JP4228826B2 - Planetary gear type multi-stage transmission for vehicles - Google Patents

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 planetary gear devices on one shaft.

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 planetary gear type multi-stage transmission using four sets of planetary gear devices on one axis as shown in Patent Document 1, an FF (front engine / front drive) vehicle or RR (rear engine / rear drive) is used. Compared with the case where the restriction on the total length of the automatic transmission defined by the vehicle width is vertical when the axial length direction of the automatic transmission preferably used in the vehicle is mounted parallel to the axle. Therefore, 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 that a first transmission unit and a second transmission unit are provided, and the rotation of the input rotation member is parallel to the first axis through the first transmission unit. A planetary gear type multi-stage transmission for a vehicle of a type that transmits to the second transmission portion on the second shaft center and outputs from an output rotating member that rotates about the second shaft center; 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 composed of two sets of power transmission members arranged in parallel with each other, (b) The second transmission unit includes a plurality of planetary gear devices that are arranged concentrically with the second shaft center so as to be sandwiched between the two sets of power transmission members, and the plurality of planetary gears. The sun gear, carrier, and part of the ring gear of the device are connected together. A plurality of rotating elements are configured, and the plurality of rotating elements are a first driven member that configures the first intermediate output path on the second axis side via a clutch or a brake, and the second intermediate output path is the first It is selectively connected to any one of the second driven member, the output rotating member, and the non-rotating member that are configured on the two-axis center side, and (c) selects the engagement / release state of the clutch and brake (D) the first transmission unit is rotated at a reduced speed with respect to the first intermediate output path composed of two sets of power transmission members and the first intermediate output path. The rotation of the input rotation member is transmitted to the second transmission unit via a second intermediate output path that outputs the second intermediate output path; and (e) the second transmission unit is concentrically and sequentially arranged on the second axis. First planetary gear set and second planetary teeth provided Three rotating planetary gear devices including a vehicle device and a third planetary gear device are 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. In addition, on the collinear chart in which the rotation speed of the five rotating elements 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, When the three-rotation element, the fourth rotation element, and the fifth rotation element are used, the first rotation element is selectively connected to the second driven member via the second clutch and is not connected via the first brake. The second rotating element is selectively connected to the first driven member via a third clutch, and the third rotating element is connected to the first driven member via a fourth clutch. Selected Connected to the non-rotating member via the second brake, the fourth rotating element is connected to the output rotating member, and the fifth rotating element is connected to the first rotating member via the first clutch. in der Rukoto those selectively connected to second driven member.

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 single pinion type planetary gear device having a first planetary gear supported so as to be supported, wherein the second planetary gear device includes a second sun gear, a second carrier, and a second ring gear, and is rotatable by the second carrier. A single pinion type planetary gear device having a supported second planetary gear, wherein the third planetary gear device includes a third sun gear, a third carrier, and a third ring gear, and is rotatably supported by the third carrier. A single pinion type planetary gear device having a third planetary gear, and (b) the first rotating element is the second sun gear and the third sun gear. The second rotating element is the first ring gear, the third rotating element is the first carrier and the second carrier, and the fourth rotating element is the first sun gear, the second ring gear and the third carrier. It is a carrier, 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 aspect of the invention. (A) The first planetary gear unit includes a first sun gear, a first carrier, and a first ring gear, and is rotated by the first carrier. A single pinion type planetary gear device having a first planetary gear supported so as to be supported, wherein the second planetary gear device includes a second sun gear, a second carrier, and a second ring gear, and is rotatable by the second carrier. A double pinion type planetary gear device having a pair of second planetary gears that are supported and meshed with each other, wherein the third planetary gear device includes 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 is its third sun gear; The second rotating element is the first ring gear and the second sun gear, the third rotating element is the first carrier, and the fourth rotating element is the first sun gear, the second ring gear, and the third carrier. And the fifth rotating element is the second carrier and the third ring gear.

A fourth 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 capable of being supported, the second planetary gear device comprising a second sun gear, a second carrier, and a second ring gear, the second carrier Is 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 unit having a third planetary gear supported so as to be supported; (b) the first rotating element is its third sun gear; The second rotating element is the first carrier and the second ring gear, the third rotating element is the second carrier, and the fourth rotating element is the first ring gear, the second sun gear, and the third carrier. And the fifth rotating element is the first sun gear and the third ring gear.

The fifth invention is the first invention to fourth any one of vehicular planetary gear type step-variable transmission of the invention, the first largest transmission ratio by the clutch and the second brake are engaged first A gear stage is established, and the first clutch and the first brake are engaged, thereby establishing a second gear stage having a gear ratio smaller than that of the first gear stage. The first clutch and the first clutch Engagement of the two clutches establishes a third shift stage having a speed ratio smaller than that of the second shift stage, and the engagement of the first clutch and the third clutch, or the first clutch When the fourth clutch is engaged, a fourth gear having a smaller gear ratio than the third gear is established, and the third clutch and the fourth clutch A fifth shift stage having a smaller gear ratio than the fourth shift stage is established by engaging the latch, and the second and fourth clutches are engaged by engaging the second clutch and the fourth clutch. A sixth gear having a smaller gear ratio is established, and a seventh gear having a smaller gear ratio than the sixth gear is established by engaging the fourth clutch and the first brake. By engaging the third clutch and the first brake, an eighth shift stage having a gear ratio smaller than that of the seventh shift stage is established.

The sixth invention is the first invention to any one of the vehicular planetary gear type step-variable transmission of the fifth aspect of the present invention is a reverse speed is then established by the second clutch and the second brake are engaged Monodea Ru.

A seventh aspect of the present invention for achieving the above object includes a first transmission unit and a second transmission unit, and the rotation of the input rotation member is parallel to the first axis through the first transmission unit. A planetary gear type multi-stage transmission for a vehicle of a type that transmits to the second transmission portion on the second shaft center and outputs from an output rotating member that rotates about the second shaft center; 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 composed of two sets of power transmission members arranged in parallel with each other, (b) The second transmission unit includes a plurality of planetary gear devices that are arranged concentrically with the second shaft center so as to be sandwiched between the two sets of power transmission members, and the plurality of planetary gears. By connecting parts of the device's sun gear, carrier, and ring gear together A plurality of rotating elements, the plurality of rotating elements via a clutch or a brake, the first driven member constituting the first intermediate output path on the second axis side, and the second intermediate output path serving as the first It is selectively connected to any one of the second driven member, the output rotating member, and the non-rotating member that are configured on the two-axis center side, and (c) selects the engagement / release state of the clutch and brake (D) the first transmission unit is rotated at a reduced speed with respect to the first intermediate output path composed of two sets of power transmission members and the first intermediate output path. The rotation of the input rotation member is transmitted to the second transmission unit through the second intermediate output path that outputs the output; and (e) the second transmission unit is arranged concentrically and sequentially with respect to the second axis. First planetary gear device and second planetary gear installed The three planetary gear devices of the device and the third planetary gear device are provided, and part of the sun gear, the carrier, and the ring gear of the three planetary gear devices are connected to each other to form five rotating elements. In addition, on the collinear chart in which the rotational speeds of the five rotating elements 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, and the third. When the 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 second clutch and is not rotated via the first brake. The second rotating element is selectively connected to the first driven member via a third clutch and is selectively connected to a non-rotating member via a second brake; First The rotating element is selectively connected to the first driven member via a fourth clutch, the fourth rotating element is connected to the output rotating member, and the fifth rotating element is connected to the second clutch via the first clutch. in that intended to be selectively connected to the driven member.

An eighth invention is the planetary gear type multi-stage transmission for a vehicle according to the seventh invention, wherein (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 capable of being supported, the second planetary gear device comprising a second sun gear, a second carrier, and a second ring gear, the second carrier Is 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 first sun gear and its Two sun gears, the second rotating element is the first ring gear and the third ring gear, the third rotating element is the third carrier, and the fourth rotating element is the second carrier and the third ring gear. It is a sun gear, and the fifth rotating element is the first carrier and the second ring gear.

A ninth aspect of the invention is the planetary gear type multi-stage transmission for a vehicle according to the seventh aspect or the eighth aspect of the invention, wherein the first gear stage having the largest gear ratio is established by engaging the first clutch and the second brake. When the first clutch and the first brake are engaged, a second gear having a smaller gear ratio than the first gear is established, and the first clutch and the second clutch are engaged. As a result, a third shift stage having a smaller gear ratio than the second shift stage is established, and the first clutch and the third clutch are engaged, or the first clutch and the fourth clutch are engaged. Engagement of the clutch establishes a fourth shift stage having a gear ratio smaller than that of the third shift stage, and the third clutch and the fourth clutch are As a result, a fifth gear position having a smaller gear ratio than that of the fourth gear position is established, and the second clutch and the fourth clutch are engaged so that the gear ratio is higher than that of the fifth gear position. A sixth shift stage having a smaller gear ratio is established, and the fourth clutch and the first brake are engaged to establish a seventh shift stage having a smaller gear ratio than the sixth shift stage. By engaging the clutch and the first brake, an eighth shift stage having a smaller gear ratio than the seventh shift stage is established.

A tenth aspect of the present invention is the planetary gear type multi-stage transmission for a vehicle according to any one of the seventh to ninth aspects of the invention, wherein the reverse gear is established by engaging the second clutch and the second brake. Is.

An eleventh aspect of the invention for achieving the above object includes a first speed change portion and a second speed change portion, and the rotation of the input rotation member is parallel to the first axis through the first speed change portion. A planetary gear type multi-stage transmission for a vehicle of a type that transmits to the second transmission portion on the second shaft center and outputs from an output rotating member that rotates about the second shaft center; 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 composed of two sets of power transmission members arranged in parallel with each other, (b) The second transmission unit includes a plurality of planetary gear devices that are arranged concentrically with the second shaft center so as to be sandwiched between the two sets of power transmission members, and the plurality of planetary gears. The sun gear, carrier, and part of the ring gear of the device are connected together. A plurality of rotating elements are configured, and the plurality of rotating elements are a first driven member that configures the first intermediate output path on the second axis side via a clutch or a brake, and the second intermediate output path is the first It is selectively connected to any one of the second driven member, the output rotating member, and the non-rotating member that are configured on the two-axis center side, and (c) selects the engagement / release state of the clutch and brake (D) the first transmission unit is accelerated with respect to the first intermediate output path composed of two sets of power transmission members and the first intermediate output path. The rotation of the input rotating member is transmitted to the second transmission unit through a second intermediate output path that rotates and outputs, and (e) the second transmission unit is concentrically and sequentially with respect to the second axis. 1st planetary gear apparatus and 2nd planetary tooth which are arrange | positioned The three planetary gear devices of the device and the third planetary gear device are provided, and the sun gear, the carrier, and part of the ring gear of the three sets of planetary gear devices are connected to each other to constitute five rotating elements. In addition, on the collinear chart in which the rotational speeds of the five rotating elements can be represented 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, and the third. When the rotating element, the fourth rotating element, and the fifth rotating element are used, the first rotating element is selectively connected to the first driven member via the first clutch and the first rotating element via the third clutch. The second rotating element is selectively connected to the first driven member via a second clutch and is selectively connected to a non-rotating member via a first brake. The third rotating element is coupled to the output rotating member, the fourth rotating element is selectively coupled to the non-rotating member via the second brake, and the fifth rotating element is coupled to the fourth clutch. in that intended to be selectively connected to the second driven member.

A twelfth aspect of the present invention is the planetary gear type multi-speed transmission for a vehicle according to the eleventh 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 Is 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 has its second sun gear and 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, The fourth rotating element is the first sun gear, and the fifth rotating element is the third ring gear.

A thirteenth aspect of the present invention is the planetary gear type multi-stage transmission for a vehicle according to the eleventh aspect of the present invention or the twelfth aspect of the present 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 smaller gear ratio than the first gear is established, and the second clutch and the second brake are engaged. The third gear stage having a gear ratio smaller than that of the second gear stage is established by the engagement, and the gear ratio than that of the third gear stage is established by engaging the second clutch and the third clutch. The fourth gear is established and the first clutch and the second clutch are engaged, so that the gear ratio is smaller than that of the fourth gear. When the fifth gear is established and the second clutch and the fourth clutch are engaged, a sixth gear having a gear ratio smaller than that of the fifth gear is established, and the first clutch and the The seventh shift stage having a gear ratio smaller than that of the sixth shift stage is established by engaging the fourth clutch, and the seventh shift is established by engaging the third clutch and the fourth clutch. An eighth shift speed having a smaller gear ratio than that of the shift speed is established.

A fourteenth aspect of the present invention is the planetary gear type multi-stage transmission for a vehicle according to any one of the eleventh to thirteenth aspects of the present invention, wherein the reverse gear is established by engaging the first clutch and the first brake. Is.

The gist of the fifteenth aspect of the present invention for achieving the above object is that the apparatus includes a first speed change portion and a second speed change portion, and the rotation of the input rotation member is parallel to the first axis through the first speed change portion. A planetary gear type multi-stage transmission for a vehicle of a type that transmits to the second transmission portion on the second shaft center and outputs from an output rotating member that rotates about the second shaft center; 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 composed of two sets of power transmission members arranged in parallel with each other, (b) The second transmission unit includes a plurality of planetary gear devices that are arranged concentrically with the second shaft center so as to be sandwiched between the two sets of power transmission members, and the plurality of planetary gears. Part of the sun gear, carrier and ring gear of the device are connected together. A plurality of rotating elements are configured, and the plurality of rotating elements are a first driven member that configures the first intermediate output path on the second axis side via a clutch or a brake, and the second intermediate output path is the first It is selectively connected to any one of the second driven member, the output rotating member, and the non-rotating member that are configured on the two-axis center side, and (c) selects the engagement / release state of the clutch and brake (D) the first transmission unit is accelerated with respect to the first intermediate output path composed of two sets of power transmission members and the first intermediate output path. The rotation of the input rotating member is transmitted to the second transmission unit through a second intermediate output path that rotates and outputs, and (e) the second transmission unit is concentrically and sequentially with respect to the second axis. 1st planetary gear apparatus and 2nd planetary tooth which are arrange | positioned The three planetary gear devices of the device and the third planetary gear device are provided, and the sun gear, the carrier, and part of the ring gear of the three sets of planetary gear devices are connected to each other to constitute five rotating elements. In addition, on the collinear chart in which the rotational speeds of the five rotating elements can be represented 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, and the third rotating element. When the rotating element, the fourth rotating element, and the fifth rotating element are used, the first rotating element is selectively connected to the first driven member via the first clutch and the first rotating element via the fourth clutch. The second rotating element is selectively connected to the first driven member via a second clutch, and the third rotating element is connected to the first driven rib via a third clutch. A fourth rotary element connected to the output rotary member, and a fifth rotary element selectively connected to the second driven member via a fifth clutch and a first brake. in that intended to be selectively connected to a non-rotating member via the.

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

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

An eighteenth aspect of the invention is the planetary gear type multi-stage transmission for a vehicle according to any one of the fifteenth aspect to the seventeenth aspect of the invention, wherein the reverse gear is established by engaging the second clutch and the fourth clutch. Alternatively, the reverse gear is established by engaging the fourth clutch and the second brake.

A gist of a nineteenth aspect of the invention for achieving the above object includes a first transmission unit and a second transmission unit, and the rotation of the input rotation member is parallel to the first axis through the first transmission unit. A planetary gear type multi-stage transmission for a vehicle of a type that transmits to the second transmission portion on the second shaft center and outputs from an output rotating member that rotates about the second shaft center; 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 composed of two sets of power transmission members arranged in parallel with each other, (b) The second transmission unit includes a plurality of planetary gear devices that are arranged concentrically with the second shaft center so as to be sandwiched between the two sets of power transmission members, and the plurality of planetary gears. Part of the sun gear, carrier and ring gear of the device are connected together. A plurality of rotating elements are configured, and the plurality of rotating elements are a first driven member that configures the first intermediate output path on the second axis side via a clutch or a brake, and the second intermediate output path is the first It is selectively connected to any one of the second driven member, the output rotating member, and the non-rotating member that are configured on the two-axis center side, and (c) selects the engagement / release state of the clutch and brake (D) the first transmission unit is rotated at a reduced speed with respect to the first intermediate output path composed of two sets of power transmission members and the first intermediate output path. The rotation of the input rotation member is transmitted to the second transmission unit through the second intermediate output path that outputs the output; and (e) the second transmission unit is arranged concentrically and sequentially with respect to the second axis. First planetary gear set and second planetary tooth provided The three planetary gear devices of the device and the third planetary gear device are provided, and the sun gear, the carrier, and part of the ring gear of the three sets of planetary gear devices are connected to each other to constitute five rotating elements. In addition, on the collinear chart in which the rotational speeds of the five rotating elements can be represented 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, and the third rotating element. When the 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 through the first clutch, and further, the first rotating element is connected to the second driven member through the third clutch. The first driven member 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; First The 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 connected to the output rotating member. is, the fifth rotating element is to be intended to be selectively connected to the second driven member through a second clutch.

A twentieth aspect of the invention is the vehicle planetary gear type multi-stage transmission according to the nineteenth 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 capable of being supported, the second planetary gear device comprising a second sun gear, a second carrier, and a second ring gear, 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 has its second sun gear and 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 is the third sun gear. The first ring gear and its third ring gear, and the fifth rotating element is its first sun gear.

A twenty-first aspect of the invention is the planetary gear type multi-stage transmission for a vehicle according to the nineteenth 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 single pinion type planetary gear device having a first planetary gear supported so as to be supported, wherein the second planetary gear device includes a second sun gear, a second carrier, and a second ring gear, and is rotatable by the second carrier. A single pinion type planetary gear device having a supported second planetary gear, wherein the third planetary gear device includes a third sun gear, a third carrier, and a third ring gear, and is rotatably supported by the third carrier. A single pinion type planetary gear device having a third planetary gear, (b) the first rotating element is the first sun gear, and the second rotating element The second ring gear, the third rotating element is the second carrier and the third ring gear, the fourth rotating element is the first carrier, the second sun gear and the third carrier, and The five rotating elements are the first ring gear and the third sun gear.

A twenty-second aspect of the present invention is the planetary gear type multi-stage transmission for a vehicle according to any one of the nineteenth to twenty- first aspects of the present 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, thereby shifting the gear ratio more than the fourth gear stage. A fifth shift stage having a smaller gear ratio is established, and by engaging the second clutch and the fourth clutch, a sixth shift stage having a smaller gear ratio than the fifth shift stage is established, and the third shift stage is established. By engaging the clutch and the fourth clutch, a seventh shift stage having a gear ratio smaller than that of the sixth shift stage is established, and by engaging the first clutch and the fourth clutch, An eighth shift stage having a gear ratio smaller than that of the seventh shift stage is established, and the ninth shift stage having a gear ratio smaller than that of the eighth shift stage is established by engaging the fourth clutch and the first brake. Is established, and the shift is performed using seven or more shift stages among the first to ninth shift stages.

A twenty- third invention is the planetary gear type multi-stage transmission for a vehicle according to any one of the nineteenth to twenty-second inventions, wherein the first reverse gear 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.

The gist of the twenty-fourth aspect of the invention for achieving the above object includes a first transmission unit and a second transmission unit, and the rotation of the input rotation member is parallel to the first axis through the first transmission unit. A planetary gear type multi-stage transmission for a vehicle of a type that transmits to the second transmission portion on the second shaft center and outputs from an output rotating member that rotates about the second shaft center; 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 composed of two sets of power transmission members arranged in parallel with each other, (b) The second transmission unit includes a plurality of planetary gear devices that are arranged concentrically with the second shaft center so as to be sandwiched between the two sets of power transmission members, and the plurality of planetary gears. The sun gear, carrier, and part of the ring gear of the device are connected together. A plurality of rotating elements are configured, and the plurality of rotating elements are a first driven member that configures the first intermediate output path on the second axis side via a clutch or a brake, and the second intermediate output path is the first It is selectively connected to any one of the second driven member, the output rotating member, and the non-rotating member that are configured on the two-axis center side, and (c) selects the engagement / release state of the clutch and brake (D) the first transmission unit is rotated at a reduced speed with respect to the first intermediate output path composed of two sets of power transmission members and the first intermediate output path. The rotation of the input rotation member is transmitted to the second transmission unit through a second intermediate output path that outputs the second intermediate output path; and (b) the second transmission unit is concentrically and sequentially arranged on the second axis. First planetary gear set and second planetary teeth provided The three planetary gear devices of the device and the third planetary gear device are provided, and the sun gear, the carrier, and part of the ring gear of the three sets of planetary gear devices are connected to each other to constitute five rotating elements. In addition, on the collinear chart in which the rotational speeds of the five rotating elements can be expressed on a straight line, the five rotating elements are sequentially arranged from one end to the other end in order of the first rotating element, the second rotating element, When the 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 second clutch and is not rotated via the first brake. The second rotating element is selectively connected to the first driven member via a third clutch and is selectively connected to a non-rotating member via a second brake; The three rotating elements are selectively connected to the non-rotating member via the third brake, the fourth rotating element is connected to the output rotating member, and the fifth rotating element is connected to the second driven element via the first clutch. it is selectively connected to a member, the first rotating element or the third rotation element that lies in those which are selectively connected to the first driven member through a fourth clutch.

A twenty-fifth aspect of the invention is the planetary gear type multi-speed transmission for a vehicle according to the twenty-fourth 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 single pinion type planetary gear device having a first planetary gear supported so as to be supported, wherein the second planetary gear device includes a second sun gear, a second carrier, and a second ring gear, and is rotatable by the second carrier. A double pinion type planetary gear device having a pair of second planetary gears that are supported and meshed with each other, wherein the third planetary gear device includes 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 is a first sun gear; A second sun gear and a third sun gear, the second rotating element is the first carrier and the second ring gear, the third rotating element is the first ring gear, and the fourth rotating element is the second sun gear. A carrier and its third carrier, and the fifth rotating element is its third ring gear.

A twenty-sixth aspect of the present invention is the planetary gear type multi-stage transmission for a vehicle according to the twenty-fourth aspect of the present invention. (A) The first planetary gear unit includes a first sun gear, a first carrier, and a first ring gear, and is rotated by the first carrier. A single pinion type planetary gear device having a first planetary gear supported so as to be supported, wherein the second planetary gear device includes a second sun gear, a second carrier, and a second ring gear, and is rotatable by the second carrier. A double pinion type planetary gear device having a pair of second planetary gears that are supported and meshed with each other, wherein the third planetary gear device includes 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 first sun gear and The second rotating element is the first carrier and the second carrier, the third rotating element is the first ring gear and the second ring gear, and the fourth rotating element is the third sun gear. The second sun gear and its third carrier, and the fifth rotating element is its third ring gear.

