JP4270159B2 - Multistage transmission for vehicles - Google Patents

Description

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

  In a vehicle, a transmission is usually provided between a prime mover and a drive wheel. As one aspect of this transmission, a multi-stage transmission for establishing a plurality of predetermined gear ratios or shift stages is known, and a plurality of planetary gear devices and elements constituting them are mutually engaged. For this reason, planetary gear type multi-stage transmissions using clutches and brakes, which are engaging elements, are widely used. For example, this is a transmission described in Patent Document 1, and according to this technology, two non-switchable front planetary gear units and a plurality of engagement elements are provided, and these engagement elements are selected. By engaging them mechanically, at least seven forward multi-speed shifts are realized.

Special table 2003-514195 gazette JP 2002-206601 A JP 2002-213545 A JP 2002-227940 A Japanese Patent Laid-Open No. 2002-266956 JP 2002-295609 A

  By the way, regarding further multi-stage transmission of the vehicular multi-stage transmission, it is desired that the gear ratio step to be switched (change ratio of the gear ratio of the continuous gear stages) is changed in an equivalent ratio or a manner close thereto. However, the conventional multi-stage transmission as described above has a problem that the gear ratio step at each shift stage is not always good. For example, as shown in FIG. 1B of Patent Document 1, the gear ratio step between the first gear and the second gear is 1.86, and the gear shift between the sixth gear and the seventh gear. As the ratio step is 1.26, the difference between the maximum value and the minimum value of the speed ratio step is large, and the arrangement thereof is also various. For this reason, there has been a demand for the development of a vehicular multi-stage transmission that realizes multi-stages while maintaining the gear ratio steps at each shift stage in a well-balanced manner.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicular multi-stage transmission that realizes multi-stage transmission while maintaining a balanced gear ratio step at each shift stage. There is.

  The gist of the first invention for achieving such an object is that the first intermediate output member that transmits the rotation of the input rotation member at a reduced speed and the rotation of the input rotation member more than the first intermediate output member. A first transmission unit having a second intermediate output member that transmits a signal at a greatly reduced speed and a part of the sun gear, carrier, and ring gear of the two sets of planetary gear units are connected to each other to form four rotating elements. 2 variator, and on a collinear diagram that can represent the rotational speed of the four rotating elements in a straight line, the four rotating elements are arranged in order from one end to the other end in the order of the first rotating element, When the second rotation element, the third rotation element, and the fourth rotation element are used, the first clutch element that selectively connects the second intermediate output member and the fourth rotation element, the input rotation member, and the first rotation element Select 2 rotation element A second clutch element coupled to the second clutch, a third clutch element selectively coupling the second intermediate output member and the first rotating element, and selectively coupling the input rotating member and the first rotating element. A fourth clutch element, a fifth clutch element that selectively connects the first intermediate output member and the fourth rotating element, and a first brake that selectively connects the first rotating element to a non-rotating member. And a second brake element that selectively couples the second rotating element to a non-rotating member.

  According to a second aspect of the present invention, in the vehicular multi-stage transmission according to the first aspect of the invention, the first shift stage is established by engaging the first clutch element and the second brake element, and the first clutch element and the first brake element Is engaged to establish the second shift stage, and the first clutch element and the third clutch element are engaged to establish the third shift stage, and the first clutch element and the fourth clutch element are engaged. The fourth shift stage is established by combining the first clutch element and the second clutch element, and the fifth shift stage is established by engaging the first clutch element and the second clutch element, and the second clutch element and the fifth clutch element are engaged. Thus, the sixth shift stage is established, the seventh clutch stage is established by engaging the second clutch element and the fourth clutch element, and the second clutch element and the third clutch stage are established. It is intended to establish an eighth gear position by engaging the pitch elements.

  According to a third aspect of the present invention, in the vehicular multi-stage transmission of the second aspect, the ninth shift stage is established by engaging the second clutch element and the first brake element.

  According to a fourth aspect of the present invention, in the vehicular multi-stage transmission according to the second aspect or the third aspect, the engagement of the fifth clutch element and the second brake element, the engagement of the fifth clutch element and the first brake element, By performing at least one of engagement of the fifth clutch element and the third clutch element, engagement of the fifth clutch element and the fourth clutch element, and engagement of the fifth clutch element and the second clutch element The sub-shift stage is established.

  According to a fifth aspect of the present invention, in the vehicular multi-stage transmission according to any one of the first to fourth aspects, the first transmission unit includes a double pinion type first front planetary gear device and a single pinion type second front gear. A planetary gear device, the carrier of the first front planetary gear device and the sun gear of the second front planetary gear device are always connected to a non-rotating member, and the ring gear of the second front planetary gear device is The ring gear of the first front planetary gear device and the carrier of the second front planetary gear device are connected to each other and function as the second intermediate output member. The sun gear of the planetary gear device is configured by being connected to the input rotation member.

  According to a sixth aspect of the present invention, in the vehicular multi-stage transmission according to any one of the first to fourth aspects of the invention, the first transmission unit includes a single pinion type first front planetary gear unit and a double pinion type second front unit. A planetary gear device, the sun gear of the first front planetary gear device and the sun gear of the second front planetary gear device are always connected to a non-rotating member, and the ring gear of the first front planetary gear device is The first intermediate planetary gear device functions as the second intermediate output member by connecting the carrier of the first front planetary gear device and the ring gear of the second front planetary gear device to each other. The carrier of the planetary gear device is configured by being connected to the input rotation member.

  A seventh aspect of the present invention is the multi-stage transmission for a vehicle according to any one of the first to fourth aspects of the invention, wherein the first transmission portion is a single pinion type first front planetary gear device and a single pinion type second front gear. A planetary gear device, the sun gear of the first front planetary gear device is always connected to a non-rotating member, and the ring gear of the first front planetary gear device functions as the first intermediate output member, The carrier of one front planetary gear device and the carrier of the second front planetary gear device are connected to each other to function as the second intermediate output member, and the ring gear of the second front planetary gear device serves as the input rotation member. It is constituted by being connected.

  According to an eighth aspect of the present invention, in the vehicular multi-stage transmission according to any one of the first to fourth aspects, the first transmission unit includes a single pinion type first planetary gear unit and a single pinion type second front unit. A planetary gear device, the sun gear of the second front planetary gear device is always connected to a non-rotating member, and the carrier of the first front planetary gear device and the carrier of the second front planetary gear device are mutually connected. It is connected and functions as the first intermediate output member, the sun gear of the first front planetary gear device functions as the second intermediate output member, and the ring gear of the second front planetary gear device serves as the input rotation member. It is constituted by being connected.

  According to a ninth aspect of the present invention, in the vehicular multi-stage transmission according to any one of the first to fourth aspects of the invention, the first transmission portion includes a single pinion type first front planetary gear device and a double pinion type second front portion. A planetary gear device, the sun gear of the first front planetary gear device and the carrier of the second front planetary gear device are always connected to a non-rotating member, and the carrier of the first front planetary gear device and the carrier The sun gears of the second front planetary gear device are connected to each other and function as the first intermediate output member, and the ring gear of the second front planetary gear device functions as the second intermediate output member, The ring gear of the planetary gear device is configured by being connected to the input rotation member.

  A tenth aspect of the present invention is the multistage transmission for a vehicle according to any one of the first to fourth aspects of the present invention, wherein the first transmission portion includes a double pinion type first planetary gear unit and a single pinion type second front unit. A planetary gear device, the carrier of the first front planetary gear device and the sun gear of the second front planetary gear device are always connected to a non-rotating member, and the carrier of the second front planetary gear device is The ring gear of the first front planetary gear device functions as the first intermediate output member, the ring gear of the first front planetary gear device functions as the second intermediate output member, and the ring gear of the second front planetary gear device. Is connected to the input rotation member.

  An eleventh aspect of the present invention is the multistage transmission for a vehicle according to any one of the first to fourth aspects of the invention, wherein the first transmission portion is a double pinion type first planetary gear unit and a single pinion type second front unit. A planetary gear device, the sun gear of the second front planetary gear device is always connected to a non-rotating member, and the ring gear of the first front planetary gear device and the carrier of the second front planetary gear device are mutually connected. It is connected and functions as the first intermediate output member, and the sun gear of the first front planetary gear device functions as the second intermediate output member, and the carrier and the second front planetary gear device of the first front planetary gear device. The ring gear of the planetary gear device is configured by being connected to the input rotation member.

  A twelfth aspect of the present invention is the multistage transmission for a vehicle according to any one of the first to fourth aspects of the present invention, wherein the first transmission portion includes a single pinion type first planetary gear unit and a double pinion type second front unit. A planetary gear device, the sun gear of the first front planetary gear device is always connected to a non-rotating member, and the carrier of the first front planetary gear device and the ring gear of the second front planetary gear device are mutually connected. It is connected and functions as the first intermediate output member, and the carrier of the second front planetary gear device functions as the second intermediate output member, and the ring gear and the second front planetary gear device of the first front planetary gear device. The sun gear of the planetary gear device is configured by being connected to the input rotation member.

  A thirteenth aspect of the present invention is the vehicle multi-stage transmission according to any one of the first to twelfth aspects of the present invention, wherein the second transmission unit is a double pinion type first rear planetary gear unit and a single pinion type second rear planetary gear. The first rear planetary gear, which is composed of a gear device and is coupled to each other, includes the carrier of the first rear planetary gear device and the sun gear of the second rear planetary gear device that are coupled to each other. The second rotating element is constituted by the ring gear of the device and the carrier of the second rear planetary gear device, the third rotating element is constituted by the ring gear of the second rear planetary gear device, and the first rear planetary gear is formed. The fourth rotating element is constituted by the sun gear of the device.

  The gist of the fourteenth aspect of the invention for achieving the above object is that the first intermediate output member for transmitting the rotation of the input rotating member at a reduced speed and the rotation of the input rotating member larger than those of the first intermediate output member. A first transmission unit having a second intermediate output member that transmits at a reduced speed and a sun gear, a carrier, and a part of a ring gear of two sets of planetary gear devices are connected to each other to form a second rotating element. And a transmission unit, on a collinear diagram in which the rotation speed of the four rotation elements can be represented by 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 and the second rotation element. When the rotation element, the third rotation element, and the fourth rotation element are used, the first clutch element that selectively connects the first intermediate output member and the fourth rotation element, the input rotation member, and the second rotation element Selective rotation element The second clutch element to be connected, the third clutch element to selectively connect the first intermediate output member and the first rotating element, and the input rotating member and the first rotating element are selectively connected. A fourth clutch element; a fifth clutch element for selectively connecting the second intermediate output member and the fourth rotating element; and a first brake element for selectively connecting the first rotating element to a non-rotating member. And a second brake element that selectively couples the second rotating element to a non-rotating member.

  A fifteenth aspect of the present invention is the vehicle multi-stage transmission according to the fourteenth aspect of the present invention, wherein the first shift stage is established by engaging the fifth clutch element and the second brake element, and the first clutch element and the second brake element Is engaged to establish the second shift speed, and the first clutch element and the first brake element are engaged to establish the third shift speed, and the first clutch element and the third clutch element are engaged. The fourth shift stage is established by combining, the fifth clutch stage is established by engaging the first clutch element and the fourth clutch element, and the first clutch element and the second clutch element are engaged. Thus, the sixth shift stage is established, the seventh clutch stage is established by engaging the second clutch element and the fourth clutch element, and the second clutch element and the second clutch element It is intended to establish an eighth gear position by engaging the clutch element.

  A sixteenth aspect of the invention is the vehicle multi-stage transmission according to the fifteenth aspect of the invention, wherein the ninth shift stage is established by engaging the second clutch element and the first brake element.

  A seventeenth aspect of the present invention is the multistage transmission for a vehicle according to any one of the fourteenth aspect to the sixteenth aspect of the present invention, wherein the first transmission unit is a single pinion type first planetary gear unit and a double pinion type second planetary unit. A gear device, and the sun gear of the first front planetary gear device and the carrier of the second front planetary gear device are always connected to a non-rotating member, and the carrier of the first front planetary gear device and the first The sun gears of the two front planetary gear units are connected to each other and function as the first intermediate output member, and the ring gear of the second front planetary gear unit functions as the second intermediate output member, and the first front planetary gear unit The ring gear of the gear device is configured by being connected to the input rotation member.

  An eighteenth aspect of the present invention is the multistage transmission for a vehicle according to any one of the fourteenth to the seventeenth aspects of the present invention, wherein the second transmission unit is a double pinion type first rear planetary gear unit and a single pinion type second rear gear. The first rear planetary gear comprising the planetary gear device, the first rotating planetary gear being constituted by the carrier of the first rear planetary gear device and the sun gear of the second rear planetary gear device connected to each other. The second rotating element is constituted by the ring gear of the device and the carrier of the second rear planetary gear device, and the third rotating element is constituted by the ring gear of the second rear planetary gear device, and the first rear planetary gear. The fourth rotating element is constituted by the sun gear of the device.

  The gist of the nineteenth aspect of the invention for achieving the above object is that the first intermediate output member for transmitting the rotation of the input rotating member at a reduced speed and the rotation of the input rotating member larger than those of the first intermediate output member. A first transmission unit having a second intermediate output member that transmits at a reduced speed and a sun gear, a carrier, and a part of a ring gear of two sets of planetary gear devices are connected to each other to form a second rotating element. And a transmission unit, on a collinear diagram in which the rotation speed of the four rotation elements can be represented by 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 and the second rotation element. When the rotation element, the third rotation element, and the fourth rotation element are used, the first clutch element that selectively connects the first intermediate output member and the fourth rotation element, the input rotation member, and the second rotation element Selective rotation element The second clutch element to be connected, the third clutch element to selectively connect the first intermediate output member and the first rotating element, and the input rotating member and the first rotating element are selectively connected. A fourth clutch element; a fifth clutch element for selectively connecting the second intermediate output member and the first rotating element; and a first brake element for selectively connecting the first rotating element to a non-rotating member. And a second brake element that selectively couples the second rotating element to a non-rotating member.

  A twentieth aspect of the present invention is the vehicle multi-stage transmission according to the nineteenth aspect of the present invention, wherein the first clutch element and the first brake element are established by engaging the first clutch element and the second brake element. Is engaged to establish the second shift stage, and the first clutch element and the third clutch element are engaged to establish the third shift stage, and the first clutch element and the fourth clutch element are engaged. The fourth shift stage is established by combining the first clutch element and the second clutch element, and the fifth shift stage is established by engaging the first clutch element and the second clutch element, and the second clutch element and the fourth clutch element are engaged. Thus, the sixth gear is established, the seventh gear is established by engaging the second clutch element and the third clutch element, and the second clutch element and the second clutch element are It is intended to establish an eighth gear position by engaging the clutch element.

  A twenty-first aspect of the invention is the multi-stage transmission for a vehicle according to the twentieth aspect, wherein the ninth shift stage is established by engaging the second clutch element and the first brake element.

  According to a twenty-second aspect of the present invention, in the multi-stage transmission for a vehicle according to the nineteenth aspect of the invention, the first shift stage is established by engaging the first clutch element and the second brake element, and the first clutch element and the first brake element Is engaged to establish the second shift speed, and the first clutch element and the fifth clutch element are engaged to establish the third shift speed to engage the first clutch element and the third clutch element. The fourth shift stage is established by combining the first clutch element and the fourth clutch element is engaged, the fifth shift stage is established by engaging the first clutch element and the fourth clutch element, and the first clutch element and the second clutch element are engaged. Thus, the sixth gear is established, the seventh gear is established by engaging the second clutch element and the fourth clutch element, and the second clutch element and the second clutch element are It is intended to establish an eighth gear position by engaging the clutch element.

  A twenty-third aspect of the invention is the vehicle multi-stage transmission according to the twenty-second aspect of the invention, wherein the ninth shift stage is established by engaging the second clutch element and the first brake element.

  A twenty-fourth aspect of the present invention is the multi-stage transmission for a vehicle according to any one of the nineteenth to twenty-third aspects of the present invention, wherein the first transmission unit is a double pinion type first planetary gear unit and a single pinion type second front unit. A planetary gear device, the sun gear of the first front planetary gear device is always connected to a non-rotating member, and the carrier of the first front planetary gear device and the carrier of the second front planetary gear device are mutually connected Connected to function as the first intermediate output member, the ring gear of the first front planetary gear device and the ring gear of the second front planetary gear device are connected to each other and function as the second intermediate output member, The sun gear of the second front planetary gear device is configured by being connected to the input rotation member.

  A twenty-fifth aspect of the present invention is the multistage transmission for a vehicle according to any one of the nineteenth to twenty-third aspects of the present invention, wherein the first transmission unit is a double pinion type first planetary gear unit and a single pinion type second front unit. A planetary gear unit, the carrier of the first front planetary gear unit is always connected to a non-rotating member, and the sun gear of the first front planetary gear unit and the carrier of the second front planetary gear unit are mutually connected Connected to function as the first intermediate output member, the ring gear of the first front planetary gear device and the ring gear of the second front planetary gear device are connected to each other and function as the second intermediate output member, The sun gear of the second front planetary gear device is configured by being connected to the input rotation member.

