the output rotating member, and the fifth rotating element is selectively connected to the second driven member via a second clutch.

An eighth invention is the planetary gear type multi-stage transmission for a vehicle according to the sixth or seventh invention , wherein (a) the first planetary gear device includes a first sun gear, a first carrier, and a first ring gear. A double pinion type planetary gear device having a pair of meshing first planetary gears rotatably supported by one carrier, the second planetary gear device comprising a second sun gear, a second carrier, and a second ring gear; A single pinion type planetary gear device having a second planetary gear rotatably supported by the second carrier, wherein the third planetary gear device comprises a third sun gear, a third carrier, and a third ring gear; A single pinion type planetary gear device having a third planetary gear rotatably supported by three carriers, and (b) the first rotating element has its second sun gear And the third sun gear, the second rotating element is the first carrier and the second carrier, the third rotating element is the second ring gear and the third carrier, and the fourth rotating element. Are the first ring gear and the third ring gear, and the fifth rotating element is the first sun gear.

A ninth aspect of the present invention is the planetary gear type multi-stage transmission for a vehicle according to any one of the sixth to eighth aspects of the invention , wherein the first speed ratio is the largest when the second clutch and the third brake are engaged. A gear stage is established, and the second clutch and the second brake are engaged to establish a second gear stage having a gear ratio smaller than that of the first gear stage, and the second clutch and the second clutch By engaging one brake, a third shift stage having a gear ratio smaller than that of the second shift stage is established, and by engaging the first clutch and the second clutch, the third shift stage. A fourth gear stage having a smaller gear ratio is established, and the second clutch and the third clutch are engaged, so that the gear ratio is smaller than that of the fourth gear stage. A fifth gear is established, and the second clutch and the fourth clutch are engaged to establish a sixth gear that is smaller in gear ratio than the fifth gear, and the third clutch When the fourth clutch is engaged, a seventh shift stage having a gear ratio smaller than that of the sixth shift stage is established, and when the first clutch and the fourth clutch are engaged, the first clutch is engaged. An eighth shift stage having a smaller gear ratio than the seventh shift stage is established, and the ninth shift stage having a smaller gear ratio than the eighth shift stage is established by engaging the fourth clutch and the first brake. It is established, and the shift is performed using seven or more shift stages among the first to ninth shift stages.

A tenth aspect of the present invention is the planetary gear type multi-stage transmission for a vehicle according to any one of the sixth to ninth aspects of the invention, wherein the first reverse shift stage is established by engaging the first clutch and the third brake. The second reverse shift stage having a smaller gear ratio than the first reverse shift stage is established by engaging the first clutch and the second brake.

An eleventh aspect of the present invention is the planetary gear type multi-stage transmission for a vehicle according to the first aspect, the fifth aspect, or the sixth aspect of the present invention , wherein the first transmission portion includes two sets of power transmission members arranged in parallel with each other. Through the first intermediate output path and the second intermediate output path, the rotation of the input rotation member is transmitted to the second transmission unit at different rotations.

A twelfth aspect of the present invention is the planetary gear type multi-stage transmission for a vehicle according to any one of the first to eleventh aspects of the invention, wherein the first set is a side opposite to the driving force source side with respect to the two sets of power transmission members. Parts other than those constituting the planetary gear type multi-stage transmission for a vehicle are arranged in an empty space on the shaft center.

A thirteenth aspect of the present invention is the planetary gear type multistage transmission for a vehicle according to any one of the first to twelfth aspects of the present invention, wherein the power transmission member is a drive gear disposed on the first shaft center and a second shaft. It is a counter gear pair that is configured by a driven gear that is disposed in the center and meshed with the drive gear.

A fourteenth aspect of the present invention is the planetary gear type multi-stage transmission for a vehicle according to any one of the first to thirteenth aspects of the invention, wherein the output of the driving force source is input to the input rotation member via a fluid transmission device. is there.

  The planetary gear type multi-stage transmission for a vehicle according to the present invention includes two sets of input rotation members that are located on the drive force source side and that can rotate around the first axis by the drive force source. A first transmission unit for transmitting to a second transmission unit on a second axis parallel to the first axis through a first intermediate output path and a second intermediate output path comprising the power transmission member; A plurality of planetary gear devices, for example, a first planetary gear device, which are arranged concentrically with the second axis constituting the transmission unit and sequentially on the side opposite to the driving force source side with respect to the two sets of power transmission members, A planetary gear type multi-stage transmission for a vehicle that can have a large gear ratio range and an appropriate gear ratio step is obtained by the three planetary gear devices of the second planetary gear device and the third planetary gear device. Further, since only three planetary gear devices are used, the total length, that is, the axial direction, is compared with the case where four planetary gear devices in which the first transmission unit is a planetary gear device are arranged on one axis. Can be used suitably for horizontal installation of FF vehicles and RR vehicles.

In the third invention or the ninth invention , the transmission gear ratio is increased by the first transmission unit and the three planetary gear units of the first planetary gear unit, the second planetary gear unit, and the third planetary gear unit. Thus, a small-sized planetary gear type multi-stage transmission for a vehicle capable of 8 or 9 forward speeds with appropriate gear ratio steps can be obtained.

  In the eighth aspect of the invention, the first transmission unit and the three planetary gear units of the first planetary gear unit, the second planetary gear unit, and the third planetary gear unit can increase the gear ratio range and change the speed. A compact vehicular planetary gear type multi-stage transmission capable of 9 speeds with an appropriate ratio step is obtained. In addition, a multi-speed transmission such as forward 7-speed or forward 8-speed can be obtained by selecting a speed stage in which a desired speed ratio can be obtained from the first speed stage to the ninth speed stage. For example, a 7-speed multi-speed transmission can be obtained by using the second to eighth shift stages, and the first to eighth shift stages or the second to ninth shift stages can be used. A forward eight-speed multi-speed transmission is obtained.

Further, according to the fourth and tenth aspects of the present invention, there can be obtained a transmission gear stage having at least seven forward speeds and one reverse speed. In the tenth aspect of the invention, it is possible to select two reverse gears. For example, when more driving force is required, for example, when traveling backward on an uphill road, use a reverse gear with a larger gear ratio, and when traveling backward on a flat ground or the like, the gear ratio is smaller. Use of the reverse shift speed is effective in improving fuel efficiency.

  In the eleventh aspect of the present invention, while maintaining the shaft length of the planetary gear type multi-stage transmission for a vehicle compact, oil is provided in an empty space on the first axis that is opposite to the driving force source side than the first transmission unit. The valve body of the hydraulic control circuit of the pump and the hydraulic friction engagement device can be arranged, and the connection of the oil passage of the planetary gear type multi-stage transmission for the vehicle is facilitated. In addition, it is advantageous to use the space for mounting on a vehicle.

  In the twelfth invention, power (rotation) is accurately transmitted from the input rotary member to the second transmission unit by using the counter gear pair, and an appropriate rotation speed can be easily obtained only by setting the gear ratio.

  In the thirteenth aspect, a compact automatic transmission can be designed.

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

  FIG. 1 is a skeleton diagram illustrating a configuration of a vehicular planetary gear type multi-stage transmission (hereinafter referred to as a transmission) 10 suitable as an automatic transmission for a vehicle. In FIG. 1, a transmission 10 includes a first shaft 32 and a second shaft 34 that are rotatably fixed to the transmission case 12 and arranged in parallel to each other in a transmission case 12 attached to a vehicle body. The first transmission unit 36, the first planetary gear unit 20 and the second planetary gear unit 22 are mainly composed of two counter gear pairs which are a first counter gear pair CG1 and a second counter gear pair CG2 as members. And the second planetary gear unit 24 as a main component, and a first shaft center 32c that is the center of rotation of the first shaft 32 is sequentially provided from the driving force source, for example, the engine 8 side. Torque converter 14 with a lock-up clutch 13 as a fluid transmission device, an input shaft 16 connected to the torque converter 14, and its input A drive gear CG1A which is one of the first counter gear pair CG1 and a drive gear CG2A which is one of the second counter gear pair CG2 fixed to the first shaft 32 connected to the first shaft 32 are disposed concentrically. The second shaft center 34c, which is the center of rotation of the second shaft 34, has a driven gear CG1B, which is the other of the first counter gear pair CG1, provided rotatably around the second shaft 34, and the second counter gear pair CG2. The other driven gear CG2B, the first planetary gear device 20, the second planetary gear device 22, the third planetary gear device 24, and the output gear 28 are arranged concentrically. This transmission 10 is suitably used as an automatic transmission for FF or RR that is particularly horizontally installed in a vehicle, and is provided between the engine 8 and drive wheels (not shown) to drive the output of the engine 8. Transmit to the wheel. In this embodiment, the input shaft 16 and the output gear 28 correspond to an input rotating member and an output rotating member, and the transmission case 12 corresponds to a non-rotating member. Further, the input shaft 16 and the first shaft 32 connected to the input shaft 16 are substantially the same, and the rotation of the first shaft 32 can be said to be the rotation of the input shaft 16 that is an input rotation member. . The torque converter 14 is operatively connected to the crankshaft 9 of the engine 8 and outputs the power of the engine 8 to the input shaft 16. That is, the input shaft 16 connected to the turbine shaft that is the output side rotating member of the torque converter 14 is driven to rotate around the first axis 32c by the engine 8, and the turbine shaft of the torque converter 14 is also input to the input rotating member. It is equivalent to. The output gear 28 rotates the left and right drive wheels via, for example, a differential gear device 30 and the like.