A twenty-seventh aspect of the invention is the planetary gear type multi-speed transmission for a vehicle according to the twenty-fourth 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 single pinion type planetary gear device having a first planetary gear supported so as to be supported, wherein the second planetary gear device includes a second sun gear, a second carrier, and a second ring gear, and is rotatable by the second carrier. A double pinion type planetary gear device having a pair of second planetary gears that are supported and meshing with each other, wherein the third planetary gear device includes 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 first sun gear and The second rotating element is the first carrier and the second sun gear, the third rotating element is the first ring gear and the second ring gear, and the fourth rotating element is the third sun gear. The second carrier and the third carrier, and the fifth rotating element is the third ring gear.

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

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

30th invention, in the 24th invention to any one of the vehicular planetary gear type step-variable transmission of the 29 present invention, the first largest transmission ratio by the clutch and the third brake are engaged first A gear stage is established, and the first clutch and the second brake are engaged to establish a second gear stage having a smaller gear ratio than the first gear stage. The first 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 first clutch and the third clutch are engaged, thereby shifting the gear position more than the fourth gear stage. A fifth gear having a smaller gear ratio is established, and the third and fourth clutches are engaged to establish a sixth gear having a gear ratio smaller than that of the fifth gear, and the second By engaging the clutch and the third clutch, a seventh shift stage having a gear ratio smaller than that of the sixth shift stage is established, and by engaging the third clutch and the first brake, the seventh shift stage is established. An eighth shift speed having a smaller gear ratio than the seventh shift speed is established.

A thirty-first invention is the planetary gear type multi-stage transmission for a vehicle according to any one of the twenty- fourth to thirty- third inventions, wherein the reverse gear is established by engaging the second clutch and the second brake. Alternatively, the first reverse shift stage is established by engaging the second clutch and the second brake, and the first reverse shift is performed by engaging the fourth clutch and the third brake. A second reverse gear stage having a gear ratio larger than that of the gear stage is established.

The gist of the thirty-second aspect of the invention for achieving the above object includes a first transmission unit and a second transmission unit, and the rotation of the input rotation member is parallel to the first axis through the first transmission unit. A planetary gear type multi-stage transmission for a vehicle of a type that transmits to the second transmission portion on the second shaft center and outputs from an output rotating member that rotates about the second shaft center; 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 composed of two sets of power transmission members arranged in parallel with each other, (b) The second transmission unit includes a plurality of planetary gear devices that are disposed concentrically with the second shaft center and sequentially sandwiched between the two sets of power transmission members, and the plurality of planetary gears. Part of the sun gear, carrier and ring gear of the device are connected together. A plurality of rotating elements are configured, and the plurality of rotating elements are a first driven member that configures the first intermediate output path on the second axis side via a clutch or a brake, and the second intermediate output path is the first It is selectively connected to any one of the second driven member, the output rotating member, and the non-rotating member that are configured on the two-axis center side, and (c) the engagement and release states of the clutch and brake are selected. (D) the first transmission unit is accelerated with respect to the first intermediate output path composed of two sets of power transmission members and the first intermediate output path. The rotation of the input rotating member is transmitted to the second transmission unit through a second intermediate output path that rotates and outputs, and (e) the second transmission unit is concentrically and sequentially with respect to the second axis. Third planetary gear set and fourth planetary gear arranged Two planetary gear devices with the device, and part of the sun gear, carrier, and ring gear of the two sets of planetary gear devices are connected to each other to constitute four rotating elements, and the four rotations In the collinear chart in which the rotation speed of the element can be expressed on a straight line, the four rotation elements are sequentially arranged from one end to the other end in the order of the first rotation element, the second rotation element, the third rotation element, and the fourth. When the rotating element is used, 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 second rotating element is selectively connected to the first driven member via a second clutch and is selectively connected to a non-rotating member via a fourth brake, and the third rotating element is connected to the output. Rolling is connected to the member, the fourth rotating element is selectively coupled to a non-rotating member via the third brake is selectively coupled to the second driven member through a fourth clutch, (f) In the first transmission unit, any one of three rotating elements is selectively connected to a non-rotating member via a speed increasing brake, the other one is connected to the input rotating member, and the remaining one is the first rotating member. A first planetary gear device that is connected to a second drive member that constitutes an intermediate output path on the first axis side, and any two of the three rotary elements are selectively connected via a constant speed clutch; It is provided so as to be sandwiched between two sets of power transmission members, and the rotation of the input rotation member is transmitted to the second drive member with equal rotation by the engagement of the constant speed clutch, and the engagement of the speed increasing brake In the second drive member Lies in is accelerated rotation of the input rotary member of a shall be transmitted.

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

A thirty-fourth aspect of the invention is the planetary gear type multi-speed transmission for a vehicle according to the thirty-second aspect of the invention. (A) The third planetary gear device includes 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 in a supported manner, wherein the fourth planetary gear device includes a fourth sun gear, a fourth carrier, and a fourth ring gear, and is rotatable by the fourth carrier. A single pinion type planetary gear device having a supported fourth planetary gear; (b) the first rotating element is the third sun gear and the fourth sun gear; and the second rotating element is the fourth carrier. The third rotating element is the third carrier and the fourth ring gear, and the fourth rotating element is the third ring gear.

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

A thirty- sixth aspect of the invention is the planetary gear type multi-stage transmission for a vehicle according to the thirty-second aspect of the invention. (A) The third planetary gear device includes a third sun gear, a third carrier, and a third ring gear, A double pinion type planetary gear device having a pair of meshing third planetary gears supported so as to be engaged with each other, wherein the fourth planetary gear device includes a fourth sun gear, a fourth carrier, and a fourth ring gear, and the fourth carrier. (B) the first rotation element is the fourth sun gear, the second rotation element is the third carrier and the It is a fourth carrier, the third rotating element is the third ring gear and the fourth ring gear, and the fourth rotating element is the third sun gear.

A thirty-seventh aspect of the invention is the planetary gear type multi-stage transmission for a vehicle according to the thirty-second 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 single pinion type planetary gear device having a first planetary gear supported so as to be supported; (b) any one of the rotating elements is a first sun gear; and the other one rotating element is a first carrier. The remaining one rotating element is the first ring gear.

38th invention, in the 32nd invention or the 37 vehicular planetary gear type step-variable transmission of the invention, the first gear of the highest speed ratio by the first clutch and the third brake are engaged is satisfied The constant speed clutch, the third clutch, and the third brake are engaged to establish a second shift stage having a smaller speed ratio than the first shift stage, and the second clutch and the third clutch Engagement of the third brake establishes a third shift stage having a gear ratio smaller than that of the second shift stage, and the constant speed clutch, the second clutch, and the third clutch are engaged. As a result, a fourth gear having a smaller gear ratio than the third gear is established, and the first clutch and the second clutch are engaged. A fifth gear stage having a smaller gear ratio than the fourth gear stage is established, and the constant speed clutch, the second clutch, and the fourth clutch are engaged, whereby the gear ratio is greater than that of the fifth gear stage. A sixth gear with a smaller gear ratio is established, and the seventh gear having a smaller gear ratio than the sixth gear is established by engaging the constant speed clutch, the third clutch, and the fourth brake. Thus, the eighth shift stage having a smaller gear ratio than the seventh shift stage is established by engaging the third clutch, the fourth clutch, and the speed increasing brake.

39 Advantageously, in the 32 invention to 38th any one of vehicular planetary gear type step-variable transmission of the invention is a reverse speed is then established by the first clutch and the fourth brake is engaged Is.

A 40th invention is the planetary gear type multi-stage transmission for a vehicle according to any one of the 1st to 39th inventions, wherein the first clutch to the 5th clutch are any one of the power transmission member and the plurality of planetary gear devices. It is arranged between.

41 Advantageously, in the present invention to any one of the vehicular planetary gear type step-variable transmission of the 40 invention, the two sets of planetary for the vehicle to free space on the first axis between the power transmitting member Components other than those constituting the gear type multi-stage transmission are arranged.

42 Advantageously, in the present invention to any one of the vehicular planetary gear type step-variable transmission of the 41 invention, the power transmitting member, the first axis to be disposed drive gear, and a second axis This is a counter gear pair that is constituted by a driven gear that is arranged at the center and meshed with the drive gear.

A 43rd aspect of the invention is the planetary gear type multi-stage transmission for a vehicle according to any one of the 1st to 42nd aspects of the invention, wherein the output of the driving force source is input to the input rotating member via a fluid transmission device. is there.

  The planetary gear type multi-stage transmission for a vehicle according to the present invention has a first intermediate output path and a second intermediate output path that are composed of two sets of power transmission members in which the rotation of the input rotation member is arranged in parallel with each other. A first transmission portion that transmits to a second transmission portion on a second axis parallel to the shaft center, and the second shaft center that constitutes the second transmission portion, and concentrically between the two sets of power transmission members A plurality of planetary gear devices arranged sequentially so as to be sandwiched, for example, three planetary gear devices of a first planetary gear device, a second planetary gear device, and a third planetary gear device can increase the gear ratio width. A planetary gear type multi-stage transmission for a vehicle that can perform the transmission and has a suitable gear ratio step is obtained. Further, since only three or less planetary gear devices are used on one axis, for example, four planetary gear devices whose first transmission unit is a planetary gear device are arranged on one axis. Compared to the above, the overall length, that is, the dimension in the axial direction can be shortened. Also, since a plurality of planetary gear devices can be concentrated between two sets of power transmission members, the members for connecting the planetary gear devices to each other can be relatively short, and the handling of the members is complicated (multi-layer) Can be suppressed.

The fifth invention, the ninth invention, the 13 invention, the 17 invention, the 30 present invention, in the 38th invention, and the gear ratio step can take a large gear ratio width which can correct eight forward speeds Small The planetary gear type multi-stage transmission for a vehicle is obtained.

In the twenty-second aspect of the invention, a small vehicle planetary gear type multi-stage transmission capable of achieving a large forward gear ratio and 9 forward speeds with appropriate gear ratio steps can be 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. An 8-speed multi-speed transmission is obtained.

Further, in the sixth invention, the tenth invention, the fourteenth invention, the eighteenth invention, the twenty- third invention, the thirty-first invention, and the thirty-ninth invention, a transmission gear stage of seven or more forward speeds and one reverse speed is obtained. In the twenty- third and thirty-first inventions, 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 40th invention, since the planetary gear device is not disposed between the first clutch C1 to the fifth clutch C5 and the power transmission member, the connection between the first clutch C1 to the fifth clutch C5 and the power transmission member is established. It becomes easy. In addition, since the first clutch C1 to the fifth clutch C5 are concentrated in the vicinity of the vehicle planetary gear type multi-stage transmission main body case, the hydraulic circuit can be easily routed.

In the forty-first aspect of the invention, an oil pump or a hydraulic friction engagement device is provided in an empty space on the first axis between the two sets of power transmission members while keeping the shaft length of the planetary gear type multi-stage transmission for a vehicle compact. The valve body of the hydraulic control circuit can be arranged, and the oil passage of the planetary gear type multi-stage transmission for a vehicle can be easily connected. Further, when a mechanical oil pump that is rotationally driven by a driving force source is disposed near a driving force source, for example, an engine, the operation of the mechanical oil pump is advantageous (efficiency is improved).

In the forty-second invention, power (rotation) is accurately transmitted from the input rotation 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 forty-sixth 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 a third planetary gear device 24 and a second transmission unit 38 mainly composed of three planetary gear devices 24, and fluid transmission to the first shaft center 32 c that is the rotation center of the first shaft 32. Torque converter 14 with a lock-up clutch 13 as a device, an input shaft 16 coupled to the torque converter 14, and coupled to the input shaft 16 A drive gear CG1A that is one of the first counter gear pair CG1 fixed to the first shaft 32 and a drive gear CG2A that is one of the second counter gear pair CG2 are disposed concentrically. The second shaft center 34c, which is the center of rotation, is provided with a driven gear CG1B, which is the other of the first counter gear pair CG1, and a driven gear CG2B, which is the other of the second counter gear pair CG2. 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. The 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 a driving force source, for example, an engine 8 and driving wheels (not shown). Is output to the drive wheels. 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 device 20 and a second planetary gear device in which the first counter gear pair CG1 and the second counter gear pair CG2 are arranged in parallel and on the first shaft center 32c and the second shaft center 34c. 22 and the third planetary gear unit 24 are arranged so as to be sandwiched between the first counter gear pair CG1 and the second counter gear pair CG2. That is, the torque converter 14 and the input shaft 16 are disposed on the first shaft center 32 c at a position closer to the engine 8 than the first transmission unit 36, and the second transmission unit 38 is disposed on the second shaft center 34 on the first counter. Arranged so as to be sandwiched between the gear pair CG1 and the second counter gear pair CG2. The second counter gear pair CG2 and the first counter gear pair CG1 constituting the first transmission unit 36 are disposed at both ends of the first shaft 32 equivalent to the axial length of the second transmission unit 38, and The second counter gear pair CG2 is disposed closer to the torque converter 14 than the first counter gear pair CG1. In the second transmission unit 38, the first counter gear pair CG1 to the second counter gear pair CG2 are arranged on the second shaft 34c. The first planetary gear device 20, the second planetary gear device 22, and the third planetary gear device 24 are sequentially arranged to the side, and the output gear 28 is connected to the second planetary gear device 22 and the third planetary gear device 24. Arranged between. Further, the engaging devices of the clutches C1 to C4 are disposed between the three sets of planetary gear devices 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 are disposed near the first counter gear pair CG1 or the second counter gear pair CG2. Therefore, the clutches C1 to C4 and the first counter gear pair CG1 or the second counter gear pair are arranged. Connection with CG2 becomes easy. Further, since the clutches C1 to C4 and the brakes B1 and B2 are concentrated on the shaft end of the second shaft or the outside of the transmission case 12, it is easy to route the hydraulic path.

  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 "1.818", 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 decelerated and rotated. 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 input. The rotational speed of the shaft 16 need not be set.

The first planetary gear device 20, the second planetary gear device 22, and the third planetary gear device 24 constituting the second transmission unit 38 are each composed of a single pinion type planetary gear device. The first planetary gear device 20 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. and a first ring gear R1 meshing with the S1, for example has a gear ratio [rho ₁ of about "0.286". 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 "0.583" 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 "0.351". 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 If 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 section 38, the second sun gear S2 and the third sun gear S3 are integrally connected to be selectively connected to the second driven gear CG2B via the second clutch C2, and the first brake B1 is applied. The first ring gear R1 is selectively connected to the first driven gear CG1B via the third clutch C3, and the first carrier CA1 and the second carrier CA2 are integrally connected. And selectively connected to the first driven gear CG1B via the fourth clutch C4 and selectively connected to the transmission case 12 via the second brake B2, and the first sun gear S1, the second ring gear R2, and the third The carrier CA3 is integrally connected to the output gear 28 as the output rotating member, and the third ring Ya R3 is selectively connected to the second driven gear CG2B via the first clutch C1.

  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 first carrier CA1, the second carrier CA2, and the transmission case 12 to be between the third ring gear R3 and the second driven gear CG2B. by are respectively connected between the first speed ratio [gamma ₁ is the maximum value, for example, "3.550" is established. Further, the engagement of the first clutch C1 and the first brake B1 connects the third ring gear R3 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 _second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “2.456” is established. Further, the engagement of the first clutch C1 and the second clutch C2 connects the third ring gear R3 and the second driven gear CG2B, and the second sun gear S2, the third sun gear S3, and the second driven gear CG2B, respectively. Thus, the _third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “1.818” is established. Further, the engagement between the first clutch C1 and the third clutch C3 connects the third ring gear R3 and the second driven gear CG2B, and the first ring gear R1 and the first driven gear CG1B, thereby shifting the speed. The _fourth speed gear stage in which the ratio γ4 is smaller than the third speed gear stage, for example, about “1.349” is established. Further, the engagement of the third clutch C3 and the fourth clutch C4 connects the first ring gear R1 and the first driven gear CG1B, and the first carrier CA1, the second carrier CA2, 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 “1.000” is established. Further, by engagement of the second clutch C2 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 first carrier CA1 and the second carrier CA2 and the first driven gear CG1B. By connecting the gears to each other, the _sixth speed gear stage in which the speed ratio γ ₆ is smaller than the fifth speed gear stage, for example, about “0.792” is established. Further, due to the engagement of the fourth clutch C4 and the first brake B1, 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 transmission case 12. Are connected to each other to establish the seventh speed gear stage in which the speed ratio γ ₇ is smaller than the sixth speed gear stage, for example, “0.632”. Further, the engagement of the third clutch C3 and the first brake B1 connects the first ring gear R1 and the first driven gear CG1B, and the second sun gear S2, the third sun gear S3, and the transmission case 12, respectively. Thus, the _eighth speed gear stage in which the speed ratio γ8 is smaller than the seventh speed gear stage, for example, “0.526” is established.

Further, due to the engagement of the second clutch C2 and the second brake B2, between the second sun gear S2 and the third sun gear S3 and the second driven gear CG2B, 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 gear ratio γ _R is a value between the first speed gear stage and the second speed gear stage, for example, “2.597”. 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 “1.445”, and the second speed The ratio (= γ ₂ / γ ₃ ) between the speed ratio γ ₂ of the gear stage and the speed ratio γ ₃ of the third speed gear stage is set to “1.351”, and the speed ratio γ ₃ of the third speed gear stage and the the ratio of the speed ratio gamma ₄ of the fourth gear (= γ _{3 /} γ ₄₎ is set to "1.348", 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 "1.349" 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 “1.263”, 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 “1.254”. 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 "1.200", 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 “6.745”.

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 indicates rotational speed “1.0”, that is, the rotational speed of the first intermediate output path M1, and the intermediate horizontal line X2 indicates the second counter gear pair. A predetermined rotational speed “N _X2 ” that is decelerated and rotated with respect to the first intermediate output path M1 in accordance with the reduction ratio of CG2, that is, the rotational speed of the second intermediate output path M2 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. The ring gear R1 corresponding to the third rotating element RE3 and the mutually connected carrier CA1 and the carrier CA2 are connected to each other, and the sun gear S1, the ring gear R2 and the carrier CA3 corresponding to the fourth rotating element RE4 and mutually connected are 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 Y4 and the vertical line Y5 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 The second intermediate output path M2 that is decelerated and rotated with respect to the first intermediate output path M1 is configured to output to the second transmission unit 38. In the second transmission unit 38, the first rotation element RE1 (S2, S3) are selectively connected to the second driven gear CG2B via the second clutch C2 and selectively connected to the transmission case 12 as the non-rotating member via the first brake B1, The two-rotation element RE2 (R1) is selectively coupled to the first driven gear CG1B via the third clutch C3, and the third rotation element RE3 (CA1, CA2) is the first via the fourth clutch C4. The fourth rotating element RE4 (S1, R2, CA3) is selectively connected to the revolving gear CG1B and selectively connected to the transmission case 12 via the second brake B2, and the output gear 28 serving as the output rotating member. The fifth rotating element RE5 (R3) is selectively connected to the second driven gear CG2B via the first clutch C1.

In the collinear diagram of FIG. 3 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 C1 to the rotation speed “N _X2 ”, and the third rotating element RE3 Is connected to the transmission case 12 by the engagement of the brake B2, 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 the second speed gear stage, the fifth rotation element RE5 is connected to the second driven gear CG2B by the engagement of the clutch C1 to be the rotation speed “N _X2 ”, and the first rotation element RE1 is transmitted to the transmission case by the engagement of the brake B1. 12 and the rotational speed is set to “0”, and therefore, a point (2nd) 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 third gear, the fifth rotating element RE5 is connected to the second driven gear CG2B by the engagement of the clutch C1 to be the rotation speed “N _X2 ”, and the first rotating element RE1 is the second rotation by the engagement of the clutch C2. Since it is connected to the driven gear CG2B and has a rotational speed “N _X2 ”, 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 X2 intersects the vertical line Y4 (3rd ) Indicates the rotational speed of the output gear 28. 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 C1 to be the rotation speed “N _X2 ”, and the second rotation element RE2 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”, the 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 X1 intersects the vertical line Y4 (4th− 1) indicates the rotational speed of the output gear 28. In the fifth speed gear stage, the second rotating element RE2 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 engaged with the first driven gear by the engagement of the clutch C4. Since it is connected to CG1B and has a rotational speed of “1”, a straight line connecting the intersection of the vertical line Y2 and the horizontal line X1 and the intersection of the vertical line Y3 and the horizontal line X1 intersects the vertical line Y4 (5th). The rotational speed of the output gear 28 is shown. In the sixth gear, the first rotating element RE1 is connected to the second driven gear CG2B by the engagement of the clutch C2, and is set to 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”, 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 (6th). Thus, the rotational speed of the output gear 28 is indicated. In the seventh speed, 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 rotational speed is set to “0”, so that a 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 (7th), The rotational speed of the output gear 28 is shown. In the eighth speed gear stage, the second rotating element RE2 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 first rotating element RE1 is transmitted to the transmission case 12 by the engagement of the brake B1. , And the rotation speed is “0”. Therefore, a point (8th) at which the 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 XZ intersects the vertical line Y4, The rotational speed of the output gear 28 is shown. In the reverse gear stage, the first rotating element RE1 is connected to the second driven gear CG2B by the engagement of the clutch C2 so as to have a rotational speed “N _X2 ”, and the third rotating element RE3 is connected to the transmission case 12 by the engagement of the brake B2. Since the rotation speed is “0”, the output is determined by the point (Rev) where 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 XZ intersects the vertical line Y4. The negative rotation speed of the gear 28 is 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, “6.745”, 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 on one axis, the total length, that is, the axial direction, is compared with the case where four planetary gear devices are used on one shaft where the first transmission unit is a planetary gear device. Can be used suitably for horizontal installation of FF vehicles and RR vehicles. In addition, since three sets of planetary gear units are concentrated between the first counter gear pair CG1 and the second counter gear pair CG2, members for connecting the planetary gear units to each other can be relatively short. It is possible to suppress the handling of the members from becoming complicated (multilayered).

  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, the reverse gear stage is established by engaging the second clutch C2 and the second brake B2, so that the shift gear stage of 7 or more forward speeds and 1 reverse speed stage can be obtained.

  Further, according to this embodiment, the first planetary gear device 20, the second planetary gear device 22, and the third planetary gear device 24 are arranged on the second axis 34c with the first counter gear pair CG1 and the second counter gear pair CG2. The torque converter 14 is arranged on the first shaft 32 with respect to the first transmission unit 36 so that the output of the engine 8 is input to the input shaft 16 of the transmission 10 via the torque converter 14. Since it is arranged on the engine 8 side, a compact automatic transmission can be designed.

  In addition, according to the present embodiment, the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4 include three sets of planetary gear units and the first counter gear pair CG1 or the second counter gear pair CG2. In other words, no planetary gear device is disposed between the first clutch C1 to the fourth clutch C4 and the first counter gear pair CG1 or the second counter gear pair CG2, so that the first clutch C1 to The fourth clutch C4 can be easily connected to the first counter gear pair CG1 and the second counter gear pair CG2 power transmission member. Further, the first clutch C1 to the fourth clutch C4 can be easily connected to the three sets of planetary gear devices. Further, since the first clutch C1 to the fourth clutch C4, the first brake B1, and the second brake B2 are concentrated in the vicinity of the transmission case 12, the hydraulic circuit can be easily routed.