  A twenty-sixth aspect of the present invention is the multistage transmission for a vehicle according to any one of the nineteenth to twenty-third aspects of the present invention, wherein the first transmission portion is a double pinion type first planetary gear unit and a single pinion type second front unit. A planetary gear device, the sun gear of the first front planetary gear device is always connected to a non-rotating member, and the ring gear of the first front planetary gear device and the carrier of the second front planetary gear device are mutually connected. It is connected and functions as the first intermediate output member, and the ring gear of the second front planetary gear device functions as the second intermediate output member, and the carrier of the first front planetary gear device and the second front planetary gear device. The sun gear of the planetary gear device is configured by being connected to the input rotation member.

  A twenty-seventh aspect of the present invention is the vehicle multi-stage transmission according to any one of the nineteenth aspect to the twenty-third aspect of the present invention, wherein the first transmission unit is a double pinion type first planetary gear unit and a single pinion type second front unit. A planetary gear device, the carrier of the first front planetary gear device is always connected to a non-rotating member, and the ring gear of the first front planetary gear device and the carrier of the second front planetary gear device are mutually connected. It is connected and functions as the first intermediate output member, and the ring gear of the second front planetary gear device functions as the second intermediate output member, and the sun gear and the second front planetary gear device of the first front planetary gear device. The sun gear of the planetary gear device is configured by being connected to the input rotation member.

  A twenty-eighth aspect of the present invention is the multistage transmission for a vehicle according to any one of the nineteenth to the twenty-seventh aspects of the present invention, wherein the second transmission unit is a double pinion type first rear planetary gear device and a single pinion type second rear gear. The first rotation element is constituted by a carrier of the first rear planetary gear device and the sun gear of the second rear planetary gear device, which are composed of planetary gear devices and connected to each other, and are connected to each other. The second rotating element is constituted by the ring gear of the planetary gear device and the carrier of the second rear planetary gear device, the third rotating element is constituted by the ring gear of the second rear planetary gear device, and the first rear The fourth rotating element is constituted by the sun gear of the planetary gear set.

  The gist of the twenty-ninth aspect of the invention for achieving the above object is that the first intermediate output member for transmitting the rotation of the input rotation member at a reduced speed and the rotation of the input rotation member are larger than those of the first intermediate output member. A first transmission unit having a second intermediate output member that transmits at a reduced speed and a sun gear, a carrier, and a part of the ring gear of two sets of planetary gear devices are connected to each other to form a second rotating element. And a transmission unit, on a collinear diagram in which the rotation speed of the four rotation elements can be represented by 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 and the second rotation element. When the rotation element, the third rotation element, and the fourth rotation element are used, the first clutch element that selectively connects the second intermediate output member and the fourth rotation element, the input rotation member, and the second rotation element Selective rotation element The second clutch element to be connected, the third clutch element to selectively connect the second intermediate output member and the first rotating element, and the input rotating member and the first rotating element are selectively connected. A fourth clutch element; a fifth clutch element that selectively connects the first intermediate output member and the first rotating element; and a first brake element that selectively connects the first rotating element to a non-rotating member. And a second brake element that selectively couples the second rotating element to a non-rotating member.

  A thirtieth aspect of the present invention is the vehicle multi-stage transmission according to the twenty-ninth aspect of the present invention, wherein the first shift element is established by engaging the first clutch element and the second brake element, and the first clutch element and the first brake element Is engaged to establish the second shift stage, and the first clutch element and the third clutch element are engaged to establish the third shift stage, and the first clutch element and the fifth clutch element are engaged. The fourth shift stage is established by combining the first clutch element and the fourth clutch element is engaged, the fifth shift stage is established by engaging the first clutch element and the fourth clutch element, and the first clutch element and the second clutch element are engaged. Thus, the sixth gear is established, the seventh gear is established by engaging the second clutch element and the fourth clutch element, and the second clutch element and the second clutch element are It is intended to establish an eighth gear position by engaging the clutch element.

  A thirty-first aspect of the invention is the multi-stage transmission for a vehicle according to the thirtieth aspect, wherein the ninth shift stage is established by engaging the second clutch element and the first brake element.

  A thirty-second invention is the multi-stage transmission for a vehicle according to the twenty-ninth invention, wherein the first clutch element and the first brake element are established by engaging the first clutch element and the second brake element. Is engaged to establish the second shift stage, and the first clutch element and the third clutch element are engaged to establish the third shift stage, and the first clutch element and the fourth clutch element are engaged. The fourth shift stage is established by combining the first clutch element and the second clutch element, and the fifth shift stage is established by engaging the first clutch element and the second clutch element, and the second clutch element and the fourth clutch element are engaged. Thus, the sixth shift stage is established, and the seventh shift stage is established by engaging the second clutch element and the fifth clutch element, and the second clutch element and the second clutch element It is intended to establish an eighth gear position by engaging the clutch element.

  A thirty-third aspect of the invention is the vehicle multi-stage transmission of the thirty-second aspect, wherein the ninth shift stage is established by engaging the second clutch element and the first brake element.

  In a thirty-fourth aspect of the vehicle multi-stage transmission according to the twenty-ninth aspect of the present invention, the first shift stage is established by engaging the first clutch element and the second brake element, and the first clutch element and the first brake element Is engaged to establish the second shift stage, and the first clutch element and the third clutch element are engaged to establish the third shift stage, and the first clutch element and the fifth clutch element are engaged. The fourth shift stage is established by combining the first clutch element and the fourth clutch element is engaged, the fifth shift stage is established by engaging the first clutch element and the fourth clutch element, and the first clutch element and the second clutch element are engaged. Thus, the sixth shift stage is established, the seventh clutch stage is established by engaging the second clutch element and the fourth clutch element, and the second clutch element and the second clutch element It is intended to establish an eighth gear position by engaging the clutch element.

  A thirty-fifth aspect of the invention is the vehicle multi-stage transmission according to the thirty-fourth aspect, wherein the ninth shift stage is established by engaging the second clutch element and the third clutch element.

  A thirty-sixth aspect of the invention is the vehicle multi-stage transmission according to the thirty-fifth aspect, wherein the tenth speed is established by engaging the second clutch element and the first brake element.

  A thirty-seventh aspect of the present invention is the multistage transmission for a vehicle according to any one of the twenty-ninth to thirty-sixth aspects of the present invention, wherein the first transmission unit is a double pinion type first front planetary gear unit and a single pinion type second front unit. A planetary gear device, the sun gear of the first front planetary gear device and the sun gear of the second front planetary gear device are always connected to a non-rotating member, and the carrier of the first front planetary gear device and the Carriers of the second front planetary gear device are connected to each other and function as the first intermediate output member, and a ring gear of the first front planetary gear device functions as the second intermediate output member, and the second front planetary gear device functions as the second intermediate output member. The ring gear of the planetary gear device is configured by being connected to the input rotation member.

  A thirty-eighth aspect of the present invention is the multistage transmission for a vehicle according to any one of the twenty-ninth to thirty-sixth aspects of the present invention, wherein the first transmission portion is a double pinion type first front planetary gear device and a single pinion type second front gear. A planetary gear device, the carrier of the first front planetary gear device and the sun gear of the second front planetary gear device are always connected to a non-rotating member, and the sun gear of the first front planetary gear device and the Carriers of the second front planetary gear device are connected to each other and function as the first intermediate output member, and a ring gear of the first front planetary gear device functions as the second intermediate output member, and the second front planetary gear device functions as the second intermediate output member. The ring gear of the planetary gear device is configured by being connected to the input rotation member.

  A thirty-ninth aspect of the present invention is the multi-stage transmission for a vehicle according to any one of the twenty-ninth to thirty-sixth aspects of the present invention, wherein the first transmission unit is a double pinion type first planetary gear unit and a single pinion type second front unit. A planetary gear device, the carrier of the first front planetary gear device and the sun gear of the second front planetary gear device are always connected to a non-rotating member, and the carrier of the second front planetary gear device is The ring gear of the first front planetary gear unit functions as the second intermediate output member, and the sun gear of the first front planetary gear unit and the second front planetary gear unit of the first front planetary gear unit function as a first intermediate output member. A ring gear is configured by being connected to the input rotation member.

  A fortieth aspect of the invention is the vehicle multi-stage transmission according to any one of the twenty-ninth to thirty-ninth aspects of the invention, wherein the second transmission portion is a double pinion type first rear planetary gear unit and a single pinion type second rear gear. The first rotation element is constituted by a carrier of the first rear planetary gear device and the sun gear of the second rear planetary gear device, which are composed of planetary gear devices and connected to each other, and are connected to each other. The second rotating element is constituted by the ring gear of the planetary gear device and the carrier of the second rear planetary gear device, the third rotating element is constituted by the ring gear of the second rear planetary gear device, and the first rear The fourth rotating element is constituted by a sun gear of the planetary gear device.

  In the vehicle multi-stage transmission according to any one of the first to 40th aspects of the present invention, by providing the first transmission section and the second transmission section, a multi-stage can be realized while maintaining the gear ratio step at each shift stage in a well-balanced manner. It is possible to provide a vehicular multi-stage transmission.

  Further, in the vehicular multi-stage transmission according to any one of the second, fifteenth, twentieth, twenty-second, thirty-third, and thirty-fourth inventions, eight forward shift stages can be realized.

  Further, in the vehicle multi-stage transmission according to any one of the third invention, the sixteenth invention, the twenty-first invention, the twenty-third invention, the thirty-first invention, and the thirty-fifth invention, nine forward speeds can be established.

  In the vehicular multi-stage transmission according to the thirty-sixth aspect, the ten forward shift stages can be established.

  In the fourth aspect of the invention, since the sub-stage gear shift can be established, the degree of freedom in setting the gear ratio and the gear ratio step can be improved.

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

  FIG. 1 is a skeleton diagram illustrating the configuration of a vehicular multi-stage transmission (hereinafter simply referred to as a transmission) 14 that is preferably used as a vehicular automatic transmission. As shown in FIG. 1, a transmission 14 according to the present embodiment includes a torque converter with a lock-up clutch 18 sequentially disposed on a common axis in a transmission case 16 that is a non-rotating member attached to a vehicle body. 20, a first transmission unit 38 mainly composed of an input shaft 22, which is an input rotating member connected to the torque converter 20, a first front planetary gear unit 24, and a second front planetary gear unit 26; A second transmission unit 40 mainly composed of the rear planetary gear unit 28 and the second rear planetary gear unit 30, and a first intermediate output for transmitting the output of the first transmission unit 38 to the second transmission unit 40. The member 32, the second intermediate output member 34, and the output shaft 36 that is an output rotating member are concentrically provided.

  The transmission 14 is suitably used as an FR automatic transmission installed vertically in a vehicle, an FF automatic transmission installed horizontally, and the like, and is illustrated with an engine 10 as a prime mover (driving force source). The engine 10 is disposed between the drive wheels and shifts the output of the engine 10 to be transmitted to the drive wheels. The torque converter 20 is operatively connected to the crankshaft 12 of the engine 10 and outputs power output from the engine 10 to the input shaft 22. That is, the input shaft 22 connected to the turbine shaft that is the output side rotating member of the torque converter 20 is rotationally driven by the engine 10, and the turbine shaft of the torque converter 20 is also connected to the input shaft 22. Similarly, it corresponds to an input rotating member. The output shaft 36 rotationally drives a pair of left and right drive wheels via, for example, a differential gear device (not shown). Since the transmission 14 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram shown in FIG. The same applies to the skeleton diagram used in the following description.

  The first front planetary gear unit 24 constituting the first transmission unit 38 is a double pinion type planetary gear unit, and includes a sun gear S1, a plurality of planet gears P1 meshing with each other, and the planet gears P1 rotating and rotating. The carrier CA1 is supported so as to be able to revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1, and has a predetermined gear ratio ρ1 of, for example, about “0.494”. The second front planetary gear unit 26 is a single pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to be capable of rotating and revolving, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2, and has a predetermined gear ratio ρ2 of about “0.525”, for example.

  In the first transmission unit 38, the carrier CA1 of the first front planetary gear unit 24 and the sun gear S2 of the second front planetary gear unit 26 are connected to each other, and the transmission case 16 is a non-rotating member. And the relative rotation with respect to the transmission case 16 is prohibited. The sun gear S1 of the first front planetary gear unit 24 is integrally connected to the input shaft 22 that is an input rotating member. Further, the ring gear R2 of the second front planetary gear device 26 is integrally connected to the first intermediate output member 32, and similarly functions as a first intermediate output member. Further, the ring gear R1 of the first front planetary gear device 24 and the carrier CA2 of the second front planetary gear device 26 are connected to each other and are integrally connected to the second intermediate output member 34, Similarly, it functions as a second intermediate output member. With this configuration, the first transmission unit 38 decelerates and transmits the rotation of the input shaft 22 to the second transmission unit 40 via the first intermediate output member 32, and the second intermediate output unit. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the member 34 and is transmitted to the second transmission unit 40.

The first rear planetary gear device 28 constituting the second transmission unit 40 is a double pinion type planetary gear device, and includes a sun gear S3, a plurality of planet gears P3 meshing with each other, and the planet gears P3 rotating and rotating. The carrier CA3 is supported so as to be able to revolve, and the ring gear R3 meshes with the sun gear S3 via the planetary gear P3, and has a predetermined gear ratio ρ3 of, for example, about “0.456”. The second rear planetary gear unit 30 is a single pinion type planetary gear unit, and includes a sun gear S4, a planetary gear P4, a carrier CA4 that supports the planetary gear P4 so as to rotate and revolve, and the planetary gear P4. Is provided with a ring gear R4 that meshes with the sun gear S4, and has a predetermined gear ratio ρ4 of about “0.520”, for example. The gear ratio ρ1 of the first front planetary gear unit 24 is a value represented by ρ1 = Z _S1 / Z _R1 where Z _{S1 is} the number of teeth of the sun gear S1 and Z _R1 is the number of teeth of the ring gear R1. The gear ratio ρ2 of the second front planetary gear unit 26 is a value represented by ρ2 = Z _S2 / Z _R2 where Z _{S2 is} the number of teeth of the sun gear S2 and Z _R2 is the number of teeth of the ring gear R2. is there. The gear ratio ρ3 of the first rear planetary gear unit 28 is a value represented by ρ3 = Z _S3 / Z _R3 where Z _{S3 is} the number of teeth of the sun gear S3 and Z _R3 is the number of teeth of the ring gear R3. is there. The gear ratio ρ4 of the second rear planetary gear unit 30 is a value represented by ρ4 = Z _S4 / Z _R4 where Z _{S4 is} the number of teeth of the sun gear S4 and Z _R4 is the number of teeth of the ring gear R4. is there.

  In the second transmission unit 40, the carrier CA3 of the first rear planetary gear device 28 and the sun gear S4 of the second rear planetary gear device 30 are connected to each other to form a first rotating element RE1. Further, the ring gear R3 of the first rear planetary gear device 28 and the carrier CA4 of the second rear planetary gear device 30 are connected to each other to form a second rotating element RE2. Further, the ring gear R4 of the second rear planetary gear device 30 constitutes a third rotating element RE3. Further, the sun gear S3 of the first rear planetary gear set 28 constitutes a fourth rotating element RE4. In addition, the first clutch C1, which is a first clutch element that selectively connects the second intermediate output member 34 and the fourth rotating element RE4, the input shaft 22 and the second rotating element RE2 are selectively connected. A second clutch element C2 that is connected to the second clutch element C2, a third clutch element C3 that is a third clutch element that selectively connects the second intermediate output member 34 and the first rotation element RE1, and the input. A fourth clutch C4, which is a fourth clutch element that selectively connects the shaft 22 and the first rotation element RE1, and a first clutch that selectively connects the first intermediate output member 32 and the fourth rotation element RE4. A fifth clutch C5 that is a five-clutch element, and a first brake B1 that is a first brake element that selectively couples the first rotating element RE1 to the transmission case 16 that is a non-rotating member; And a second brake B2 is the second brake element coupled to selectively the transmission case 16 of the second rotary element RE2, and includes.

  The first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the fifth clutch C5, the first brake B1, and the second brake B2 are frequently used in, for example, conventional automatic transmissions for vehicles. The hydraulic friction engagement device 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 or two wound around the outer peripheral surface of a rotating drum. It is a device for selectively connecting the members on both sides in which one end of the band is constituted by a band brake or the like tightened by a hydraulic actuator.

  FIG. 3 illustrates a signal input to the electronic control device 42 for controlling the transmission 14 and a signal output from the electronic control device 42. The electronic control unit 42 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance using the temporary storage function of the RAM. As a result, the drive control including the shift control in the transmission 14 is executed.