  Here, the arrangement (layout) of each device constituting the transmission 10 will be described in detail with reference to FIG. The first transmission unit 36 includes a first planetary gear in parallel so that the first counter gear pair CG1 and the second counter gear pair CG2 are adjacent as much as possible, and on the first shaft center 32c and the second shaft center 34c. The device 20, the second planetary gear device 22, and the third planetary gear device 24 are arranged closer to the engine 8 side. That is, the input shaft 16 that is significantly shorter than the torque converter 14 and the second shaft 34 is disposed on the first shaft center 32c at a position closer to the engine 8 than the first transmission unit 36, and the second transmission unit 38 is the second transmission unit 38. It is disposed at a position on the second shaft center 34c that is opposite to the engine 8 side than the first transmission unit. Further, in the first transmission unit 36, the first counter gear pair CG1 is disposed on the engine side from the second counter gear pair CG2, and in the second transmission unit, the first transmission unit 36 is disposed on the engine side from the first transmission unit 36c. The third planetary gear device 24, the second planetary gear device 22, and the first planetary gear device 20 are sequentially arranged in a direction opposite to that of the first planetary gear device 20. It is arranged between. Further, the engagement devices of the clutches C1 to C4 are disposed between the second transmission unit 38 and the first counter gear pair CG1 or the second counter gear pair CG2. In this way, the axial dimension of the transmission 10 is shortened compared to the case where four planetary gear devices are used on one axis, and it is advantageous to mount the FF vehicle or the RR vehicle in a horizontal position. In the present embodiment, the clutches C1 to C4 and the brakes B1 and B2 are concentrated on the shaft end of the second shaft center 34c or on the outside of the transmission case 12, so that the hydraulic path can be easily routed. In particular, the clutch C1 to the clutch C4 and the first transmission unit 36 can be easily connected.

  The first counter gear pair CG1 and the second counter gear pair CG2 constituting the first transmission unit 36 are arranged on the first shaft 32 in the same manner as the counter gear of the well-known parallel shaft transmission. A gear CG1A, a second drive gear CG2A, and a first driven gear CG1B and a second driven gear CG2B are provided on the second axis 34c. The first drive gear CG1A and the first driven gear CG1B, and the second drive gear CG2A and the second The driven gear CG2B is composed of a gear pair that is always meshed with the driven gear CG2B. These two pairs of counter gears function as two sets of power transmission members that transmit the rotation of the input rotation member input to the first shaft to the second transmission portion 38 on the second axis 34c. The first counter gear pair CG1 constitutes a first intermediate output path M1 that is a drive-driven path, and the second counter gear pair CG2 constitutes a second intermediate output path M2 that is also a drive-driven path. Is configured to transmit two different rotations to the second transmission unit 38 via the first output path M1 and the second output path M2 that are the two output paths. The first drive gear CG1A and the second drive gear CG2A each constitute a first drive member that forms the first intermediate output path M1 on the first shaft 32 side, and the second intermediate output path M2 on the first shaft 32 side. The first driven gear CG1B and the second driven gear CG2B are the second drive members, and the first driven member and the second intermediate output path M2 that constitute the first intermediate output path M1 on the second axis 34c side are the second axis. It is the 2nd driven member comprised by 34c side. For example, the reduction ratio of the first counter gear pair CG1 (= the rotational speed of the drive gear CG1A / the rotational speed of the driven gear CG1B) is about “1.000”, and the reduction ratio of the second counter gear pair CG2 (= the rotation of the drive gear CG2A). Speed / rotation speed of the driven gear CG2B) is set to about "0.630", the first transmission unit 36 rotates the input shaft 16, that is, the first shaft 32, to the first intermediate output path M1 and its first intermediate output path. On the other hand, it is transmitted (output) to the second transmission unit 38 through the second intermediate output path M2 that is rotated at an increased speed. In this embodiment, the reduction ratio of the first counter gear pair CG1 is set to about “1.000”, and the first intermediate output path M1 is set to the rotational speed of the input shaft 16. However, the first intermediate output path M1 is not necessarily the input shaft. There is no need for a rotational speed of 16.

The first planetary gear unit 20 constituting the second transmission unit 38 is a double pinion type planetary gear unit, and the second planetary gear unit 22 and the third planetary gear unit 24 are each a single pinion type planetary gear unit. It is composed of a planetary gear device. The first planetary gear device 20 includes a first sun gear S1, a plurality of pairs of first planetary gears P1 that mesh with each other, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first planetary gear P1. The first ring gear R1 meshing with the first sun gear S1 is provided, and has a predetermined gear ratio ρ ₁ of about “0.412”, for example. The second planetary gear unit 22 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. and a second ring gear R2 meshing with, for example, has a "0.350" approximately predetermined gear ratio [rho _2. The third planetary gear unit 24 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. and a third ring gear R3 meshing with, for example, has a gear ratio [rho ₃ of about "0.556". A part of the three sets of planetary gear devices is connected to the second shaft 34. The second shaft 34 is not limited to one continuous shaft, and may be divided into a plurality of parts depending on the connection state with the three sets of planetary gear devices. The number of teeth of the first sun gear S1 is Z _S1 , the number of teeth of the first ring gear R1 is Z _R1 , the number of teeth of the second sun gear S2 is Z _S2 , the number of teeth of the second ring gear R2 is Z _R2 , and the number of teeth of the third sun gear S3 When the number is Z _S3 and the number of teeth of the third ring gear R3 is Z _R3 , the gear ratio ρ ₁ is Z _S1 / Z _R1 , the gear ratio ρ ₂ is Z _S2 / Z _R2 , and the gear ratio ρ ₃ is Z _S2. / Z _R2 .

  In the second transmission unit 38, the second sun gear S2 and the third sun gear S3 are integrally connected to be selectively connected to the first driven gear CG1B via the first clutch C1, and the third clutch C3 is connected. The first carrier CA1 and the second carrier CA2 are integrally connected to each other through the second clutch C2 and selectively connected to the first driven gear CG1B through the second clutch C2. It is selectively connected to the transmission case 12 as the non-rotating member via one brake B1, and the first ring gear R1, the second ring gear R2, and the third carrier CA3 are integrally connected to form the output rotating member. Connected to the output gear 28, the first sun gear S1 is selectively connected to the transmission case 12 via the second brake B2. Is connected, the third ring gear R3 is selectively connected to the second driven gear CG2B via a fourth clutch C4.

  The first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the first brake B1, and the second brake B2 are hydraulic friction engagements often used in conventional vehicular automatic transmissions. The apparatus is a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or one end of one or two bands wound around the outer peripheral surface of a rotating drum is It is composed of a band brake or the like to be tightened, and is for selectively connecting the members on both sides on which it is interposed.

In the transmission 10 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the first clutch One of the first gear (first gear) to the eighth gear (eighth gear) is selected by engaging and operating two of the brakes B1 and B2 simultaneously. Alternatively, a reverse gear stage (reverse gear stage) is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output gear rotational speed N _OUT ) that changes substantially in an equal ratio is obtained for each gear stage. It is supposed to be.