  Further, according to this embodiment, the space on the first axis between the two power transmission members of the first counter gear pair CG1 and the second counter gear pair CG2 is maintained 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 space, and the oil path of the transmission 10 can be easily connected. For example, when a mechanical oil pump that is rotationally driven by the engine 8 is disposed near the engine 8, the operation of the mechanical oil pump is advantageous (efficiency is improved).

  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.

4 shows another embodiment of the engagement operation shown in FIG. 2 of the hydraulic friction engagement device of the transmission 10 shown in FIG. 1, and FIG. 5 shows another example of the collinear diagram shown in FIG. This is an example. The difference between FIG. 4 and FIG. 2 is that the operation of the hydraulic friction engagement device required for establishing the fourth gear is changed from the engagement of the clutch C1 and the clutch C3 to the engagement of the clutch C1 and the clutch C4. That is. As a result, the gear ratio γ ₄ is about “1.300”, and the ratio (= γ ₃ / γ ₄ ) between the gear ratio γ ₃ of the _third gear and the gear ratio γ ₄ of the fourth gear is “ is a 1.398 ", the ratio of the speed ratio gamma ₅ gear ratio of the fourth gear gamma ₄ and the fifth gear (= γ ₄ / γ ₅₎ is set to" 1.300 ".

Further, in the fourth speed gear stage in FIG. 5, the fifth rotation element RE5 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 rotation element RE3 is the rotation speed of the clutch C4. Since it is connected to the first driven gear CG1B by the engagement and the rotational speed is “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. The rotation speed of the output gear 28 is indicated by the point (4th-2).

  FIG. 6 is a skeleton diagram illustrating the configuration of a transmission 40 according to another embodiment of the present invention, and FIG. 7 is a transmission gear stage of the transmission 40 and a hydraulic friction engagement device necessary for establishing the transmission gear stage. FIG. 8 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. This embodiment is the same as the transmission 10 shown in FIG. 1 except that the configuration of each device of the second transmission section 48 is different, and the same effect as the embodiment shown in FIGS. 1 to 3 can be obtained. It is done. Below, the part which is different between the transmission 40 and the transmission 10 will be described.

In the present embodiment, the first planetary gear device 20 and the third planetary gear device 24 constituting the second transmission unit 48 of the transmission 40 shown in FIG. 6 are each composed of a single pinion type planetary gear device. The second planetary gear device 22 is composed of a double pinion type planetary gear device. The first planetary gear device 20 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. and a first ring gear R1 meshing with the S1, for example has a gear ratio [rho ₁ of about "0.286". The second planetary gear unit 22 includes a second sun gear S2, a plurality of pairs of second planetary gears P2 that mesh with each other, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 meshing with the second sun gear S2 is provided, and has a predetermined gear ratio ρ ₂ of about “0.426”, for example. 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 "0.351".

  In the second transmission 48, the third sun gear S3 is selectively connected to the second driven gear CG2B via the second clutch C2 and is selectively connected to the transmission case 12 via the first brake B1. The first ring gear R1 and the second sun gear S2 are integrally connected and selectively connected to the first driven gear CG1B via the third clutch C3, and the first carrier CA1 is connected to the first driven gear via the fourth clutch C4. The first sun gear S1, the second ring gear R2, and the third carrier CA3 are integrally connected to the output by being selectively connected to the CG 1B and selectively connected to the transmission case 12 via the second brake B2. The second carrier CA2 and the third ring gear R3 are integrally connected to the output gear 28 as a rotating member. Is selectively connected to the second driven gear CG2B via the first clutch C1 is sintered.

In the transmission 40 configured as described above, for example, as shown in FIG. 7, which is similar to the engagement operation table of FIG. 2, the first clutch C1, the second clutch C2, the third clutch C3, the first clutch Two clutches selected from among the four clutches C4, the first brake B1, and the second brake B2 are simultaneously engaged and operated, so that the first gear (first gear) to the eighth gear (eighth) 1) or a reverse gear stage (reverse gear stage) is selectively established, and the gear ratio γ (= input shaft rotation) changes substantially in the same ratio as in the embodiment shown in FIGS. Speed N _IN / output gear rotation speed N _OUT ) is obtained for each gear stage. The ratio at which the transmission ratio range of the gear ratio of the first gear gamma ₁ and the gear ratio gamma ₈ of eighth gear (= γ _{1 /} γ ₈₎ there is a relatively large value. 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.

  FIG. 8 shows a collinear diagram of the transmission 40 corresponding to FIG. 3, which is a collinear diagram of the transmission 10. The five vertical lines Y1 to Y5 of the second transmission unit 48 in FIG. 8 indicate, in order from the left, the sun gear S3 corresponding to the first rotating element RE1 and the ring gear corresponding to the second rotating element RE2 and connected to each other. R1 and sun gear S2 correspond to carrier CA1 corresponding to third rotation element RE3, and sun gear S1, ring gear R2 and carrier CA3 corresponding to fourth rotation element RE4 and connected to each other correspond to fifth rotation element RE5. The carrier CA2 and the ring gear R3 connected to each other are shown. Therefore, based on these rotating elements, FIG. 8 and FIG. 3 differ only in the configuration of each rotating element and are the same as the collinear chart. Therefore, the explanation of the collinear chart of FIG. 8 is omitted. To do.

  FIG. 9 shows another embodiment of the engagement operation shown in FIG. 7 of the hydraulic friction engagement device of the transmission 40, and FIG. 10 shows another embodiment of the alignment chart shown in FIG. is there. 9 and FIG. 7 is the same as the difference between FIG. 4 and FIG. 2, and the difference between FIG. 10 and FIG. 8 is the same as the difference between FIG. 5 and FIG. To do.

  FIG. 11 is a skeleton diagram for explaining the configuration of a transmission 50 according to another embodiment of the present invention. FIG. 12 is a transmission gear stage of the transmission 50 and a hydraulic friction engagement device necessary for establishing the transmission gear stage. FIG. 13 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. This embodiment is the same as the transmission 10 shown in FIG. 1 except that the configuration of each device of the second transmission unit 58 is different, and the same effect as the embodiment shown in FIGS. 1 to 3 can be obtained. It is done. Below, the difference between the transmission 50 and the transmission 10 will be described.

In the present embodiment, the first planetary gear device 20 constituting the second transmission portion 58 of the transmission 50 shown in FIG. 11 is composed of a double pinion type planetary gear device, and the second planetary gear device 22. The third planetary gear unit 24 is composed of a single pinion type planetary gear unit. 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 “0.574”, 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 "0.286" 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 "0.351".

  In the second transmission 58, the third sun gear S3 is selectively connected to the second driven gear CG2B via the second clutch C2 and is selectively connected to the transmission case 12 via the first brake B1. The first carrier CA1 and the second ring gear R2 are integrally connected and selectively connected to the first driven gear CG1B via the third clutch C3, and the second carrier CA2 is connected to the first driven gear via the fourth clutch C4. The first ring gear R1, the second sun gear S2, and the third carrier CA3 are integrally connected to the output by being selectively connected to the CG 1B and selectively connected to the transmission case 12 via the second brake B2. The first sun gear S1 and the third ring gear R3 are integrally connected to an output gear 28 as a rotating member. Is selectively connected to the second driven gear CG2B via the first clutch C1 is sintered.

In the transmission 50 configured as described above, for example, as shown in FIG. 12, which is similar to the engagement operation table of FIG. 2, the first clutch C1, the second clutch C2, the third clutch C3, the first clutch Two clutches selected from the four clutches C4, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, so that the first gear (first gear) to the eighth gear (eighth) 1) or a reverse gear (reverse gear) is selectively established, and the gear ratio γ (= input shaft rotation) changes substantially in the same ratio as in the embodiment shown in FIGS. Speed N _IN / output gear rotation speed N _OUT ) is obtained for each gear stage. The ratio at which the transmission ratio range of the gear ratio of the first gear gamma ₁ and the gear ratio gamma ₈ of eighth gear (= γ _{1 /} γ ₈₎ there is a relatively large value. 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.

  FIG. 13 shows an alignment chart in the transmission 50 corresponding to FIG. 3 which is an alignment chart of the transmission 10. The five vertical lines Y1 to Y5 of the second transmission unit 58 in FIG. 13 indicate, in order from the left, the sun gear S3 corresponding to the first rotating element RE1 and the carrier corresponding to the second rotating element RE2 and connected to each other. CA1, ring gear R2, carrier CA2 corresponding to third rotating element RE3, ring gear R1, sun gear S2, and carrier CA3 corresponding to fourth rotating element RE4 and connected to each other correspond to fifth rotating element RE5. In addition, the sun gear S1 and the ring gear R3 connected to each other are shown. Therefore, based on these rotating elements, FIG. 13 and FIG. 3 differ only in the configuration of each rotating element and are the same as the collinear chart. Therefore, the explanation of the collinear chart of FIG. 13 is omitted. To do.

  14 shows another embodiment of the engagement operation shown in FIG. 12 of the hydraulic friction engagement device of the transmission 50, and FIG. 15 shows another embodiment of the alignment chart shown in FIG. is there. The difference between FIG. 14 and FIG. 12 is the same as the difference between FIG. 4 and FIG. 2, and the difference between FIG. 15 and FIG. 13 is the same as the difference between FIG. 5 and FIG. To do.

  FIG. 16 is a skeleton diagram for explaining the configuration of a transmission 60 according to another embodiment of the present invention. FIG. 17 is a transmission gear stage of the transmission 60 and a hydraulic friction engagement device necessary for establishing the transmission gear stage. FIG. 18 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. In the present embodiment, the configuration of each device of the second transmission unit 68 is different and the arrangement of the first counter gear pair CG1 and the second counter gear pair CG2 constituting the first transmission unit 66 is opposite. Except for this point, the transmission 10 is the same as the transmission 10 shown in FIG. 1, and the same effects as those of the embodiment shown in FIGS. 1 to 3 can be obtained. Below, the part which is different between the transmission 60 and the transmission 10 will be described.

  For example, in the first counter gear pair CG1 and the second counter gear pair CG2 constituting the first transmission unit 66 of the transmission 60 shown in FIG. 16, the reduction ratio of the first counter gear pair CG1 is “1.000”, for example. The reduction ratio of the second counter gear pair CG2 is set to about “1.802”, and the first transmission unit 66 rotates the input shaft 16, that is, the first shaft 32, to the first intermediate output path M1 and its first intermediate output. It is transmitted (output) to the second transmission unit 68 through the second intermediate output path M2 rotated at a reduced speed with respect to the path M1.

In the present embodiment, the first planetary gear device 20 constituting the second transmission portion 68 of the transmission 60 shown in FIG. 16 is composed of a double pinion type planetary gear device, and the second planetary gear device 22. The third planetary gear unit 24 is composed of a single pinion type planetary gear unit. 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 “0.577”, 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 "0.392" 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 "0.329".

  In the second transmission unit 68, the first sun gear S1 and the second sun gear S2 are integrally connected and selectively connected to the second driven gear CG2B via the second clutch C2, and the first brake B1 is applied. The first ring gear R1 and the third ring gear R3 are integrally connected to each other and selectively connected to the first driven gear CG1B via the third clutch C3. The third carrier CA3 is selectively connected to the first driven gear CG1B via the fourth clutch C4, and the second carrier CA2 and the third sun gear S3 are integrated. Connected to the output gear 28 as the output rotating member, and the first carrier CA1 and the second ring And Ya R2 is selectively connected to the second driven gear CG2B via the first clutch C1 is integrally connected.

In the transmission 60 configured as described above, for example, as shown in the engagement operation table of FIG. 17, 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. 17, by engagement of the first clutch C1 and the second brake B2, between the first carrier CA1 and the second ring gear R2 and the second driven gear CG2B, the first ring gear R1 and the third ring gear R3. and by between transmission case 12 are respectively connected, first speed ratio [gamma ₁ is the maximum value, for example, "3.518" is established. Further, due to the engagement of the first clutch C1 and the first brake B1, between the first carrier CA1 and the second ring gear R2 and the second driven gear CG2B, and between the first sun gear S1 and the second sun gear S2 and the transmission case 12. There by being connected respectively, the second speed ratio [gamma ₂ is smaller, for example, about "2.508" than the first speed position, is established. Further, due to the engagement of the first clutch C1 and the second clutch C2, between the first carrier CA1 and the second ring gear R2 and the second driven gear CG2B, and between the first sun gear S1 and the second sun gear S2 and the second driven gear CG2B. by between are connected respectively, the third speed ratio [gamma ₃ is smaller, for example, about "1.802" than the second speed position, is established. Further, due to the engagement of the first clutch C1 and the third clutch C3, between the first carrier CA1 and the second ring gear R2 and the second driven gear CG2B, and between the first ring gear R1 and the third ring gear R3 and the first driven gear CG1B. by between are connected respectively, the fourth speed ratio [gamma ₄ is smaller, for example, about "1.295" than the third speed position, is established. Further, the engagement of the third clutch C3 and the fourth clutch C4 connects the first ring gear R1, the third ring gear R3 and the first driven gear CG1B, and the third carrier CA3 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 “1.000” is established. Further, the engagement of the second clutch C2 and the fourth clutch C4 connects the first sun gear S1, the second sun gear S2, and the second driven gear CG2B, and 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 “0.834” is established. Further, the engagement of the fourth clutch C4 and the first brake B1 connects the third carrier CA3 and the first driven gear CG1B, and the first sun gear S1 and the second sun gear S2 and the transmission case 12, respectively. it makes seventh speed ratio [gamma ₇ is smaller, for example, "0.690" than the sixth-speed position, is established. Further, due to the engagement of the third clutch C3 and the first brake B1, between the first ring gear R1 and the third ring gear R3 and the first driven gear CG1B, and between the first sun gear S1 and the second sun gear S2 and the transmission case 12. There by being connected respectively, the eighth speed ratio [gamma ₈ is smaller, for example, "0.588" than the seventh-speed position, is established.

Further, due to the engagement of the second clutch C2 and the second brake B2, between the first sun gear S1 and the second sun gear S2 and the second driven gear CG2B, and between the first ring gear R1 and the third ring gear R3 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, “2.574”. 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 60, 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 “1.402”. 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 “1.392”, 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 "1.391", 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 "1.295" 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 “1.200”, and the ratio (= γ ₆ / γ ₇ ) of the speed ratio γ ₆ of the _sixth speed gear to the speed ratio γ ₇ of the seventh speed gear is set to “1.208”. 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 "1.173", the gear ratio gamma is geometric series varied. In the above transmission 60, the gear 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 “5.980”.

FIG. 18 shows a collinear diagram of the transmission 60 corresponding to FIG. 3, which is a collinear diagram of the transmission 10. The collinear chart of FIG. 18 is a two-dimensional coordinate indicating the relationship of the gear ratio ρ of each planetary gear device 20, 22, and 24 in the horizontal axis direction, and indicating 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 indicates rotational speed “1.0”, that is, the rotational speed of the first intermediate output path M1, and the intermediate horizontal line X2 indicates the second counter gear pair. A predetermined rotational speed “N _X2 ” that is decelerated and rotated with respect to the first intermediate output path M1 in accordance with the reduction ratio of CG2, that is, the rotational speed of the second intermediate output path M2 is shown. In addition, the five vertical lines Y1 to Y5 of the second transmission unit 68 correspond to the first rotating element RE1 and the mutually connected sun gear S1 and sun gear S2, in order from the left, to the second rotating element RE2. The ring gear R1 and the ring gear R3 connected to each other, the carrier CA3 corresponding to the third rotating element RE3, the carrier CA2 corresponding to the fourth rotating element RE4 and the mutually connected carrier CA2 and the sun gear S3 to the fifth rotation. The carrier CA1 and the ring gear R2 corresponding to the element RE5 and connected to each other are respectively shown.

  If expressed using the above nomograph, the transmission 60 of this embodiment is configured so that the rotation of the input shaft 16 (rotation of the first shaft 32) in the first transmission unit 66 and the first intermediate output path M1. It is configured to output to the second transmission unit 68 via the second intermediate output path M2 that is decelerated and rotated with respect to the first intermediate output path M1, and in the second transmission unit 68, the first rotation element RE1 (S1, S2) are selectively connected to the second driven gear CG2B via the second clutch C2 and selectively connected to the transmission case 12 as the non-rotating member via the first brake B1, The two-rotation element RE2 (R1, R3) is selectively connected to the first driven gear CG1B via the third clutch C3 and selected to the transmission case 12 via the second brake B2. The third rotating element RE3 (CA3) is selectively connected to the first driven gear CG1B via the fourth clutch C4, and the fourth rotating element RE4 (CA2, S3) is used as the output rotating member. The fifth rotation element RE5 (CA1, R2) is selectively connected to the second driven gear CG2B via the first clutch C1.

In the collinear diagram of FIG. 18, at the first speed gear stage, the fifth rotation element RE5 is connected to the second driven gear CG2B by the engagement of the clutch C1 to be the rotation speed “N _X2 ”, and the second rotation element RE2 Is connected to the transmission case 12 by the engagement of the brake B2, 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 Y2 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 the second speed gear stage, the fifth rotation element RE5 is connected to the second driven gear CG2B by the engagement of the clutch C1 to be the rotation speed “N _X2 ”, and the first rotation element RE1 is transmitted to the transmission case by the engagement of the brake B1. 12 and the rotational speed is set to “0”, and therefore, a point (2nd) 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 third gear, the fifth rotating element RE5 is connected to the second driven gear CG2B by the engagement of the clutch C1 to be the rotation speed “N _X2 ”, and the first rotating element RE1 is the second rotation by the engagement of the clutch C2. Since it is connected to the driven gear CG2B and has a rotational speed “N _X2 ”, 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 X2 intersects the vertical line Y4 (3rd ) Indicates the rotational speed of the output gear 28. 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 C1 to be the rotation speed “N _X2 ”, and the second rotation element RE2 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”, the 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 X1 intersects the vertical line Y4 (4th− 1) indicates the rotational speed of the output gear 28. In the fifth speed gear stage, the second rotating element RE2 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 engaged with the first driven gear by the engagement of the clutch C4. Since it is connected to CG1B and has a rotational speed of “1”, a straight line connecting the intersection of the vertical line Y2 and the horizontal line X1 and the intersection of the vertical line Y3 and the horizontal line X1 intersects the vertical line Y4 (5th). The rotational speed of the output gear 28 is shown. In the sixth gear, the first rotating element RE1 is connected to the second driven gear CG2B by the engagement of the clutch C2, and is set to 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”, 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 (6th). Thus, the rotational speed of the output gear 28 is indicated. In the seventh speed, 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 rotational speed is set to “0”, so that a 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 (7th), The rotational speed of the output gear 28 is shown. In the eighth speed gear stage, the second rotating element RE2 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 first rotating element RE1 is transmitted to the transmission case 12 by the engagement of the brake B1. , And the rotation speed is “0”. Therefore, a point (8th) at which the 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 XZ intersects the vertical line Y4, The rotational speed of the output gear 28 is shown. In the reverse gear stage, the first rotating element RE1 is connected to the second driven gear CG2B by the engagement of the clutch C2 and is set to the rotational speed “N _X2 ”, and the second rotating element RE2 is connected to the transmission case 12 by the engagement of the brake B2. Since the rotation speed is “0”, the 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 with the vertical line Y4 (Rev). The negative rotation speed of the gear 28 is shown.

19 shows another embodiment of the engagement operation shown in FIG. 17 of the hydraulic friction engagement device of the transmission 60 shown in FIG. 16, and FIG. 20 shows another example of the collinear diagram shown in FIG. This is an example. The difference between FIG. 19 and FIG. 17 is that the operation of the hydraulic friction engagement device required for establishing the fourth gear is changed from the engagement of the clutch C1 and the clutch C3 to the engagement of the clutch C1 and the clutch C4. That is. As a result, the gear ratio γ ₄ is about “1.244”, and the ratio (= γ ₃ / γ ₄ ) between the gear ratio γ ₃ of the _third gear and the gear ratio γ ₄ of the fourth gear is “ is a 1.448 ", the ratio of the speed ratio gamma ₅ gear ratio of the fourth gear gamma ₄ and the fifth gear (= γ ₄ / γ ₅₎ is set to" 1.244 ".

In the fourth speed gear stage in FIG. 20, the fifth rotation element RE5 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 rotation element RE3 is the rotation speed of the clutch C4. Since it is connected to the first driven gear CG1B by the engagement and the rotational speed is “1”, the 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. The rotation speed of the output gear 28 is indicated by the point (4th-2).

  FIG. 21 is a skeleton diagram illustrating the configuration of a transmission 70 according to another embodiment of the present invention, and FIG. 22 is a transmission gear stage of the transmission 70 and a hydraulic friction engagement device necessary to establish it. FIG. 23 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. In the present embodiment, the configuration of each device of the second transmission unit 78 and the rotational speed relationship between the first counter gear pair CG1 and the second counter gear pair CG2 constituting the first transmission unit 76 are different. This is the same as the transmission 10 shown in FIG. 1, and the same effect as the embodiment shown in FIGS. 1 to 3 can be obtained. Below, the difference between the transmission 70 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 76 of the transmission 70 shown in FIG. The reduction ratio of CG2 is made smaller 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”, and the reduction ratio of the second counter gear pair CG2 is “0. 630 ", and the first transmission unit 76 rotates the input shaft 16, that is, the first shaft 32 at a higher speed than the first intermediate output path M1 and the first intermediate output path M1. It transmits (outputs) to the 2nd transmission part 78 by M2.

In the present embodiment, the first planetary gear device 20 constituting the second transmission portion 78 of the transmission 70 shown in FIG. 21 is composed of a double pinion type planetary gear device, and the second planetary gear device 22. The third planetary gear unit 24 is composed of a single pinion type planetary gear unit. 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".

  In the second transmission portion 78, 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. The first sun gear S1 is connected to the output gear 28, and the transmission as the non-rotating member via the second brake B2. It is selectively connected to Nkesu 12, the third ring gear R3 is selectively connected to the second driven gear CG2B via a fourth clutch C4.

In the transmission 70 configured as described above, for example, as shown in the engagement operation table of FIG. 22, 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. 22, by engagement of the first clutch C1 and the second brake B2, between the second sun gear S2, the third sun gear S3 and the first driven gear CG1B, the first sun gear S1 and the transmission case 12 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, the third sun gear S3 and the first driven gear CG1B, and between the first carrier CA1, 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 70, 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”, and the second speed 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”, and the ratio (= γ ₆ / γ ₇ ) of the speed ratio γ ₆ of the _sixth speed gear stage to the speed ratio γ ₇ of the seventh speed gear stage is set to “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 70, the gear 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. 23 shows a nomographic chart in the transmission 70 corresponding to FIG. 3, which is a nomographic chart of the transmission 10. The lower horizontal line XZ of the three horizontal lines in the collinear diagram of FIG. 23 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. Further, the horizontal line X2 on the upper side thereof shows a predetermined rotational speed “N _X2 ” that is rotated at an increased speed with respect to the first intermediate output path M1 according to the reduction ratio of the second counter gear pair CG2, that is, the second intermediate output path M2. Indicates the rotation speed. The five vertical lines Y1 to Y5 of the second transmission unit 78 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, and sun gear S1 corresponding to the fourth rotating element RE4, Each of the ring gears R3 corresponding to the fifth rotation element RE5 is shown.