  The electronic control unit 42 includes a signal indicating an engine water temperature, a signal indicating a shift position, a signal indicating an engine rotation speed NE that is the rotation speed of the engine 10, and an air conditioner indicating the operation of an air conditioner. Signal, vehicle speed signal corresponding to the rotational speed of the output shaft 36, AT oil temperature signal indicating the hydraulic oil temperature of the transmission 14, signal indicating side brake operation, signal indicating foot brake operation, catalyst temperature indicating catalyst temperature A signal, an accelerator opening signal Acc indicating the amount of operation of the accelerator pedal, a cam angle signal, a snow mode setting signal indicating a snow mode setting, a vehicle acceleration signal indicating the longitudinal acceleration of the vehicle, and a rotational speed of the first electric motor MG1 (not shown). Each signal is supplied. Further, the electronic control device 42 receives a drive signal to a throttle actuator for operating the opening of an electronic throttle valve (not shown), a supercharging pressure adjustment signal for adjusting the supercharging pressure, and an electric motor for operating the electric air conditioner. In an air conditioner drive signal, an ignition signal for instructing the ignition timing of the engine 10, a command signal for instructing the operation of the first electric motor MG1 and the second electric motor MG2 (not shown), a gear ratio display signal for displaying a gear ratio, and snow mode A snow mode display signal for displaying the presence, an ABS operation signal for operating an ABS actuator that prevents slipping of a wheel during braking, and a hydraulic actuator of a hydraulic friction engagement device provided in the transmission 14. AT solenoid command signal to operate the solenoid valve to control, operate the electric hydraulic pump (not shown) A drive command signal for a signal for driving an electric heater, signals, etc. to the cruise control computer is adapted to be outputted respectively.

FIG. 4 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 14 and the operation of the hydraulic friction engagement device for establishing them. In the transmission 14 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. 4, for example, according to the command of the electronic control unit 42, Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. To 9th speed gear stage "9th", or the reverse 1st speed gear stage "R1" or the reverse 2nd speed gear stage "R2", which is the reverse gear stage, is selectively established and substantially equal A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes with time is obtained for each gear stage.

  That is, as shown in FIG. 4, due to the engagement of the first clutch C1 and the second brake B2, the sun gear S3 of the first rear planetary gear device 28, which is the fourth rotating element RE4, and the second intermediate output. The member 34 is connected to the ring gear R3 of the first rear planetary gear device 28 and the carrier CA4 of the second rear planetary gear device 30 which are connected to each other as the second rotating element RE2. By connecting the transmission case 16 which is a rotating member, the first speed gear stage in which the speed ratio γ1 is the maximum value, for example, about “4.771” is established.

  Further, the engagement of the first clutch C1 and the first brake B1 connects the sun gear S3 of the first rear planetary gear device 28, which is the fourth rotating element RE4, to the second intermediate output member 34. In addition, the first rotating element RE1 and the mutually connected carrier CA3 of the first rear planetary gear device 28 and the sun gear S4 of the second rear planetary gear device 30 and the transmission case 16 are connected to each other. As a result, the second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “3.025”, is established.

  Further, the engagement of the first clutch C1 and the third clutch C3 connects the sun gear S3 of the first rear planetary gear device 28, which is the fourth rotating element RE4, to the second intermediate output member 34. At the same time, the carrier CA3 of the first rear planetary gear device 28, the sun gear S4 of the second rear planetary gear device 30, and the second intermediate output member 34, which are connected to each other, which are the first rotating element RE1. By connecting the two, the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “2.100” is established.

  Further, the engagement of the first clutch C1 and the fourth clutch C4 connects the sun gear S3 of the first rear planetary gear device 28, which is the fourth rotating element RE4, to the second intermediate output member 34. In addition, the carrier CA3 of the first rear planetary gear device 28 and the sun gear S4 of the second rear planetary gear device 30 which are the first rotation elements RE1 and the input shaft which is an input rotation member are connected to each other. As a result, the fourth speed gear stage in which the speed ratio γ4 is smaller than the third speed gear stage, for example, about “1.571” is established.

  Further, the engagement of the first clutch C1 and the second clutch C2 establishes a connection between the sun gear S3 of the first rear planetary gear device 28 as the fourth rotating element RE4 and the second intermediate output member 34. In addition, there is a gap between the ring gear R3 of the first rear planetary gear device 28 and the carrier CA4 of the second rear planetary gear device 30 and the input shaft 22 which are the mutually connected second rotation elements RE2. As a result, the fifth speed gear stage in which the speed ratio γ5 is smaller than the fourth speed gear stage, for example, about “1.300” is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 28 which are mutually connected as the second rotation element RE2 by the engagement of the second clutch C2 and the fifth clutch C5. 30 is connected between the carrier CA4 and the input shaft 22, and between the sun gear S3 of the first rear planetary gear device 28 as the fourth rotating element RE4 and the first intermediate output member 32. As a result of the connection, the sixth speed gear stage in which the speed ratio γ6 is smaller than the fifth speed gear stage, for example, about “1.117” is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 28, which are connected to each other as the second rotation element RE2, by the engagement of the second clutch C2 and the fourth clutch C4. The carrier CA3 and the second rear planetary gear of the first rear planetary gear device 28, which are coupled to each other, which are the first rotation element RE1, are connected between the carrier CA4 of 30 and the input shaft 22. By connecting the sun gear S4 of the device 30 and the input shaft 22, the seventh speed gear stage in which the speed ratio γ7 is smaller than the sixth speed gear stage, for example, about “1.000” is established. Be made.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 28 which are mutually connected as the second rotation element RE2 by the engagement of the second clutch C2 and the third clutch C3. The carrier CA3 and the second rear planetary gear of the first rear planetary gear unit 28, which are connected to each other, which are the first rotation element RE1, are connected between the carrier CA4 of 30 and the input shaft 22. By connecting the sun gear S4 of the device 30 and the second intermediate output member 34, an eighth speed gear having a gear ratio γ8 smaller than the seventh speed gear stage, for example, about “0.783”. A stage is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 28 which are mutually connected as the second rotation element RE2 by the engagement of the second clutch C2 and the first brake B1. The carrier CA3 and the second rear planetary gear of the first rear planetary gear device 28, which are coupled to each other, which are the first rotation element RE1, are connected between the carrier CA4 of 30 and the input shaft 22. By connecting between the sun gear S4 of the device 30 and the transmission case 16, the ninth speed gear stage in which the gear ratio γ9 is the minimum value, for example, about “0.654” is established.

  Further, the engagement of the third clutch C3 and the second brake B2 results in the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 28 connected to each other as the first rotating element RE1. 30 sun gear S4 and the second intermediate output member 34 are connected to each other, and the ring gear R3 and the second rear of the first rear planetary gear device 28 connected to each other as the second rotating element RE2 are connected. By connecting the carrier CA4 of the planetary gear unit 30 and the transmission case 16, the first reverse gear stage “R1” having a gear ratio γR1 of about “3.962” is established.

  Further, the engagement of the fourth clutch C4 and the second brake B2 results in the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 28 connected to each other as the first rotation element RE1. 30 sun gear S4 and the input shaft 22 are connected to each other, and the ring gear R3 and the second rear planetary gear of the first rear planetary gear device 28, which are the second rotation elements RE2, are connected to each other. By connecting between the carrier CA4 of the device 30 and the transmission case 16, the second reverse gear stage “R2” whose gear ratio γR2 is smaller than the first reverse gear stage, for example, “1.887”. Is established. The gear ratio ρ1 of the first front planetary gear unit 24, the gear ratio ρ2 of the second front planetary gear unit 26, the gear ratio ρ3 of the first rear planetary gear unit 28, and the second rear planetary gear unit 30 The gear ratio ρ4 is designed so as to obtain the above gear ratio.

  In the transmission 14 that establishes the gear position according to the engagement operation table of FIG. 4, the ratio (= γ1 / γ2) of the gear ratio γ1 of the first gear and the gear ratio γ2 of the second gear is “1”. .577 ”, and the ratio (= γ2 / γ3) of the speed ratio γ2 of the second speed gear stage and the speed ratio γ3 of the third speed gear stage is“ 1.441 ”, and the speed change of the third speed gear stage The ratio (= γ3 / γ4) between the ratio γ3 and the speed ratio γ4 of the fourth speed gear stage is “1.336”, and the speed ratio γ4 of the fourth speed gear stage and the speed ratio γ5 of the fifth speed gear stage are Ratio (= γ4 / γ5) is “1.209”, and the ratio (= γ5 / γ6) of the speed ratio γ5 of the fifth speed gear stage to the speed ratio γ6 of the sixth speed gear stage is “1.163. The ratio (= γ6 / γ7) of the speed ratio γ6 of the sixth speed gear to the speed ratio γ7 of the seventh speed gear is set to “1.117”, and the speed ratio γ7 of the seventh speed gear is set. And the eighth gear stage gear ratio γ 8 (= γ7 / γ8) is “1.278”, and the ratio (= γ8 / γ9) of the gear ratio γ8 of the eighth gear and the gear ratio γ9 of the ninth gear is “1”. .198 ", and each gear ratio γ is changed so as to decrease stepwise in a balanced manner. In particular, in a region where the gear ratio is smaller than “1.000”, the gear ratio step at each gear stage is set to about “1.200”, thereby realizing a smooth gear shift. Also, the gear ratio width (= γ1 / γ9), which is the ratio of the speed ratio γ1 of the first speed gear stage and the speed ratio γ9 of the ninth speed gear stage, is set to “7.068”, which is a relatively large value. Yes.

FIG. 5 is an engagement operation table showing the relationship between the sub-transmission gear stage predetermined for the transmission 14 separately from the transmission gear stage and the operation of the hydraulic friction engagement device for establishing them. . In the transmission 14 configured as described above, the second clutch C2, the third clutch C3, the fourth clutch C4, the fifth clutch C5, as shown in FIG. When two hydraulic friction engagement devices selected from the first brake B1 and the second brake B2 are simultaneously engaged and operated, the first speed gear stage “1st” to the fifth speed stage, which is the sub-transmission gear stage. Any one of the speed gear stages “5th” is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially in a ratio is obtained for each gear stage. It is supposed to be.

  That is, as shown in FIG. 5, by the engagement of the fifth clutch C5 and the second brake B2, the sun gear S3 of the first rear planetary gear device 28, which is the fourth rotating element RE4, and the first intermediate output The member 32 is connected to the ring gear R3 of the first rear planetary gear device 28 and the carrier CA4 of the second rear planetary gear device 30 which are connected to each other as the second rotating element RE2. By connecting the transmission case 16 that is a rotating member, the first speed gear stage in which the speed ratio γ1 is the maximum value, for example, about “3.049” is established.

  Further, the engagement of the fifth clutch C5 and the first brake B1 connects the sun gear S3 of the first rear planetary gear device 28, which is the fourth rotating element RE4, to the first intermediate output member 32. In addition, the first rotating element RE1 and the mutually connected carrier CA3 of the first rear planetary gear device 28 and the sun gear S4 of the second rear planetary gear device 30 and the transmission case 16 are connected to each other. As a result of the connection, a second speed gear stage having a gear ratio γ2 smaller than the first speed gear stage, for example, about “1.917” is established.

  Further, the engagement of the third clutch C3 and the fifth clutch C5 results in the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 28 connected to each other as the first rotating element RE1. 30 sun gear S4 and the second intermediate output member 34 are connected, and the sun gear S3 of the first rear planetary gear device 28 and the first intermediate output member 32, which are the fourth rotating element RE4, are connected. By connecting the two, the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “1.485” is established.

  Further, the engagement of the fourth clutch C4 and the fifth clutch C5 results in the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 28 connected to each other as the first rotation element RE1. 30 is connected between the sun gear S4 and the input shaft 22, and between the sun gear S3 of the first rear planetary gear device 28 as the fourth rotating element RE4 and the first intermediate output member 32. By being connected, the fourth speed gear stage in which the speed ratio γ4 is smaller than the third speed gear stage, for example, about “1.206” is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 28 which are mutually connected as the second rotation element RE2 by the engagement of the second clutch C2 and the fifth clutch C5. 30 is connected between the carrier CA4 and the input shaft 22, and between the sun gear S3 of the first rear planetary gear device 28 as the fourth rotating element RE4 and the first intermediate output member 32. By being connected, the fifth speed gear stage in which the gear ratio γ5 is smaller than the fourth speed gear stage, for example, about “1.120” is established. The fifth gear is the same as the sixth gear shown in FIG. The gear ratio ρ1 of the first front planetary gear unit 24, the gear ratio ρ2 of the second front planetary gear unit 26, the gear ratio ρ3 of the first rear planetary gear unit 28, and the second rear planetary gear unit 30 The gear ratio ρ4 is designed so as to obtain the above gear ratio.

  In the transmission 14 that establishes the sub-speed according to the engagement operation table of FIG. 1.591 ”, and the ratio (= γ2 / γ3) of the speed ratio γ2 of the second speed gear stage to the speed ratio γ3 of the third speed gear stage is set to“ 1.291 ”. The ratio (= γ3 / γ4) between the speed ratio γ3 and the speed ratio γ4 of the fourth speed gear stage is “1.231”, and the speed ratio γ4 of the fourth speed gear stage and the speed ratio γ5 of the fifth speed gear stage are set. (= Γ4 / γ5) is set to “1.077”, and each speed ratio γ is changed in a balanced manner in a stepwise manner. Since such a sub-shift stage can be established, the transmission 14 has intermediate gear ratios with respect to a shift stage having a gear ratio predetermined in a predetermined gear ratio step. It is possible to select the sub-speeds that are provided, and to select them according to the traveling state of the vehicle. For example, in the case of snow mode, the accelerator opening is relatively low, the vehicle weight is relatively light, or the gear ratio sequence of the auxiliary gear stage shown in FIG. When the opening degree is relatively high, the vehicle weight is relatively heavy, or the gear ratio train of the gears shown in FIG. 4 is used during towing, a suitable traveling that satisfies the driver can be realized.

FIG. 2 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 14. The collinear diagram of FIG. 2 shows the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 in the horizontal axis direction, and the two-dimensional relationship in which the vertical line interval indicates the relative rotational speed in the vertical axis direction. Of the five horizontal lines, the lowest horizontal line XZ indicates the rotational speed zero, the upper horizontal line (broken line) Xb indicates the rotational speed of the second intermediate output member 34, and the upper horizontal line (Dashed line) Xa indicates the rotational speed of the first intermediate output member 32, and the horizontal line X1 further above it indicates the rotational speed "1.0", that is, the rotational speed of the input shaft 22 that is the input rotational member, The horizontal line X2 indicates a rotational speed “2.0”, that is, a rotational speed twice that of the input shaft 22. The four vertical lines Y1 to Y4 of the first transmission unit 38 shown on the left side of the alignment chart are, in order from the left, the carrier CA1 and the first CA1 of the first front planetary gear unit 24 in which Y1 are connected to each other. (2) The sun gear S2 of the front planetary gear unit 26, the ring gear R1 of the first front planetary gear unit 24 and the carrier CA2 of the second front planetary gear unit 26 with Y2 connected to each other, and Y3 the second gear The ring gear R2 of the front planetary gear unit 26, Y4 represents the sun gear S1 of the first front planetary gear unit 24, and the distance between them is the gear ratio ρ1 of the first front planetary gear unit 24 and the second gear ratio ρ1. It is determined according to the gear ratio ρ2 of the front planetary gear unit 26. Similarly, the four vertical lines Y5 to Y8 of the second transmission unit 40 shown in the right part of the collinear diagram are connected to each other corresponding to the first rotating element RE1 in order from the left. The first rear planetary gear unit in which the carrier CA3 of the first rear planetary gear unit 28 and the sun gear S4 of the second rear planetary gear unit 30 are connected to each other with Y6 corresponding to the second rotating element RE2. 28, the ring gear R3 and the carrier CA4 of the second rear planetary gear unit 30, Y7 the ring gear R4 of the second rear planetary gear unit 30 corresponding to the third rotation element RE3, and Y8 the fourth rotation element. The sun gear S3 of the first rear planetary gear device 28 corresponding to RE4 is represented respectively, and the distance between them is the gear ratio ρ3 of the first rear planetary gear device 26 and the gear of the second rear planetary gear device 30. According to the ratio ρ4 It is determined. Between the vertical axes of the nomograph, the distance between the sun gear and the carrier is set to an interval corresponding to “1”, so that the interval between the carrier and the ring gear is set to an interval corresponding to ρ. In the collinear diagram of FIG. 2, the interval between the vertical line Y1 and the vertical line Y2 with respect to the first transmission unit 38 is set to an interval corresponding to “0.800”, and the vertical line Y5 and the vertical line Y6 with respect to the second transmission unit 40. Is set to an interval corresponding to “1”, and the intervals between the other vertical axes are respectively determined according to the above relationship.