That is, as shown in FIG. 2, the engagement of the first clutch C1 and the second brake B2 causes the second sun gear S2, the third sun gear S3, and the first driven gear CG1B, the first sun gear S1, the transmission case 12, and the like. by are respectively connected between the first speed ratio [gamma ₁ is the maximum value, for example, "3.700" is established. Further, the engagement of the third clutch C3 and the second brake B2 connects the second sun gear S2, the third sun gear S3, and the second driven gear CG2B, and the first sun gear S1 and the transmission case 12, respectively. Thus, the _second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “2.330” is established. Further, the engagement of the second clutch C2 and the second brake B2 connects the first carrier CA1, the second carrier CA2, and the first driven gear CG1B, and the first sun gear S1 and the transmission case 12, respectively. Thus, the _third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “1.700” is established. Further, due to the engagement of the second clutch C2 and the third clutch C3, between the first carrier CA1 and the second carrier CA2 and the first driven gear CG1B, and between the second sun gear S2 and the third sun gear S3 and the second driven gear CG2B. by between are connected respectively, the fourth speed ratio [gamma ₄ is smaller, for example, about "1.259" than the third speed position, is established. Further, due to the engagement of the first clutch C1 and the second clutch C2, between the second sun gear S2 and the third sun gear S3 and the first driven gear CG1B, and between the first carrier CA1 and the second carrier CA2 and the first driven gear CG1B. By connecting the gears to each other, the _fifth speed gear stage in which the speed ratio γ5 is smaller than the fourth speed gear stage, for example, about “1.000” is established. Further, the engagement of the second clutch C2 and the fourth clutch C4 connects the first carrier CA1 and the second carrier CA2 and the first driven gear CG1B, and the third ring gear R3 and the second driven gear CG2B, respectively. Thus, the _sixth speed gear stage in which the speed ratio γ ₆ is smaller than the fifth speed gear stage, for example, about “0.842” is established. Further, the engagement of the first clutch C1 and the fourth clutch C4 connects the second sun gear S2, the third sun gear S3 and the first driven gear CG1B, and the third ring gear R3 and the second driven gear CG2B, respectively. Thus, the seventh speed gear stage in which the speed ratio γ ₇ is smaller than the sixth speed gear stage, for example, “0.726” is established. Further, the engagement of the third clutch C3 and the fourth clutch C4 connects the second sun gear S2, the third sun gear S3 and the second driven gear CG2B, and the third ring gear R3 and the second driven gear CG2B, respectively. Thus, the eighth speed gear stage in which the speed ratio γ ₈ is smaller than the seventh speed gear stage, for example, “0.630” is established.

Further, due to the engagement of the first clutch C1 and the first brake B1, between the second sun gear S2 and the third sun gear S3 and the first driven gear CG1B, between the first carrier CA1 and the second carrier CA2 and the transmission case 12. Are connected to each other to establish a reverse gear stage in which the speed ratio γ _R is a value between the first speed gear stage and the second speed gear stage, for example, “2.857”. Reduction ratio of the first counter gear pair CG1, the reduction ratio of the second counter gear pair CG2, the gear ratio [rho ₁ of the first planetary gear unit _20, the gear ratio [rho ₂ of the second planetary gear _22, the third planetary gear set the gear ratio [rho ₃ 24 is the gear ratio as described above is set so as to obtain.

In the transmission 10, the ratio (= γ ₁ / γ ₂ ) between the speed ratio γ ₁ of the first speed gear stage and the speed ratio γ ₂ of the second speed gear stage is set to “1.588”. The ratio (= γ ₂ / γ ₃ ) between the gear ratio γ ₂ of the gear stage and the gear ratio γ ₃ of the third gear stage is set to “1.370”, and the gear ratio γ ₃ of the _third gear stage and the the ratio of the speed ratio gamma ₄ of the fourth gear (= γ _{3 /} γ ₄₎ is set to "1.350", the gear ratio of the gear ratio of the fourth gear gamma ₄ and the fifth gear gamma ₅ is the ratio (= γ ₄ / γ ₅₎ is "1.259" with the ratio of the speed ratio gamma ₆ the speed ratio gamma ₅ in fifth gear sixth gear stage (= gamma ₅ / gamma ₆₎ is set to "1.187", the ratio of the speed ratio gamma ₆ of the sixth gear and the gear ratio gamma ₇ of seventh gear (= gamma ₆ / gamma ₇₎ of the "1.161" It is the ratio of the speed ratio gamma ₈ and the gear ratio gamma ₇ of the seventh-speed position eighth gear ( γ _{7 /} γ ₈₎ is set to "1.152", the gear ratio gamma is geometric series varied. In the above transmission 10, the speed ratio gamma ₁ and which is the ratio gear ratio range of the gear ratio gamma ₈ of eighth gear (= γ _{1 /} γ ₈₎ is relatively large value of the first gear That is, it is “5.876”.

FIG. 3 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements that are connected in different gear stages in the transmission 10. The collinear chart of FIG. 3 is a two-dimensional coordinate indicating the relationship of the gear ratio ρ of each planetary gear device 20, 22, 24 in the horizontal axis direction and the relative rotational speed in the vertical axis direction. The horizontal line XZ on the lower side indicates zero rotational speed, the horizontal line X1 on the upper side thereof indicates the rotational speed “1.0”, that is, the rotational speed of the first intermediate output path M1, and the horizontal line X2 on the upper side thereof indicates the second speed. A predetermined rotational speed “N _x2 ”, that is, the rotational speed of the second intermediate output path M2, which is rotated at an increased speed with respect to the first intermediate output path M1 in accordance with the reduction ratio of the counter gear pair CG2, is shown. Further, the five vertical lines Y1 to Y5 of the second transmission unit 38 correspond to the first rotating element RE1 and the mutually connected sun gear S2 and sun gear S3, in order from the left, to the second rotating element RE2. And the mutually connected carrier CA1 and carrier CA2 corresponding to the third rotating element RE3 and the mutually connected ring gear R1, ring gear R2 and carrier CA3, the sun gear S1 corresponding to the fourth rotating element RE4, Each of the ring gears R3 corresponding to the fifth rotation element RE5 is represented, and the distance between them is determined according to the gear ratios ρ ₁ , ρ ₂ , ρ ₃ of the planetary gear devices 20, 22, and 24, respectively. When the distance between the sun gear and the carrier between the ordinates of the nomographic chart corresponds to “1”, the distance between the carrier and the ring gear corresponds to the distance corresponding to ρ. In the transmission unit 38, the interval between the vertical line Y3 and the vertical line Y4 is set to an interval corresponding to “1”, and the interval between the other vertical axes is set based on the above relationship. As described above, the rotation elements of the second transmission unit 38 include the sun gear S1, the carrier CA1, and the ring gear R1 of the first planetary gear device 20, the sun gear S2, the carrier CA2, and the ring gear R2 of the second planetary gear device 22, The sun gear S3, the carrier CA3, and a part of the ring gear R3 of the third planetary gear device 24 are individually or connected to each other, so that in the collinear diagram, from one (left) end to the other (right) end in order. Five first rotating elements RE1, second rotating element RE2, third rotating element RE3, fourth rotating element RE4, and fifth rotating element RE5 are configured.

  If expressed using the above collinear diagram, the transmission 10 of the present embodiment, in the first transmission unit 36, the rotation of the input shaft 16 (rotation of the first shaft 32) and the first intermediate output path M1 It is configured to output to the second transmission unit 38 via the second intermediate output path M2 that is rotated at an increased speed with respect to the first intermediate output path M1, and in the second transmission unit 38, the first rotation element RE1 (S2, S3) is selectively connected to the first driven gear CG1B via the first clutch C1, and is also selectively connected to the second driven gear CG2B via the third clutch C3. (CA1, CA2) are selectively connected to the first driven gear CG1B via the second clutch C2 and selected as the transmission case 12 as the non-rotating member via the first brake B1. The third rotating element RE3 (R1, R2, CA3) is connected to the output gear 28 as the output rotating member, and the fourth rotating element RE4 (S1) is transmitted via the second brake B2. The fifth rotary element RE5 (R3) is selectively connected to the case 12, and is configured to be selectively connected to the second driven gear CG2B via the fourth clutch C4.