  If expressed using the above collinear diagram, the transmission 70 of the present embodiment, in the first transmission unit 76, rotates the input shaft 16 (rotation of the first shaft 32) and the first intermediate output path M1. The second transmission unit 178 is configured to output to the second transmission unit 178 via the second intermediate output channel M2 that is rotated at an increased speed with respect to the first intermediate output channel M1, and in the second transmission unit 178, 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 coupled to the first driven gear CG1B via the second clutch C2, and the transmission case 12 as the non-rotating member via the first brake B1. The third rotation element RE3 (R1, R2, CA3) is selectively connected to the output gear 28 as the output rotation member, and the fourth rotation element RE4 (S1) is connected via the second brake B2. The fifth rotation element RE5 (R3) is selectively connected to the second driven gear CG2B via the fourth clutch C4. The transmission case 12 is a non-rotating member.

In the collinear diagram of FIG. 23, 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 be the rotational 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 rotational 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 gear, the first rotation element RE1 is connected to the second driven gear CG2B by the engagement of the clutch C3 to be the rotation speed “N _X2 ”, and the fifth rotation element RE5 is the second rotation by the engagement of the clutch C4. Since it is connected to the driven gear CG2B and has a rotational speed “N _X2 ”, a 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.

  FIG. 24 is a skeleton diagram illustrating the configuration of a transmission 80 according to another embodiment of the present invention, and FIG. 25 is a transmission gear stage of the transmission 80 and a hydraulic friction engagement device necessary to establish the transmission gear stage. FIG. 26 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. In this embodiment, the configuration of each device of the second transmission unit 88 is different, and the relationship between the rotational speeds of the first counter gear pair CG1 and the second counter gear pair CG2 constituting the first transmission unit 86 is different. Except for the fact that the arrangement is reversed, the transmission 10 is the same as the transmission 10 shown in FIG. 1, and the same effects as those of the embodiment shown in FIGS. 1 to 3 can be obtained. Below, the difference between the transmission 80 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 86 of the transmission 80 shown in FIG. The reduction ratio of CG2 is made smaller 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”, and the reduction ratio of the second counter gear pair CG2 is “0. 578 ", and the first speed changer 86 rotates the input shaft 16, that is, the first shaft 32 at a higher speed relative to the first intermediate output path M1 and the first intermediate output path M1. It transmits (outputs) to the 2nd transmission part 88 by M2.

In the present embodiment, the first planetary gear device 20 and the second planetary gear device 22 constituting the second transmission unit 88 of the transmission 80 shown in FIG. 24 are each composed of a single pinion type planetary gear device. The third planetary gear device 24 is composed of a double pinion type planetary gear device. The first planetary gear device 20 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. and a first ring gear R1 meshing with the S1, for example has a gear ratio [rho ₁ of about "0.328". 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 "0.500" approximately predetermined gear ratio [rho _2. The third planetary gear unit 24 includes a third sun gear S3, a plurality of pairs of third planetary gears P3 that mesh with each other, a third carrier CA3 that supports the third planetary gear P3 so as to be capable of rotating and revolving, and a third planetary gear P3. third and a third ring gear R3 meshing with the sun gear S3, for example has a gear ratio [rho ₃ of about "0.400" Te.

  In the second transmission unit 88, the first sun gear S1 is selectively coupled to the first driven gear CG1B via the first clutch C1 and is selectively coupled to the second driven gear CG2B via the fourth clutch C4. The second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the first driven gear CG1B through the second clutch C2, and the third ring gear R3 is connected to the first clutch through the third clutch C3. The first carrier CA1, the second carrier CA2, and the third carrier CA3 are integrally connected to the driven gear CG1B and connected to the output gear 28 as the output rotating member, and the first ring gear R1 and the first gear The two ring gear R2 is integrally connected and selectively connected to the second driven gear CG2B via the fifth clutch C5. Via said first brake B1 is selectively connected to the transmission case 12 serving as a non-rotating member.

In the transmission 80 configured as described above, for example, as shown in the engagement operation table of FIG. 25, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the fifth clutch Any one of the first gear (first gear) to the eighth gear (eighth gear) is selected by simultaneously engaging two selected from the clutch C5 and the first brake B1. 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. 25, by engagement of the first clutch C1 and the first brake B1, the first ring gear R1, the second ring gear R2, the transmission case 12 and the first sun gear S1 and the first driven gear CG1B by are respectively connected between the first speed ratio [gamma ₁ is the maximum value, for example, "4.050" is established. Further, due to the engagement of the second clutch C2 and the first brake B1, between the second sun gear S2 and the third sun gear S3 and the first driven gear CG1B, and between the first ring gear R1 and the second ring gear R2 and the transmission case 12. There by being connected respectively, the second speed ratio [gamma ₂ is smaller, for example, about "3.000" than the first speed position, is established. Further, the engagement of the fourth clutch C4 and the first brake B1 connects the first sun gear S1 and the second driven gear CG2B, and the first ring gear R1 and the second ring gear R2 and the transmission case 12, respectively. Thus, the _third speed gear stage in which the gear ratio γ3 is smaller than the second speed gear stage, for example, about “2.341” is established. Further, the engagement of the third clutch C3 and the first brake B1 connects the third ring gear R3 and the first driven gear CG1B, and the first ring gear R1 and the second ring gear R2 and the transmission case 12, respectively. Thus, the _fourth speed gear stage in which the speed ratio γ ₄ is smaller than the third speed gear stage, for example, about “1.800” is established. Further, the engagement between the third clutch C3 and the fourth clutch C4 connects the third ring gear R3 and the first driven gear CG1B, and the first sun gear S1 and the second driven gear CG2B, thereby shifting the speed. The _fifth speed gear stage in which the ratio γ5 is smaller than the fourth speed gear stage, for example, about “1.350” is established. Further, the engagement between the first clutch C1 and the third clutch C3 connects the first sun gear S1 and the first driven gear CG1B, and the third ring gear R3 and the first driven gear CG1B, thereby shifting the speed. The _sixth speed gear stage in which the ratio γ6 is smaller than the fifth speed gear stage, for example, about “1.000” is established. Further, the engagement of the third clutch C3 and the fifth clutch C5 connects the third ring gear R3 and the first driven gear CG1B, and the first ring gear R1, the second ring gear R2, 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, “0.755” is established. Further, the engagement of the fourth clutch C4 and the fifth clutch C5 connects the first sun gear S1 and the second driven gear CG2B, and the first ring gear R1, the second ring gear R2, 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, “0.578” is established.

  In the transmission 80, the first clutch C1 and the third clutch C3 are engaged to establish the sixth gear, but the second clutch C2 is replaced with either the first clutch C1 or the third clutch C3. May be engaged. That is, the sixth gear is established by engagement of at least two of the first clutch C1, the second clutch C2, and the third clutch C3.

Further, the engagement of the second clutch C2 and the fourth clutch C4 connects the second sun gear S2 and the third sun gear S3 and the first driven gear CG1B and the first sun gear S1 and the second driven gear CG2B, respectively. Thus, the reverse gear stage in which the speed ratio γ _R is a value between the second speed gear stage and the third speed gear stage, for example, “2.562” 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 80, 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 “1.350”, and the second speed 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 “1.281”, 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 "1.301", 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 "1.333" 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 “1.350”, and the ratio (= γ ₆ / γ ₇ ) between the speed ratio γ ₆ of the sixth speed gear and the speed ratio γ ₇ of the seventh speed gear is set to “1.324”. 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 "1.306", the gear ratio gamma is geometric series varied. In the above transmission 80, the gear 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, “7.006” is set.

FIG. 26 shows a collinear diagram of the transmission 80 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 diagram of FIG. 26 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. Further, the horizontal line X2 on the upper side thereof shows a predetermined rotational speed “N _X2 ” that is rotated at an increased speed with respect to the first intermediate output path M1 according to the reduction ratio of the second counter gear pair CG2, that is, the second intermediate output path M2. The rotation speed of is shown. Further, the five vertical lines Y1 to Y5 of the second transmission unit 88 indicate, in order from the left, the sun gear S1 corresponding to the first rotation element RE1 and the sun gear S2 corresponding to the second rotation element RE2 and connected to each other. And the sun gear S3, the ring gear R3 corresponding to the third rotating element RE3, the carrier CA1, the carrier CA2 and the carrier CA3 corresponding to the fourth rotating element RE4 and connected to each other, the corresponding to the fifth rotating element RE5, and The ring gear R1 and the ring gear R2 connected to each other are shown.

  If expressed using the above nomograph, the transmission 80 of the present embodiment, in the first transmission unit 86, rotates the input shaft 16 (rotation of the first shaft 32) and the first intermediate output path M1. The first intermediate output path M1 is configured to output to the second transmission unit 88 via the second intermediate output path M2 that is rotated at an increased speed. In the second transmission unit 88, the first rotation element RE1 (S1) 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 fourth clutch C4, and the second rotating element RE2 (S2) is selected. , S3) is selectively connected to the first driven gear CG1B via the second clutch C2, and the third rotating element RE3 (R3) is selectively connected to the first driven gear CG1B via the third clutch C3. The fourth rotating element RE4 (CA1, CA2, CA3) is connected to the output gear 28 as the output rotating member, and the fifth rotating element RE5 (R1, R2) is connected to the second driven gear via the fifth clutch C5. It is selectively connected to the CG 2B and selectively connected to the transmission case 12 as the non-rotating member via the first brake B1.

In the collinear diagram of FIG. 26, 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 fifth rotating element RE5 is Since it is connected to the transmission case 12 by the engagement of the brake B1 and the rotational speed is set to “0”, 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 XZ is the vertical line Y4. The rotation speed of the output gear 28 is indicated by a point (1st) intersecting with. In the second 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”, and the fifth rotating element RE5 is transmitted to the transmission case 12 by the engagement of the brake B1. , And the rotational speed is set to “0”, so that 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 XZ intersects the vertical line Y4 (2nd), The rotational speed of the output gear 28 is shown. In the third gear stage, the first rotating element RE1 is connected to the second driven gear CG2B by the engagement of the clutch C4 and is set to the rotational speed “N _X2 ”, and the fifth rotating element RE5 is a transmission case by the engagement of the brake B1. 12 and the rotation 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 Y5 and the horizontal line XZ intersects the vertical line Y4 (3rd). The rotational speed of the output gear 28 is shown. In the fourth speed gear stage, the third rotating element RE3 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 fifth rotating element RE5 is transmitted to the transmission case 12 by the engagement of the brake B1. , And the rotational speed is set to “0”, so that a straight line connecting the intersection of the vertical line Y3 and the horizontal line X1 and the intersection of the vertical line Y5 and the horizontal line XZ intersects the vertical line Y4 (4th), The rotational speed of the output gear 28 is shown. In the fifth speed gear stage, the third rotating element RE3 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 first rotating element RE1 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 Y3 and the horizontal line X1 and the intersection of the vertical line Y1 and the horizontal line X2 intersects the vertical line Y4 (5th). Thus, the rotational speed of the output gear 28 is indicated. In the sixth gear, the first rotating element RE1 is connected to the first driven gear CG1B by the engagement of the clutch C1 to be the rotation speed “1”, and the third rotating element RE3 is engaged with the first driven gear by the engagement of the clutch C3. 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 (6th). The rotational speed of the output gear 28 is shown. In the seventh speed gear stage, the third rotating element RE3 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 fifth rotating element RE5 is the second driven gear by the engagement of the clutch C5. Since the rotational speed is “N _X2 ” connected to CG2B, a straight line connecting the intersection of the vertical line Y3 and the horizontal line X1 and the intersection of the vertical line Y5 and the horizontal line X2 intersects the vertical line Y4 (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 C4 to be the rotation speed “N _X2 ”, and the fifth rotation element RE5 is engaged with the second rotation gear CG2B by the engagement of the clutch C5. Since it is connected to the driven gear CG2B and has a rotational speed “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 Y4 (8th ) Indicates the rotational speed of the output gear 28. In the reverse gear stage, the second rotating element RE2 is connected to the first driven gear CG1B by the engagement of the clutch C2 so that the rotation speed is “1”, and the first rotating element RE1 is moved to the second driven gear CG2B by the engagement of the clutch C4. Since the rotation speed is “N _X2 ”, the 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 Y4 (Rev). The negative rotation speed of the output gear 28 is shown.

  FIG. 27 is a skeleton diagram illustrating the configuration of a transmission 90 according to another embodiment of the present invention, and FIG. 28 is a transmission gear stage of the transmission 90 and a hydraulic friction engagement device necessary to establish it. FIG. 29 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. In the present embodiment, the configuration of each device of the second transmission unit 98 is different and the arrangement of the first counter gear pair CG1 and the second counter gear pair CG2 constituting the first transmission unit 96 is opposite. Except for this point, the transmission 10 is the same as the transmission 10 shown in FIG. 1, and the same effects as those of the embodiment shown in FIGS. 1 to 3 can be obtained. Below, the difference between the transmission 90 and the transmission 10 will be described.

  In the first counter gear pair CG1 and the second counter gear pair CG2 constituting the first transmission unit 96 of the transmission 90 shown in FIG. 27, for example, the reduction ratio of the first counter gear pair CG1 is “1.000”. The reduction ratio of the second counter gear pair CG2 is set to about “2.000”, and the first transmission unit 96 rotates the input shaft 16, that is, the first shaft 32, through the first intermediate output path M1 and its first intermediate output. It is transmitted (output) to the second transmission unit 98 through the second intermediate output path M2 rotated at a reduced speed with respect to the path M1.

In the present embodiment, the first planetary gear device 20 constituting the second transmission unit 98 of the transmission 90 shown in FIG. 27 is constituted by a double pinion type planetary gear device, and the second planetary gear device 22. The third planetary gear unit 24 is composed of a single pinion type planetary gear unit. 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 transmission unit 98, the second sun gear S2 and the third sun gear S3 are integrally connected to be selectively connected to the second driven gear CG2B via the first clutch C1, and further the third clutch C3 is 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 90 configured as described above, for example, as shown in the engagement operation table of FIG. 28, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the first clutch 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 (ninth gear) are engaged. ) 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. 28, the engagement of the second clutch C2 and the third brake B3 causes the second ring gear R2, the third carrier CA3, and the transmission case 12 to be between the first sun gear S1 and the second driven gear CG2B. 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 90, 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”. The ratio (= γ ₂ / γ ₃ ) between the speed ratio γ ₂ of the gear stage and the speed ratio γ ₃ of the third speed gear stage is set to “1.309”, and the speed ratio γ ₃ of the third speed gear stage and 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 90, 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. 29 shows an alignment chart in the transmission 90 corresponding to FIG. 3 which is an alignment chart of the transmission 10. The lower horizontal line XZ of the three horizontal lines in the collinear diagram of FIG. 29 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 the 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. Further, the five vertical lines Y1 to Y5 of the second transmission unit 98 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 rotating element RE3 and the ring gear R2 and the carrier CA3 connected to each other correspond to the fourth rotating element RE4 and are 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 90 of the present embodiment is configured such that in the first transmission unit 96, the rotation of the input shaft 16 (the rotation of the first shaft 32) and the first intermediate output path M1. The second transmission section 98 is configured to output to the second transmission section 98 via the second intermediate output path M2 that is decelerated and rotated with respect to the first intermediate output path. In the second transmission section 98, the first rotation element RE1 ( S2 and S3) are selectively coupled to the second driven gear CG2B via the first clutch C1, and are further selectively coupled 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. 29 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 the second 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 second rotation element RE2 is a 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. In the third gear, the fifth rotating element RE5 is connected to the second driven gear CG2B by the engagement of the clutch C2 and is set to the 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 the rotation speed “N _X2 ”, and the first rotation element RE1 is the second rotation by the engagement of the clutch C1. Since it is connected to the driven gear CG2B and has a rotational speed “N _X2 ”, 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 X2 intersects the vertical line Y4 (4th ) Indicates the rotational speed of the output gear 28. In the fifth 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 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 gear, 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 third rotation 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”, the 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 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, the first rotating element RE1 is connected to the second driven gear CG2B by the engagement of the clutch C1 to be the rotational speed “N _X2 ”, and the third rotating element RE3 is 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 rotating element RE1 is connected to the second driven gear CG2B by the engagement of the clutch C1 and is set to the rotational speed “N _X2 ”, and the second rotating element RE2 is connected 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.

  FIG. 30 is a skeleton diagram illustrating the configuration of a transmission 100 according to another embodiment of the present invention, and FIG. 31 is a transmission gear stage of the transmission 100 and a hydraulic friction engagement device necessary to establish it. FIG. 32 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. In the present embodiment, the speed change shown in FIG. 27 is performed except that the configuration of each device of the second speed change unit 108 is different and the arrangement of the first counter gear pair CG1 and the second counter gear pair CG2 is opposite. The same effect as that of the embodiment shown in FIGS. 27 to 29 is obtained. Below, the difference between the transmission 100 and the transmission 90 will be described.

In the present embodiment, the first planetary gear device 20, the second planetary gear device 22 and the third planetary gear device 24 constituting the second transmission unit 108 of the transmission 100 shown in FIG. 30 are each a single pinion type. It is composed of a planetary gear device. The first planetary gear device 20 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. and a first ring gear R1 meshing with the S1, for example has a gear ratio [rho ₁ of about "0.395". 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 "0.704" 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 "0.710".

  In the second transmission unit 108, the first sun gear S1 is selectively coupled to the second driven gear CG2B via the first clutch C1, and is further selectively coupled to the first driven gear CG1B via the third clutch C3. And the second ring gear R2 is selectively connected to the transmission case 12 via the second brake B2 via the first brake B1, and is selectively connected to the transmission case 12 via the second brake B2. CA2 and the third ring gear R3 are integrally connected to be selectively connected to the first driven gear CG1B via the fourth clutch C4, and to the transmission case 12 as the non-rotating member via the third brake B3. The first carrier CA1, the second sun gear S2, and the third carrier are selectively connected. A3 is integrally connected to the output gear 28 as the output rotation member, and the first ring gear R1 and the third sun gear S3 are integrally connected to the second driven gear CG2B via the second clutch C2. Is selectively linked to

In the transmission 100 configured as described above, for example, as shown in FIG. 31 that is similar to the engagement operation table of FIG. 28, the first clutch C1, the second clutch C2, the third clutch C3, the first clutch Two clutches C4, the first brake B1, the second brake B2, and the third brake B3 are engaged and actuated simultaneously, so that the first gear (first gear) to the ninth gear are engaged. Any one of the gear stages (the ninth shift stage) or any one of the first reverse gear stage (the first reverse shift stage) and the second reverse gear stage (the second reverse shift stage) is selectively established and substantially equal A gear ratio γ (= input shaft rotational speed N _IN / output gear rotational speed N _OUT ) that changes in proportion is obtained for each gear stage. The ratio at which the transmission ratio range of the gear ratio of the first gear gamma ₁ and the gear ratio gamma ₉ of ninth gear (= γ _{1 /} γ ₉₎ is a relatively large value or "6.700" Even in the first speed gear stage and the eighth speed gear stage, the gear ratio width (= γ ₁ / γ ₈ ) is a relatively large value, that is, “5.756”. 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.

  FIG. 32 shows an alignment chart in the transmission 100 corresponding to FIG. 29 which is an alignment chart of the transmission 90. The five vertical lines Y1 to Y5 of the second transmission unit 108 in FIG. 32 indicate, in order from the left, the sun gear S1 corresponding to the first rotation element RE1, the ring gear R2 corresponding to the second rotation element RE2, and the third rotation. The carrier CA2 and the ring gear R3 corresponding to the element RE3 and connected to each other correspond to the fourth rotating element RE4 and the carrier CA1, the sun gear S2 and the carrier CA3 connected to each other to the fifth rotating element RE5. In addition, the ring gear R1 and the sun gear S3 connected to each other are shown. Therefore, based on these rotating elements, FIG. 32 and FIG. 29 differ only in the configuration of each rotating element, and are the same as the collinear chart. Therefore, the explanation of the collinear chart of FIG. 32 is omitted. To do.

  FIG. 33 is a skeleton diagram for explaining the configuration of a transmission 110 according to another embodiment of the present invention. FIG. 34 is a transmission gear stage of the transmission 110 and a hydraulic friction engagement device necessary to establish it. FIG. 35 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. This embodiment is the same as the transmission 10 shown in FIG. 1 except that the configuration of each device of the second transmission unit 118 is different, and the same effect as the embodiment shown in FIGS. 1 to 3 can be obtained. It is done. Below, the part which is different between the transmission 110 and the transmission 10 will be described.

  In the first counter gear pair CG1 and the second counter gear pair CG2 constituting the first transmission unit 116 of the transmission 110 shown in FIG. 33, for example, the reduction ratio of the first counter gear pair CG1 is “1.000”. The reduction ratio of the second counter gear pair CG2 is about “1.745”, and the first transmission unit 116 rotates the input shaft 16, that is, the first shaft 32, with the first intermediate output path M1 and its first intermediate output. It is transmitted (output) to the second transmission unit 118 through the second intermediate output path M2 rotated at a reduced speed with respect to the path M1.

In the present embodiment, the first planetary gear device 20 and the third planetary gear device 24 constituting the second transmission unit 118 of the transmission 110 shown in FIG. 33 are each composed of a single pinion type planetary gear device. The second planetary gear device 22 is composed of a double pinion type planetary gear device. The first planetary gear device 20 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. and a first ring gear R1 meshing with the S1, for example has a gear ratio [rho ₁ of about "0.300". The second planetary gear unit 22 includes a second sun gear S2, a plurality of pairs of second planetary gears P2 that mesh with each other, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 meshing with the second sun gear S2 is provided, and has a predetermined gear ratio ρ ₂ of about “0.398”, for example. 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 "0.301".

  In the second transmission unit 118, the first sun gear S1, 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 second clutch C2. The first carrier CA1 and the second ring gear are selectively connected to the first driven gear CG1B via the fourth clutch C4 and selectively connected to the transmission case 12 as the non-rotating member via the first brake B1. R2 is integrally connected to the first driven gear CG1B via the third clutch C3 and is selectively connected to the transmission case 12 via the second brake B2, and the first ring gear R1 is The second carrier CA is selectively coupled to the transmission case 12 via the third brake B3. And the third carrier CA3 are integrally connected to the output gear 28 as the output rotating member, and the third ring gear R3 is selectively connected to the second driven gear CG2B through the first clutch C1. .