  Referring to the collinear diagram of FIG. 2, the transmission 14 of the present embodiment is connected to each other, which is the first rotation element of the four rotation elements, in the first transmission unit 38. The carrier CA1 of the first front planetary gear unit 24 and the sun gear S2 of the second front planetary gear unit 26 are non-rotatably fixed to the transmission case 16 that is a non-rotating member so that the rotational speed is “0”. . Further, the ring gear R1 of the first front planetary gear device 24 and the carrier CA2 of the second front planetary gear device 26, which are the second rotating elements and connected to each other, are connected to the second intermediate output member 34. The rotation speed is set, and the second intermediate output member functions similarly to the second intermediate output member 34. Further, the ring gear R2 of the second front planetary gear device 26, which is the third rotating element, is connected to the first intermediate output member 32 to obtain the rotational speed thereof. 1 Functions as an intermediate output member. In addition, the sun gear S1 of the first front planetary gear unit 24, which is the fourth rotating element, is connected to the input shaft 22 that is the input rotating member to obtain a rotational speed “1”. It functions as an input rotation member. In this way, the first transmission unit 38 decelerates the rotation of the input shaft 22 relative to the input shaft 22 and outputs it to the first intermediate output member 32, and from the first intermediate output member 32. Is also greatly decelerated and output to the second intermediate output member 34.

  In the second transmission unit 40, the first rotation element RE1 (CA3, S4) is selectively connected to the second intermediate output member 34 via the third clutch C3, and the fourth clutch C4. And is selectively connected to the input shaft 22 as an input rotating member through the first brake B1 and selectively connected to the transmission case 16 as a non-rotating member through the first brake B1. Yes. The second rotating element RE2 (R3, CA4) is selectively connected to the input shaft 22 via the second clutch C2 and selected to the transmission case 16 via the second brake B2. Connected to each other. The third rotating element RE3 (R4) is configured to be connected to the output shaft 36 that is an output rotating member. The fourth rotation element RE4 (S3) is selectively connected to the second intermediate output member 34 via the first clutch C1, and the first intermediate output via the fifth clutch C5. It is configured to be selectively connected to the member 32.

  In the collinear diagram of FIG. 2, the shift speed established according to the engagement operation table of FIG. 4 is indicated by a solid line, and the sub shift speed established according to the engagement operation table of FIG. First, the shift stage established according to the engagement operation table of FIG. 4 indicated by the solid line will be described. In the first speed gear stage, the second rotating element RE2 is a non-rotating member due to the engagement of the second brake B2. Since it is connected to the transmission case 16 so that the rotational speed is “0”, and the fourth rotating element RE4 is connected to the second intermediate output member 34 by the engagement of the first clutch C1, the rotational speed thereof is set. The rotation speed of the output shaft 36 is indicated by a point (1st) where a straight line connecting the intersection of the vertical axis Y6 and the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xb intersects the vertical line Y7.

  In the second speed gear stage, the first rotation element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 so that the rotation speed is “0”, and the fourth rotation element RE4 is the first clutch. Since the rotation speed is connected to the second intermediate output member 34 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xb is A point (2nd) intersecting the line Y7 indicates the rotational speed of the output shaft 36.

  In the third speed gear stage, the first rotation element RE1 is connected to the second intermediate output member 34 by the engagement of the third clutch C3 to be the rotation speed thereof, and the fourth rotation element RE4 is the first rotation element RE4. The rotation speed of the output shaft 36 is indicated by a point (3rd) at which the horizontal axis Xb intersects the vertical line Y7 because the clutch C1 is engaged and connected to the second intermediate output member 34 to obtain the rotation speed. It is.

  In the fourth speed gear stage, the first rotating element RE1 is connected to the input shaft 22 as an input rotating member by the engagement of the fourth clutch C4 and is set to a rotation speed “1”, and the fourth rotating element RE4 Is connected to the second intermediate output member 34 by the engagement of the first clutch C1 and the rotation speed thereof is set, so that the intersection of the vertical axis Y5 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xb are The rotation speed of the output shaft 36 is indicated by a point (4th) at which the connecting straight line intersects the vertical line Y7.

  In the fifth speed gear stage, the second rotating element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2 so that the rotating speed is "1", and the fourth rotating element RE4 is set to the first clutch. Since the rotation speed is connected to the second intermediate output member 34 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y6 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xb is A rotation speed of the output shaft 36 is indicated by a point (5th) intersecting the line Y7.

  In the sixth speed, the second rotating element RE2 is coupled to the input shaft 22 by the engagement of the second clutch C2, and is set to a rotational speed “1”, and the fourth rotating element RE4 is connected to the fifth clutch. Since the rotation speed is connected to the first intermediate output member 32 by the engagement of C5, a straight line connecting the intersection of the vertical axis Y6 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xa is A rotation speed of the output shaft 36 is indicated by a point (6th) intersecting the line Y7.

  In the seventh speed gear stage, the first rotating element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 so that the rotating speed is "1", and the second rotating element RE2 is set to the second clutch. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of C2, the rotation speed of the output shaft 36 is indicated by the point (7th) at which the horizontal axis X1 intersects the vertical line Y7.

  In the eighth speed gear stage, the first rotation element RE1 is connected to the second intermediate output member 34 by the engagement of the third clutch C3 to be the rotation speed thereof, and the second rotation element RE2 is the second rotation element RE2. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of the clutch C2, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y6 and the horizontal axis X1 is The rotation speed of the output shaft 36 is indicated by a point (8th) intersecting the line Y7.

  In the ninth speed gear stage, the first rotation element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 so as to have a rotation speed “0”, and the second rotation element RE2 is connected to the second clutch. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of C2, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis XZ and the intersection of the vertical axis Y6 and the horizontal axis X1 is a vertical line. A rotation speed of the output shaft 36 is indicated by a point (9th) intersecting with Y7.

  In the reverse first speed, the first rotating element RE1 is connected to the second intermediate output member 34 by the engagement of the third clutch C3 and has the rotational speed thereof, and the second rotating element RE2 is 2 Since it is connected to the transmission case 16 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y6 and the horizontal axis XZ is The rotation speed of the output shaft 36 is indicated by a point (Rev1) intersecting with the vertical line Y7.

  In the reverse second speed, the first rotation element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 and is set to a rotation speed “1”, and the second rotation element RE2 is the second rotation element RE2. Since it is connected to the transmission case 16 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis X1 and the intersection of the vertical axis Y6 and the horizontal axis XZ is A point (Rev2) intersecting the line Y7 indicates the rotational speed of the output shaft 36.

  Next, the sub-speed stage established according to the engagement operation table of FIG. 5 indicated by the one-dot chain line will be described. At the first speed gear stage, the second rotating element RE2 is not rotated by the engagement of the second brake B2. The fourth rotation element RE4 is connected to the first intermediate output member 32 by the engagement of the fifth clutch C5, and is connected to the transmission case 16 as a member. Therefore, the rotation speed of the output shaft 36 is indicated by the point (1st) where the straight line connecting the intersection of the vertical axis Y6 and the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xa intersects the vertical line Y7. It is.

  In the second speed gear stage, the first rotating element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 so that the rotating speed is "0", and the fourth rotating element RE4 is the fifth clutch. Since the rotation speed is obtained by being connected to the first intermediate output member 32 by the engagement of C5, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xa is The rotation speed of the output shaft 36 is indicated by a point (2nd) intersecting the line Y7.

  In the third speed gear stage, the first rotation element RE1 is connected to the second intermediate output member 34 by the engagement of the third clutch C3 to have the rotation speed, and the fourth rotation element RE4 is the fifth speed element. Since it is connected to the first intermediate output member 32 by the engagement of the clutch C5 and has its rotational speed, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y8 and the horizontal axis Xa is A rotation speed of the output shaft 36 is indicated by a point (3rd) intersecting the vertical line Y7.

  In the fourth speed gear stage, the first rotation element RE1 is connected to the input shaft 22 as the input rotation member by the engagement of the fourth clutch C4, and the rotation speed is "1". The fourth rotation element RE4 Is connected to the first intermediate output member 32 by the engagement of the fifth clutch C5, and the rotation speed thereof is set, so that the intersection of the vertical axis Y5 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xa are The rotation speed of the output shaft 36 is indicated by a point (4th) at which the connecting straight line intersects the vertical line Y7.

  In the fifth speed gear stage, the second rotating element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2 so that the rotating speed is "1", and the fourth rotating element RE4 is set to the fifth clutch. Since the rotation speed is connected to the second intermediate output member 34 by the engagement of C5, a straight line connecting the intersection of the vertical axis Y6 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xa is A rotation speed of the output shaft 36 is indicated by a point (5th) intersecting the line Y7.

  Thus, according to the present embodiment, the first intermediate output member 32 that transmits the input shaft 22 that is an input rotation member at a reduced speed and the rotation of the input shaft 22 are transmitted from the first intermediate output member 32. The first transmission unit 38 having the second intermediate output member 34 that transmits the reduced speed at a large speed, and the sun gear, the carrier, and part of the ring gear of the two sets of planetary gear units are connected to each other, so that four rotating elements can be obtained. And a second transmission unit 40 that is configured, and on a collinear diagram in which the rotational speeds of the four rotating elements can be represented by straight lines, the four rotating elements are arranged in order from one end to the other end. A first clutch that selectively connects the second intermediate output member 34 and the fourth rotating element RE4 when the rotating element RE1, the second rotating element RE2, the third rotating element RE3, and the fourth rotating element RE4 are used. element The first clutch C1, the second clutch C2 that is a second clutch element that selectively connects the input shaft 22 and the second rotating element RE2, the second intermediate output member 34, and the first clutch The third clutch C3, which is a third clutch element that selectively connects the rotating element RE1, and the fourth clutch element that is a fourth clutch element that selectively connects the input shaft 22 and the first rotating element RE1. The clutch C4, the fifth clutch C5, which is a fifth clutch element that selectively connects the first intermediate output member 32 and the fourth rotation element RE4, and the first rotation element RE1 are selectively non-rotated. A first brake B1 as a first brake element coupled to the transmission case 16 as a member and the second rotation element RE2 are selectively connected to the transmission case 16. A second said second brake is a brake element B2 which, since it has, it is possible to provide a transmission 14 to achieve a multi-stage while maintaining good balance step gear ratio at each shift speed.

  Further, the first shift stage is established by engaging the first clutch C1 and the second brake B2, and the second shift stage is established by engaging the first clutch C1 and the first brake B1, The third shift stage is established by engaging the first clutch C1 and the third clutch C3, and the fourth shift stage is established by engaging the first clutch C1 and the fourth clutch C4. The fifth shift stage is established by engaging the first clutch C1 and the second clutch C2, and the sixth shift stage is established by engaging the second clutch C2 and the fifth clutch C5. The seventh shift stage is established by engaging C2 and the fourth clutch C4, and the eighth shift stage is established by engaging the second clutch C2 and the third clutch C3. For those to be established, it is possible to realize a step forward 8-speed while maintaining good balance of the gear ratio in each gear.

  In addition, since the ninth shift stage is established by engaging the second clutch C2 and the first brake B1, the forward nine-stage shift is realized while maintaining the gear ratio steps in each shift stage in a well-balanced manner. be able to.

  Further, the engagement of the fifth clutch C5 and the second brake B2, the engagement of the fifth clutch C5 and the first brake B1, the engagement of the fifth clutch C5 and the third clutch C3, and the fifth clutch C5 In addition, since at least one of the engagements of the fourth clutch C4 is performed to establish the sub-speed, the degree of freedom in setting the gear ratio, the gear ratio step, etc. can be improved, and the degree of satisfaction is high. Shift control can be performed.

  The first transmission unit 38 includes a double pinion type first front planetary gear unit 24 and a single pinion type second front planetary gear unit 26, and the carrier CA 1 of the first front planetary gear unit 24. And the sun gear S2 of the second front planetary gear unit 26 is always connected to the transmission case 16, and the ring gear R1 of the first front planetary gear unit 24 and the carrier CA2 of the second front planetary gear unit 26 are connected to each other. As a result, the sun gear S1 of the first front planetary gear device 24 is connected to the input shaft 22 so that the ring gear R2 of the second front planetary gear device 26 becomes the first rotation element. Since the one rotating element functions as the second intermediate output member 34 while functioning as the first intermediate output member 32, a practical speed change 14 can provide.

  The second transmission unit 40 includes a double pinion type first rear planetary gear device 28 and a single pinion type second rear planetary gear device 30, and the first rear planetary gear device connected to each other. The first rotating element RE1 is constituted by the carrier CA3 of 28 and the sun gear S4 of the second rear planetary gear device 30, and the ring gear R3 and the second rear planetary gear of the first rear planetary gear device 28 connected to each other. The carrier CA4 of the device 30 constitutes the second rotating element RE2, the ring gear R4 of the second rear planetary gear device 30 constitutes the third rotating element RE3, and the sun gear of the first rear planetary gear device 30. Since the fourth rotation element ER4 is configured by S4, a practical transmission 14 can be provided.

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

  FIG. 6 is a skeleton diagram illustrating the configuration of a transmission 44 according to another embodiment of the present invention. FIG. 7 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 8 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 44 and the operation of the hydraulic friction engagement device for establishing them. 4 is an engagement operation table showing a relationship between sub-transmission gear stages predetermined for the transmission 44 separately from transmission gear stages and operations of a hydraulic friction engagement device for establishing them. The transmission 44 of the present embodiment has the same configuration as the transmission 14 shown in FIG. 1 except that the configuration of the first transmission unit 50 is different, and the same effects as those of the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 44 of the present embodiment, portions different from the transmission 14 will be described.

  As shown in FIG. 6, the first front planetary gear unit 46 constituting the first transmission unit 50 is a single pinion type planetary gear unit, and includes a sun gear S1, a planetary gear P1, and the planetary gear P1. The carrier CA1 is supported so as to be able to rotate and revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear device 48 is a double-pinion type planetary gear device, which includes a sun gear S2, a plurality of planet gears P2 that mesh with each other, and a carrier CA2 that supports the planet gears P2 so as to rotate and revolve. And a ring gear R2 that meshes with the sun gear S2 via the planetary gear P2.

In the first transmission unit 50, the sun gear S1 of the first front planetary gear unit 46 and the sun gear S2 of the second front planetary gear unit 48 are connected to each other and are connected to the transmission case 16 that is a non-rotating member. They are integrally connected and their relative rotation with respect to the transmission case 16 is prohibited. The carrier CA2 of the second front planetary gear device 48 is integrally connected to the input shaft 22 that is an input rotating member. Further, the ring gear R1 of the first front planetary gear device 46 is integrally connected to the first intermediate output member 32, and functions as a first intermediate output member in the same manner as the first intermediate output member 32. Further, the carrier CA1 of the first front planetary gear device 46 and the ring gear R2 of the second front planetary gear device 48 are connected to each other and are integrally connected to the second intermediate output member 34,
Similar to the second intermediate output member 34, it functions as a second intermediate output member. With such a configuration, the first transmission unit 50 decelerates the rotation of the input shaft 22 relative to the input shaft 22 and outputs the reduced speed to the first intermediate output member 32, and the first intermediate output member 32. It is configured to output the second intermediate output member 34 with a greater speed than that.

In the transmission 44 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. To 9th speed gear stage "9th", or the reverse 1st speed gear stage "R1" or the reverse 2nd speed gear stage "R2", which is the reverse gear stage, is selectively established and substantially equal A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes with time is obtained for each gear stage.

For example, as shown in FIG. 9, two hydraulic types selected from the second clutch C2, the third clutch C3, the fourth clutch C4, the fifth clutch C5, the first brake B1, and the second brake B2. By simultaneously engaging and engaging the friction engagement device, any one of the first speed gear stage “1st” to the fifth speed gear stage “5th”, which is the sub-transmission gear stage, is selectively established. A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a relative manner is obtained for each gear stage.

  In the collinear diagram of FIG. 7, the four vertical lines Y1 to Y4 of the first transmission unit 50 are connected to each other in order from the left, with Y1 being the first rotating element. The sun gear S1 of 46 and the sun gear S2 of the second front planetary gear device 48 are connected to the carrier CA1 and the second front planetary gear of the first front planetary gear device 46, where Y2 is the second rotating element. The ring gear R2 of the gear unit 48, the ring gear R1 of the first front planetary gear unit 46 where Y3 is the third rotating element, the ring gear R1 of the first front planetary gear unit 48 where Y4 is the fourth rotating element. Each of the carriers CA2 is shown. Therefore, based on these rotating elements, the alignment chart shown in FIG. 7 is the same as the alignment chart shown in FIG.

  As described above, according to this embodiment, the first transmission unit 50 includes the first pinion type first planetary gear unit 46 of the single pinion type and the second front planetary gear unit 48 of the double pinion type. The sun gear S1 of the front planetary gear unit 46 and the sun gear S2 of the second front planetary gear unit 48 are always connected to the transmission case 16 that is a non-rotating member and the carrier CA1 of the first front planetary gear unit 46 and the The ring gear R2 of the second front planetary gear device 48 is connected to each other to form one rotating element, and the carrier CA2 of the second front planetary gear device 48 is connected to the input shaft 22 that is an input rotation member. Accordingly, the ring gear R1 of the first front planetary gear unit 46 functions as the first intermediate output member 32, while the one rotating element is the second intermediate output member 32. Since functions as long as the output member 34 can provide a practical transmission 44.