In the collinear diagram of FIG. 3 described above, at the first speed gear stage, the first rotating element RE1 is connected to the first driven gear CG1B by the engagement of the clutch C1 to the rotation speed “1”, and the fourth rotating element RE4 is Since it is connected to the transmission case 12 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical line Y1 and the horizontal line X1 and the intersection of the vertical line Y4 and the horizontal line XZ is the vertical line Y3. The rotation speed of the output gear 28 is indicated by a point (1st) intersecting with. In the second speed gear stage, the first rotating element RE1 is connected to the second driven gear CG2B by the engagement of the clutch C3 and is set to the rotation speed “N _x2 ”, and the fourth rotating element RE4 is transmitted to the transmission case by the engagement of the brake B2. 12 and the rotational speed is set to “0”, so that a straight line connecting the intersection of the vertical line Y1 and the horizontal line X2 and the intersection of the vertical line Y4 and the horizontal line XZ intersects the vertical line Y3 (2nd). The rotational speed of the output gear 28 is shown. In the third gear stage, the second rotating element RE2 is connected to the first driven gear CG1B by the engagement of the clutch C2 and is set to the rotation speed “1”, and the fourth rotating element RE4 is transmitted to the transmission case 12 by the engagement of the brake B2. , And the rotation speed is “0”. Therefore, the point (3rd) where the straight line connecting the intersection of the vertical line Y2 and the horizontal line X1 and the intersection of the vertical line Y4 and the horizontal line XZ intersects the vertical line Y3 is The rotational speed of the output gear 28 is shown. In the fourth speed gear stage, the second rotating element RE2 is connected to the first driven gear CG1B by the engagement of the clutch C2 and is set to the rotation speed “1”. The first rotating element RE1 is engaged with the second driven gear by the engagement of the clutch C3. Since the rotation speed is “N _x2 ” connected to CG2B, a straight line connecting the intersection of the vertical line Y2 and the horizontal line X1 and the intersection of the vertical line Y1 and the horizontal line X2 intersects the vertical line Y3 (4th). Thus, the rotational speed of the output gear 28 is indicated. In the fifth gear stage, the first rotating element RE1 is connected to the first driven gear CG1B by the engagement of the clutch C1 so that the rotation speed is “1”, and the second rotating element RE2 is the first driven gear by the engagement of the clutch C2. Since the rotation speed is “1” connected to CG1B, a straight line connecting the intersection of the vertical line Y1 and the horizontal line X1 and the intersection of the vertical line Y2 and the horizontal line X1 intersects the vertical line Y3 (5th). The rotational speed of the output gear 28 is shown. In the sixth gear, the second rotating element RE2 is connected to the first driven gear CG1B by the engagement of the clutch C2 to a rotation speed “1”, and the fifth rotating element RE5 is engaged with the second driven gear by the engagement of the clutch C4. Since the rotation speed is “N _x2 ” connected to CG2B, a straight line connecting the intersection of the vertical line Y2 and the horizontal line X1 and the intersection of the vertical line Y5 and the horizontal line X2 intersects the vertical line Y3 (6th) Thus, the rotational speed of the output gear 28 is indicated. In the seventh speed gear stage, the first rotating element RE1 is connected to the first driven gear CG1B by the engagement of the clutch C1 so that the rotation speed is “1”, and the fifth rotating element RE5 is the second driven gear by the engagement of the clutch C4. Since the rotation speed is “N _x2 ” connected to CG2B, a straight line connecting the intersection of the vertical line Y1 and the horizontal line X1 and the intersection of the vertical line Y5 and the horizontal line X2 intersects the vertical line Y3 (7th) Thus, the rotational speed of the output gear 28 is indicated. In the eighth speed gear stage, the first rotating element RE1 is connected to the second driven gear CG2B by engagement of the clutch C3 to be the rotation speed “N _x2 ”, and the fifth rotation element RE5 is connected to the second driving gear CG2B by the engagement of the clutch C4. Since it is connected to the driven gear CG2B and has a rotational speed of “N _x2 ”, the straight line connecting the intersection of the vertical line Y1 and the horizontal line X2 and the intersection of the vertical line Y5 and the horizontal line X2 intersects the vertical line Y3 (8th ) Indicates the rotational speed of the output gear 28. In the reverse gear stage, the first rotation element RE1 is connected to the first driven gear CG1B by the engagement of the clutch C1 so that the rotation speed is “1”, and the second rotation element RE2 is connected to the transmission case 12 by the engagement of the brake B1. Since the rotation speed is set to “0”, the output gear is determined by the point (Rev) where the straight line connecting the intersection of the vertical line Y1 and the horizontal line X1 and the intersection of the vertical line Y2 and the horizontal line XZ intersects the vertical line Y3. 28 negative rotation speeds are shown.

As described above, according to the present embodiment, the first transmission unit 36 and the first planetary gear device 20, the second planetary gear device 22, and the three planetary gear devices 24, the three planetary gear devices 24, change the gear ratio. The vehicular planetary gear type multi-stage transmission 10 can be obtained which can take a large width and can perform forward multi-stage with an appropriate speed ratio step. That is, the respective gear ratios γ are changed in a substantially equal ratio to obtain excellent speed increasing characteristics or acceleration characteristics by switching the gear stage, and the speed ratio width of the transmission 10 (= γ ₁ / γ ₈ ). Since it is set to a relatively large value, for example, “5.876”, for example, a small vehicle planetary gear type multi-stage transmission 10 that can achieve both high speed running and uphill starting performance can be obtained. Further, since only three planetary gear devices are used, the overall length, that is, the axial dimension can be shortened compared to the case where four planetary gear devices in which the first transmission unit is a planetary gear device are used, and the FF vehicle And can be suitably used for horizontal placement of RR vehicles.

  Further, according to the present embodiment, power (rotation) is accurately transmitted from the input shaft 16 to the second transmission unit 38 by using the first counter gear pair CG1 and the second counter gear pair CG2, and the counter gear pair An appropriate rotational speed can be easily obtained simply by setting the reduction ratio (gear ratio).

  Further, according to the present embodiment, an empty space is formed on the first shaft center 32 c, that is, on the extension line of the first shaft 32 shorter than the second shaft 34, on the opposite side of the first transmission unit 36 from the engine 8 side. Therefore, while keeping the shaft length of the transmission 10 compact, the oil pump, the valve main body of the hydraulic control circuit of the hydraulic friction engagement device and the like can be arranged in the empty space, and the oil path of the transmission 10 can be connected. Becomes easier. In addition, it is advantageous to use the space for mounting on a vehicle.

  Further, according to the present embodiment, the reverse shift speed is established by engaging the first clutch C1 and the first brake B1, and therefore, the shift gear speed of 7 or more forward speeds and 1 reverse speed is obtained.

  Further, according to the present embodiment, the first planetary gear device 20, the second planetary gear device 22, and the third planetary gear device 24 are opposite to the engine 8 side with respect to the first transmission unit 36 on the second axis 34c. The torque converter 14 is arranged on the first shaft 32 so that the output of the engine 8 is input to the input shaft 16 (first shaft 32) of the transmission 10 via the torque converter 14. Since the engine 8 is disposed on the engine 8 side with respect to 36, a compact automatic transmission can be designed.

  Further, according to this embodiment, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the first brake B1, and the second brake B2 are connected to the shaft end of the second shaft 34 or the transmission case 12. Since it is concentrated on the side, that is, outside, the hydraulic circuit can be easily routed.

  Next, another embodiment of the present invention will be described. In the following description, parts common to those in the above-described embodiment are denoted by the same reference numerals and description thereof is omitted.

  FIG. 4 is a skeleton diagram illustrating the configuration of a transmission 40 according to another embodiment of the present invention, and FIG. 5 is a transmission gear stage of the transmission 40 and a hydraulic friction engagement device necessary for establishing the transmission gear stage. FIG. 6 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. This embodiment is the same as that shown in FIG. 1 except that the configuration of each device of the second transmission unit 48 and the arrangement of the first counter gear pair CG1 and the second counter gear pair CG2 constituting the first transmission unit 46 are different. This is the same as the transmission 10 shown, and the same effect as the embodiment shown in FIGS. 1 to 3 can be obtained. Below, the part which is different between the transmission 40 and the transmission 10 will be described.

  Unlike the first transmission unit 36 of the transmission 10, the first counter gear pair CG1 and the second counter gear pair CG2 constituting the first transmission unit 46 of the transmission 40 shown in FIG. The gear pair CG2 is disposed closer to the engine than the first counter gear pair CG1, and the reduction ratio of the second counter gear pair CG2 is larger than the reduction ratio of the first counter gear pair CG1. For example, the reduction ratio of the first counter gear pair CG1 is about “1.000”, the reduction ratio of the second counter gear pair CG2 is about “2.000”, and the first transmission unit 46 is the input shaft 16, that is, the first shaft. The rotation of 32 is transmitted (output) to the second transmission unit 48 through the first intermediate output path M1 and the second intermediate output path M2 rotated at a reduced speed with respect to the first intermediate output path.

In the present embodiment, the three planetary gear devices constituting the second transmission portion 48 of the transmission 40 shown in FIG. 4 are located on the second axis 34c and closer to the engine 8 side than the first transmission portion 36. The third planetary gear device 24, the second planetary gear device 22, and the first planetary gear device 20 are sequentially arranged in the opposite direction, and the first planetary gear device 20 is composed of a double pinion type planetary gear device. The second planetary gear device 22 and the third planetary gear device 24 are each composed of a single pinion type planetary gear device. The first planetary gear device 20 includes a first sun gear S1, a plurality of pairs of first planetary gears P1 that mesh with each other, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first planetary gear P1. The first ring gear R1 meshing with the first sun gear S1 is provided, and has a predetermined gear ratio ρ ₁ of about “0.548”, for example. The second planetary gear unit 22 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. and a second ring gear R2 meshing with, for example, has a "0.379" approximately predetermined gear ratio [rho _2. The third planetary gear unit 24 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. and a third ring gear R3 meshing with, for example, has a gear ratio [rho ₃ of about "0.390".