In the transmission 110 configured as described above, for example, as shown in the engagement operation table of FIG. 34, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the first clutch Two selected from the brake B1, the second brake B2, and the third brake B3 are engaged and operated at the same time, so that the first gear (first gear) to the eighth gear (eighth gear) ) Or 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 approximately equidistantly varies. It can be obtained for each gear stage.

That is, as shown in FIG. 34, the engagement between the first clutch C1 and the third brake B3 connects the third ring gear R3 and the second driven gear CG2B, and the first ring gear R1 and the transmission case 12, respectively. by being, first speed ratio [gamma ₁ is the maximum value, for example, "4.169" is established. Further, the engagement of the first clutch C1 and the second brake B2 connects the third ring gear R3 and the second driven gear CG2B, and the first carrier CA1 and the second ring gear R2 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 “3.067” is established. Further, due to the engagement of the first clutch C1 and the first brake B1, between the third ring gear R3 and the second driven gear CG2B, between the first sun gear S1, the second sun gear S2, the third sun gear S3 and the transmission case 12. There by being connected respectively, the third speed ratio [gamma ₃ is smaller, for example, about "2.271" than the second speed position, is established. Further, due to the engagement of the first clutch C1 and the second clutch C2, between the third ring gear R3 and the second driven gear CG2B, the first sun gear S1, the second sun gear S2, 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 "1.745" than the third speed position, is established. Further, the engagement of the first clutch C1 and the third clutch C3 connects the third ring gear R3 and the second driven gear CG2B, and the first carrier CA1, the second ring gear R2, and the first driven gear CG1B, respectively. Thus, the _fifth speed gear stage in which the gear ratio γ5 is smaller than the fourth speed gear stage, for example, about “1.321” is established. Further, due to the engagement of the third clutch C3 and the fourth clutch C4, the first sun gear S1, the second sun gear S2, the third sun gear S3 and the first carrier CA1, the second ring gear R2, and the first driven gear CG1B, by between 1 driven gear CG1B are connected respectively, the sixth speed ratio [gamma ₆ is smaller, for example, about "1.000" than the fifth-speed position, is established. Further, by engagement of the second clutch C2 and the third clutch C3, between the first sun gear S1, the second sun gear S2, the third sun gear S3 and the second driven gear CG2B, the first carrier CA1 and the second ring gear R2 and the second By connecting the first driven gear CG1B to the first driven gear CG1B, the _seventh speed gear stage in which the gear ratio γ7 is smaller than the sixth speed gear stage, for example, “0.780” is established. Further, by engagement of the third clutch C3 and the first brake B1, between the first carrier CA1 and the second ring gear R2 and the first driven gear CG1B, the first sun gear S1, the second sun gear S2, the third sun gear S3 and the transmission. By connecting the case 12 to each other, the _eighth speed gear stage in which the speed ratio γ ₈ is smaller than the seventh speed gear stage, for example, “0.602” is established.

Further, due to the engagement of the second clutch C2 and the second brake B2, the first carrier CA1, the second ring gear R2, and the transmission between the first sun gear S1, the second sun gear S2, the third sun gear S3, and the second driven gear CG2B. The first reverse gear stage in which the gear ratio γ _R1 is a value between the second speed gear stage and the third speed gear stage, for example, about “2.644” is established by connecting the case 12 to each other. Be made. Further, due to the engagement of the fourth clutch C4 and the third brake B3, between the first sun gear S1, the second sun gear S2, the third sun gear S3 and the first driven gear CG1B, between the first ring gear R1 and the transmission case 12. Are coupled to each other so that the speed ratio γ _R2 is larger than the first reverse gear, and is a value between the first gear and the second gear, for example, about “3.611”. 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 110, 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 “1.359”, and the second speed The ratio (= γ ₂ / γ ₃ ) between the speed ratio γ ₂ of the gear stage and the speed ratio γ ₃ of the third speed gear stage is set to “1.351”, and the speed ratio γ ₃ of the third speed gear stage and the the ratio of the speed ratio gamma ₄ of the fourth gear (= γ _{3 /} γ ₄₎ is set to "1.301", 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 "1.321" 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 “1.321”, 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 “1.282”. 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 "1.295", the gear ratio gamma is geometric series varied. In the above transmission 110, the gear 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 “6.921”.

  FIG. 35 shows a nomographic chart in the transmission 110 corresponding to FIG. 3, which is a nomographic chart of the transmission 10. The five vertical lines Y1 to Y5 of the second transmission unit 118 indicate, in order from the left, the sun gear S1, the sun gear S2, and the sun gear S3 that correspond to the first rotation element RE1 and are connected to each other to the second rotation element RE2. Corresponding and mutually connected carrier CA1 and ring gear R2, ring gear R1 corresponding to third rotating element RE3, carrier CA2 and carrier CA3 corresponding to fourth rotating element RE4 and mutually connected, fifth Each of the ring gears R3 corresponding to the rotation element RE5 is shown.

  If expressed using the above nomograph, the transmission 110 of the present embodiment, in the first transmission unit 116, rotates 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 118 via the second intermediate output path M2 that is rotated at a reduced speed with respect to the first intermediate output path M1, and in the second transmission unit 118, the first rotation element RE1. (S1, S2, S3) are selectively coupled to the second driven gear CG2B via the second clutch C2, and further selectively coupled to the first driven gear CG1B via the fourth clutch C4, and the first brake B1. And is selectively connected to the transmission case 12 as the non-rotating member, and the second rotating element RE2 (CA1, R2) is connected to the first driven gear via the third clutch C3. G1B is selectively connected to the transmission case 12 via the second brake B2, and the third rotating element RE3 (R1) is selectively connected to the transmission case 12 via the third brake B3. The fourth rotating element RE4 (CA2, CA3) is connected to the output gear 28 as the output rotating member, and the fifth rotating element RE5 (R3) is connected to the second driven gear CG2B via the first clutch C1. It is configured to be selectively connected.

In the collinear diagram of FIG. 35, 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 C1 to the rotation 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 the second speed gear stage, the fifth rotation element RE5 is connected to the second driven gear CG2B by the engagement of the clutch C1 to be 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 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. In the third gear stage, the fifth rotating element RE5 is connected to the second driven gear CG2B by the engagement of the clutch C1 and is set to the rotational 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 C1 to be the rotation speed “N _X2 ”, and the first rotation element RE1 is the second rotation by the engagement of the clutch C2. Since it is connected to the driven gear CG2B and has a rotational speed “N _X2 ”, 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 X2 intersects the vertical line Y4 (4th ) Indicates the rotational speed of the output gear 28. In the fifth speed gear stage, the fifth rotating element RE5 is connected to the second driven gear CG2B by the engagement of the clutch C1 to be the rotation speed “N _X2 ”, and the second rotating element RE2 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 Y2 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 gear, the second rotating element RE2 is connected to the first driven gear CG1B by the engagement of the clutch C3 and is set to the rotation speed “1”. The first rotating element RE1 is engaged with the first driven gear by the engagement of the clutch C4. Since the rotation speed is “1” connected to CG1B, the 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 X1 intersects the vertical line Y4 (6th). The rotational speed of the output gear 28 is shown. In the seventh speed gear stage, the first rotating element RE1 is connected to the second driven gear CG2B by engagement of the clutch C2 to be the rotation speed “N _X2 ”, and the second rotating element RE2 is first driven by the engagement of the clutch C3. 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 Y2 and the horizontal line X1 intersects the vertical line Y4 (7th). Thus, the rotational speed of the output gear 28 is indicated. In the eighth speed gear stage, the second rotating element RE2 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 first rotating element RE1 is transmitted to the transmission case 12 by the engagement of the brake B1. , And the rotation speed is “0”. Therefore, a point (8th) at which the 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 XZ intersects the vertical line Y4, The rotational speed of the output gear 28 is shown. In the first reverse gear stage, the first rotation element RE1 is connected to the second driven gear CG2B by engagement of the clutch C2 and is set to the rotation speed “N _X2 ”, and the second rotation element RE2 is transmitted to the transmission case by 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 (Rev1). The negative rotational speed of the output gear 28 is shown. In the second reverse gear stage, the first rotating element RE1 is connected to the first driven gear CG1B by the engagement of the clutch C4 so that the rotation speed is “1”, and the third rotating element RE3 is transmitted to the transmission case 12 by the engagement of the brake B3. , 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 X1 and the intersection of the vertical line Y3 and the horizontal line XZ intersects the vertical line Y4 (Rev2), The negative rotation 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 performed by engaging the second clutch C2 and the second brake B2. The second reverse shift stage having a larger gear ratio than the first reverse shift stage is established by establishing the shift stage and engaging the fourth clutch C4 and the third brake B3. Two reverse gear positions are obtained. For example, when more driving force is required, for example, when traveling backward on an uphill road, the second reverse gear stage having a large gear ratio is used, and when traveling backward, such as on flat ground, the second reverse gear is used. Use of the first reverse shift speed having a gear ratio smaller than that of the speed is effective in improving fuel efficiency.

  FIG. 36 is a skeleton diagram illustrating the configuration of a transmission 120 according to another embodiment of the present invention. FIG. 37 is a transmission gear stage of the transmission 120 and a hydraulic friction engagement device necessary to establish the transmission gear stage. FIG. 38 is a collinear chart showing the rotational speed of the rotating element at each gear stage. This embodiment is the same as the transmission 110 shown in FIG. 33 except that the configuration of each device of the second transmission unit 128 is different, and has the same effect as the embodiment shown in FIGS. 33 to 35. can get. Below, the difference between the transmission 120 and the transmission 110 will be described.

In the present embodiment, the first planetary gear device 20 and the third planetary gear device 24 constituting the second transmission unit 128 of the transmission 120 shown in FIG. 36 are each composed of a single pinion type planetary gear device. The second planetary gear device 22 is composed of a double pinion type planetary gear device. The first planetary gear device 20 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. and a first ring gear R1 meshing with the S1, for example has a gear ratio [rho ₁ of about "0.300". The second planetary gear unit 22 includes a second sun gear S2, a plurality of pairs of second planetary gears P2 that mesh with each other, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 meshing with the second sun gear S2 is provided, and has a predetermined gear ratio ρ ₂ of about “0.455”, for example. 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 "0.301".

  In the first planetary gear device 20 and the second planetary gear device 22, the first carrier CA1 and the second carrier CA2 are composed of common parts, and the first ring gear R1 and the second ring gear R2 are common. And a Ravigneaux type planetary gear train that also serves as any one of a pair of second planetary gears P2 that mesh with each other. In this way, the number of parts and the shaft length of the transmission 120 are further reduced. The first planetary gear P1 may have different diameters (number of teeth) on the first planetary gear device 20 side and the second planetary gear device 22 side.

  In the second transmission unit 128, the first sun gear S1 and the third sun gear S3 are integrally connected and selectively connected to the second driven gear CG2B via the second clutch C2, and the fourth clutch C4 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 first driven gear CG1B via the third clutch C3, and to the transmission case 12 via the second brake B2, and to the first ring gear R1 and the second ring gear R2. Are integrally connected and selectively connected to the transmission case 12 via the third brake B3. The second sun gear S2 and the third carrier CA3 are integrally connected to the output gear 28 as the output rotating member, and the third ring gear R3 is selected as the second driven gear CG2B through the first clutch C1. Connected.

In the transmission 120 configured as described above, for example, as shown in FIG. 37 similar to the engagement operation table of FIG. 34, the first clutch C1, the second clutch C2, the third clutch C3, Two clutches selected from the four clutches C4, the first brake B1, the second brake B2, and the third brake B3 are simultaneously engaged and operated, so that the first speed gear (first speed) to the eighth speed are achieved. Either one of the gears (eighth gear), or one of the first reverse gear (first reverse gear) and the second reverse gear (second reverse gear) is selectively established and substantially equal A gear ratio γ (= input shaft rotational speed N _IN / output gear rotational speed N _OUT ) that varies in a relative manner is obtained for each gear stage. The ratio at which the transmission ratio range of the gear ratio of the first gear gamma ₁ and the gear ratio gamma ₈ of eighth gear (= γ _{1 /} γ ₈₎ there is a relatively large value. 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.

  FIG. 38 shows a nomographic chart in the transmission 120 corresponding to FIG. 35, which is a nomographic chart of the transmission 110. The five vertical lines Y1 to Y5 of the second transmission unit 128 in FIG. 38 indicate, in order from the left, the sun gear S1 and the sun gear S3 corresponding to the first rotating element RE1 and connected to each other to the second rotating element RE2. Corresponding and interconnected carrier CA1 and carrier CA2 correspond to the third rotating element RE3 and interconnected ring gear R1 and ring gear R2 correspond to the fourth rotating element RE4 and interconnected The sun gear S2 and the carrier CA3 are respectively represented by ring gears R3 corresponding to the fifth rotation element RE5. Therefore, based on these rotating elements, FIG. 38 and FIG. 35 differ only in the configuration of each rotating element and are the same as the collinear chart. Therefore, the explanation of the collinear chart of FIG. 38 is omitted. To do.

  FIG. 39 is a skeleton diagram illustrating the configuration of a transmission 130 according to another embodiment of the present invention. FIG. 40 is a transmission gear stage of the transmission 130 and a hydraulic friction engagement device necessary to establish the transmission gear stage. FIG. 41 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. This embodiment is the same as the transmission 120 shown in FIG. 33 except that the connection relationship between the clutch C4 and each device of the transmission 130 and the configuration of each device of the second transmission unit 138 are different. The same effect as the embodiment shown in FIGS. 33 to 35 can be obtained. However, since there is only one reverse gear, the effect of setting two reverse gears as in the embodiment shown in FIGS. 33 to 35 cannot be obtained. Hereinafter, different portions between the transmission 130 and the transmission 110 will be described.

In the present embodiment, the first planetary gear device 20 and the third planetary gear device 24 constituting the second transmission unit 138 of the transmission 130 shown in FIG. 39 are each composed of a single pinion type planetary gear device. The second planetary gear device 22 is composed of a double pinion type planetary gear device. The first planetary gear device 20 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. and a first ring gear R1 meshing with the S1, for example has a gear ratio [rho ₁ of about "0.300". The second planetary gear unit 22 includes a second sun gear S2, a plurality of pairs of second planetary gears P2 that mesh with each other, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 meshing with the second sun gear S2 is provided, and has a predetermined gear ratio ρ ₂ of about “0.545”, for example. 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 "0.301".

  In the second transmission unit 138, the first sun gear S1 and the third sun gear S3 are integrally connected to be selectively connected to the second driven gear CG2B via the second clutch C2, and the first brake B1 is applied. The first carrier CA1 and the second sun gear S2 are integrally connected to the first driven gear CG1B via the third clutch C3. The first ring gear R1 and the second ring gear R2 are integrally connected to the first driven gear CG1B via the fourth clutch C4, and are selectively connected to the transmission case 12 via the second brake B2. Selectively connected to the transmission case 12 via the third brake B3 Then, the second carrier CA2 and the third carrier CA3 are integrally connected and connected to the output gear 28 as the output rotating member, and the third ring gear R3 is selected as the second driven gear CG2B via the first clutch C1. Connected.

In the transmission 130 configured as described above, for example, as shown in FIG. 40 excluding the second reverse gear stage in the engagement operation table of FIG. 34, the first clutch C1, the second clutch Two gears selected from C2, the third clutch C3, the fourth clutch C4, the first brake B1, the second brake B2, and the third brake B3 are simultaneously engaged and operated, so that the first gear (first gear) Any one of the first gear) to the eighth gear (eighth gear) or the reverse gear (reverse gear) is selectively established, and substantially the same as in the embodiment shown in FIGS. A gear ratio γ (= input shaft rotational speed N _IN / output gear rotational speed N _OUT ) that varies in a relative manner is obtained for each gear stage. The ratio at which the transmission ratio range of the gear ratio of the first gear gamma ₁ and the gear ratio gamma ₈ of eighth gear (= γ _{1 /} γ ₈₎ there is a relatively large value. However, as described above, the clutch C4 selectively connects the first ring gear R1 and the second ring gear R2 and the first driven gear CG1B, so that the sixth gear is engaged with the third clutch C3 and the fourth clutch C4. Thus, the first carrier CA1 and the second sun gear S2 and the first driven gear CG1B, and the first ring gear R1 and the second ring gear R2 and the first driven gear CG1B are connected to each other. This is different from the embodiment shown in FIGS. 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.

  FIG. 41 shows a collinear diagram of the transmission 130 corresponding to FIG. 35, which is a collinear diagram of the transmission 110. The five vertical lines Y1 to Y5 of the second transmission unit 138 in FIG. 41 indicate, in order from the left, the sun gear S1 and the sun gear S3 corresponding to the first rotation element RE1 and connected to each other to the second rotation element RE2. Corresponding and interconnected carrier CA1 and sun gear S2 correspond to third rotating element RE3 and interconnected ring gear R1 and ring gear R2 correspond to fourth rotating element RE4 and interconnected The carrier CA2 and the carrier CA3 are respectively represented by ring gears R3 corresponding to the fifth rotation element RE5. The main difference from FIG. 35 is that the clutch C4 is arranged to selectively connect the third rotating element RE1 (R1, R2) to the first driven gear CG1B, and the second reverse gear stage is removed. It is a point. Accordingly, at the sixth speed gear stage, the second rotating element RE2 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 engaged by the engagement of the clutch C4. Since the rotational speed is “1” by being connected to one driven gear CG1B, a straight line connecting the intersection of the vertical line Y2 and the horizontal line X1 and the intersection of the vertical line Y3 and the horizontal line X1 intersects the vertical line Y4 (6th ) Indicates the rotational speed of the output gear 28. Except for this point, FIG. 41 and FIG. 35 are the same as the collinear diagram, and the description of other parts of the collinear diagram of FIG. 41 is omitted.

  FIG. 42 is a skeleton diagram illustrating the configuration of a transmission 140 according to another embodiment of the present invention, and FIG. 43 is a transmission gear stage of the transmission 140 and a hydraulic friction engagement device necessary to establish the transmission gear stage. FIG. 44 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. This embodiment is the same as the transmission 130 shown in FIG. 39 except that the configuration of each device of the second transmission unit 148 is different, and the same effect as the embodiment shown in FIGS. 39 to 41 is obtained. It is done. Hereinafter, different portions between the transmission 140 and the transmission 130 will be described.

In the present embodiment, the first planetary gear device 20 and the second planetary gear device 22 constituting the second transmission unit 148 of the transmission 140 shown in FIG. 42 are each composed of a single pinion type planetary gear device. The third planetary gear device 24 is composed of a double pinion type planetary gear device. The first planetary gear device 20 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. and a first ring gear R1 meshing with the S1, for example has a gear ratio [rho ₁ of about "0.300". 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 "0.349" approximately predetermined gear ratio [rho _2. The third planetary gear unit 24 includes a third sun gear S3, a plurality of pairs of third planetary gears P3 that mesh with each other, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. third and a third ring gear R3 meshing with the sun gear S3, for example has a gear ratio [rho ₃ of about "0.419" Te.

  In the second planetary gear device 22 and the third planetary gear device 24, the second carrier CA2 and the third carrier CA3 are composed of common parts, and the second sun gear S2 and the third sun gear S3 are common. And a planetary gear train that also serves as any one of a pair of third planetary gears P3 in which the second planetary gears P2 mesh with each other. In this way, the number of parts and the shaft length of the transmission 140 are further reduced. The second planetary gear P2 may have different diameters (number of teeth) on the third planetary gear device 24 side and the second planetary gear device 22 side.

  In the second transmission unit 148, the first sun gear S1 is selectively connected to the second driven gear CG2B via the second clutch C2, and is connected to the transmission case 12 as the non-rotating member via the first brake B1. The first carrier CA1 and the second ring gear R2 are integrally connected to be selectively connected to the first driven gear CG1B via the third clutch C3 and to the transmission via the second brake B2. The first ring gear R1, the second carrier CA2, and the third carrier CA3 are integrally connected to the case 12 and are connected to the first driven gear CG1B via the fourth clutch C4. The third ring is selectively connected to the transmission case 12 via the third brake B3. The gear R3 is connected to the output gear 28 as the output rotating member, and the second sun gear S2 and the third sun gear S3 are integrally connected to be selectively connected to the second driven gear CG2B via the first clutch C1. ing.

In the transmission 140 configured as described above, for example, as shown in FIG. 43 which is similar to the engagement operation table of FIG. 40, the first clutch C1, the second clutch C2, the third clutch C3, the first clutch Two clutches C4, the first 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 eighth gear are engaged. Any one of the gear stages (eighth gear stage) or the reverse gear stage (reverse gear stage) is selectively established, and the gear ratio γ changes substantially in the same ratio as in the embodiment shown in FIGS. (= Input shaft rotational speed N _IN / output gear rotational speed N _OUT ) is obtained for each gear stage. The ratio at which the transmission ratio range of the gear ratio of the first gear gamma ₁ and the gear ratio gamma ₈ of eighth gear (= γ _{1 /} γ ₈₎ there is a relatively large value. 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.

  FIG. 44 shows a nomographic chart in the transmission 140 corresponding to FIG. 41 which is a nomographic chart of the transmission 130. The five vertical lines Y1 to Y5 of the second transmission unit 148 in FIG. 44 indicate, in order from the left, the sun gear S1 corresponding to the first rotation element RE1 and the carrier corresponding to the second rotation element RE2 and connected to each other. CA1 and ring gear R2 correspond to the third rotation element RE3, and the ring gear R1, carrier CA2 and carrier CA3 connected to each other correspond to the ring gear R3 corresponding to the fourth rotation element RE4 and correspond to the fifth rotation element RE5. The sun gear S2 and the sun gear S3 connected to each other are shown. Therefore, based on these rotating elements, FIG. 44 and FIG. 41 differ only in the configuration of each rotating element, and are the same as the collinear chart. Therefore, the explanation of the collinear chart of FIG. 44 is omitted. To do.

  FIG. 45 is a skeleton diagram for explaining the configuration of a transmission 150 according to another embodiment of the present invention. FIG. 46 is a transmission gear stage of the transmission 150 and a hydraulic friction engagement device necessary to establish it. FIG. 47 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. This embodiment is shown in FIG. 39 except that the configuration of each device of the second transmission unit 158 is different and the arrangement of the first counter gear pair CG1 and the second counter gear pair CG2 is opposite. The same effect as that of the embodiment shown in FIGS. 39 to 41 is obtained. Hereinafter, different portions between the transmission 150 and the transmission 130 will be described.

In the present embodiment, the first planetary gear device 20 and the second planetary gear device 22 constituting the second transmission unit 158 of the transmission 150 shown in FIG. 45 are each composed of a single pinion type planetary gear device. The third planetary gear device 24 is composed of a double pinion type planetary gear device. The first planetary gear device 20 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. and a first ring gear R1 meshing with the S1, for example has a gear ratio [rho ₁ of about "0.349". 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. The second ring gear R2 meshing with the second gear R2 has a predetermined gear ratio ρ ₂ of about “0.300”, for example. The third planetary gear unit 24 includes a third sun gear S3, a plurality of pairs of third planetary gears P3 that mesh with each other, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. third and a third ring gear R3 meshing with the sun gear S3, for example has a gear ratio [rho ₃ of about "0.455" Te.