  FIG. 10 is a skeleton diagram illustrating the configuration of a transmission 52 that is still another embodiment of the present invention. FIG. 11 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 12 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 52 and the operation of the hydraulic friction engagement device for establishing them. FIG. 4 is an engagement operation table showing a relationship between sub-transmission gear stages predetermined for the transmission 52 and operations of a hydraulic friction engagement device for establishing them separately from the transmission gear stage. The transmission 52 of the present embodiment has the same configuration as that of the transmission 14 shown in FIG. 1 except that the configuration of the first transmission section 58 is different, and the same effect as the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 52 of the present embodiment, portions different from the transmission 14 will be described.

  As shown in FIG. 10, the first front planetary gear unit 54 constituting the first transmission unit 58 is a single pinion type planetary gear unit, and includes a sun gear S1, a planetary gear P1, and the planetary gear P1. The carrier CA1 is supported so as to be able to rotate and revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 48 is a single-pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to rotate and revolve, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2. In the first transmission 58, the planetary gear P2 of the second front planetary gear unit 56 has a larger diameter than the planetary gear P1 of the first front planetary gear unit 54, and the P1 and P2 are integrated with each other. It is a stepped pinion SP that is a stepped pinion. Further, the carrier CA1 of the first front planetary gear unit 54 and the carrier CA2 of the second front planetary gear unit 56 are integral, and the sun gear S2 of the second front planetary gear unit 56 is omitted. .

  In the first transmission 58, the sun gear S1 of the first front planetary gear unit 54 is integrally connected to the transmission case 16 that is a non-rotating member, and relative rotation with respect to the transmission case 16 is prohibited. Further, the ring gear R2 of the second front planetary gear device 56 is integrally connected to the input shaft 22 which is an input rotating member. Further, the ring gear R1 of the first front planetary gear unit 54 is integrally connected to the first intermediate output member 32 and functions as a first intermediate output member in the same manner as the first intermediate output member 32. Further, as described above, the carrier CA1 (CA2) common to the first front planetary gear device 54 and the second front planetary gear device 56 is integrally connected to the second intermediate output member 34. Similar to the second intermediate output member 34, it functions as a second intermediate output member. With such a configuration, the first transmission unit 58 decelerates the rotation of the input shaft 22 relative to the input shaft 22 and outputs the reduced speed to the first intermediate output member 32, and the first intermediate output member 32. It is configured to output the second intermediate output member 34 with a greater speed than that.

In the transmission 52 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. To 9th speed gear stage "9th", or the reverse 1st speed gear stage "R1" or the reverse 2nd speed gear stage "R2", which is the reverse gear stage, is selectively established and substantially equal A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes with time is obtained for each gear stage.

For example, as shown in FIG. 13, two hydraulic types selected from the second clutch C2, the third clutch C3, the fourth clutch C4, the fifth clutch C5, the first brake B1, and the second brake B2. By simultaneously engaging and engaging the friction engagement device, any one of the first speed gear stage “1st” to the fifth speed gear stage “5th”, which is the sub-transmission gear stage, is selectively established. A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a relative manner is obtained for each gear stage.

In the collinear diagram of FIG. 11, four vertical lines Y1 to Y4 of the first transmission unit 58 indicate, in order from the left, the sun gear S1 of the first front planetary gear unit 54 where Y1 is the first rotating element. , Y2 is the second rotating element, and the carrier CA1 of the first front planetary gear unit 54 and the carrier CA2 of the second front planetary gear unit 56 are integrally configured, and Y3 is the third rotating element. The ring gear R1 of the first front planetary gear unit 54 and the ring gear R2 of the second front planetary gear unit 56 where Y4 is the fourth rotating element are shown. Therefore, based on these rotating elements, the alignment chart shown in FIG. 11 is the same as the alignment chart shown in FIG.
The description is omitted.

  As described above, according to this embodiment, the first transmission unit 58 includes the single pinion type first front planetary gear unit 54 and the single pinion type second front planetary gear unit 56, and The sun gear S1 of the front planetary gear unit 54 is always connected to the transmission case 16 as a non-rotating member, and the carrier CA1 of the first front planetary gear unit 54 and the carrier CA2 of the second front planetary gear unit 56 are connected. The ring gear R2 of the second front planetary gear device 56 is connected to the input shaft 22 that is an input rotation member by being connected to each other to form one rotation element, thereby the first front planetary gear device. The ring gear R1 of 54 functions as the first intermediate output member 32, while the one rotating element functions as the second intermediate output member 34. Because, it is possible to provide a practical transmission 14.

  Further, the planetary gear P2 of the second front planetary gear unit 56 is larger in diameter than the planetary gear P1 of the first front planetary gear unit 54 and is a stepped pinion SP integrated with each other. The entire apparatus can be downsized.

  FIG. 14 is a skeleton diagram illustrating a configuration of a transmission 60 according to still another embodiment of the present invention. FIG. 15 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 16 is an engagement operation table showing the relationship between the predetermined transmission gear stages in the transmission 60 and the operation of the hydraulic friction engagement device for establishing them, and FIG. 4 is an engagement operation table showing a relationship between sub-transmission gear stages predetermined for the transmission 60 and operations of a hydraulic friction engagement device for establishing them separately from the transmission gear stage. The transmission 60 of the present embodiment has the same configuration as the transmission 14 shown in FIG. 1 except that the configuration of the first transmission unit 66 is different, and the same effects as those of the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 60 according to the present embodiment, a portion different from the transmission 14 will be described.

  As shown in FIG. 14, the first front planetary gear device 62 constituting the first transmission unit 66 is a single pinion type planetary gear device, and includes a sun gear S1, a planetary gear P1, and the planetary gear P1. The carrier CA1 is supported so as to be able to rotate and revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 64 is a single pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to rotate and revolve, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2. In the first transmission unit 66, the planetary gear P2 of the second front planetary gear unit 64 has a larger diameter than the planetary gear P1 of the first front planetary gear unit 62, and the P1 and P2 are integrated with each other. It is a stepped pinion SP that is a stepped pinion. Further, the carrier CA1 of the first front planetary gear device 62 and the carrier CA2 of the second front planetary gear device 64 are integral, and the ring gear R1 of the first front planetary gear device 62 is omitted. .

  In the first transmission 66, the sun gear S2 of the second front planetary gear unit 64 is integrally connected to the transmission case 16 that is a non-rotating member, and relative rotation with respect to the transmission case 16 is prohibited. Further, the ring gear R2 of the second front planetary gear unit 64 is integrally connected to the input shaft 22 which is an input rotating member. Further, as described above, the carrier CA1 (CA2) common to the first front planetary gear device 62 and the second front planetary gear device 64 is integrally connected to the first intermediate output member 32. Similar to the first intermediate output member 32, it functions as a first intermediate output member. The sun gear S1 of the first front planetary gear device 62 is integrally connected to the second intermediate output member 34, and functions as a second intermediate output member in the same manner as the second intermediate output member 34. With such a configuration, the first transmission unit 66 decelerates the rotation of the input shaft 22 relative to the input shaft 22 and outputs it to the first intermediate output member 32, and the first intermediate output member 32. It is configured to output the second intermediate output member 34 with a greater speed than that.

In the transmission 60 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. 16, for example, according to the command of the electronic control unit 42. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. To 9th speed gear stage "9th", or the reverse 1st speed gear stage "R1" or the reverse 2nd speed gear stage "R2", which is the reverse gear stage, is selectively established and substantially equal A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes with time is obtained for each gear stage.

For example, as shown in FIG. 17, two hydraulic types selected from the second clutch C2, the third clutch C3, the fourth clutch C4, the fifth clutch C5, the first brake B1, and the second brake B2. By simultaneously engaging and engaging the friction engagement device, any one of the first speed gear stage “1st” to the fifth speed gear stage “5th”, which is the sub-transmission gear stage, is selectively established. A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a relative manner is obtained for each gear stage.

  In the collinear diagram of FIG. 15, the four vertical lines Y1 to Y4 of the first transmission unit 66 indicate, in order from the left, the sun gear S2 of the second front planetary gear unit 64 where Y1 is the first rotating element. , Y2 is the second rotating element, the sun gear S1 of the first front planetary gear unit 62, and Y3 is the third rotating element, the mutually connected carrier CA1 of the first front planetary gear unit 62. In addition, the carrier CA2 of the second front planetary gear unit 64 and the ring gear R2 of the second front planetary gear unit 64 where Y4 is the fourth rotating element are shown. Therefore, based on these rotating elements, the alignment chart shown in FIG. 15 is the same as the alignment chart shown in FIG.

  As described above, according to this embodiment, the first transmission unit 66 includes the single pinion type first front planetary gear device 62 and the single pinion type second front planetary gear device 64, and the second The sun gear S2 of the front planetary gear unit 64 is always connected to the transmission case 16 which is a non-rotating member, and the carrier CA1 of the first front planetary gear unit 62 and the carrier CA2 of the second front planetary gear unit 64 are connected. The ring gear R2 of the second front planetary gear set 64 is connected to the input shaft 22 which is an input rotation member by being connected to each other, and thereby the one rotation element is the first rotation element. While functioning as the first intermediate output member 32, the sun gear S <b> 1 of the first front planetary gear device 62 functions as the second intermediate output member 34. It can provide a practical transmission 60.

  Further, the planetary gear P2 of the second front planetary gear device 64 has a larger diameter than the planetary gear P1 of the first front planetary gear device 62 and is a stepped pinion SP integrated with each other. The entire apparatus can be downsized.

  FIG. 18 is a skeleton diagram illustrating a configuration of a transmission 68 that is still another embodiment of the present invention. FIG. 19 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 20 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 68 and the operation of the hydraulic friction engagement device for establishing them, and FIG. 7 is an engagement operation table showing a relationship between sub-transmission gear stages predetermined for the transmission 68 and operations of a hydraulic friction engagement device for establishing them separately from the transmission gear stage. The transmission 68 of the present embodiment has the same configuration as that of the transmission 14 shown in FIG. 1 except that the configuration of the first transmission unit 74 is different, and the same effect as the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 68 of the present embodiment, portions different from the transmission 14 will be described.

  The first front planetary gear device 70 constituting the first transmission unit 74 is a single pinion type planetary gear device, and supports the sun gear S1, the planetary gear P1, and the planetary gear P1 so as to be capable of rotating and revolving. The ring gear R1 meshes with the sun gear S1 via the carrier CA1 and the planetary gear P1. The second front planetary gear unit 72 is a double pinion type planetary gear unit, which includes a sun gear S2, a plurality of planetary gears P2 meshing with each other, and a carrier CA2 that supports the planetary gears P2 so as to rotate and revolve. And a ring gear R2 that meshes with the sun gear S2 via the planetary gear P2.

  In the first transmission unit 74, the sun gear S1 of the first front planetary gear unit 70 and the carrier CA2 of the second front planetary gear unit 72 are connected to each other, and the transmission case 16 is a non-rotating member. And the relative rotation with respect to the transmission case 16 is prohibited. The ring gear R1 of the first front planetary gear unit 70 is integrally connected to the input shaft 22 that is an input rotation member. Further, the carrier CA1 of the first front planetary gear device 70 and the sun gear S2 of the second front planetary gear device 72 are connected to each other and are integrally connected to the first intermediate output member 32, Similarly, it functions as a first intermediate output member. Further, the ring gear R2 of the second front planetary gear device 72 is integrally connected to the second intermediate output member 34, and similarly functions as a second intermediate output member. With such a configuration, the first transmission unit 74 decelerates the rotation of the input shaft 22 via the first intermediate output member 32 and transmits it to the second transmission unit 40, and the second intermediate output unit. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the member 34 and is transmitted to the second transmission unit 40.

In the transmission 68 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. 20, for example, according to the command of the electronic control unit 42, Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. To 9th speed gear stage "9th", or the reverse 1st speed gear stage "R1" or the reverse 2nd speed gear stage "R2", which is the reverse gear stage, is selectively established and substantially equal A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes with time is obtained for each gear stage.

For example, as shown in FIG. 21, two hydraulic types selected from the second clutch C2, the third clutch C3, the fourth clutch C4, the fifth clutch C5, the first brake B1, and the second brake B2. By simultaneously engaging and engaging the friction engagement device, any one of the first speed gear stage “1st” to the fifth speed gear stage “5th”, which is the sub-transmission gear stage, is selectively established. A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a relative manner is obtained for each gear stage.

  In the collinear diagram of FIG. 19, the four vertical lines Y1 to Y4 of the first transmission unit 74 are connected to each other in order from the left, with Y1 being the first rotating element. The sun gear S1 of 70 and the carrier CA2 of the second front planetary gear unit 72, the ring gear R2 of the second front planetary gear unit 72, where Y2 is the second rotation element, and Y3 are the third rotation element. The carrier CA1 of the first front planetary gear unit 70 and the sun gear S2 of the second front planetary gear unit 72 connected to each other are connected to the first front planetary gear unit 70, where Y4 is the fourth rotating element. Each ring gear R1 is shown. Accordingly, based on these rotating elements, the alignment chart shown in FIG. 19 is the same as the alignment chart shown in FIG.

  As described above, according to this embodiment, the first transmission unit 74 includes the single-pinion type first front planetary gear device 70 and the double-pinion type second front planetary gear device 72, and The sun gear S1 of the front planetary gear device 70 and the carrier CA2 of the second front planetary gear device 72 are always connected to the transmission case 16 as a non-rotating member and the carrier CA1 of the first front planetary gear device 70 and the carrier CA1. The sun gear S2 of the second front planetary gear device 72 is connected to each other to form one rotating element, and the ring gear R1 of the first front planetary gear device 70 is connected to the input shaft 22 that is an input rotating member. Thus, the one rotating element functions as the first intermediate output member 32, while the ring gear R2 of the second front planetary gear device 72 is Since functions as long as the output member 34 can provide a practical transmission 68.

  FIG. 22 is a skeleton diagram illustrating the configuration of a transmission 76 that is still another embodiment of the present invention. FIG. 23 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 24 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 76 and the operation of the hydraulic friction engagement device for establishing them, and FIG. 4 is an engagement operation table showing a relationship between sub-transmission gear stages predetermined for the transmission 76 and operations of a hydraulic friction engagement device for establishing them separately from the transmission gear stage. The transmission 76 of the present embodiment has the same configuration as that of the transmission 14 shown in FIG. 1 except that the configuration of the first transmission unit 82 is different, and the same effect as the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 76 according to the present embodiment, portions different from the transmission 14 will be described.

  The first front planetary gear device 78 constituting the first transmission unit 82 is a double pinion type planetary gear device, and includes a sun gear S1, a plurality of planet gears P1 meshing with each other, and the planet gears P1 rotating and rotating. The carrier CA1 is supported so as to be able to revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 80 is a single pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to rotate and revolve, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2.

  In the first transmission unit 82, the carrier CA1 of the first front planetary gear device 78 and the sun gear S2 of the second front planetary gear device 80 are connected to each other, and the transmission case 16 is a non-rotating member. And the relative rotation with respect to the transmission case 16 is prohibited. Further, the sun gear S1 of the first front planetary gear device 78 and the ring gear R2 of the second front planetary gear device 80 are integrally connected to the input shaft 22 which is an input rotation member. Further, the carrier CA2 of the second front planetary gear device 80 is integrally connected to the first intermediate output member 32, and similarly functions as the first intermediate output member. Further, the ring gear R1 of the first front planetary gear device 78 is integrally connected to the second intermediate output member 34, and similarly functions as a second intermediate output member. With such a configuration, the first transmission unit 82 decelerates the rotation of the input shaft 22 via the first intermediate output member 32 and transmits it to the second transmission unit 40 and also the second intermediate output. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the member 34 and is transmitted to the second transmission unit 40.

In the transmission 76 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. To 9th speed gear stage "9th", or the reverse 1st speed gear stage "R1" or the reverse 2nd speed gear stage "R2", which is the reverse gear stage, is selectively established and substantially equal A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes with time is obtained for each gear stage.

For example, as shown in FIG. 25, two hydraulic types selected from the second clutch C2, the third clutch C3, the fourth clutch C4, the fifth clutch C5, the first brake B1, and the second brake B2. By simultaneously engaging and engaging the friction engagement device, any one of the first speed gear stage “1st” to the fifth speed gear stage “5th”, which is the sub-transmission gear stage, is selectively established. A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a relative manner is obtained for each gear stage. Here, the gear ratio and the gear ratio step of the sub gear stage established according to the engagement operation table of FIG. 25 are the same as those shown in FIG.