  In the second speed change portion 48, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the second driven gear CG2B via the first clutch C1, and the third clutch C3 is further connected. The first carrier CA1 and the second carrier CA2 are integrally connected to the first driven gear CG1B and the transmission case 12 as the non-rotating member via the first brake B1. To the transmission case 12 via the second brake B2, and the second ring gear R2 and the third carrier CA3 are integrally connected to the first driven gear CG1B via the fourth clutch C4. The transmission case as the non-rotating member is connected selectively and via the third brake B3. 12, the first ring gear R1 and the third ring gear R3 are integrally connected and connected to the output gear 28 as the output rotating member, and the first sun gear S1 is connected via the second clutch C2. It is selectively connected to the second driven gear CG2B.

In the transmission 40 configured as described above, for example, as shown in the engagement operation table of FIG. 5, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the first clutch The two selected from the brake B1, the second brake B2, and the third brake B3 are simultaneously engaged and operated, so that the first gear (first gear) to the ninth gear (the ninth gear) are operated. Or any one of the first reverse gear stage (first reverse gear stage) and the second reverse gear stage (second reverse gear stage) is selectively established, and the gear ratio changes in a substantially equal ratio. A ratio γ (= input shaft rotational speed N _IN / output gear rotational speed N _OUT ) is obtained for each gear stage.

That is, as shown in FIG. 5, by engagement of the second clutch C2 and the third brake B3, between the first sun gear S1 and the second driven gear CG2B, the second ring gear R2, the third carrier CA3, and the transmission case 12 by are respectively connected between the first speed ratio [gamma ₁ is the maximum value, for example, "4.817" is established. Further, the engagement of the second clutch C2 and the second brake B2 connects the first sun gear S1 and the second driven gear CG2B, and the first carrier CA1, the second carrier CA2, and the transmission case 12, respectively. Thus, the _second speed gear stage in which the speed ratio γ ₂ is smaller than the first speed gear stage, for example, about “3.653” is established. Further, the engagement of the second clutch C2 and the first brake B1 connects the first sun gear S1 and the second driven gear CG2B, and the second sun gear S2, the third sun gear S3, and the transmission case 12, respectively. Thus, the _third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “2.791” is established. Further, the engagement of the first clutch C1 and the second clutch C2 connects the second sun gear S2, the third sun gear S3, and the second driven gear CG2B, and the first sun gear S1 and the second driven gear CG2B, respectively. Thus, the _fourth speed gear stage in which the speed ratio γ4 is smaller than the third speed gear stage, for example, about “2.000” is established. Further, the engagement of the second clutch C2 and the third clutch C3 connects the first sun gear S1 and the second driven gear CG2B, and the second sun gear S2, the third sun gear S3, and the first driven gear CG1B, respectively. Thus, the _fifth speed gear stage in which the speed ratio γ5 is smaller than the fourth speed gear stage, for example, about “1.558” is established. Further, the engagement of the second clutch C2 and the fourth clutch C4 connects the first sun gear S1 and the second driven gear CG2B, and the second ring gear R2, the third carrier CA3, and the first driven gear CG1B, respectively. Thus, the _sixth speed gear stage in which the speed ratio γ ₆ is smaller than the fifth speed gear stage, for example, about “1.262” is established. Further, by engagement of the third clutch C3 and the fourth clutch C4, between the second sun gear S2 and the third sun gear S3 and the first driven gear CG1B, and between the second ring gear R2 and the third carrier CA3 and the first driven gear CG1B. by between are connected respectively, the seventh speed ratio [gamma ₇ is "1.000" smaller for example than the sixth-speed position, is established. Further, by engagement of the first clutch C1 and the fourth clutch C4, between the second sun gear S2 and the third sun gear S3 and the second driven gear CG2B, and between the second ring gear R2 and the third carrier CA3 and the first driven gear CG1B. by between are connected respectively, the eighth speed ratio [gamma ₈ is smaller, for example, "0.837" than the seventh-speed position, is established. Further, due to the engagement of the fourth clutch C4 and the first brake B1, between the second ring gear R2 and the third carrier CA3 and the first driven gear CG1B, and between the second sun gear S2 and the third sun gear S3 and the transmission case 12. Are connected to each other to establish a ninth speed gear stage in which the gear ratio γ ₉ is smaller than the eighth speed gear stage, for example, about “0.719”.

Further, due to the engagement of the first clutch C1 and the third brake B3, between the second sun gear S2 and the third sun gear S3 and the second driven gear CG2B, and between the second ring gear R2 and the third carrier CA3 and the transmission case 12. Are connected to each other to establish a first reverse gear stage in which the speed ratio γ _R1 is larger than the first speed gear stage, for example, about “5.127”. Further, due to the engagement of the first clutch C1 and the second brake B2, between the second sun gear S2 and the third sun gear S3 and the second driven gear CG2B, and between the first carrier CA1 and the second carrier CA2 and the transmission case 12. Are coupled to each other so that the gear ratio γ _R2 is smaller than the first reverse gear and is a value between the third gear and the fourth gear, for example, about “2.182”. A gear stage is established. Reduction ratio of the first counter gear pair CG1, the reduction ratio of the second counter gear pair CG2, the gear ratio [rho ₁ of the first planetary gear unit _20, the gear ratio [rho ₂ of the second planetary gear _22, the third planetary gear set the gear ratio [rho ₃ 24 is the gear ratio as described above is set so as to obtain.

In the transmission 40, the ratio (= γ ₁ / γ ₂ ) between the speed ratio γ ₁ of the first speed gear stage and the speed ratio γ ₂ of the second speed gear stage is set to “1.319”, and the second speed the ratio of the gear ratio of the gear gamma ₂ and the gear ratio gamma ₃ of the third gear (= γ _{2 /} γ ₃₎ is set to "1.309", and the gear ratio gamma ₃ of the third gear the the ratio of the speed ratio gamma ₄ of the fourth gear (= γ _{3 /} γ ₄₎ is set to "1.395", the gear ratio of the gear ratio of the fourth gear gamma ₄ and the fifth gear gamma ₅ is the ratio (= γ ₄ / γ ₅₎ is "1.283" with the ratio of the speed ratio gamma ₆ the speed ratio gamma ₅ in fifth gear sixth gear stage (= gamma ₅ / gamma ₆ ) is set to “1.235”, and the ratio (= γ ₆ / γ ₇ ) between the speed ratio γ ₆ of the _sixth speed gear stage and the speed ratio γ ₇ of the seventh speed gear stage is set to “1.262”. It is the ratio of the speed ratio gamma ₈ and the gear ratio gamma ₇ of the seventh-speed position eighth gear ( gamma ₇ / gamma ₈₎ is set to "1.195", the ratio of the speed ratio gamma ₉ and the gear ratio gamma ₈ of eighth gear ninth gear (= γ ₈ / γ ₉₎ is "1 .163 ", and the respective transmission gear ratios γ are changed in a substantially equal ratio. In the above transmission 10, first gear of the gear ratio gamma ₁ and ninth speed gear ratio range, which is the ratio of the speed ratio gamma ₉ of gear (= γ _{1 /} γ ₉₎ is a relatively large value That is, “6.700” is set, and the gear ratio width (= γ ₁ / γ ₈ ) is set to a relatively large value, that is, “5.756” even in the first gear and the eighth gear. ing.

FIG. 6 is a collinear diagram of the transmission 40 corresponding to FIG. 3, which is a collinear diagram of the transmission 10. The lower horizontal line XZ of the three horizontal lines in the collinear chart of FIG. 6 indicates the rotational speed zero, and the upper horizontal line X1 indicates the rotational speed “1.0”, that is, the rotational speed of the first intermediate output path M1. The intermediate horizontal line X2 indicates a predetermined rotational speed “N _x2 ” that is reduced with respect to the first intermediate output path M1 according to the reduction ratio of the second counter gear pair CG2, that is, the rotational speed of the second intermediate output path M2. Show. In addition, the five vertical lines Y1 to Y5 of the second transmission unit 48 correspond to the first rotating element RE1 and the mutually connected sun gear S2 and sun gear S3 in order from the left to the second rotating element RE2. The carrier CA1 and the carrier CA2 connected to each other correspond to the third rotation element RE3 and the ring gear R2 and the carrier CA3 connected to each other correspond to the fourth rotation element RE4 and the ring gear connected to each other. R1 and ring gear R3 represent the sun gear S1 corresponding to the fifth rotation element RE5, respectively.