  In the second planetary gear device 22 and the third planetary gear device 24, the second carrier CA2 and the third carrier CA3 are composed of common parts, and the second ring gear R2 and the third ring gear R3 are common. And a Ravigneaux type planetary gear train that also serves as any one of a pair of third planetary gears P3 in which the second planetary gears P2 mesh with each other. In this way, the number of parts and the shaft length of the transmission 150 are further reduced. The second planetary gear P2 may have different diameters (number of teeth) on the third planetary gear device 24 side and the second planetary gear device 22 side.

  In the second transmission unit 158, the second sun gear S2 is selectively connected to the second driven gear CG2B via the second clutch C2, and is connected to the transmission case 12 as the non-rotating member via the first brake B1. The first ring gear R1, the second carrier CA2, and the third carrier CA3 are integrally connected and selectively connected to the first driven gear CG1B via the third clutch C3 and the second brake. The first carrier CA1, the second ring gear R2, and the third ring gear R3 are integrally connected to the transmission case 12 through B2, and selectively connected to the first driven gear CG1B through the fourth clutch C4. To the transmission case 12 via the third brake B3. Is sintered, the third sun gear S3 is connected to the output gear 28 as the output rotary member, the first sun gear S1 is selectively connected to the second driven gear CG2B via the first clutch C1.

In the transmission 150 configured as described above, for example, as shown in FIG. 46 which is similar to the engagement operation table of FIG. 40, the first clutch C1, the second clutch C2, the third clutch C3, Two clutches C4, the first 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 eighth gear are engaged. Any one of the gear stages (eighth gear stage) or the reverse gear stage (reverse gear stage) is selectively established, and the gear ratio γ changes substantially in the same ratio as in the embodiment shown in FIGS. (= Input shaft rotational speed N _IN / output gear rotational speed N _OUT ) is obtained for each gear stage. The ratio at which the transmission ratio range of the gear ratio of the first gear gamma ₁ and the gear ratio gamma ₈ of eighth gear (= γ _{1 /} γ ₈₎ there is a relatively large value. 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.

  FIG. 47 shows a collinear diagram of the transmission 150 corresponding to FIG. 41, which is a collinear diagram of the transmission 130. 47, the five vertical lines Y1 to Y5 of the second transmission unit 158 indicate, in order from the left, the sun gear S2 corresponding to the first rotation element RE1 and the ring gear corresponding to the second rotation element RE2 and connected to each other. R1, carrier CA2, and carrier CA3 correspond to the third rotating element RE3, and the mutually connected carrier CA1, ring gear R2, and ring gear R3 are connected to the sun gear S3 corresponding to the fourth rotating element RE4, and the fifth rotating element RE5 is connected. The sun gears S1 corresponding to are respectively shown. Therefore, based on these rotating elements, FIG. 47 and FIG. 41 differ only in the configuration of each rotating element and are the same as the collinear chart. Therefore, the explanation of the collinear chart of FIG. 47 is omitted. To do.

  FIG. 48 is a skeleton diagram illustrating the configuration of a transmission 160 according to another embodiment of the present invention, and FIG. 49 is a transmission gear stage of the transmission 160 and a hydraulic friction engagement device necessary to establish it. FIG. 50 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. The present embodiment differs from the transmission 10 shown in FIG. 1 in the configuration of the first transmission unit 166 and the configuration of each device of the second transmission unit 168, but the effect is the same as that of the embodiment shown in FIGS. Can be obtained. Below, the difference between the transmission 160 and the transmission 10 will be described.

  48, whether the rotation of the input shaft 16 is transmitted to the second drive gear CG2A at the same rotational speed as the rotation of the input shaft 16 or is transmitted at an increased speed to the first transmission portion 166 of the transmission 160 shown in FIG. A first planetary gear device 21 for selectively switching between the first counter gear pair CG1 and the second counter gear pair CG2 is disposed on the first axis 32c.

The first planetary gear device 21 is a planetary gear device having a stepped pinion, and has a diameter different from that of the first sun gear S1, the first planetary gear portion P1 that meshes with the sun gear S1, and the first planetary gear portion P1. A stepped pinion SP having a second planetary gear portion P2 having a number of teeth (that is, a smaller diameter or a smaller number of teeth than the first planetary gear portion P1), and a ring gear meshing with the second planetary gear portion P2 of the stepped pinion SP. R2 and a first carrier CA1 that supports the stepped pinion SP so as to be able to rotate and revolve, and is actually provided with a predetermined gear ratio ρ ₁ of about “0.250”, that is, the first sun gear S1. The ratio of the number of teeth to the first ring gear R1 that is not (= the number of teeth Z _{S1 of} the first sun gear _S1 / the number of teeth Z _R1 of the first ring gear _R1 ) ing. The first carrier CA1 that supports the second planetary gear portion P2 is regarded as the second carrier CA2, and a second sun gear S2 that is not actually provided but meshes with the second planetary gear portion P2 is provided. It can be considered that the second planetary gear unit is configured by the second sun gear S2, the second planetary gear P2, the second carrier CA2, and the second ring gear R2. The second planetary gear device has a predetermined gear ratio ρ ₂ (= the number of teeth Z _{S2 of} the second sun gear _S2 / the number of teeth Z _R2 of the second ring gear _R2 ) of, for example, about “0.610”.

  In the first transmission unit 166, the first sun gear S1 is selectively connected to the transmission case 12 via the speed increasing brake B0 and is also selectively connected to the first carrier CA1 via the constant speed clutch C0. Has been. The first carrier CA1 is also connected to the first shaft 32, that is, the input shaft 16, and the second ring gear R2 is connected to the second drive gear CG2A. When the constant speed clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are connected, the components of the first planetary gear device 92 are rotated together, so that the second drive gear The CG 2A is rotated at the same rotational speed as the input shaft 16. On the other hand, when the speed increasing brake B0 is engaged, the sun gear S1 cannot be rotated, so that the second drive gear CG2A is rotated at a speed higher than that of the input shaft 16, that is, increased. In particular, since the first planetary gear device 21 includes the stepped pinion SP, a high speed increase ratio can be obtained at a low rotational speed of the stepped pinion SP. However, if a predetermined speed increase ratio can be obtained even if a single pinion gear is used, a planetary gear device having a single pinion gear may be used.

  In the first transmission unit 166 configured as described above, for example, the reduction ratio of the first counter gear pair CG1 is about “1.000”, and the reduction ratio of the second counter gear pair CG2 is about “0.630”. The first transmission unit 166 includes at least one of the first intermediate output path M1 and the second intermediate output path M2 that rotates the input shaft 16, that is, the first shaft 32, with respect to the first intermediate output path M1. Transmission (output) from one output path to the second transmission 168 is performed.

In the present embodiment, the third planetary gear device 24 constituting the second transmission unit 168 of the transmission 160 shown in FIG. 48 is composed of a double pinion type planetary gear device, and the fourth planetary gear device 25. Is composed of a single pinion type planetary gear device. The third planetary gear unit 24 includes a third sun gear S3, a plurality of pairs of third planetary gears P3 that mesh with each other, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. and a third ring gear R3 meshing with the third sun gear S3 via, for example, has a gear ratio [rho ₃ of about "0.452". The fourth planetary gear unit 25 includes a fourth sun gear S4 via a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a 24th star gear P4. and a fourth ring gear R4 meshing with, for example, has a gear ratio [rho ₄ of about "0.350".

  In the second transmission unit 168, the third sun gear S3 and the fourth sun gear S4 are integrally connected and selectively connected to the first driven gear CG1B via the first clutch C1, and the third clutch C3 is connected. The third ring gear R3 and the fourth carrier CA4 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 the 4 brake B4, the fourth ring gear R4 is connected to the output gear 28 as the output rotating member, and the third carrier CA3 connects the fourth clutch C4. And the non-rotating member is selectively connected to the second driven gear CG2B via the third brake B3. It is selectively connected to the transmission case 12 of Te.

In the transmission 160 configured as described above, for example, as shown in the engagement operation table of FIG. 49, the constant speed clutch C0, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch A plurality of engagement devices selected from the clutch C4, the speed increasing brake B0, the third brake B3, and the fourth brake B4 are simultaneously engaged to operate the first speed gear (first speed) to Any one of the eighth gear (eighth gear) or the reverse gear (reverse gear) is selectively established, and the gear ratio γ (= input shaft rotational speed N _IN / An output gear rotation speed N _OUT ) is obtained for each gear stage.

That is, as shown in FIG. 49, by engagement of the first clutch C1 and the third brake B3, between the third sun gear S3 and the fourth sun gear S4 and the first driven gear CG1B, 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, "3.842" is established. Further, due to the engagement of the constant speed clutch C0, the third clutch C3 and the third brake B3, between the first shaft 32 and the second drive gear CG2A, the third sun gear S3, the fourth sun gear S4 and the second driven gear CG2B Between the third carrier CA3 and the transmission case 12, the _second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “2.543”. Is established. Further, the engagement of the second clutch C2 and the third brake B3 connects the fourth carrier CA4 and the third ring gear R3 and the first driven gear CG1B, and the third carrier CA3 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 “1.737” is established. Further, by engagement of the constant speed clutch C0, the second clutch C2, and the third clutch C3, between the first shaft 32 and the second drive gear CG2A, the fourth carrier CA4, the third ring gear R3, and the first driven gear CG1B, between, by between third sun gear S3 and fourth sun gear S4 and the second driven gear CG2B are connected respectively, the gear ratio gamma ₄ has a small value, for example, "1.218" extent than the third gear A certain fourth gear is established. Further, due to the engagement of the first clutch C1 and the second clutch C2, between the third sun gear S3 and the fourth sun gear S4 and the first driven gear CG1B, and between the fourth carrier CA4 and the third ring gear R3 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, by engagement of the constant speed clutch C0, the second clutch C2, and the fourth clutch C4, between the first shaft 32 and the second drive gear CG2A, the fourth carrier CA4, the third ring gear R3, and the first driven gear CG1B Between the third carrier CA3 and the second driven gear CG2B, the _sixth speed gear in which the gear ratio γ6 is smaller than the fifth speed gear stage, for example, about “0.822”. A stage is established. Further, by engagement of the constant speed clutch C0, the third clutch C3, and the fourth clutch C4, between the first shaft 32 and the second drive gear CG2A, the third sun gear S3, the fourth sun gear S4, and the second driven gear CG2B, Between the third carrier CA3 and the second driven gear CG2B, the _seventh speed gear stage in which the gear ratio γ7 is smaller than the sixth speed gear stage, for example, “0.622”. Is established. Further, due to the engagement of the third clutch C3, the fourth clutch C4 and the speed increasing brake B0, between the third sun gear S3 and the fourth sun gear S4 and the second driven gear CG2B, between the third carrier CA3 and the second driven gear CG2B. Between the first sun gear S1 and the transmission case 12, the _eighth speed gear stage in which the gear ratio γ8 is smaller than the seventh speed gear stage, for example, “0.582” is established. Be made. In the first speed gear stage, the third speed gear stage, and the fifth speed gear stage, the constant speed clutch C0 may be further engaged.

Further, due to the engagement of the first clutch C1 and the fourth brake B4, between the third sun gear S3 and the fourth sun gear S4 and the first driven gear CG1B, and between the fourth carrier CA4 and the third ring gear R3 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 21, [rho _2, the gear ratio of the third planetary gear set 24 [rho _3, 4 The gear ratio ρ ₄ of the planetary gear unit 25 is set so as to obtain the above gear ratio.

In the transmission 160, 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 “1.511”. 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 “1.464”, 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 "1.426", 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 "1.218" 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 “1.217”, and the ratio (= γ ₆ / γ ₇ ) between the speed ratio γ ₆ of the sixth speed gear and the speed ratio γ ₇ of the seventh speed gear is set to “1.242”. 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 "1.137", the gear ratio gamma is geometric series varied. In the above transmission 70, the gear 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, “6.604” is set.

FIG. 50 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the transmission 160. The collinear chart of FIG. 50 shows the relationship of the gear ratio ρ of each planetary gear device 21, 24, 25 in the horizontal axis direction, and is a two-dimensional coordinate indicating the relative rotational speed in the vertical axis direction. The horizontal line XZ indicates the rotational speed zero, and the horizontal line X1 above it indicates the rotational speed “1.0”, that is, the rotational speed of the input shaft 16. The vertical lines Y1 to Y8 represent the first to eighth rotating elements RE1 to RE8 in order from the left, the first rotating element RE1 is the first sun gear S1, and the second rotating element RE2 is actually Is provided with the second sun gear S2, the third rotating element RE3 is the first carrier CA1 and the second carrier CA2, the fourth rotating element RE4 is the second ring gear R2, and the fifth rotating element RE5. Are a third sun gear S3 and a fourth sun gear S4 that are connected to each other, a sixth rotating element RE6 is a third ring gear R3 and a fourth carrier CA4 that are connected to each other, and a seventh rotating element RE7 is a fourth ring gear. R8 and the eighth rotating element RE8 is the third carrier CA3. The intervals between the vertical lines Y1 to Y4 are respectively determined according to the gear ratios ρ ₁ and ρ ₂ of the first planetary gear device 21 described above, and the intervals between the vertical lines Y5 to Y8 are the third planetary gear device 24 and the fourth planetary gear device 24. It is determined according to the gear ratios ρ ₃ and ρ ₄ of the planetary gear unit 25, and the vertical axis interval of the collinear diagram is ρ between the sun gear and the carrier, where ρ is between the carrier and the ring gear. It is prescribed as follows.

  If expressed using the above nomograph, the transmission 160 of the present embodiment selects the first rotating element RE1 (S1) as the transmission case 12 via the speed increasing brake B0 in the first transmission 166. The third rotation element RE3 (CA1, CA2) is connected to the input shaft 16 and the first drive gear CG1A, the fourth rotation element RE4 (R2) is connected to the second drive gear CG2A, and The first rotating element RE1 (S1) and the third rotating element RE3 (CA1, CA2) are configured to be selectively connected via a constant speed clutch C0. Accordingly, the first transmission unit 166 has the first intermediate output path M1 and the second intermediate output path M2 that is rotated at a speed higher than the rotation of the input shaft 16 by rotating the input shaft 16 (rotation of the first shaft 32). Via the second transmission unit 168. On the other hand, in the second transmission unit 168, the fifth rotation element RE5 (S3, S4) is selectively connected to the first driven gear CG1B through the first clutch C1 and is connected to the second through the third clutch C3. The sixth rotating element RE6 (R3, CA4) is selectively connected to the first driven gear CG1B via the second clutch C2 and the transmission case 12 via the fourth brake B4. The seventh rotating element RE7 (R4) is connected to the output gear 28 as the output rotating member, and the eighth rotating element RE8 (CA3) is connected to the second driven gear via the fourth clutch C4. It is selectively connected to CG2B and selectively connected to the transmission case 12 via the third brake B3. Is constructed sea urchin.

  Each speed gear stage will be described with reference to the alignment chart of FIG. In the first speed gear stage, the fifth rotation element RE5 is connected to the first driven gear CG1B by the engagement of the first clutch C1 to be the rotation speed “1”, and the eighth rotation element RE8 is engaged with the third brake B3. Is connected to the transmission case 12 so that the rotational speed is “0”, and therefore, a straight line connecting the intersection of the vertical line Y5 and the horizontal line X1 and the intersection of the vertical line Y8 and the horizontal line XZ intersects the vertical line Y7. (1st) indicates the rotational speed of the output gear 28.

In the second speed gear stage, the first transmission element 166 connects the third rotation element RE3 and the first rotation element RE1 that are rotated together with the input shaft 16 by the engagement of the constant speed clutch C0. Therefore, the fourth rotation element RE4 is rotated at the rotation speed “1”, that is, the second drive gear CG2A connected to the fourth rotation element RE4 is rotated at the rotation speed “1”, and the rotation is the second rotation gear. The speed is increased via the intermediate output path M2 (second counter gear pair CG2) and output to the second transmission unit 168 at the rotational speed “N _X2 ”. In the second transmission unit 168, the fifth rotation element RE5 is connected to the second driven gear CG2B by the engagement of the third clutch C3 to be the rotational speed “N _X2 ”, and the eighth rotation element RE8 is the third brake B3. Since the rotation speed is set to “0” by the engagement, the point representing the rotation speed “N _X2 ” on the vertical line Y5 (the intersection of the vertical line Y5 and the horizontal line X2) and the intersection of the vertical line Y8 and the horizontal line XZ The rotation speed of the output gear 28 is indicated by the point (2nd) at which the straight line connecting the two intersects the vertical line Y7.

  In the third gear stage, the sixth rotating element RE6 is connected to the first driven gear CG1B by the engagement of the second clutch C2 so that the rotation speed is “1”, and the eighth rotating element RE8 is engaged with the third brake B3. , The rotation speed is set to “0”. Therefore, the output gear is determined by the point (3rd) where the straight line connecting the intersection of the vertical line Y6 and the horizontal line X1 and the intersection of the vertical line Y8 and the horizontal line XZ intersects the vertical line Y7. 28 rotational speeds are shown.

In the fourth speed gear stage, in the first transmission unit 166, the third rotation element RE3 and the first rotation element RE1 are connected by the engagement of the constant speed clutch C0. Therefore, as in the case of the second speed gear stage. The second driven gear CG2B is rotated at the rotational speed “N _X2 ”. In the second transmission unit 168, the fifth rotation element RE5 is connected to the second driven gear CG2B by the engagement of the third clutch C3 to be the rotational speed “N _X2 ”, and the sixth rotation element RE6 is the second clutch C2. Is connected to the first driven gear CG1B and the rotational speed is “1”, and therefore, a straight line connecting the intersection of the vertical line Y5 and the horizontal line X2 and the intersection of the vertical line Y6 and the horizontal line X1 is the vertical line Y7. The rotation speed of the output gear 28 is indicated by a point (4th) intersecting with.

  In the fifth gear stage, the fifth rotation element RE5 is set to the rotation speed “1” by the engagement of the first clutch C1, and the sixth rotation element RE6 is set to the rotation speed “1” by the engagement of the second clutch C2. Therefore, the rotational speed of the output gear 28 is indicated by the point (5th) at which the straight line connecting the intersection of the vertical line Y5 and the horizontal line X1 and the intersection of the vertical line Y6 and the horizontal line X1 intersects the vertical line Y7.

In the sixth speed gear stage, in the first transmission unit 166, the third rotation element RE3 and the first rotation element RE1 are connected by the engagement of the integrated clutch C0. Therefore, as in the second speed gear stage. The second driven gear CG2B is rotated at the rotational speed “N _X2 ”. In the second transmission unit 168, the sixth rotational element RE6 is set to the rotational speed “1” by the engagement of the second clutch C2, and the eighth rotational element RE8 is moved to the second driven gear CG2B by the engagement of the fourth clutch C4. Since the rotation speed is “N _X2 ”, the intersection of the vertical line Y6 and the horizontal line X1 and the point representing the rotation speed “N _X2 ” on the vertical line Y8 (intersection of the vertical line Y8 and the horizontal line X2) The rotation speed of the output gear 28 is indicated by a point (6th) at which the straight line connecting the line intersects the vertical line Y7.

In the seventh speed gear stage, in the first transmission unit 166, the third rotation element RE3 and the first rotation element RE1 are connected by the engagement of the integrated clutch C0. Therefore, as in the second speed gear stage. The second driven gear CG2B is rotated at the rotational speed “N _X2 ”. In the second transmission unit 168, the fifth rotational element RE5 is set to the rotational speed “N _X2 ” by engagement of the third clutch C3, and the eighth rotational element RE8 is also rotated by the engagement of the fourth clutch C4. Since “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 Y8 and the horizontal line X2 intersects the vertical line Y7 (7th). The rotation speed is indicated.

In the eighth speed gear stage, in the first transmission unit 166, the first rotation element RE1 is set to the rotation speed “0” by the engagement of the speed increasing brake B0, so that the intersection of the vertical line Y1 and the horizontal line XZ, The rotation speed of the fourth rotation element RE4 is determined by the point where the vertical line representing the third rotation element RE3 rotated integrally with the input shaft 16, that is, the straight line connecting the intersection of the vertical line Y3 and the horizontal line X1, intersects the vertical line Y4. “N _X1H ” is indicated. Further, the rotational speed “N _X1H ” is increased through the second intermediate output path M2 (second counter gear pair CG2) and output to the second transmission unit 168 at the rotational speed “N _X2H ”. In the second transmission unit 168, as in the seventh gear, the third clutch C3 and the fourth clutch C4 are engaged. Therefore, a point representing the rotational speed “N _X2H ” on the vertical line Y5 (vertical) The point where the line connecting the line Y5 and the horizontal line X2H) and the point representing the rotational speed “N _X2H ” on the vertical line Y8 (the intersection of the vertical line Y8 and the horizontal line X2H) intersects the vertical line Y7 (7th) ) Indicates the rotational speed of the output gear 28.

  In the reverse gear, the fifth rotation element RE5 is set to the rotation speed “1” by the engagement of the first clutch C1, and the sixth rotation element RE6 is connected to the transmission case 12 by the engagement of the fourth brake B4. Since it is “0”, the negative line of the output gear 28 is determined by the point (Rev) where the straight line connecting the intersection of the vertical line Y5 and the horizontal line X1 and the intersection of the vertical line Y6 and the horizontal line XZ intersects the vertical line Y7 The rotation speed is indicated.

  As described above, according to the present embodiment, one or two planetary gear units are arranged on the first shaft 32, but between the first counter gear pair CG1 and the second counter gear pair CG2. As a result, the shaft length of the transmission 160 does not increase, and on the other hand, two sets of planetary gear devices are arranged between the first counter gear pair CG1 and the second counter gear pair CG2 on the second shaft 34. Therefore, the shaft length is further shortened compared with the transmission 10 of the embodiment shown in FIGS. 1 to 3, and a compact planetary gear type multi-stage transmission for a vehicle is obtained.

  FIG. 51 is a skeleton diagram illustrating the configuration of a transmission 170 according to another embodiment of the present invention. FIG. 52 is a transmission gear stage of the transmission 170 and a hydraulic friction engagement device necessary to establish the transmission gear stage. FIG. 53 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. This embodiment is the same as the transmission 160 shown in FIG. 48 except that the configuration of each device of the second transmission unit 178 is different, and the same effect as the embodiment shown in FIGS. 48 to 50 is obtained. It is done. Below, the difference between the transmission 170 and the transmission 160 will be described.