  In the collinear diagram of FIG. 23, the four vertical lines Y1 to Y4 of the first transmission unit 82 are connected to each other in the order from the left, the first front planetary gear unit in which Y1 is the first rotating element. The carrier CA1 of 78 and the sun gear S2 of the second front planetary gear unit 80, the ring gear R1 of the first front planetary gear unit 78, where Y2 is the second rotation element, and Y3 are the third rotation element. The carrier CA2 of the second front planetary gear unit 78 is connected to the sun gear S1 of the first front planetary gear unit 78 and the second front planetary gear unit 80, which are interconnected with Y4 being the fourth rotating element. Each of the ring gears R2 is shown. Therefore, based on these rotating elements, the alignment chart shown in FIG. 23 is the same as the alignment chart shown in FIG.

  Thus, according to the present embodiment, the first transmission unit 82 includes the double pinion type first front planetary gear device 78 and the single pinion type second front planetary gear device 80, and The carrier CA1 of the front planetary gear device 78 and the sun gear S2 of the second front planetary gear device 80 are always connected to the transmission case 16 which is a non-rotating member, and the sun gear S1 of the first front planetary gear device 78. In addition, the ring gear R2 of the second front planetary gear device 80 is connected to the input shaft 22 that is an input rotation member, so that the carrier CA2 of the second front planetary gear device 80 serves as the first intermediate output member 32. On the other hand, since the ring gear R1 of the first front planetary gear device 78 functions as the second intermediate output member 34, a practical transmission 76 is provided. It can do today.

  FIG. 26 is a skeleton diagram illustrating the configuration of a transmission 84 that is still another embodiment of the present invention. FIG. 27 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 28 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 84 and the operation of the hydraulic friction engagement device for establishing them. The transmission 84 of the present embodiment has the same configuration as the transmission 14 shown in FIG. 1 except that the configuration of the first transmission unit 90 is different, and the same effects as those of the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 84 of the present embodiment, portions different from the transmission 14 will be described.

  The first front planetary gear device 86 constituting the first transmission unit 90 is a double pinion type planetary gear device, and includes a sun gear S1, a plurality of planet gears P1 meshing with each other, and the planet gears P1 rotating and rotating. The carrier CA1 is supported so as to be able to revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 88 is a single-pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to rotate and revolve, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2.

  In the first transmission 90, the sun gear S2 of the second front planetary gear device 86 is integrally connected to the transmission case 16 that is a non-rotating member, and relative rotation with respect to the transmission case 16 is prohibited. The carrier CA1 of the first front planetary gear device 86 and the ring gear R2 of the second front planetary gear device 88 are integrally connected to the input shaft 22 that is an input rotation member. Further, the ring gear R1 of the first front planetary gear device 86 and the carrier CA2 of the second front planetary gear device 88 are integrally connected to the first intermediate output member 32, and similarly the first intermediate output. Functions as a member. The sun gear S1 of the first front planetary gear device 86 is integrally connected to the second intermediate output member 34, and similarly functions as a second intermediate output member. With such a configuration, the first transmission unit 90 decelerates the rotation of the input shaft 22 via the first intermediate output member 32 and transmits it to the second transmission unit 40, and the second intermediate output. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the member 34 and is transmitted to the second transmission unit 40.

In the transmission 84 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. To 9th speed gear stage "9th", or the reverse 1st speed gear stage "R1" or the reverse 2nd speed gear stage "R2", which is the reverse gear stage, is selectively established and substantially equal A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes with time is obtained for each gear stage.

  In the collinear diagram of FIG. 27, four vertical lines Y1 to Y4 of the first transmission unit 90 indicate the sun gear S2 of the second front planetary gear device 88 in which Y1 is the first rotating element in order from the left. , Y2 is the second rotating element, the sun gear S1 of the first front planetary gear set 86, and Y3 is the third rotating element, the ring gear R1 of the first front planetary gear set 86 connected to each other. And the carrier CA2 of the second front planetary gear unit 88 and the carrier CA1 of the first front planetary gear unit 86 and the second front planetary gear unit 88, which are connected to each other, where Y4 is a fourth rotating element. Each ring gear R2 is shown. Therefore, based on these rotating elements, the alignment chart shown in FIG. 27 is the same as the alignment chart shown in FIG.

  Thus, according to the present embodiment, the first transmission unit 90 includes the double pinion type first front planetary gear device 86 and the single pinion type second front planetary gear device 88, and The sun gear S2 of the front planetary gear unit 88 is always connected to the transmission case 16 as a non-rotating member, and the carrier CA1 of the first front planetary gear unit 86 and the ring gear of the second front planetary gear unit 88. By connecting R2 to the input shaft 22 which is an input rotating member, the ring gear R1 of the first front planetary gear device 86 and the carrier CA2 of the second front planetary gear device 88 are connected to each other, and the first While functioning as the first intermediate output member 32, the sun gear S1 of the first front planetary gear device 86 functions as the second intermediate output member 34. It can provide a practical transmission 84.

  FIG. 29 is a skeleton diagram illustrating the configuration of a transmission 92 that is still another embodiment of the present invention. FIG. 30 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 31 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 92 and the operation of the hydraulic friction engagement device for establishing them. The transmission 92 of the present embodiment has the same configuration as that of the transmission 14 shown in FIG. 1 except that the configuration of the first transmission section 98 is different, and the same effect as the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 92 according to the present embodiment, portions different from the transmission 14 will be described.

  The first front planetary gear unit 94 constituting the first transmission unit 98 is a single pinion type planetary gear unit, and includes a sun gear S1, a plurality of planetary gears P1 meshing with each other, and the planetary gears P1 rotating and rotating. The carrier CA1 is supported so as to be able to revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 96 is a double pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to be capable of rotating and revolving, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2.

  In the first transmission unit 98, the sun gear S1 of the first front planetary gear set 94 is integrally connected to the transmission case 16 that is a non-rotating member, and relative rotation with respect to the transmission case 16 is prohibited. Further, the ring gear R1 of the first front planetary gear device 94 and the sun gear S2 of the second front planetary gear device 96 are integrally connected to the input shaft 22 which is an input rotation member. The carrier CA1 of the first front planetary gear device 94 and the ring gear R2 of the second front planetary gear device 96 are integrally connected to the first intermediate output member 32, and similarly, the first intermediate output member It functions as the member 32. Further, the carrier CA2 of the second front planetary gear unit 96 is integrally connected to the second intermediate output member 34, and similarly functions as a second intermediate output member. With such a configuration, the first transmission unit 98 decelerates the rotation of the input shaft 22 via the first intermediate output member 32 and transmits it to the second transmission unit 40, and also the second intermediate output. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the member 34 and is transmitted to the second transmission unit 40.

In the transmission 92 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. 31, for example, according to the command of the electronic control unit 42. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. To 9th speed gear stage "9th", or the reverse 1st speed gear stage "R1" or the reverse 2nd speed gear stage "R2", which is the reverse gear stage, is selectively established and substantially equal A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes with time is obtained for each gear stage.

  In the collinear diagram of FIG. 30, four vertical lines Y1 to Y4 of the first transmission unit 98 indicate the sun gear S1 of the first front planetary gear set 94 in which Y1 is the first rotating element in order from the left. , Y2 is the carrier CA2 of the second front planetary gear set 96, which is the second rotating element, and the carrier CA1 of the first front planetary gear set 94, which is interconnected, Y3 is the third rotating element. The ring gear R2 of the second front planetary gear device 96 and the ring gear R1 of the first front planetary gear device 94 and the second front planetary gear device Y4 are connected to each other, with Y4 being the fourth rotating element. Each of the 96 sun gears S2 is shown. Therefore, based on these rotating elements, the alignment chart shown in FIG. 30 is the same as the alignment chart shown in FIG.

  Thus, according to the present embodiment, the first transmission unit 98 includes the single pinion type first front planetary gear device 94 and the double pinion type second front planetary gear device 96, and The sun gear S1 of the front planetary gear unit 94 is always connected to the transmission case 16 that is a non-rotating member, and the ring gear R1 of the first front planetary gear unit 94 and the sun gear of the second front planetary gear unit 96 are connected. By connecting S2 to the input shaft 22 which is an input rotating member, the carrier CA1 of the first front planetary gear device 94 and the ring gear R2 of the second front planetary gear device 96 are connected to each other, and the first The carrier CA2 of the second front planetary gear unit 96 functions as the second intermediate output member 34, while functioning as the first intermediate output member 32. It can provide a practical transmission 92.

  FIG. 32 is a skeleton diagram illustrating a configuration of a transmission 100 that is still another embodiment of the present invention. FIG. 33 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 34 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 100 and the operation of the hydraulic friction engagement device for establishing them. The transmission 100 of the present embodiment is different from the transmission 14 shown in FIG. 1 except that the configuration of the first transmission unit 106, the gear ratio of each transmission gear stage, the alignment chart, and the engagement operation table are different. It is the same composition. Hereinafter, with respect to the transmission 100 according to the present embodiment, portions different from the transmission 14 will be described.

  The first front planetary gear unit 102 constituting the first transmission unit 106 is a single pinion type planetary gear unit, and includes a sun gear S1, a plurality of planetary gears P1 meshing with each other, and the planetary gears P1 rotating and rotating. The carrier CA1 is supported so as to be able to revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 104 is a double pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to be capable of rotating and revolving, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2.

  In the first transmission unit 106, the sun gear S1 of the first front planetary gear device 102 and the carrier CA2 of the second front planetary gear device 104 are integrally connected to the transmission case 16 that is a non-rotating member, Relative rotation with respect to the transmission case 16 is prohibited. The ring gear R1 of the first front planetary gear unit 102 is integrally connected to the input shaft 22 that is an input rotating member. Further, the carrier CA1 of the first front planetary gear device 102 and the sun gear S2 of the second front planetary gear device 104 are integrally connected to the first intermediate output member 32, and similarly the first intermediate output. Functions as a member. Further, the ring gear R2 of the second front planetary gear unit 104 is integrally connected to the second intermediate output member 34, and similarly functions as a second intermediate output member. With this configuration, the first transmission unit 106 decelerates and transmits the rotation of the input shaft 22 to the second transmission unit 40 via the first intermediate output member 32, and also transmits the second intermediate output. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the member 34 and is transmitted to the second transmission unit 40.

FIG. 34 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 100 and the operation of the hydraulic friction engagement device for establishing them. In the transmission 100 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. To 9th speed gear stage "9th", or the reverse 1st speed gear stage "R1" or the reverse 2nd speed gear stage "R2", which is the reverse gear stage, is selectively established and substantially equal A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes with time is obtained for each gear stage.

  As shown in FIG. 34, due to the engagement of the fifth clutch C5 and the second brake B2, the sun gear S3 of the first rear planetary gear device 28, which is the fourth rotating element RE4, and the second intermediate output member 34. And the ring gear R3 of the first rear planetary gear device 28 and the carrier CA4 of the second rear planetary gear device 30 and the non-rotating member which are connected to each other, which are the second rotating element RE2. As a result, the first speed gear stage in which the speed ratio γ1 is the maximum value, for example, about “4.979” is established.

  Further, the engagement of the first clutch C1 and the second brake B2 connects the sun gear S3 of the first rear planetary gear device 28, which is the fourth rotating element RE4, and the first intermediate output member 32. In addition, a space between the ring gear R3 of the first rear planetary gear device 28 and the carrier CA4 of the second rear planetary gear device 30 and the transmission case 16 which are the second rotation elements RE2 are connected to each other. By being connected, a second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “3.014” is established.

  Further, the engagement of the first clutch C1 and the first brake B1 connects the sun gear S3 of the first rear planetary gear device 28, which is the fourth rotating element RE4, to the first intermediate output member 32. In addition, the first rotating element RE1 and the mutually connected carrier CA3 of the first rear planetary gear device 28 and the sun gear S4 of the second rear planetary gear device 30 and the transmission case 16 are connected to each other. By being connected, the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “1.991” is established.

  Further, the engagement of the first clutch C1 and the third clutch C3 connects the sun gear S3 of the first rear planetary gear device 28, which is the fourth rotating element RE4, to the first intermediate output member 32. At the same time, the carrier CA3 of the first rear planetary gear device 28, the sun gear S4 of the second rear planetary gear device 30, and the first intermediate output member 32, which are the mutually connected first rotation elements RE1. By connecting the two, the fourth speed gear stage in which the speed ratio γ4 is smaller than the third speed gear stage, for example, about “1.522” is established.

  Further, the engagement of the first clutch C1 and the fourth clutch C4 connects the sun gear S3 of the first rear planetary gear device 28, which is the fourth rotating element RE4, to the first intermediate output member 32. In addition, the first rotating element RE1 and the mutually connected carrier CA3 of the first rear planetary gear device 28 and the sun gear S4 of the second rear planetary gear device 30 and the input shaft 22 are connected to each other. As a result of the connection, the fifth speed gear stage in which the speed ratio γ5 is smaller than the fourth speed gear stage, for example, about “1.355” is established.

  Further, the engagement of the first clutch C1 and the second clutch C2 connects the sun gear S3 of the first rear planetary gear device 28, which is the fourth rotating element RE4, to the first intermediate output member 32. In addition, the ring gear R3 of the first rear planetary gear device 28 and the carrier CA4 of the second rear planetary gear device, which are the second rotation elements RE2, and the input shaft 22 are connected to each other. By being connected, a sixth speed gear stage in which the speed ratio γ6 is smaller than the fifth speed gear stage, for example, about “1.209” is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 28, which are connected to each other as the second rotation element RE2, by the engagement of the second clutch C2 and the fourth clutch C4. The carrier CA3 and the second rear planetary gear of the first rear planetary gear device 28, which are coupled to each other, which are the first rotation element RE1, are connected between the carrier CA4 of 30 and the input shaft 22. By connecting the sun gear S4 of the device 30 and the input shaft 22, the seventh speed gear stage in which the speed ratio γ7 is smaller than the sixth speed gear stage, for example, about “1.000” is established. Be made.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 28 which are mutually connected as the second rotation element RE2 by the engagement of the second clutch C2 and the third clutch C3. The carrier CA3 and the second rear planetary gear of the first rear planetary gear unit 28, which are connected to each other, which are the first rotation element RE1, are connected between the carrier CA4 of 30 and the input shaft 22. By connecting the sun gear S4 of the device 30 and the first intermediate output member 32, the eighth speed gear in which the gear ratio γ8 is smaller than the seventh speed gear, for example, about “0.864”. A stage is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 28, which are connected to each other as the second rotation element RE2, by the engagement of the second clutch C2 and the first brake B1. The carrier CA3 and the second rear planetary gear of the first rear planetary gear unit 28, which are connected to each other, which are the first rotation element RE1, are connected between the carrier CA4 of 30 and the input shaft 22. By connecting between the sun gear S4 of the device 30 and the transmission case 16, the ninth speed gear stage in which the speed ratio γ9 is a minimum value, for example, about “0.685” is established.

  Further, the engagement of the third clutch C3 and the second brake B2 results in the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 28 connected to each other as the first rotating element RE1. 30 sun gear S4 and the first intermediate output member 32 are connected to each other, and the ring gear R3 and the second rear of the first rear planetary gear device 28, which are the second rotating elements RE2, are connected to each other. By connecting the carrier CA4 of the planetary gear unit 30 and the transmission case 16, the first reverse gear stage "R1" having a gear ratio γR1 of about "3.316" is established.

  Further, the engagement of the fourth clutch C4 and the second brake B2 results in the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 28 connected to each other as the first rotation element RE1. 30 sun gear S4 and the input shaft 22 are connected to each other, and the ring gear R3 and the second rear planetary gear of the first rear planetary gear device 28, which are the second rotation elements RE2, are connected to each other. By connecting between the carrier CA4 of the device 30 and the transmission case 16, the second reverse gear stage “R2” in which the speed ratio γR2 is smaller than the first reverse gear stage, for example, “2.179”. Is established. The gear ratio ρ1 of the first front planetary gear unit 24, the gear ratio ρ2 of the second front planetary gear unit 26, the gear ratio ρ3 of the first rear planetary gear unit 28, and the second rear planetary gear unit 30 The gear ratio ρ4 is designed so as to obtain the above gear ratio.

  In the transmission 92 that establishes a gear position according to the engagement operation table of FIG. 34, the ratio (= γ1 / γ2) of the gear ratio γ1 of the first gear and the gear ratio γ2 of the second gear is “1”. .652 ”and the ratio (= γ2 / γ3) of the speed ratio γ2 of the second speed gear stage and the speed ratio γ3 of the third speed gear stage is“ 1.514 ”, and the speed change of the third speed gear stage The ratio (= γ3 / γ4) between the ratio γ3 and the gear ratio γ4 of the fourth speed gear stage is “1.308”, and the gear ratio γ4 of the fourth speed gear stage and the gear ratio γ5 of the fifth speed gear stage are Ratio (= γ4 / γ5) is “1.123”, and the ratio (= γ5 / γ6) of the speed ratio γ5 of the fifth gear to the gear ratio γ6 of the sixth gear is “1.121. The ratio of the gear ratio γ6 of the sixth gear and the gear ratio γ7 of the seventh gear (= γ6 / γ7) is “1.209”, and the gear ratio γ7 of the seventh gear And 8th gear shift The ratio to γ8 (= γ7 / γ8) is “1.157”, and the ratio (= γ8 / γ9) of the gear ratio γ8 of the eighth gear and the gear ratio γ9 of the ninth gear is “1”. .261 ", and each gear ratio γ is changed so as to decrease stepwise in a balanced manner. In particular, in the region beyond the fourth gear stage, the gear ratio step at each shift stage is set to about “1.200”, thereby realizing a smooth shift. Also, the gear ratio width (= γ1 / γ9), which is the ratio of the speed ratio γ1 of the first speed gear stage to the speed ratio γ9 of the ninth speed gear stage, is set to “7.264”, which is a relatively large value. Yes.