  If expressed using the above nomograph, the transmission 40 according to the present embodiment is configured such that the rotation of the input shaft 16 (rotation of the first shaft 32) and the first intermediate output path M1 are performed in the first transmission unit 46. It is configured to output to the second transmission unit 48 via the second intermediate output path M2 that is decelerated and rotated with respect to the first intermediate output path. In the second transmission unit 48, the first rotation element RE1 ( S2 and S3) are selectively connected to the second driven gear CG2B via the first clutch C1, and further selectively connected to the first driven gear CG1B via the third clutch C3 and via the first brake B1. The second rotation element RE2 (CA1, CA2) is selectively connected to the transmission case 12 via the second brake B2 and is selectively connected to the transmission case 12 as the non-rotating member. The third rotating element RE3 (R2, CA3) is selectively connected to the first driven gear CG1B via the fourth clutch C4 and the transmission case as the non-rotating member via the third brake B3. 12, the fourth rotating element RE4 (R1, R3) is connected to an output gear 28 as the output rotating member, and the fifth rotating element RE5 (S1) is connected via the second clutch C2. It is selectively connected to the second driven gear CG2B.

In the collinear diagram of FIG. 6 described above, at the first speed gear stage, the fifth rotating element RE5 is connected to the second driven gear CG2B by the engagement of the clutch C2 to the rotational speed “N _x2 ”, and the third rotating element RE3 Is connected to the transmission case 12 by the engagement of the brake B3 and the rotational speed is set to “0”. Therefore, a straight line connecting the intersection of the vertical line Y5 and the horizontal line X2 and the intersection of the vertical line Y3 and the horizontal line XZ is a vertical line. The rotation speed of the output gear 28 is indicated by a point (1st) intersecting with Y4. In second gear, the fifth rotating element RE5 is the rotation speed "N _x2" is coupled to the second driven gear CG2B by the engagement of the clutch C2, the second rotary element RE2 is transmission case by the engagement of the brake B2 12 and the rotation speed is set to “0”. Therefore, a straight line connecting the intersection of the vertical line Y5 and the horizontal line X2 and the intersection of the vertical line Y2 and the horizontal line XZ intersects the vertical line Y4 (2nd). The rotational speed of the output gear 28 is shown. At the third speed gear stage, the fifth rotating element RE5 is connected to the second driven gear CG2B by engagement of the clutch C2 so as to have a rotation speed “N _x2 ”, and the first rotating element RE1 is transmitted to the transmission case by the engagement of the brake B1. 12 and the rotational speed is set to “0”. Therefore, a point (3rd) where a straight line connecting the intersection of the vertical line Y5 and the horizontal line X2 and the intersection of the vertical line Y1 and the horizontal line XZ intersects the vertical line Y4. The rotational speed of the output gear 28 is shown. In the fourth speed gear stage, the fifth rotation element RE5 is connected to the second driven gear CG2B by the engagement of the clutch C2 to be the rotation speed “N _x2 ”, and the first rotation element RE1 is the second rotation gear by the engagement of the clutch C1. Since it is connected to the driven gear CG2B and has a rotational speed of “N _x2 ”, the straight line connecting the intersection of the vertical line Y5 and the horizontal line X2 and the intersection of the vertical line Y1 and the horizontal line X2 intersects the vertical line Y4 (4th ) Indicates the rotational speed of the output gear 28. In the fifth gear, the fifth rotating element RE5 is connected to the second driven gear CG2B by the engagement of the clutch C2 to be the rotation speed “N _x2 ”, and the first rotating element RE1 is the first rotation by the engagement of the clutch C3. Since it is connected to the driven gear CG1B and has a rotational speed of “1”, a straight line connecting the intersection of the vertical line Y5 and the horizontal line X2 and the intersection of the vertical line Y1 and the horizontal line X1 intersects the vertical line Y4 (5th). Thus, the rotational speed of the output gear 28 is indicated. In the sixth speed, the fifth rotating element RE5 is connected to the second driven gear CG2B by the engagement of the clutch C2 to be the rotation speed “N _x2 ”, and the third rotating element RE3 is the first rotation by the engagement of the clutch C4. Since it is connected to the driven gear CG1B and has a rotational speed of “1”, a straight line connecting the intersection of the vertical line Y5 and the horizontal line X2 and the intersection of the vertical line Y3 and the horizontal line X1 intersects the vertical line Y4 (6th). Thus, the rotational speed of the output gear 28 is indicated. In the seventh speed gear stage, the first rotating element RE1 is connected to the first driven gear CG1B by the engagement of the clutch C3 and is set to the rotation speed “1”, and the third rotating element RE3 is connected to the first driven gear CG1B by the engagement of the clutch C4. Since the rotation speed is “1” connected to CG1B, a straight line connecting the intersection of the vertical line Y1 and the horizontal line X1 and the intersection of the vertical line Y3 and the horizontal line X1 intersects the vertical line Y4 (7th). The rotational speed of the output gear 28 is shown. In the eighth speed gear stage, the first rotating element RE1 is connected to the second driven gear CG2B by the engagement of the clutch C1 to be the rotation speed “N _x2 ”, and the third rotating element RE3 is the first rotation by the engagement of the clutch C4. Since it is connected to the driven gear CG1B and has a rotational speed “1”, the straight line connecting the intersection of the vertical line Y1 and the horizontal line X2 and the intersection of the vertical line Y3 and the horizontal line X1 intersects the vertical line Y4 (8th). Thus, the rotational speed of the output gear 28 is indicated. In the ninth speed gear stage, the third rotating element RE3 is connected to the first driven gear CG1B by the engagement of the clutch C4 and is set to the rotation speed “1”, and the first rotating element RE1 is transmitted to the transmission case 12 by the engagement of the brake B1. , And the rotation speed is set to “0”. Therefore, a point (9th) at which the straight line connecting the intersection of the vertical line Y3 and the horizontal line X1 and the intersection of the vertical line Y1 and the horizontal line XZ intersects the vertical line Y4, The rotational speed of the output gear 28 is shown. In the first reverse gear stage, the first rotating element RE1 is connected to the second driven gear CG2B by engagement of the clutch C1 and is set to a rotational speed “N _x2 ”, and the third rotating element RE3 is transmitted to the transmission case by the engagement of the brake B3. 12 and the rotational speed is set to “0”, so that a straight line connecting the intersection of the vertical line Y1 and the horizontal line X2 and the intersection of the vertical line Y3 and the horizontal line XZ intersects the vertical line Y4 (Rev1). The negative rotational speed of the output gear 28 is shown. In the second reverse gear stage, the first rotation element RE1 is connected to the second driven gear CG2B by the engagement of the clutch C1 and is set to the rotation speed “N _x2 ”, and the second rotation element RE2 is transmitted to the transmission case by the engagement of the brake B2. 12 and the rotational speed is set to “0”, so that a straight line connecting the intersection of the vertical line Y1 and the horizontal line X2 and the intersection of the vertical line Y2 and the horizontal line XZ intersects the vertical line Y4 (Rev2). The negative rotational speed of the output gear 28 is shown.

  As described above, according to this embodiment, the same effect as that of the embodiment shown in FIGS. 1 to 3 can be obtained, and the first reverse drive can be achieved by engaging the first clutch C1 and the third brake B3. Since the second reverse shift stage having a smaller gear ratio than the first reverse shift stage is established by establishing the shift stage and engaging the first clutch C1 and the second brake B2, the forward speed is 7 or more. Two reverse gear positions are obtained. For example, when more driving force is required, for example, when traveling backward on an uphill road, the first reverse gear stage having a large gear ratio is used, and when traveling backward, such as on flat ground, the first reverse transmission is used. Use of the second reverse shift speed having a gear ratio smaller than that of the speed is effective in improving fuel efficiency.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the transmission 10 of the above-described embodiment, the forward eight-speed gear stage is established, but the forward seven-speed gear stage is established except for any one of the eight-speed gear stages. You may be made to do. Further, in the transmission 40, the forward 9-speed gear stage is established. However, except for any one or two of the 9-speed gear stages, the forward 7-speed or forward 8-speed gear stage is established. It may be established. Further, in the transmission 40, the reverse second speed is established, but only one of the reverse speeds may be selected.