In the present embodiment, the third planetary gear device 24 and the fourth planetary gear device 25 constituting the second transmission unit 178 of the transmission 170 shown in FIG. 51 are each composed of a single pinion type planetary gear device. Yes. 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 via the third planetary gear P3. and a third ring gear R3 meshing with the S3, for example has a gear ratio [rho ₃ of about "0.352". The fourth planetary gear unit 25 includes a fourth sun gear S4 via a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a 24th star gear P4. and a fourth ring gear R4 meshing with, for example, has a gear ratio [rho ₄ of about "0.350".

  In the second transmission unit 178, the third sun gear S3 and the fourth sun gear S4 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. And the fourth carrier CA4 is selectively connected to the first driven gear CG1B via the second clutch C2 and the non-rotating member via the fourth brake B4. It is selectively connected to the transmission case 12, the third carrier CA3 and the fourth ring gear R4 are integrally connected and connected to the output gear 28 as the output rotating member, and the third ring gear R3 connects the fourth clutch C4. And the non-rotating member is selectively connected to the second driven gear CG2B via the third brake B3. It is selectively connected to the transmission case 12 of Te.

In the transmission 170 configured as described above, for example, as shown in FIG. 52 that is similar to the engagement operation table of FIG. 49, the constant speed clutch C0, the first clutch C1, the second clutch C2, the second clutch A plurality of engagement devices selected from the third clutch C3, the fourth clutch C4, the speed increasing brake B0, the third brake B3, and the fourth brake B4 are simultaneously engaged and operated, whereby the first speed gear stage ( Any one of the first gear to the eighth gear (eighth gear) or the reverse gear (reverse gear) is selectively established, and the gear ratio γ (= input) changes in a substantially equal ratio. A shaft rotational speed N _IN / output gear rotational speed N _OUT ) is obtained for each gear stage. In addition, the speed ratio width (= γ ₁ / γ ₉ ), which is the ratio between the speed ratio γ ₁ of the _first speed gear stage and the speed ratio γ ₉ of the eighth speed gear stage, is a relatively large value. 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 21, [rho _2, the gear ratio of the third planetary gear set 24 [rho _3, 4 The gear ratio ρ ₄ of the planetary gear unit 25 is set so as to obtain the above gear ratio.

  FIG. 53 shows a collinear diagram of the transmission 170 corresponding to FIG. 50 which is a collinear diagram of the transmission 160. The four vertical lines Y5 to Y8 of the second transmission unit 178 in FIG. 53 are, in order from the left, the fifth rotating element RE5 includes the third sun gear S3 and the fourth sun gear S4, and the sixth rotating element RE6 is the fourth carrier. The seventh rotating element RE7 is composed of a third carrier CA3 and a fourth ring gear R4, and the eighth rotating element RE8 is composed of a third ring gear R3. Therefore, based on these rotating elements, FIG. 53 and FIG. 50 differ only in the configuration of each rotating element and are the same as the collinear chart. Therefore, the explanation of the collinear chart of FIG. 53 is omitted. To do.

  FIG. 54 is a skeleton diagram for explaining the configuration of a transmission 180 according to another embodiment of the present invention. FIG. 55 is a transmission gear stage of the transmission 180 and a hydraulic friction engagement device necessary for establishing the transmission gear stage. FIG. 56 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. This embodiment is the same as the transmission 160 shown in FIG. 48 except that the configuration of each device of the second transmission unit 188 is different, and the same effect as the embodiment shown in FIGS. 48 to 50 is obtained. It is done. Hereinafter, different portions between the transmission 180 and the transmission 160 will be described.

In the present embodiment, the third planetary gear device 24 constituting the second transmission portion 188 of the transmission 180 shown in FIG. 54 is constituted by a double pinion type planetary gear device, and the fourth planetary gear device 25. Is composed of a single pinion type planetary gear device. The third planetary gear unit 24 includes a third sun gear S3, a plurality of pairs of third planetary gears P3 that mesh with each other, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. and a third ring gear R3 meshing with the third sun gear S3 via, for example, has a gear ratio [rho ₃ of about "0.548". The fourth planetary gear unit 25 includes a fourth sun gear S4 via a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a 24th star gear P4. and a fourth ring gear R4 meshing with, for example, has a gear ratio [rho ₄ of about "0.350".

  In the second transmission unit 188, the third carrier CA3 and the fourth sun gear S4 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 third ring gear R3 and the fourth carrier CA4 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 the four brakes B4, the fourth ring gear R4 is connected to the output gear 28 as the output rotating member, and the third sun gear S3 connects the fourth clutch C4. And the non-rotating member is selectively connected to the second driven gear CG2B via the third brake B3. It is selectively connected to the transmission case 12 of Te.

In the transmission 180 configured as described above, for example, as shown in FIG. 55 which is similar to the engagement operation table of FIG. 49, the constant speed clutch C0, the first clutch C1, the second clutch C2, the second clutch A plurality of engagement devices selected from the third clutch C3, the fourth clutch C4, the speed increasing brake B0, the third brake B3, and the fourth brake B4 are simultaneously engaged and operated, whereby the first speed gear stage ( Any one of the first gear to the eighth gear (eighth gear) or the reverse gear (reverse gear) is selectively established, and the gear ratio γ (= input) changes in a substantially equal ratio. A shaft rotational speed N _IN / output gear rotational speed N _OUT ) is obtained for each gear stage. In addition, the speed ratio width (= γ ₁ / γ ₉ ), which is the ratio between the speed ratio γ ₁ of the _first speed gear stage and the speed ratio γ ₉ of the eighth speed gear stage, is a relatively large value. 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 21, [rho _2, the gear ratio of the third planetary gear set 24 [rho _3, 4 The gear ratio ρ ₄ of the planetary gear unit 25 is set so as to obtain the above gear ratio.

  FIG. 56 shows a collinear diagram of the transmission 180 corresponding to FIG. 50 which is a collinear diagram of the transmission 160. The four vertical lines Y5 to Y8 of the second transmission unit 188 in FIG. 56 are, in order from the left, the fifth rotating element RE5 includes the third carrier CA3 and the fourth sun gear S4, and the sixth rotating element RE6 includes the third ring gear. R7 and the fourth carrier CA4, the seventh rotating element RE7 consists of a fourth ring gear R4, and the eighth rotating element RE8 consists of a third sun gear S3. Therefore, based on these rotating elements, FIG. 56 and FIG. 50 differ only in the configuration of each rotating element and are the same as the collinear chart. Therefore, the explanation of the collinear chart of FIG. 56 is omitted. To do.

  FIG. 57 is a skeleton diagram illustrating the configuration of a transmission 190 according to another embodiment of the present invention, and FIG. 58 is a transmission gear stage of the transmission 190 and a hydraulic friction engagement device necessary to establish it. FIG. 59 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. The present embodiment is the same as the transmission 160 shown in FIG. 48 except that the configuration of each device of the second transmission unit 198 is different, and the same effect as the embodiment shown in FIGS. 48 to 50 is obtained. It is done. Hereinafter, different portions between the transmission 190 and the transmission 160 will be described.

In the present embodiment, the third planetary gear unit 24 constituting the second transmission unit 198 of the transmission 190 shown in FIG. 57 is composed of a double pinion type planetary gear unit, and the fourth planetary gear unit 25. Is composed of a single pinion type planetary gear device. The third planetary gear unit 24 includes a third sun gear S3, a plurality of pairs of third planetary gears P3 that mesh with each other, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. and a third ring gear R3 meshing with the third sun gear S3 via, for example, has a gear ratio [rho ₃ of about "0.424". The fourth planetary gear unit 25 includes a fourth sun gear S4 via a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a 24th star gear P4. and a fourth ring gear R4 meshing with, for example, has a gear ratio [rho ₄ of about "0.350".

  In the third planetary gear device 24 and the fourth planetary gear device 25, the third carrier CA3 and the fourth carrier CA4 are constituted by common parts, and the third ring gear R3 and the fourth ring gear R4 are common. And a Ravigneaux type planetary gear train that also serves as any one of a pair of third planetary gears P3 in which the fourth planetary gears P4 mesh with each other. In this way, the number of parts and the shaft length of the transmission 190 are further reduced. Further, the fourth planetary gear P4 may have different diameters (number of teeth) on the third planetary gear device 24 side and the fourth planetary gear device 25 side.

  In the second transmission unit 198, the fourth sun gear S4 is selectively connected to the first driven gear CG1B via the first clutch C1 and is selectively connected to the second driven gear CG2B via the third clutch C3. The third carrier CA3 and the fourth carrier CA4 are integrally connected to be selectively connected to the first driven gear CG1B via the second clutch C2, and as the non-rotating member via the fourth brake B4. It is selectively connected to the transmission case 12, the third ring gear R3 and the fourth ring gear R4 are integrally connected and connected to the output gear 28 as the output rotating member, and the third sun gear S3 connects the fourth clutch C4. And the non-rotating member is selectively connected to the second driven gear CG2B via the third brake B3. It is selectively connected to the transmission case 12 of Te.

In the transmission 190 configured as described above, for example, as shown in FIG. 58 similar to the engagement operation table of FIG. 49, the constant speed clutch C0, the first clutch C1, the second clutch C2, the second clutch A plurality of engagement devices selected from the third clutch C3, the fourth clutch C4, the speed increasing brake B0, the third brake B3, and the fourth brake B4 are simultaneously engaged and operated, whereby the first speed gear stage ( Any one of the first gear to the eighth gear (eighth gear) or the reverse gear (reverse gear) is selectively established, and the gear ratio γ (= input) changes in a substantially equal ratio. A shaft rotational speed N _IN / output gear rotational speed N _OUT ) is obtained for each gear stage. In addition, the speed ratio width (= γ ₁ / γ ₉ ), which is the ratio between the speed ratio γ ₁ of the _first speed gear stage and the speed ratio γ ₉ of the eighth speed gear stage, is a relatively large value. 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 21, [rho _2, the gear ratio of the third planetary gear set 24 [rho _3, 4 The gear ratio ρ ₄ of the planetary gear unit 25 is set so as to obtain the above gear ratio.

  FIG. 59 shows an alignment chart in the transmission 190 corresponding to FIG. 50 which is an alignment chart of the transmission 160. In FIG. 59, the four vertical lines Y5 to Y8 of the second transmission unit 198 are arranged in order from the left, the fifth rotating element RE5 includes the fourth sun gear S4, and the sixth rotating element RE6 includes the third carrier CA3 and the fourth carrier. The seventh rotating element RE7 is composed of a third ring gear R3 and a fourth ring gear R4, and the eighth rotating element RE8 is composed of a third sun gear S3. Therefore, based on these rotating elements, FIG. 59 and FIG. 50 differ only in the configuration of each rotating element, and are the same as the collinear diagram. Therefore, the explanation of the collinear diagram of FIG. 59 is omitted. To do.

  As described above, in the transmissions 10, 40, 50, 60, 70, 80, 90, 100, 110, 120, 130, 140, 150, 160, 170, 180, 190 of the present embodiment, a plurality of planetary gear units is used. Since there are no more than three sets of planetary gear units disposed between the first counter gear pair CG1 and the second counter gear pair CG2 and disposed on the first shaft 32 and the second shaft 34, respectively. For example, compared with the case where four planetary gear devices are used on one axis, the overall length, that is, the dimension in the axial direction can be shortened, and the planetary for vehicles capable of forward multi-stage that can be suitably used for lateral placement of FF vehicles and RR vehicles. A geared multi-stage transmission is obtained.

  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 transmissions 10, 40, 50, 60, 70, 80, 110, 120, 130, 140, 150, 160, 170, 180, 190 of the above-described embodiment, the forward 8-speed gear stage is established. However, the forward seventh speed may be established except for any one of the eight speeds. Further, in the transmissions 90, 100, the forward 9-speed gear stage is established, but except for any one or two of the 9-speed gear stages, the forward 7-speed or forward 8-speed gear shift is performed. A stage may be established. Further, in the transmissions 90, 100, 110, and 120, the reverse second speed is established, but only one of the reverse speeds may be selected.

  Further, in the transmissions 10, 40, 50, 60, 70, 80, 90, 100, 110, 120, 130, 140, 150, 160, 170, 180, 190 of the above-described embodiment, the engine 8 and the torque converter 14 Is connected directly via the crankshaft 9, but may be operatively connected, for example, via gears, belts, etc., and need not be arranged on a common axis. The engine 8 may be another driving force source such as an electric motor.

  In the transmissions 10, 40, 50, 60, 70, 80, 90, 100, 110, 120, 130, 140, 150, 160, 170, 180, 190 of the above-described embodiment, the first clutch C1 to the first clutch A one-way clutch may be provided in series or in parallel in any of the five clutch C5 and the first brake B1 to the fourth brake B4. 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 to fifth clutches C1 to C5 and the first to fourth brakes B1 to B4 may be replaced with a one-way clutch. Even in this way, a temporary shift can be obtained.

  In the first transmission unit 36, 66, 76, 86, 96, 106, 116, 156, 166 of the above-described embodiment, a counter gear pair is used as a power transmission member. A set of power transmission members may be configured by pulleys respectively disposed on the two-axis centers 34c and belts wound around the pulleys.

  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 Y8 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 is an engaging element of the transmission 10, 40, 50, 60, 70, 80, 90, 100, 110, 120, 130, 140, 150, 160, 170, 180, 190. The C or the brake B is a hydraulic friction engagement device, but may be an electromagnetic engagement device such as an electromagnetic clutch or a magnetic powder clutch.

  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. 6 is a chart showing another embodiment of the relationship between the transmission gear stage of the vehicle planetary gear type multi-stage transmission of the embodiment of FIG. 1 and the operation of the hydraulic friction engagement device necessary to establish it; FIG. 3 is a diagram corresponding to FIG. 2. FIG. 6 is a collinear diagram illustrating another embodiment of the operation of the planetary gear type multi-stage transmission for a vehicle according to the embodiment of FIG. 1, corresponding to FIG. 3. 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. FIG. 7 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. 6 and the operation of the hydraulic friction engagement device necessary to establish it; FIG. FIG. FIG. 7 is a collinear diagram illustrating the operation of the vehicle planetary gear type multi-stage transmission of the embodiment of FIG. 6, corresponding to FIG. 3. FIG. 7 is a chart showing another embodiment of the relationship between the transmission gear stage of the vehicle planetary gear type multi-stage transmission of the embodiment of FIG. 6 and the operation of the hydraulic friction engagement device necessary to establish it; FIG. 5 is a diagram corresponding to FIG. 4. FIG. 6 is a collinear diagram for explaining another embodiment of the operation of the planetary gear type multi-stage transmission for a vehicle of the embodiment of FIG. 6, corresponding to FIG. 5. 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. 11 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. 11 and the operation of the hydraulic friction engagement device necessary to establish it; FIG. FIG. 12 is a collinear diagram illustrating the operation of the vehicle planetary gear type multi-stage transmission of the embodiment of FIG. 11, corresponding to FIG. 3. FIG. 12 is a chart showing another embodiment of the relationship between the transmission gear stage of the vehicle planetary gear type multi-stage transmission of the embodiment of FIG. 11 and the operation of the hydraulic friction engagement device necessary to establish it; FIG. 5 is a diagram corresponding to FIG. 4. FIG. 6 is a collinear diagram for explaining another embodiment of the operation of the planetary gear type multi-stage transmission for a vehicle of the embodiment of FIG. 11, corresponding to FIG. 5. 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. FIG. 17 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. 16 and the operation of the hydraulic friction engagement device necessary to establish it; FIG. FIG. FIG. 17 is a collinear diagram illustrating the operation of the vehicle planetary gear type multi-stage transmission of the embodiment of FIG. 16, corresponding to FIG. 3. FIG. 17 is a chart showing another embodiment of the relationship between the transmission gear stage of the vehicle planetary gear type multi-stage transmission of the embodiment of FIG. 16 and the operation of the hydraulic friction engagement device necessary to establish it; It is a figure equivalent to FIG. FIG. 19 is a collinear diagram for explaining another example of the operation of the planetary gear type multi-stage transmission for a vehicle of the example of FIG. 16, corresponding to FIG. 18. 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. FIG. 22 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. 21 and the operation of the hydraulic friction engagement device necessary to establish it; FIG. FIG. FIG. 22 is a collinear diagram illustrating the operation of the vehicle planetary gear type multi-stage transmission of the embodiment of FIG. 21, corresponding to FIG. 3. 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. FIG. 25 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. 24 and the operation of the hydraulic friction engagement device necessary to establish it; FIG. FIG. FIG. 25 is a collinear diagram illustrating the operation of the vehicle planetary gear type multi-stage transmission of the embodiment of FIG. 24, corresponding to FIG. 3. 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. FIG. 28 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. 27 and the operation of the hydraulic friction engagement device necessary to establish it; FIG. FIG. FIG. 28 is a collinear diagram illustrating the operation of the planetary gear type multi-stage transmission for a vehicle according to the embodiment of FIG. 27, corresponding to FIG. 3. FIG. 28 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 corresponds to FIG. 27. FIG. 29 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. 30 and the operation of the hydraulic friction engagement device necessary to establish it; FIG. FIG. 30 is a collinear diagram illustrating the operation of the planetary gear type multi-stage transmission for a vehicle according to the embodiment of FIG. 30 and corresponding to FIG. 29. 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. FIG. 34 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. 33 and the operation of the hydraulic friction engagement device necessary to establish it; FIG. FIG. FIG. 34 is a collinear diagram illustrating the operation of the vehicle planetary gear type multi-stage transmission of the embodiment of FIG. 33, corresponding to FIG. 3. FIG. 34 is a skeleton diagram illustrating a configuration of a main part of a vehicular planetary gear type multi-stage transmission which is another embodiment of the present invention, and corresponds to FIG. 33. 36 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. 36 and the operation of the hydraulic friction engagement device necessary to establish it, and corresponds to FIG. FIG. FIG. 36 is a collinear diagram illustrating the operation of the vehicle planetary gear type multi-stage transmission of the embodiment of FIG. 36, corresponding to FIG. 35; FIG. 34 is a skeleton diagram illustrating a configuration of a main part of a vehicular planetary gear type multi-stage transmission which is another embodiment of the present invention, and corresponds to FIG. 33. 39 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. 39 and the operation of the hydraulic friction engagement device necessary to establish it, and corresponds to FIG. FIG. FIG. 36 A collinear diagram illustrating the operation of the vehicle planetary gear type multi-stage transmission of the embodiment in FIG. 39 and corresponding to FIG. 35. FIG. 40 is a skeleton diagram illustrating a main configuration of a planetary gear type multi-stage transmission for a vehicle that is another embodiment of the present invention, and corresponds to FIG. 39. 42 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. 42 and the operation of the hydraulic friction engagement device necessary to establish it, and corresponds to FIG. FIG. FIG. 42 A collinear diagram illustrating the operation of the planetary gear type multi-stage transmission for a vehicle according to the embodiment in FIG. 42 and corresponding to FIG. 41. FIG. 40 is a skeleton diagram illustrating a main configuration of a planetary gear type multi-stage transmission for a vehicle that is another embodiment of the present invention, and corresponds to FIG. 39. 45 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. 45 and the operation of the hydraulic friction engagement device necessary to establish it, and corresponds to FIG. FIG. FIG. 42 is a collinear diagram for explaining the operation of the planetary gear type multi-stage transmission for a vehicle according to the embodiment of FIG. 45 and corresponding to FIG. 41. 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. 48 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. 48 and the operation of the hydraulic friction engagement device necessary to establish it, and corresponds to FIG. FIG. FIG. 49 A collinear diagram illustrating the operation of the vehicle planetary gear type multi-stage transmission of the embodiment of FIG. 48, corresponding to FIG. 3. FIG. 49 is a skeleton diagram illustrating a main configuration of a planetary gear type multi-stage transmission for a vehicle that is another embodiment of the present invention, and corresponds to FIG. 48. 51 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. 51 and the operation of the hydraulic friction engagement device necessary to establish it, and corresponds to FIG. FIG. FIG. 52 A collinear diagram illustrating the operation of the vehicle planetary gear type multi-stage transmission of the embodiment in FIG. 51 and corresponding to FIG. 50. FIG. 49 is a skeleton diagram illustrating a main configuration of a planetary gear type multi-stage transmission for a vehicle that is another embodiment of the present invention, and corresponds to FIG. 48. 54 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. 54 and the operation of the hydraulic friction engagement device necessary to establish it, and corresponds to FIG. FIG. FIG. 55 A collinear diagram illustrating the operation of the vehicle planetary gear type multi-stage transmission of the embodiment in FIG. 54 and corresponding to FIG. 50. FIG. 49 is a skeleton diagram illustrating a main configuration of a planetary gear type multi-stage transmission for a vehicle that is another embodiment of the present invention, and corresponds to FIG. 48. 57 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. 57 and the operation of the hydraulic friction engagement device necessary to establish it, and corresponds to FIG. FIG. FIG. 56 is a collinear diagram illustrating an operation of the vehicle planetary gear type multi-stage transmission of the embodiment of FIG. 57 and corresponding to FIG. 50.