  In the collinear diagram of FIG. 33, the four vertical lines Y1 to Y4 of the first transmission unit 106 are, in order from the left, the sun gear S1 and the second gear of the first front planetary gear unit 102 in which Y1 are mutually connected. The carrier CA2 of the front planetary gear unit 104, Y2 is the ring gear R2 of the second front planetary gear unit 104, Y1 is the carrier CA1 of the first front planetary gear unit 102 and the second The sun gear S2 of the front planetary gear unit 104 and Y4 the ring gear R1 of the first front planetary gear unit 102, respectively, are spaced by the gear ratio ρ1 and the second ratio of the first front planetary gear unit 102. It is determined according to the gear ratio ρ2 of the front planetary gear unit 104. Similarly, the four vertical lines Y5 to Y8 of the second transmission unit 40 shown in the right part of the alignment chart are connected to each other in order from the left, corresponding to the first rotation element RE1. The first rear planetary gear unit in which the carrier CA3 of the first rear planetary gear unit 28 and the sun gear S4 of the second rear planetary gear unit 30 are connected to each other with Y6 corresponding to the second rotating element RE2. 28, the ring gear R3 and the carrier CA4 of the second rear planetary gear unit 30, Y7 the ring gear R4 of the second rear planetary gear unit 30 corresponding to the third rotation element RE3, and Y8 the fourth rotation element. The sun gear S3 of the first rear planetary gear device 28 corresponding to RE4 is represented respectively, and the distance between them is the gear ratio ρ3 of the first rear planetary gear device 26 and the gear of the second rear planetary gear device 30. According to the ratio ρ4 It is determined.

  In the alignment chart of FIG. 33, according to the engagement operation table of FIG. 34, in the first speed gear stage, the second rotating element RE2 is engaged with the transmission case 16 which is a non-rotating member by the engagement of the second brake B2. Since the fourth rotation element RE4 is connected to the second intermediate output member 34 by the engagement of the fifth clutch C5 and is set to the rotation speed, the rotation speed is “0”. A rotation speed of the output shaft 36 is indicated by a point (1st) where a straight line connecting the intersection of the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xb intersects the vertical line Y7.

  In the second speed gear stage, the second rotation element RE2 is connected to the transmission case 16 by the engagement of the second brake B2, and the rotation speed is "0", and the fourth rotation element RE4 is the first clutch. Since the rotation speed is connected to the first intermediate output member 32 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y6 and the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xa is The rotation speed of the output shaft 36 is indicated by a point (2nd) intersecting the line Y7.

  In the third speed gear stage, the first rotation element RE1 is connected to the transmission case 16 that is a non-rotating member by the engagement of the first brake B1, and the rotation speed is “0”, and the fourth rotation element RE4 Is connected to the first intermediate output member 32 by the engagement of the first clutch C1 and the rotation speed thereof is set, so that the intersection of the vertical axis Y5 and the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xa are The rotation speed of the output shaft 36 is indicated by a point (3rd) where the connecting straight line intersects the vertical line Y7.

  In the fourth speed gear stage, the fourth rotation element RE4 is connected to the first intermediate output portion 32 by the engagement of the first clutch C1 to be the rotation speed thereof, and the first rotation element RE1 is the third rotation element RE1. Since the rotation speed is connected to the first intermediate output member 32 by the engagement of the clutch C3, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xa and the intersection of the vertical axis Y8 and the horizontal axis Xa is A rotation speed of the output shaft 36 is indicated by a point (4th) intersecting the vertical line Y7.

  In the fifth speed gear stage, the first rotating element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 and is set to the rotation speed “1”, and the fourth rotating element RE4 is connected to the first clutch. Since the rotation speed is connected to the first intermediate output member 32 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xa is A rotation speed of the output shaft 36 is indicated by a point (5th) intersecting the line Y7.

  In the sixth gear, the second rotation element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2 to be a rotation speed “1”, and the fourth rotation element RE4 is the first clutch. Since the rotation speed is connected to the first intermediate output member 32 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y6 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xa is The rotation speed of the output shaft 36 is indicated by a point (6th) intersecting the line Y7.

  In the seventh speed gear stage, the first rotating element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 so that the rotating speed is "1", and the second rotating element RE2 is set to the second clutch. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of C2, the rotation speed of the output shaft 36 is indicated by the point (7th) at which the horizontal axis X1 intersects the vertical line Y7.

  In the eighth speed gear stage, the first rotation element RE1 is connected to the first intermediate output member 32 by the engagement of the third clutch C3 to be the rotation speed thereof, and the second rotation element RE2 is the second rotation element RE2. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of the clutch C2, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xa and the intersection of the vertical axis Y6 and the horizontal axis X1 is A rotation speed of the output shaft 36 is indicated by a point (8th) intersecting with the line Y7.

  In the ninth speed gear stage, the first rotation element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 so as to have a rotation speed “0”, and the second rotation element RE2 is connected to the second clutch. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of C2, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis XZ and the intersection of the vertical axis Y6 and the horizontal axis X1 is a vertical line. A rotation speed of the output shaft 36 is indicated by a point (9th) intersecting with Y7.

  In the reverse first speed gear stage, the first rotation element RE1 is connected to the first intermediate output member 32 by the engagement of the third clutch C3 to be the rotation speed thereof, and the second rotation element RE2 is the first rotation element. 2 Since it is connected to the transmission case 16 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xa and the intersection of the vertical axis Y6 and the horizontal axis XZ is The rotation speed of the output shaft 36 is indicated by a point (Rev1) intersecting with the vertical line Y7.

  In the reverse second speed, the first rotation element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 and is set to a rotation speed “1”, and the second rotation element RE2 is the second rotation element RE2. Since it is connected to the transmission case 16 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis X1 and the intersection of the vertical axis Y6 and the horizontal axis XZ is A point (Rev2) intersecting the line Y7 indicates the rotational speed of the output shaft 36.

  Thus, according to the present embodiment, the first intermediate output member 32 that transmits the input shaft 22 that is an input rotation member at a reduced speed and the rotation of the input shaft 22 are transmitted from the first intermediate output member 32. The first transmission unit 106 having the second intermediate output member 34 that transmits a large amount of deceleration and the sun gear, the carrier, and part of the ring gear of the two sets of planetary gear devices are connected to each other to thereby provide four rotating elements. And a second transmission unit 40 that is configured, and on a collinear diagram in which the rotational speeds of the four rotating elements can be represented by straight lines, the four rotating elements are arranged in order from one end to the other end. A first clutch that selectively connects the first intermediate output member 32 and the fourth rotation element RE4 when the rotation element RE1, the second rotation element RE2, the third rotation element RE3, and the fourth rotation element RE4 are used. Essential The first clutch C1, the second clutch C2 that is a second clutch element that selectively connects the input shaft 22 and the second rotating element RE2, the first intermediate output member 32, and the second clutch element. A third clutch C3, which is a third clutch element that selectively connects the first rotation element RE1, and a fourth clutch element that selectively connects the input shaft 22 and the first rotation element RE1. A clutch C4, a fifth clutch C5 that is a fifth clutch element that selectively connects the second intermediate output member 34 and the fourth rotating element RE4, and a non-rotating member that selectively connects the first rotating element RE1. A first brake B1 as a first brake element coupled to the transmission case 16 and a second brake element that selectively couples the second rotation element RE2 to the transmission case 16. And a second brake B2 is a brake element, it is possible to provide a transmission 100 to achieve a multi-stage while maintaining good balance step gear ratio at each shift speed since it has.

  Further, the first shift stage is established by engaging the fifth clutch C5 and the second brake B2, and the second shift stage is established by engaging the first clutch C1 and the second brake B2. A third gear is established by engaging the first clutch C1 and the first brake B1, and a fourth gear is established by engaging the first clutch C1 and the third clutch C3. The fifth gear is established by engaging the first clutch C1 and the fourth clutch C4, the sixth gear is established by engaging the first clutch C1 and the second clutch C2, and the second clutch The seventh shift stage is established by engaging C2 and the fourth clutch C4, and the eighth shift stage is established by engaging the second clutch C2 and the third clutch C3. For those to be established, it is possible to realize a step forward 8-speed while maintaining good balance of the gear ratio in each gear.

  In addition, since the ninth shift stage is established by engaging the second clutch C2 and the first brake B1, the forward nine-stage shift is realized while maintaining the gear ratio steps in each shift stage in a well-balanced manner. be able to.

  The first transmission unit 106 includes a single-pinion type first front planetary gear unit 102 and a double-pinion type second front planetary gear unit 104, and the sun gear S1 of the first front planetary gear unit 102 and The carrier CA2 of the second front planetary gear unit 104 is always connected to the transmission case 16, and the carrier CA1 of the first front planetary gear unit 102 and the sun gear S2 of the second front planetary gear unit 104 are also connected. The ring gear R2 of the second front planetary gear unit 104 functions as the second intermediate output member 34 and functions as the first intermediate output member 32 by being connected to each other, and the ring gear of the first front planetary gear unit 102 Since R1 is configured by being connected to the input shaft 22, a practical transmission 100 can be provided.

  The second transmission unit 40 includes a double pinion type first rear planetary gear device 28 and a single pinion type second rear planetary gear device 30, and the first rear planetary gear device connected to each other. The first rotating element RE1 is constituted by the carrier CA3 of 28 and the sun gear S4 of the second rear planetary gear device 30, and the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 28 connected to each other. 30 carrier CA4 constitutes the second rotation element RE2, and the ring gear R4 of the second rear planetary gear device 30 constitutes the third rotation element RE3, and the sun gear S3 of the first rear planetary gear device 28. Since the fourth rotation element RE4 is constituted by the above, a practical transmission 100 can be provided.

  FIG. 35 is a skeleton diagram illustrating a configuration of a transmission 108 according to still another embodiment of the present invention. FIG. 36 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 37 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 108 and the operation of the hydraulic friction engagement device for establishing them.

  The first front planetary gear device 110 constituting the first transmission unit 114 shown in FIG. 35 is a double pinion type planetary gear device, which includes a sun gear S1, a plurality of planet gears P1 meshing with each other, and these planetary gears. A carrier CA1 that supports P1 so as to rotate and revolve, and a ring gear R1 that meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 112 is a single pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to rotate and revolve, and the planetary gear P2. And a ring gear R2 that meshes with the sun gear S2.

  In the first transmission unit 114, the sun gear S1 of the first front planetary gear unit 110 is integrally connected to the transmission case 16 that is a non-rotating member, and relative rotation with respect to the transmission case 16 is prohibited. The sun gear S2 of the second front planetary gear unit 112 is integrally connected to the input shaft 22 that is an input rotating member. Further, the carrier CA1 of the first front planetary gear unit 110 and the carrier CA2 of the second front planetary gear unit 112 are connected to each other and are integrally connected to the first intermediate output member 32. Similarly, it functions as a first intermediate output member. Further, the ring gear R1 of the first front planetary gear device 110 and the ring gear R2 of the second front planetary gear device 112 are connected to each other and are integrally connected to the second intermediate output member 34, Similarly, it functions as a second intermediate output member. With such a configuration, the first transmission unit 114 decelerates the rotation of the input shaft 22 via the first intermediate output member 32 and transmits it to the second transmission unit 116 shown in FIG. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the second intermediate output member 34 and transmitted to the second transmission unit 116.

  The first rear planetary gear device 118 constituting the second transmission unit 116 is a double pinion type planetary gear device, and includes a sun gear S3, a plurality of planet gears P3 meshing with each other, and the planet gears P3 rotating and rotating. The carrier CA3 is supported so as to be able to revolve, and the ring gear R3 meshes with the sun gear S3 via the planetary gear P3. The second rear planetary gear device 120 is a single pinion type planetary gear device, and includes a sun gear S4, a planetary gear P4, a carrier CA4 that supports the planetary gear P4 so as to be capable of rotating and revolving, and the planetary gear P4. And a ring gear R4 that meshes with the sun gear S4.

  In the second transmission unit 116, the carrier CA3 of the first rear planetary gear device 118 and the sun gear S4 of the second rear planetary gear device 120 are connected to each other to form a first rotating element RE1. Further, the ring gear R3 of the first rear planetary gear device 118 and the carrier CA4 of the second rear planetary gear device 120 are connected to each other to form a second rotating element RE2. Further, the ring gear R4 of the second rear planetary gear device 120 constitutes a third rotating element RE3. Further, the sun gear S3 of the first rear planetary gear device 118 constitutes a fourth rotating element RE4. Further, the first clutch C1, which is a first clutch element for selectively connecting the first intermediate output member 32 and the fourth rotation element RE4, the input shaft 22 and the second rotation element RE2 are selectively connected. A second clutch element C2 that is a second clutch element coupled to the first clutch, a third clutch element C3 that is a third clutch element that selectively connects the first intermediate output member 32 and the first rotation element RE1, and the input. A fourth clutch C4, which is a fourth clutch element that selectively connects the shaft 22 and the first rotating element RE1, and a second clutch that selectively connects the second intermediate output member 34 and the first rotating element RE1. A fifth clutch C5 that is a five-clutch element, and a first brake B1 that is a first brake element that selectively couples the first rotating element RE1 to the transmission case 16 that is a non-rotating member; And a second brake B2 is the second brake element coupled to selectively the transmission case 16 of the second rotary element RE2, and includes.

FIG. 37 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 108 and the operation of the hydraulic friction engagement device for establishing them. In the transmission 108 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. ”To 9th speed gear stage“ 9th ”, or any one of reverse 1st gear stage“ R1 ”to reverse 3rd speed gear stage“ R3 ”, which is a reverse gear stage, is selectively established, A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a substantially equal ratio is obtained for each gear stage.

  As shown in FIG. 37, due to the engagement of the first clutch C1 and the second brake B2, the sun gear S3 of the first rear planetary gear device 118, which is the fourth rotating element RE4, and the first intermediate output member 32 are engaged. And the ring gear R3 of the first rear planetary gear device 118 and the carrier CA4 of the second rear planetary gear device 120 and the non-rotating member which are the second rotation elements RE2 and are connected to each other. As a result, the first speed gear stage in which the speed ratio γ1 is the maximum value, for example, about “5.697”, is established.

  Further, the engagement of the first clutch C1 and the first brake B1 connects the sun gear S3 of the first rear planetary gear device 118, which is the fourth rotating element RE4, and the first intermediate output member 32. In addition, the first rotation element RE1 and the mutually connected carrier CA3 of the first rear planetary gear unit 118 and the sun gear S4 of the second rear planetary gear unit 120 and the transmission case 16 are connected to each other. As a result, the second speed gear stage in which the speed ratio γ2 is smaller than that of the first speed gear stage, for example, about “3.493” is established.

  Further, the engagement of the first clutch C1 and the third clutch C3 connects the sun gear S3 of the first rear planetary gear device 118, which is the fourth rotating element RE4, to the first intermediate output member 32. At the same time, the carrier CA3 of the first rear planetary gear device 118, the sun gear S4 of the second rear planetary gear device 120, and the first intermediate output member 32, which are the mutually connected first rotation elements RE1, By connecting the two, the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “2.250” is established.

  Further, the engagement of the first clutch C1 and the fourth clutch C4 connects the sun gear S3 of the first rear planetary gear device 118, which is the fourth rotating element RE4, to the first intermediate output member 32. In addition, the carrier CA3 of the first rear planetary gear device 118 and the sun gear S4 of the second rear planetary gear device 120, which are the first rotation elements RE1, and the input shaft that is the input rotation member. As a result, the fourth speed gear stage in which the gear ratio γ4 is smaller than the third speed gear stage, for example, about “1.557”, is established.