  Further, in the transmissions 10 and 40 of the above-described embodiment, the engine 8 and the torque converter 14 are directly connected via the crankshaft 9, but if they are operatively connected via a gear, a belt, or the like, for example. Well, it does not have to be placed on a common axis. The engine 8 may be another driving force source such as an electric motor.

  Further, in the transmissions 10 and 40 of the above-described embodiment, one-way clutches are provided in series or in parallel with any one of the first clutch C1 to the fourth clutch C4 and the first brake B1 to the third brake B3. May be. In this way, shift control becomes easy. For example, if a one-way clutch is provided in parallel with the second brake B2 in the transmission 10, the first gear is established only by engaging the first clutch. Further, any one of the first clutch C1 to the fourth clutch C4 and the first brake B1 to the third brake B3 may be replaced with a one-way clutch. Even in this way, a temporary shift can be obtained.

  The first transmission units 36 and 46 of the above-described embodiment use counter gear pairs as power transmission members. For example, pulleys disposed on the first shaft center 32c and the second shaft center 34c and the pulleys thereof, respectively. A pair of power transmission members may be configured with the belt wound around the belt.

  In the above-described embodiment, the torque converter 14 with the lock-up clutch 13 is provided between the engine 8 and the input shaft 16 as a fluid transmission device. However, the lock-up clutch 13 may not be provided. . Further, instead of the torque converter 14, a fluid coupling, a magnetic powder type electromagnetic clutch, a multi-plate or a single-plate hydraulic clutch may be provided.

  In the collinear chart of the above-described embodiment, the vertical lines Y1 to Y5 are sequentially arranged from the left to the right, but may be sequentially arranged from the right to the left. Further, although the horizontal axis X1 corresponding to the rotational speed “1” is disposed above the horizontal axis XZ corresponding to the rotational speed zero, it may be disposed below the horizontal axis XZ.

  In the above-described embodiment, the clutch C or the brake B, which is an engagement element of the transmissions 10 and 40, is a hydraulic friction engagement device. However, an electromagnetic engagement device such as an electromagnetic clutch or a magnetic powder clutch is used. There may be.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a main part of a planetary gear type multi-stage transmission for a vehicle that is an embodiment of the present invention. 2 is a chart showing the relationship between the transmission gear stage of the planetary gear type multi-stage transmission for the vehicle of the embodiment of FIG. 1 and the operation of the hydraulic friction engagement device necessary to establish it. It is a collinear diagram explaining the action of the planetary gear type multi-stage transmission for the vehicle of the embodiment of FIG. FIG. 2 is a skeleton diagram illustrating a configuration of a main part of a planetary gear type multi-stage transmission for a vehicle that is another embodiment of the present invention, and is a view corresponding to FIG. 1. 4 is a chart showing the relationship between the transmission gear stage of the vehicle planetary gear type multi-stage transmission of the embodiment of FIG. 4 and the operation of the hydraulic friction engagement device necessary to establish it; FIG. FIG. FIG. 5 is a collinear diagram illustrating the operation of the planetary gear type multi-stage transmission for a vehicle of the embodiment of FIG. 4, corresponding to FIG. 3.

Explanation of symbols

8: Engine 10, 40: Planetary gear type multi-stage transmission for vehicle 12: Transmission case (non-rotating member)
14: Torque converter (fluid transmission)
16: Input shaft (input rotating member)
20: First planetary gear device S1: Sun gear R1: Ring gear CA1: Carrier P1: Planet gear 22: Second planetary gear device S2: Sun gear R2: Ring gear CA2: Carrier P2: Planetary gear 24: Third planetary gear device S3: Sun gear R3: Ring gear CA3: Carrier P3: Planetary gear 28: Output gear (output rotating member)
32c: 1st shaft center 34c: 2nd shaft center 36, 46: 1st transmission part 38, 48: 2nd transmission part C1: 1st clutch C2: 2nd clutch C3: 3rd clutch C4: 4th clutch B1: First brake B2: Second brake B3: Third brake RE1: First rotation element RE2: Second rotation element RE3: Third rotation element RE4: Fourth rotation element RE5: Fifth rotation element M1: First intermediate output path M2: second intermediate output path CG1: first counter gear pair CG2: second counter gear pair CG1B: first driven gear (first driven member)
CG2B: Second driven gear (second driven member)

Claims (14)