Explanation of symbols

8: Engine 10, 40, 50, 60, 70, 80, 90, 100, 110, 120, 130, 140, 150, 160, 170, 180, 190: 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, 21: First planetary gear unit S1: Sun gear R1: Ring gear CA1: Carrier P1: Planet gear 22: Second planetary gear unit S2: Sun gear R2: Ring gear CA2: Carrier P2: Planetary gear 24: Third planetary gear unit S3 : Sun gear R3: Ring gear CA3: Carrier P3: Planetary gear 25: Fourth planetary gear device S4: Sun gear R4: Ring gear CA4: Carrier P4: Planetary gear 28: Output gear (output rotating member)
32c: first axis 34c: second axis 36, 66, 76, 86, 96, 106, 116, 156, 166: first transmission 38, 48, 58, 68, 78, 88, 98, 108, 118, 128, 138, 148, 158, 168, 178, 188, 198: second transmission C0: constant speed clutch C1: first clutch C2: second clutch C3: third clutch C4: fourth clutch C5: second 5 clutch B0: speed increasing brake B1: first brake B2: second brake B3: third brake B4: fourth 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 gear) Down member)
CG2B: Second driven gear (second driven member)

Claims (43)

A first transmission unit and a second transmission unit, the rotation of the input rotation member is transmitted to the second transmission unit on a second axis parallel to the first axis through the first transmission unit; A planetary gear type multi-stage transmission for a vehicle of a type that outputs from an output rotating member that rotates about a 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 sandwiched between the two sets of power transmission members, and the sun gears of the plurality of planetary gear devices. A plurality of rotating elements are configured by connecting a part of the carrier and the ring gear to each other, and the plurality of rotating elements configure the first intermediate output path on the second axis side via a clutch or a brake. A first driven member that selectively connects to any one of the second driven member, the output rotating member, and the non-rotating member that configure the second intermediate output path on the second axis side,
By selectively switching between engagement and disengagement 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 the second clutch and is selectively connected to the non-rotating member via the first brake, and the second rotating element engages the third clutch. Via the first driven member The third rotating element is selectively connected to the first driven member via a fourth clutch and is selectively connected to the non-rotating member via a second brake, the fourth rotating element are consolidated to the output rotary member, said fifth rotary element vehicular planetary gear type multi-stage transmission, characterized in der Rukoto what is selectively connected to the second driven member through the first clutch . The first planetary gear device is a single pinion type planetary gear device including a first sun gear, a first carrier, and a first ring gear, the first planetary gear device having a first planetary gear rotatably supported by the first carrier, The second planetary gear device is a single pinion type planetary gear device including 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 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 ring gear, the third rotating element is the first carrier and the second carrier, the fourth rotating element first sun gear, a second ring gear and the third carrier, the fifth rotating element vehicular planetary gear type step-variable transmission of claim 1 wherein said third ring gear. The first planetary gear device is a single pinion type planetary gear device including a first sun gear, a first carrier, and a first ring gear, the first planetary gear device having a first planetary gear rotatably supported by the first carrier, The two planetary gear device is a double pinion type planetary gear device having a second sun gear, a second carrier, and a second ring gear, and having a pair of meshing second planetary gears 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 third sun gear, the second rotating element is the first ring gear and the second sun gear, the third rotating element is the first carrier, and the fourth rotating element is The planetary gear type multi-stage transmission for a vehicle according to claim 1 , wherein the first sun gear, the second ring gear, and the third carrier, and the fifth rotating element is the second carrier and the third ring gear. 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 third sun gear, the second rotating element is the first carrier and the second ring gear, the third rotating element is the second carrier, and the fourth rotating element is The planetary gear type multi-stage transmission for a vehicle according to claim 1 , wherein the first ring gear, the second sun gear, and the third carrier, and the fifth rotating element is the first sun gear and the third ring gear. The first shift stage having the largest gear ratio is established by engaging the first clutch and the second brake, and the first shift is performed by engaging the first clutch and the first 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 first clutch and the second clutch. A fourth gear having a smaller gear ratio than the third gear by engaging the first clutch and the third clutch or by engaging the first clutch and the fourth clutch. When the third clutch and the fourth clutch are engaged, a fifth shift stage having a smaller gear ratio than the fourth shift stage is established. When the second clutch and the fourth clutch are engaged, a sixth shift stage having a gear ratio smaller than that of the fifth shift stage is established, and the fourth clutch and the first brake are Engagement establishes a seventh shift stage having a gear ratio smaller than that of the sixth shift stage, and engagement of the third clutch and the first brake causes a shift relative to the seventh shift stage. planetary gear type multi-speed transmission for any one of a vehicle of claims 1 to 4 eighth gear position ratio is small is what is established. It said second clutch and any one of the vehicular planetary gear type step-variable transmission according to claim 1 to 5 wherein the second brake is what reverse speed by being engaged, is established. A first transmission unit and a second transmission unit, the rotation of the input rotation member is transmitted to the second transmission unit on a second axis parallel to the first axis through the first transmission unit; A planetary gear type multi-stage transmission for a vehicle of a type that outputs from an output rotating member that rotates about a 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 sandwiched between the two sets of power transmission members, and the sun gears of the plurality of planetary gear devices. A plurality of rotating elements are configured by connecting a part of the carrier and the ring gear to each other, and the plurality of rotating elements configure the first intermediate output path on the second axis side via a clutch or a brake. A first driven member that selectively connects to any one of the second driven member, the output rotating member, and the non-rotating member that configure the second intermediate output path on the second axis side,
By selectively switching between engagement and disengagement 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 the second clutch and is selectively connected to the non-rotating member via the first brake, and the second rotating element engages the third clutch. Via the first driven member And the third rotating element is selectively connected to the first driven member via a fourth clutch, and the fourth rotating element is connected to the non-rotating member via a second brake. said output is coupled to the rotating member, the fifth rotating element vehicular planetary gear type step-variable transmission, characterized in that in which is selectively connected to the second driven member through a first clutch. 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 first sun gear and the second sun gear, the second rotating element is the first ring gear and the third ring gear, the third rotating element is the third carrier, The planetary gear type multi-stage transmission for a vehicle according to claim 7 , wherein the fourth rotating element is the second carrier and the third sun gear, and the fifth rotating element is the first carrier and the second ring gear. The first shift stage having the largest gear ratio is established by engaging the first clutch and the second brake, and the first shift is performed by engaging the first clutch and the first 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 first clutch and the second clutch. A fourth gear having a smaller gear ratio than the third gear by engaging the first clutch and the third clutch or by engaging the first clutch and the fourth clutch. When the third clutch and the fourth clutch are engaged, a fifth shift stage having a smaller gear ratio than the fourth shift stage is established. When the second clutch and the fourth clutch are engaged, a sixth shift stage having a gear ratio smaller than that of the fifth shift stage is established, and the fourth clutch and the first brake are Engagement establishes a seventh shift stage having a gear ratio smaller than that of the sixth shift stage, and engagement of the third clutch and the first brake causes a shift relative to the seventh shift stage. The planetary gear type multi-stage transmission for a vehicle according to claim 7 or 8 , wherein an eighth shift stage having a small ratio is established. The vehicular planetary gear type multi-stage transmission according to any one of claims 7 to 9 , wherein a reverse gear stage is established by engaging the second clutch and the second brake. A first transmission unit and a second transmission unit, the rotation of the input rotation member is transmitted to the second transmission unit on a second axis parallel to the first axis through the first transmission unit; A planetary gear type multi-stage transmission for a vehicle of a type that outputs from an output rotating member that rotates about a 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 sandwiched between the two sets of power transmission members, and the sun gears of the plurality of planetary gear devices. A plurality of rotating elements are configured by connecting a part of the carrier and the ring gear to each other, and the plurality of rotating elements configure the first intermediate output path on the second axis side via a clutch or a brake. A first driven member that selectively connects to any one of the second driven member, the output rotating member, and the non-rotating member that configure the second intermediate output path on the second axis side,
By selectively switching between engagement and disengagement 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. A planetary gear type multi-speed transmission for a vehicle, wherein the fifth rotating element is selectively connected to the second driven member via a fourth clutch. Machine. 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. The planetary gear type multi-stage transmission for a vehicle according to claim 11 , wherein the fourth gear is a ring gear and the third carrier, the fourth rotating element is the first sun gear, and the fifth rotating element is the 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 claim clutch in which the eighth gear position gear ratio than the seventh gear position by being engaged is small, is established 11 or 12 planetary gear type multi-stage transmissions for vehicles. The vehicular planetary gear type multi-stage transmission according to any one of claims 11 to 13 , wherein a reverse gear stage is established by engaging the first clutch and the first brake. A first transmission unit and a second transmission unit, the rotation of the input rotation member is transmitted to the second transmission unit on a second axis parallel to the first axis through the first transmission unit; A planetary gear type multi-stage transmission for a vehicle of a type that outputs from an output rotating member that rotates about a 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 sandwiched between the two sets of power transmission members, and the sun gears of the plurality of planetary gear devices. A plurality of rotating elements are configured by connecting a part of the carrier and the ring gear to each other, and the plurality of rotating elements configure the first intermediate output path on the second axis side via a clutch or a brake. A first driven member that selectively connects to any one of the second driven member, the output rotating member, and the non-rotating member that configure the second intermediate output path on the second axis side,
By selectively switching between engagement and disengagement 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 fourth clutch, the second rotating element being a second The first driven through a clutch The third rotating element is selectively connected to the first driven member via a third clutch, the fourth rotating element is connected to the output rotating member, and the fifth rotating element is connected to the output rotating member. element selectively connected is with the vehicular planetary gear type, she characterized in that the non-rotating member via the first brake in which is selectively connected to the second driven member through a fifth clutch Multi-stage transmission. The first planetary gear device is a single pinion type planetary gear device including a first sun gear, a first carrier, and a first ring gear, the first planetary gear device having a first planetary gear rotatably supported by the first carrier, The second planetary gear device is a single pinion type planetary gear device including 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 gear device is a double pinion type planetary gear device including a third sun gear, a third carrier, and a third ring gear, and having a pair of meshing third planetary gears rotatably supported by the third carrier,
The first rotating element is the first sun gear, the second rotating element is the second sun gear and the third sun gear, the third rotating element is the third ring gear, and the fourth rotating element is 16. The planetary gear type multi-stage transmission for a vehicle according to claim 15 , wherein the first carrier, the second carrier, and the third carrier, and the fifth rotating element is the first ring gear and the second ring gear. The first shift stage having the largest speed ratio is established by engaging the first clutch and the first brake, and the first shift is performed by engaging the second clutch and the first 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 fourth clutch and the first brake. When the third clutch and the first brake are engaged, a fourth shift stage having a gear ratio smaller than that of the third shift stage is established, and the third clutch and the fourth 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 first clutch and the third clutch are engaged. As a result, the sixth shift stage having a smaller speed ratio than the fifth speed stage is established, and the third clutch and the fifth clutch are engaged to cause the first speed ratio to be smaller than the sixth speed stage. 7 shift stage is caused to hold, the fourth clutch and the fifth clutch in which the eighth gear position gear ratio than the seventh gear position by being engaged is small, is established claims 15 or 16 planetary gear type multi-stage transmissions for vehicles. A reverse gear stage is established by engaging the second clutch and the fourth clutch, or a reverse gear stage is established by engaging the fourth clutch and the second brake. The planetary gear type multi-stage transmission for a vehicle according to any one of claims 15 to 17 . A first transmission unit and a second transmission unit, the rotation of the input rotation member is transmitted to the second transmission unit on a second axis parallel to the first axis through the first transmission unit; A planetary gear type multi-stage transmission for a vehicle of a type that outputs from an output rotating member that rotates about a 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 sandwiched between the two sets of power transmission members, and the sun gears of the plurality of planetary gear devices. A plurality of rotating elements are configured by connecting a part of the carrier and the ring gear to each other, and the plurality of rotating elements configure the first intermediate output path on the second axis side via a clutch or a brake. A first driven member that selectively connects to any one of the second driven member, the output rotating member, and the non-rotating member that configure the second intermediate output path on the second axis side,
By selectively switching between engagement and disengagement 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. A planetary gear type multi-stage transmission for a vehicle. 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 19 , wherein the planetary gear type multi-stage transmission 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 planetary gear device is a single pinion type planetary gear device including a first sun gear, a first carrier, and a first ring gear, the first planetary gear device having a first planetary gear rotatably supported by the first carrier, The second planetary gear device is a single pinion type planetary gear device including 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 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 first sun gear, the second rotating element is the second ring gear, the third rotating element is the second carrier and the third ring gear, and the fourth rotating element is The planetary gear type multi-stage transmission for a vehicle according to claim 19 , wherein the first carrier, the second sun gear, and the third carrier, and the fifth rotating element is the first ring gear and the third 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 planetary gear type multi-stage transmission for a vehicle according to any one of claims 19 to 21 , wherein a shift is performed using seven or more of the first to ninth gears. 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 vehicular planetary gear type multi-stage transmission according to any one of claims 19 to 22 , wherein a second reverse gear stage having a small gear ratio is established. A first transmission unit and a second transmission unit, the rotation of the input rotation member is transmitted to the second transmission unit on a second axis parallel to the first axis through the first transmission unit; A planetary gear type multi-stage transmission for a vehicle of a type that outputs from an output rotating member that rotates about a 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 sandwiched between the two sets of power transmission members, and the sun gears of the plurality of planetary gear devices. A plurality of rotating elements are configured by connecting a part of the carrier and the ring gear to each other, and the plurality of rotating elements configure the first intermediate output path on the second axis side via a clutch or a brake. A first driven member that selectively connects to any one of the second driven member, the output rotating member, and the non-rotating member that configure the second intermediate output path on the second axis side,
By selectively switching between engagement and disengagement 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 the second clutch and is selectively connected to the non-rotating member via the first brake, and the second rotating element engages the third clutch. Via the first driven member And is selectively connected to the non-rotating member via the second brake, the third rotating element is selectively connected to the non-rotating member via the third brake, and the fourth rotating element is The fifth rotating element is selectively connected to the second driven member via a first clutch, and the first rotating element or the third rotating element is connected to the output rotating member via a fourth clutch. A planetary gear type multi-stage transmission for a vehicle, which is selectively connected to a first driven member. The first planetary gear device is a single pinion type planetary gear device including a first sun gear, a first carrier, and a first ring gear, the first planetary gear device having a first planetary gear rotatably supported by the first carrier, The two planetary gear device is a double pinion type planetary gear device having a second sun gear, a second carrier, and a second ring gear, and having a pair of meshing second planetary gears 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 first sun gear, the second sun gear, and the third sun gear, the second rotating element is the first carrier and the second ring gear, and the third rotating element is the first sun gear. 25. The planetary gear type multi-stage transmission for a vehicle according to claim 24 , wherein the fourth rotating element is the second carrier and the third carrier, and the fifth rotating element is the third ring gear. The first planetary gear device is a single pinion type planetary gear device including a first sun gear, a first carrier, and a first ring gear, the first planetary gear device having a first planetary gear rotatably supported by the first carrier, The two planetary gear device is a double pinion type planetary gear device having a second sun gear, a second carrier, and a second ring gear, and having a pair of meshing second planetary gears 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 first 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 first ring gear and the second sun gear. 25. The planetary gear type multi-stage transmission for a vehicle according to claim 24 , wherein the planetary gear type multi-stage transmission is a ring gear, the fourth rotating element is the second sun gear and the third carrier, and the fifth rotating element is the third ring gear. The first planetary gear device is a single pinion type planetary gear device including a first sun gear, a first carrier, and a first ring gear, the first planetary gear device having a first planetary gear rotatably supported by the first carrier, The two planetary gear device is a double pinion type planetary gear device having a second sun gear, a second carrier, and a second ring gear, and having a pair of meshing second planetary gears 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 first sun gear and the third sun gear, the second rotating element is the first carrier and the second sun gear, and the third rotating element is the first ring gear and the second sun gear. 25. The planetary gear type multi-stage transmission for a vehicle according to claim 24 , wherein the fourth rotating element is the second carrier and the third carrier, and the fifth rotating element is the third ring gear. The first planetary gear device is a single pinion type planetary gear device including a first sun gear, a first carrier, and a first ring gear, the first planetary gear device having a first planetary gear rotatably supported by the first carrier, The second planetary gear device is a single pinion type planetary gear device including 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 gear device is a double pinion type planetary gear device including a third sun gear, a third carrier, and a third ring gear, and having a pair of meshing third planetary gears rotatably supported by the third carrier,
The first rotating element is the first sun gear, the second rotating element is the first carrier and the second ring gear, and the third rotating element is the first ring gear, the second carrier and the third 25. The planetary gear type multi-stage transmission for a vehicle according to claim 24 , wherein the planetary gear type multi-stage transmission is a carrier, the fourth rotating element is the third ring gear, and the fifth rotating element is the second sun gear and the third sun gear. The first planetary gear device is a single pinion type planetary gear device including a first sun gear, a first carrier, and a first ring gear, the first planetary gear device having a first planetary gear rotatably supported by the first carrier, The second planetary gear device is a single pinion type planetary gear device including 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 gear device is a double pinion type planetary gear device including a third sun gear, a third carrier, and a third ring gear, and having a pair of meshing third planetary gears rotatably supported by the third carrier,
The first rotating element is the second sun gear, the second rotating element is the first ring gear, the second carrier, and the third carrier, and the third rotating element is the first carrier, the second carrier 25. The planetary gear type multistage transmission for a vehicle according to claim 24 , wherein the planetary gear type multi-stage transmission is a ring gear and the third ring gear, the fourth rotating element is the third sun 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 first clutch and the third brake, and the first shift is performed by engaging the first 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 first clutch and the first brake. When the first clutch and the second 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 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 third 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 second gear ratio and the third clutch are engaged so that the gear ratio smaller than the sixth gear position is established. 7 shift stage is caused to hold, claims 24 to eighth gear position the speed ratio is small is what is established than the seventh gear position by the third clutch and the first brake are engaged 29. A planetary gear type multi-stage transmission for vehicle according to any one of 29 . The reverse gear is established by engaging the second clutch and the second brake, or the first reverse gear is established by engaging the second clutch and the second brake. is, any one of the fourth claim 24 or 30 in which the second reverse gear is larger speed ratio than the first reverse speed by the clutch and the third brake are engaged, it is established 1 planetary gear type multi-stage transmission for a vehicle. A first transmission unit and a second transmission unit, the rotation of the input rotation member is transmitted to the second transmission unit on a second axis parallel to the first axis through the first transmission unit; A planetary gear type multi-stage transmission for a vehicle of a type that outputs from an output rotating member that rotates about a 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 sandwiched between the two sets of power transmission members, and the sun gears of the plurality of planetary gear devices. A plurality of rotating elements are configured by connecting a part of the carrier and the ring gear to each other, and the plurality of rotating elements configure the first intermediate output path on the second axis side via a clutch or a brake. A first driven member that selectively connects to any one of the second driven member, the output rotating member, and the non-rotating member that configure the second intermediate output path on the second axis side,
By selectively switching between engagement and disengagement 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 two sets of planetary gear devices, a third planetary gear device and a fourth planetary gear device, which are arranged concentrically and sequentially with respect to the second axis, and the two planetary gear devices. Four rotating elements are formed by connecting a part of the sun gear, carrier, and ring gear of the apparatus to each other, and the rotation speed of the four rotating elements can be represented on a collinear chart that can be expressed on a straight line. When the four rotating elements are used as the first rotating element, the second rotating element, the third rotating element, and the fourth rotating element in order from one end to the other end, the first rotating element passes through the first clutch. The first driven member is selectively connected to the second driven member via a third clutch, and the second rotating element is selected as the first driven member via the second clutch. Connected to The third rotating element is selectively connected to the output rotating member via a four brake, and the fourth rotating element is selectively connected to the second driven member via a fourth clutch. And is selectively connected to the non-rotating member via the third brake ,
In the first transmission unit, any one of three rotating elements is selectively connected to a non-rotating member via a speed increasing brake, the other one is connected to the input rotating member, and the remaining one is the first rotating member. A first planetary gear device in which two intermediate output paths are connected to a second drive member that is configured on the first axis side, and any two of the three rotary elements are selectively connected via a constant speed clutch; It is provided so as to be sandwiched between two sets of power transmission members, and the rotation of the input rotation member is transmitted to the second drive member with equal rotation by engagement of the constant speed clutch, and the engagement of the speed increasing brake A planetary gear type multi-stage transmission for a vehicle , characterized in that the rotation of the input rotation member is accelerated and transmitted to the second drive member . The third planetary gear device includes a third sun gear, a third carrier, and a third ring gear, and is a double pinion type planetary gear device having a pair of meshing third planetary gears rotatably supported by the third carrier. And the fourth planetary gear device is a single pinion type planetary gear device having a fourth planetary gear that includes a fourth sun gear, a fourth carrier, and a fourth ring gear, and is rotatably supported by the fourth carrier.
The first rotating element is the third sun gear and the fourth sun gear, the second rotating element is the third ring gear and the fourth carrier, the third rotating element is the fourth ring gear, The planetary gear type multi-stage transmission for a vehicle according to claim 32 , wherein the fourth rotating element is the third 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 four planetary gear device is a single pinion type planetary gear device including a fourth sun gear, a fourth carrier, and a fourth ring gear, and having a fourth planetary gear rotatably supported by the fourth carrier;
The first rotating element is the third sun gear and the fourth sun gear, the second rotating element is the fourth carrier, the third rotating element is the third carrier and the fourth ring gear, The planetary gear type multi-stage transmission for a vehicle according to claim 32 , wherein the fourth rotating element is the third ring gear. The third planetary gear device includes a third sun gear, a third carrier, and a third ring gear, and is a double pinion type planetary gear device having a pair of meshing third planetary gears rotatably supported by the third carrier. And the fourth planetary gear device is a single pinion type planetary gear device having a fourth planetary gear that includes a fourth sun gear, a fourth carrier, and a fourth ring gear, and is rotatably supported by the fourth carrier.
The first rotating element is the third carrier and the fourth sun gear, the second rotating element is the third ring gear and the fourth carrier, the third rotating element is the fourth ring gear, The planetary gear type multi-stage transmission for a vehicle according to claim 32 , wherein the fourth rotating element is the third sun gear. The third planetary gear device includes a third sun gear, a third carrier, and a third ring gear, and is a double pinion type planetary gear device having a pair of meshing third planetary gears rotatably supported by the third carrier. And the fourth planetary gear device is a single pinion type planetary gear device having a fourth planetary gear that includes a fourth sun gear, a fourth carrier, and a fourth ring gear, and is rotatably supported by the fourth carrier.
The first rotating element is the fourth sun gear, the second rotating element is the third carrier and the fourth carrier, the third rotating element is the third ring gear and the fourth ring gear, The planetary gear type multi-stage transmission for a vehicle according to claim 32 , wherein the fourth rotating element is the third sun gear. The first planetary gear device is a single pinion type planetary gear device including a first sun gear, a first carrier, and a first ring gear, and having a first planetary gear rotatably supported by the first carrier;
33. The vehicle according to claim 32 , wherein any one of the rotating elements is the first sun gear, the other one rotating element is the first carrier, and the remaining one rotating element is the first ring gear. Planetary gear type multi-stage transmission. When the first clutch and the third brake are engaged, the first gear stage having the largest speed ratio is established, and the constant speed clutch, the third clutch, and the third brake are engaged. To establish a second gear stage having a gear ratio smaller than that of the first gear stage, and a third gear ratio having a gear ratio smaller than that of the second gear stage is established by engaging the second clutch and the third brake. A gear stage is established, and the constant speed clutch, the second clutch, and the third clutch are engaged to establish a fourth gear stage having a gear ratio smaller than that of the third gear stage. When the first clutch and the second clutch are engaged, a fifth gear having a smaller gear ratio than the fourth gear is established, and the constant speed clutch When the second clutch and the fourth clutch are engaged, a sixth gear having a gear ratio smaller than that of the fifth gear is established, and the constant speed clutch, the third clutch, and the fourth brake are established. Is engaged to establish a seventh shift stage having a gear ratio smaller than that of the sixth shift stage, and the third clutch, the fourth clutch, and the speed increasing brake are engaged. 38. The vehicular planetary gear type multi-stage transmission according to claim 32 or 37 , wherein an eighth shift stage having a gear ratio smaller than the seventh shift stage is established. The planetary gear type multi-stage transmission for a vehicle according to any one of claims 32 to 38 , wherein a reverse shift stage is established by engaging the first clutch and the fourth brake. The planetary gear type multi-stage transmission for a vehicle according to any one of claims 1 to 39 , wherein the first to fifth clutches are disposed between the power transmission member and any of the plurality of planetary gear devices. . The two sets of claims 1 to 40 is to place the part other than that constituting the vehicular planetary gear type step-variable transmission in the free space on the first axis between the power transmitting member of any one of Planetary gear type multi-stage transmission for vehicles. 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 41 . The output of the driving force source, according to claim 1 or any one of the vehicular planetary gear type step-variable transmission 42 is intended to be input to the input rotary member via the fluid transmission device.

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