A first transmission unit and a second transmission unit are provided, and the rotation of an input rotation member that is located on the drive force source side and is driven to rotate around the first axis by the drive force source is transmitted through the first transmission unit. A planetary gear type multi-stage transmission for a vehicle of a type that is transmitted to the second transmission unit on a second axis parallel to the first axis and that is output from an output rotating member that rotates around the second axis. ,
The first transmission unit transmits the rotation of the input rotation member to the second transmission unit via a first intermediate output path and a second intermediate output path formed of two sets of power transmission members arranged in parallel to each other. And
The second transmission unit includes a plurality of planetary gear devices that are arranged concentrically with the second axis and sequentially disposed on the side opposite to the driving force source side with respect to the two sets of power transmission members. A plurality of rotating elements are configured by connecting a part of the sun gear, the carrier, and the ring gear of the planetary gear unit of the planetary gear unit, and the plurality of rotating elements configure the first intermediate output path on the second axis side. The first driven member, the second intermediate output path on the second axis side, the output rotating member, and the non-rotating member selectively or via a clutch or brake or Directly connected,
By selectively switching the engagement and disengagement state of the clutch and brake, a forward multi-stage shift stage is established,
The first transmission unit includes the input rotation member via a first intermediate output path composed of two sets of power transmission members and a second intermediate output path that rotates at an increased speed with respect to the first intermediate output path. Is transmitted to the second transmission unit,
The second transmission unit includes three sets of planetary gear devices, a first planetary gear device, a second planetary gear device, and a third planetary gear device, which are arranged concentrically and sequentially with respect to the second axis. The sun gear, the carrier, and a part of the ring gear of the three sets of planetary gear devices are connected to each other to constitute five rotating elements, and the rotational speed of the five rotating elements can be expressed on a straight line. When the five rotating elements on the collinear diagram are sequentially turned from one end to the other end as a first rotating element, a second rotating element, a third rotating element, a fourth rotating element, and a fifth rotating element, The first rotating element is selectively connected to the first driven member via a first clutch and is selectively connected to the second driven member via a third clutch, the second rotating element being a second The first driven through a clutch And is selectively connected to a non-rotating member via a first brake, the third rotating element is connected to the output rotating member, and the fourth rotating element is connected to a second brake. non-rotating member selectively coupled to, fifth rotating element der Ru vehicular planetary gear type step-variable transmission which is selectively connected to the second driven member through a fourth clutch Te. The first planetary gear device includes a first sun gear, a first carrier, and a first ring gear, and is a double pinion type planetary gear device having a pair of meshing first planetary gears rotatably supported by the first carrier. The second planetary gear unit is a single pinion type planetary gear unit having a second planetary gear that includes a second sun gear, a second carrier, and a second ring gear and is rotatably supported by the second carrier; The third planetary gear device is a single pinion type planetary gear device including a third sun gear, a third carrier, and a third ring gear, and having a third planetary gear rotatably supported by the third carrier,
The first rotating element is the second sun gear and the third sun gear, the second rotating element is the first carrier and the second carrier, the third rotating element is the first ring gear, and the second sun gear. a ring gear and the third carrier, the fourth rotating element is a first sun gear, the fifth rotating element vehicular planetary gear type step-variable transmission of claim 1 wherein said third ring gear. The first shift stage having the largest transmission ratio is established by engaging the first clutch and the second brake, and the first shift is performed by engaging the third clutch and the second brake. A second gear stage having a smaller gear ratio than the second gear stage is established, and a third gear stage having a smaller gear ratio than the second gear stage is established by engaging the second clutch and the second brake. When the second clutch and the third clutch are engaged, a fourth shift stage having a gear ratio smaller than that of the third shift stage is established, and the first clutch and the second clutch are engaged. As a result, a fifth shift stage having a gear ratio smaller than that of the fourth shift stage is established, and the second clutch and the fourth clutch are engaged. As a result, a sixth gear position having a smaller gear ratio than the fifth gear position is established, and the first gear ratio and the fourth clutch are engaged to cause the gear ratio to be smaller than the sixth gear position. 7 gear position is is established, the third clutch and the fourth clutch is intended to eighth gear position gear ratio than the seventh gear position by being engaged is small, is established claim 1 or 2 planetary gear type multi-stage transmission for vehicles. It said first clutch and said claims 1 to planetary gear type multi-speed transmission for any one of the vehicle 3 in which the reverse speed is established by the first brake is engaged. A first transmission unit and a second transmission unit are provided, and the rotation of an input rotation member that is located on the drive force source side and is driven to rotate around the first axis by the drive force source is transmitted through the first transmission unit. A planetary gear type multi-stage transmission for a vehicle of a type that is transmitted to the second transmission unit on a second axis parallel to the first axis and that is output from an output rotating member that rotates around the second axis. ,
  The first transmission unit transmits the rotation of the input rotation member to the second transmission unit via a first intermediate output path and a second intermediate output path formed of two sets of power transmission members arranged in parallel to each other. And
  The second transmission unit includes a plurality of planetary gear devices that are arranged concentrically with the second axis and sequentially disposed on the side opposite to the driving force source side with respect to the two sets of power transmission members. A plurality of rotating elements are configured by connecting a part of the sun gear, the carrier, and the ring gear of the planetary gear unit of the planetary gear unit, and the plurality of rotating elements configure the first intermediate output path on the second axis side. The first driven member, the second intermediate output path on the second axis side, the output rotating member, and the non-rotating member selectively or via a clutch or brake or Directly connected,
  By selectively switching between engagement and disengagement of the clutch and brake, a forward multi-stage shift stage is established,
One of the first intermediate output path and the second intermediate output path decelerates the rotation of the input rotation member and transmits the rotation to the second transmission unit, and the one intermediate output path and the second intermediate output path The second transmission unit can transmit power through two engagement devices, and the two engagement devices can connect the one intermediate output path to different rotating elements of the second transmission unit. A planetary gear type multi-stage transmission for a vehicle. A first transmission unit and a second transmission unit are provided, and the rotation of an input rotation member that is located on the drive force source side and is driven to rotate around the first axis by the drive force source is transmitted through the first transmission unit. A planetary gear type multi-stage transmission for a vehicle of a type that is transmitted to the second transmission unit on a second axis parallel to the first axis and that is output from an output rotating member that rotates around the second axis. ,
The first transmission unit transmits the rotation of the input rotation member to the second transmission unit via a first intermediate output path and a second intermediate output path formed of two sets of power transmission members arranged in parallel to each other. And
The second transmission unit includes a plurality of planetary gear devices that are arranged concentrically with the second axis and sequentially disposed on the side opposite to the driving force source side with respect to the two sets of power transmission members. A plurality of rotating elements are configured by connecting a part of the sun gear, the carrier, and the ring gear of the planetary gear unit of the planetary gear unit, and the plurality of rotating elements configure the first intermediate output path on the second axis side. The first driven member, the second intermediate output path on the second axis side, the output rotating member, and the non-rotating member selectively or via a clutch or brake or Directly connected,
By selectively switching the engagement and disengagement state of the clutch and brake, a forward multi-stage shift stage is established,
The first transmission unit includes a first intermediate output path composed of two sets of power transmission members and a second intermediate output path that outputs the first intermediate output path by decelerating and rotating with respect to the first intermediate output path. Transmitting the rotation to the second transmission unit;
The second transmission unit includes three sets of planetary gear devices, a first planetary gear device, a second planetary gear device, and a third planetary gear device, which are arranged concentrically and sequentially with respect to the second axis. The sun gear, the carrier, and a part of the ring gear of the three sets of planetary gear devices are connected to each other to constitute five rotating elements, and the rotational speed of the five rotating elements can be expressed on a straight line. When the five rotating elements on the collinear diagram are sequentially turned from one end to the other end as a first rotating element, a second rotating element, a third rotating element, a fourth rotating element, and a fifth rotating element, The first rotating element is selectively connected to the second driven member via a first clutch, and is further selectively connected to the first driven member via a third clutch and is not connected via a first brake. Selectively connected to rotating member The second rotating element is selectively connected to the non-rotating member via the second brake, and the third rotating element is selectively connected to the first driven member via the fourth clutch and the third The fourth rotary element is selectively connected to the output rotary member via a brake, the fifth rotary element is selectively connected to the second driven member via a second clutch. der Ru vehicular planetary gear type step-variable transmission shall be. The first transmission unit includes a first intermediate output path composed of two sets of power transmission members and a second intermediate output path that outputs the first intermediate output path by decelerating and rotating with respect to the first intermediate output path. Transmitting the rotation to the second transmission unit;
  The second transmission unit includes three sets of planetary gear devices, a first planetary gear device, a second planetary gear device, and a third planetary gear device, which are arranged concentrically and sequentially with respect to the second axis. The sun gear, the carrier, and a part of the ring gear of the three sets of planetary gear devices are connected to each other to constitute five rotating elements, and the rotational speed of the five rotating elements can be expressed on a straight line. When the five rotating elements on the collinear diagram are sequentially turned from one end to the other end as a first rotating element, a second rotating element, a third rotating element, a fourth rotating element, and a fifth rotating element, The first rotating element is selectively connected to the second driven member via a first clutch, and is further selectively connected to the first driven member via a third clutch and is not connected via a first brake. Selectively connected to rotating member The second rotating element is selectively connected to the non-rotating member via the second brake, and the third rotating element is selectively connected to the first driven member via the fourth clutch and the third The fourth rotary element is selectively connected to the output rotary member via a brake, the fifth rotary element is selectively connected to the second driven member via a second clutch. The planetary gear type multi-stage transmission for a vehicle according to claim 5. The first planetary gear device includes a first sun gear, a first carrier, and a first ring gear, and is a double pinion type planetary gear device having a pair of meshing first planetary gears rotatably supported by the first carrier. The second planetary gear unit is a single pinion type planetary gear unit having a second planetary gear that includes a second sun gear, a second carrier, and a second ring gear and is rotatably supported by the second carrier; The third planetary gear device is a single pinion type planetary gear device including a third sun gear, a third carrier, and a third ring gear, and having a third planetary gear rotatably supported by the third carrier,
The first rotating element is the second sun gear and the third sun gear, the second rotating element is the first carrier and the second carrier, and the third rotating element is the second ring gear and the third sun gear. The planetary gear type multi-stage transmission for a vehicle according to claim 6 or 7 , wherein the planetary gear type multi-stage transmission for a vehicle is a carrier, wherein the fourth rotating element is the first ring gear and the third ring gear, and the fifth rotating element is the first sun gear. The first shift stage having the largest transmission ratio is established by engaging the second clutch and the third brake, and the first shift is performed by engaging the second clutch and the second brake. A second gear stage having a smaller gear ratio than the first gear stage is established, and a third gear stage having a smaller gear ratio than the second gear stage is established by engaging the second clutch and the first brake. When the first clutch and the second clutch are engaged, a fourth shift stage having a smaller speed ratio than the third shift stage is established, and the second clutch and the third clutch are engaged. As a result, a fifth shift stage having a gear ratio smaller than that of the fourth shift stage is established, and the second clutch and the fourth clutch are engaged. As a result, a sixth gear position having a smaller gear ratio than the fifth gear position is established, and the third clutch and the fourth clutch are engaged to cause the gear ratio to be smaller than the sixth gear position. When the seventh shift stage is established and the first clutch and the fourth clutch are engaged, an eighth shift stage having a gear ratio smaller than that of the seventh shift stage is established, and the fourth clutch and the fourth clutch A ninth shift stage having a smaller gear ratio than the eighth shift stage is established by engaging the first brake;
The vehicular planetary gear type multi-stage transmission according to any one of claims 6 to 8, wherein a shift is performed using at least seven of the first to ninth shift stages. The first reverse shift stage is established by engaging the first clutch and the third brake, and the first reverse shift stage is established by engaging the first clutch and the second brake. The planetary gear type multi-stage transmission for a vehicle according to any one of claims 6 to 9 , wherein a second reverse gear stage having a small gear ratio is established. The first transmission unit rotates the input rotation member at different rotations through a first intermediate output path and a second intermediate output path that are composed of two sets of power transmission members arranged in parallel with each other. The planetary gear type multi-stage transmission for a vehicle according to claim 1, 5 or 6 , wherein the transmission is transmitted to a transmission unit. Parts other than those constituting the planetary gear type multi-stage transmission for a vehicle are arranged in an empty space on the first axis that is opposite to the driving force source side than the two sets of power transmission members. planetary gear type multi-speed transmission for any one of a vehicle of a certain claims 1-11. The power transmission member is a counter gear pair configured by a drive gear disposed on the first shaft center and a driven gear disposed on the second shaft and meshed with the drive gear. A planetary gear type multi-stage transmission for a vehicle according to any one of 1 to 12 . The output of the drive power source is any one of the vehicular planetary gear type step-variable transmission according to claim 1 to 13 is intended to be input to the input rotary member via the fluid transmission device.

Images