  Further, the engagement of the first clutch C1 and the second clutch C2 connects the sun gear S3 of the first rear planetary gear device 118, which is the fourth rotating element RE4, to the first intermediate output member 32. In addition, a space between the ring gear R3 of the first rear planetary gear device 118 and the carrier CA4 of the second rear planetary gear device 120, which are the second rotation elements RE2, and the input shaft 22 is connected to each other. As a result, the fifth speed gear stage in which the speed ratio γ5 is smaller than the fourth speed gear stage, for example, about “1.281” is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 118 that are connected to each other as the second rotation element RE2 by the engagement of the second clutch C2 and the fourth clutch C4. The carrier CA3 of the first rear planetary gear unit 118 and the second rear planetary gear 118, which are connected to each other, which are the first rotation element RE1, are connected between the carrier CA4 of 120 and the input shaft 22. By connecting the sun gear S4 of the gear device 120 and the input shaft 22, the sixth speed gear stage in which the gear ratio γ6 is smaller than the fifth speed gear stage, for example, about “1.000”. Established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 118, which are the second rotation element RE2, connected to each other by the engagement of the second clutch C2 and the third clutch C3. The carrier CA3 and the second rear planetary gear of the first rear planetary gear unit 118, which are coupled to each other, which are the first rotation element RE1, are connected between the carrier CA4 of 120 and the input shaft 22. By connecting the sun gear S4 of the device 120 and the first intermediate output member 32, the seventh speed gear in which the speed ratio γ7 is smaller than the sixth speed gear stage, for example, about “0.761”. A stage is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 118, which are mutually connected as the second rotation element RE2, by the engagement of the second clutch C2 and the fifth clutch C5. A carrier CA3 and a second rear planetary gear of the first rear planetary gear device 118, which are coupled to each other, which are the first rotation element RE1, are connected between the carrier CA4 of 120 and the input shaft 22. By connecting the sun gear S4 of the device 120 and the second intermediate output member 34, the eighth speed gear in which the speed ratio γ8 is smaller than the seventh speed gear stage, for example, about “0.695”. A stage is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 118 which are mutually connected as the second rotation element RE2 by the engagement of the second clutch C2 and the first brake B1. A carrier CA3 and a second rear planetary gear of the first rear planetary gear device 118, which are coupled to each other, which are the first rotation element RE1, are connected between the carrier CA4 of 120 and the input shaft 22. By connecting between the sun gear S4 of the device 120 and the transmission case 16, a ninth gear stage in which the speed ratio γ9 is the minimum value, for example, about “0.639” is established.

  Further, the engagement of the fifth clutch C5 and the second brake B2 results in the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 118 connected to each other as the first rotation element RE1. The sun gear S4 of the 120 and the second intermediate output member 34 are connected to each other, and the ring gear R3 and the second rear of the first rear planetary gear device 118, which are the second rotating elements RE2, are connected to each other. By connecting the carrier CA4 of the planetary gear unit 120 and the transmission case 16, the first reverse gear stage “R1” having a gear ratio γR1 of about “7.977” is established.

  Further, the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 118, which are the first rotation elements RE1, connected to each other by the engagement of the third clutch C3 and the second brake B2. The sun gear S4 of 120 and the first intermediate output member 32 are connected to each other, and the ring gear R3 and the second rear of the first rear planetary gear device 118, which are the second rotating elements RE2, are connected to each other. By connecting the carrier CA4 of the planetary gear unit 120 and the transmission case 16, the second reverse gear stage in which the gear ratio γR2 is smaller than the first reverse gear stage, for example, “3.989”. “R2” is established.

  Further, the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 118, which are the first rotation elements RE1, connected to each other by the engagement of the fourth clutch C4 and the second brake B2. A ring gear R3 and a second rear planetary gear of the first rear planetary gear unit 118, which are connected to each other, are the second rotating element RE2, and are connected between the 120 sun gear S4 and the input shaft 22. By connecting between the carrier CA4 of the device 120 and the transmission case 16, the third reverse gear stage “R3” in which the speed ratio γR3 is smaller than the second reverse gear stage, for example, “1.773”. Is established. The gear ratio ρ1 of the first front planetary gear unit 110, the gear ratio ρ2 of the second front planetary gear unit 112, the gear ratio ρ3 of the first rear planetary gear unit 118, and the second rear planetary gear unit 120 The gear ratio ρ4 is designed so as to obtain the above gear ratio.

  In the transmission 108 that establishes the gear position according to the engagement operation table of FIG. 37, the ratio (= γ1 / γ2) of the gear ratio γ1 of the first gear and the gear ratio γ2 of the second gear is “1”. .631 ”, and the ratio (= γ2 / γ3) of the speed ratio γ2 of the second speed gear stage to the speed ratio γ3 of the third speed gear stage is set to“ 1.552 ”. A ratio (= γ3 / γ4) between the ratio γ3 and the gear ratio γ4 of the fourth gear is set to “1.445”, and the gear ratio γ4 of the fourth gear and the gear ratio γ5 of the fifth gear are Ratio (= γ4 / γ5) is “1.216”, and the ratio (= γ5 / γ6) of the speed ratio γ5 of the fifth speed gear stage to the speed ratio γ6 of the sixth speed gear stage is “1.281. The ratio of the speed ratio γ6 of the sixth speed gear stage to the speed ratio γ7 of the seventh speed gear stage (= γ6 / γ7) is set to “1.313”, and the speed ratio γ7 of the seventh speed gear stage is set. And 8th gear stage The ratio (= γ7 / γ8) with the ratio γ8 is set to “1.095”, and the ratio (= γ8 / γ9) between the speed ratio γ8 of the eighth gear and the gear ratio γ9 of the ninth gear is “ 1.087 ", and each gear ratio γ is changed so as to decrease stepwise in a balanced manner. In particular, in a region where the gear ratio is smaller than “1.000”, the gear ratio step at each gear is set to about “1.100”, thereby realizing a smooth gear shift. Further, the gear ratio width (= γ1 / γ9), which is the ratio of the speed ratio γ1 of the first speed gear stage to the speed ratio γ9 of the ninth speed gear stage, is set to “8.910”, which is a relatively large value. Yes.

  In the alignment chart shown in FIG. 36, the four vertical lines Y1 to Y4 of the first transmission unit 114 are the four vertical lines Y1 to Y4 of the first transmission unit 114, and the Y1 is the first in order from the left. Y3 connects the sun gear S1 of the front planetary gear unit 110 to the ring gear R1 of the first front planetary gear unit 110 and the ring gear R2 of the second front planetary gear unit 112 to which Y2 is connected to each other. Y4 represents the carrier CA1 of the first front planetary gear unit 110 and the carrier CA2 of the second front planetary gear unit 112, and Y4 represents the sun gear S2 of the second front planetary gear unit 112. The interval is determined according to the gear ratio ρ1 of the first front planetary gear unit 110 and the gear ratio ρ2 of the second front planetary gear unit 112. Similarly, the four vertical lines Y5 to Y8 of the second transmission unit 116 shown in the right part of the collinear diagram are connected to each other in order from the left, with Y5 corresponding to the first rotation element RE1. The first rear planetary gear device in which Y6 is connected to the carrier CA3 of the first rear planetary gear device 118 and the sun gear S4 of the second rear planetary gear device 120 corresponding to the second rotating element RE2. The ring gear R3 of 118 and the carrier CA4 of the second rear planetary gear device 120, Y7 the ring gear R4 of the second rear planetary gear device 120 corresponding to the third rotation element RE3, and Y8 the fourth rotation element. The sun gear S3 of the first rear planetary gear device 118 corresponding to RE4 is represented respectively, and the distance between them represents the gear ratio ρ3 of the first rear planetary gear device 118 and the second rear planetary gear device 12. Is determined according to the gear ratio [rho] 4.

  In the alignment chart of FIG. 36, according to the engagement operation table of FIG. 37, at the first speed gear stage, the second rotating element RE2 is engaged with the transmission case 16 which is a non-rotating member by the engagement of the second brake B2. Since the fourth rotation element RE4 is connected to the first intermediate output member 32 by the engagement of the first clutch C1 and is set to the rotation speed, the rotation speed is “0”. A rotation speed of the output shaft 36 is indicated by a point (1st) where a straight line connecting the intersection of the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xa intersects the vertical line Y7.

  In the second speed gear stage, the first rotation element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 so that the rotation speed is “0”, and the fourth rotation element RE4 is the first clutch. Since the rotation speed is connected to the first intermediate output member 32 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xa is A point (2nd) intersecting the line Y7 indicates the rotational speed of the output shaft 36.

  In the third speed gear stage, the first rotating element RE1 is connected to the first intermediate output member 32 by the engagement of the third clutch C3, and the rotating speed thereof is set, and the fourth rotating element RE4 is set to the first clutch. Since the rotation speed is connected to the first intermediate output member 32 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xa and the intersection of the vertical axis Y8 and the horizontal axis Xa is The rotation speed of the output shaft 36 is indicated by a point (3rd) intersecting the line Y7.

  In the fourth speed gear stage, the first rotating element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 so that the rotating speed is “1”, and the fourth rotating element RE4 is connected to the first clutch. Since the rotation speed is connected to the first intermediate output member 32 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xa is A rotation speed of the output shaft 36 is indicated by a point (4th) intersecting the line Y7.

  In the fifth speed gear stage, the second rotating element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2 so that the rotating speed is "1", and the fourth rotating element RE4 is set to the first clutch. Since the rotation speed is connected to the first intermediate output member 32 by the engagement of C1, the straight line connecting the intersection of the vertical axis Y6 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xa is A rotation speed of the output shaft 36 is indicated by a point (5th) intersecting the line Y7.

  In the sixth gear, the first rotating element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 to be set to the rotation speed “1”, and the second rotating element RE2 is connected to the second clutch. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of C2, a straight line connecting the intersection of the vertical axis Y6 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis X1 is a vertical line. A rotation speed of the output shaft 36 is indicated by a point (6th) intersecting with Y7.

  In the seventh speed gear stage, the first rotation element RE1 is connected to the first intermediate output member 32 by the engagement of the third clutch C3 to be the rotation speed, and the second rotation element RE2 is the second rotation element RE2. Since it is connected to the input shaft 22 by the engagement of the clutch C2 and has a rotational speed of “1”, the intersection (7th) of the vertical axis Y5 and the horizontal axis X1 intersects the vertical line Y6 and the horizontal axis X1. The rotational speed of the output shaft 36 is shown.

  In the eighth speed gear stage, the first rotation element RE1 is connected to the second intermediate output member 34 by the engagement of the fifth clutch C5 and has the rotation speed, and the second rotation element RE2 is the second rotation element RE2. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of the clutch C2, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y6 and the horizontal axis X1 is The rotation speed of the output shaft 36 is indicated by a point (8th) intersecting the line Y7.

  In the ninth speed gear stage, the first rotation element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 so as to have a rotation speed “0”, and the second rotation element RE2 is connected to the second clutch. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of C2, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis XZ and the intersection of the vertical axis Y6 and the horizontal axis X1 is a vertical line. A rotation speed of the output shaft 36 is indicated by a point (9th) intersecting with Y7.

  In the reverse first speed, the first rotation element RE1 is connected to the second intermediate output member 34 by the engagement of the fifth clutch C5 and has the rotation speed, and the second rotation element RE2 is the first rotation speed. 2 Since it is connected to the transmission case 16 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y6 and the horizontal axis XZ is The rotation speed of the output shaft 36 is indicated by a point (Rev1) intersecting with the vertical line Y7.

  In the reverse second speed, the first rotation element RE1 is connected to the first intermediate output member 32 by the engagement of the third clutch C3 to be the rotation speed, and the second rotation element RE2 is the second rotation element RE2. 2 Since it is connected to the transmission case 16 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xa and the intersection of the vertical axis Y6 and the horizontal axis XZ is The rotation speed of the output shaft 36 is indicated by a point (Rev2) intersecting with the vertical line Y7.

  In the reverse third speed, the first rotation element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 and is set to a rotation speed “1”, and the second rotation element RE2 is the second rotation element RE2. Since it is connected to the transmission case 16 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis X1 and the intersection of the vertical axis Y6 and the horizontal axis XZ is A point (Rev2) intersecting the line Y7 indicates the rotational speed of the output shaft 36.

  As described above, according to this embodiment, the first intermediate output member 32 that transmits the input shaft 22 that is an input rotation member at a reduced speed and the rotation of the input rotation member 22 are transmitted to the first intermediate output member 32. The first transmission unit 108 having the second intermediate output member 34 that transmits the deceleration at a greater speed than the first transmission unit 108, and part of the sun gear, the carrier, and the ring gear of the two sets of planetary gear units are connected to each other to thereby provide four rotating elements. On the collinear diagram in which the rotational speeds of the four rotating elements can be represented by straight lines, the four rotating elements are arranged in order from one end to the other end. When the first rotation element RE1, the second rotation element RE2, the third rotation element RE3, and the fourth rotation element RE4 are used, the first intermediate output member 32 and the fourth rotation element RE4 are selectively connected to each other. The A first clutch C1 that is a clutch element, a second clutch C2 that is a second clutch element that selectively connects the input shaft 22 and the second rotating element RE2, the first intermediate output member 32, and the A third clutch C3, which is a third clutch element that selectively connects the first rotation element RE1, and a fourth clutch element that selectively connects the input shaft 22 and the first rotation element RE1. A clutch C4, a fifth clutch C5 that is a fifth clutch element that selectively connects the second intermediate output member 34 and the first rotating element RE1, and a non-rotating member that selectively connects the first rotating element RE1. A first brake B1 that is a first brake element that is connected to the transmission case 16 and a second brake element that selectively connects the second rotation element RE2 to the transmission case 16. And a second brake B2 is rake element, since it has, it is possible to provide a transmission 108 of a multistage can be realized while maintaining good balance step gear ratio at each shift speed.

  Further, the first shift stage is established by engaging the first clutch C1 and the second brake B2, and the second shift stage is established by engaging the first clutch C1 and the first brake B1, The third shift stage is established by engaging the first clutch C1 and the third clutch C3, and the fourth shift stage is established by engaging the first clutch C1 and the fourth clutch C4. The fifth gear is established by engaging the first clutch C1 and the second clutch C2, and the sixth gear is established by engaging the second clutch C2 and the fourth clutch C4. The seventh shift stage is established by engaging C2 and the third clutch C3, and the eighth shift stage is established by engaging the second clutch C2 and the fifth clutch C5. For those to be established, it is possible to realize eight forward gear stages while keeping good balance step gear ratio at each shift speed.

  In addition, since the ninth shift speed is established by engaging the second clutch C2 and the first brake B1, the forward nine shift speeds are realized while maintaining the gear ratio steps at each shift speed in a well-balanced manner. be able to.

  The first transmission unit 114 includes a double pinion type first front planetary gear device 110 and a single pinion type second front planetary gear device 112, and the sun gear S <b> 1 of the first front planetary gear device 110. Is always connected to the transmission case 16, and the carrier CA1 of the first front planetary gear device 110 and the carrier CA2 of the second front planetary gear device 112 are connected to each other as the first intermediate output member 32. The ring gear R1 of the first front planetary gear device 110 and the ring gear R2 of the second front planetary gear device 112 are connected to each other to function as the second intermediate output member 34, and the second front planetary gear device 112 Since the sun gear S2 of the gear device 112 is connected to the input shaft 22, the transmission 10 is practical. It can provide.

  The second transmission unit 116 includes a double pinion type first rear planetary gear device 118 and a single pinion type second rear planetary gear device 120, which are connected to each other. The first rotating element RE1 is configured by the carrier CA3 of 118 and the sun gear S4 of the second rear planetary gear device, and the ring gear R3 of the first rear planetary gear device 118 and the second rear planetary gear connected to each other. The carrier CA4 of the gear device 120 constitutes the second rotating element RE2, the ring gear R4 of the second rear planetary gear device 120 constitutes the third rotating element RE3, and the first rear planetary gear device 118 Since the fourth rotating element is constituted by the sun gear S3, a practical transmission 108 can be provided.

  FIG. 38 is a skeleton diagram illustrating the configuration of a transmission 122 that is still another embodiment of the present invention. FIG. 39 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 40 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 122 and the operation of the hydraulic friction engagement device for establishing them. The transmission 122 of this embodiment has the same configuration as that of the transmission 108 shown in FIG. 35 except that the configuration of the first transmission section 128 is different, and the same effect as the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 122 according to the present embodiment, portions different from the transmission 108 will be described.

  The first front planetary gear unit 124 constituting the first transmission unit 128 is a double pinion type planetary gear unit, and includes a sun gear S1, a plurality of planet gears P1 meshing with each other, and the planet gears P1 rotating and rotating. The carrier CA1 is supported so as to be able to revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 126 is a single-pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to rotate and revolve, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2.

  In the first transmission unit 128, the carrier CA1 of the first front planetary gear unit 124 is integrally connected to the transmission case 16 that is a non-rotating member, and relative rotation with respect to the transmission case 16 is prohibited. The sun gear S2 of the second front planetary gear device 126 is integrally connected to the input shaft 22 that is an input rotating member. Further, the sun gear S1 of the first front planetary gear unit 124 and the carrier CA2 of the second front planetary gear unit 126 are integrally connected to the first intermediate output member 32, and similarly the first intermediate output. Functions as a member. Further, the ring gear R1 of the first front planetary gear unit 124 and the ring gear R2 of the second front planetary gear unit 126 are integrally connected to the second intermediate output member 34, and similarly the second intermediate output. Functions as a member. With this configuration, the first transmission unit 128 decelerates and transmits the rotation of the input shaft 22 to the second transmission unit 116 via the first intermediate output member 32, and the second intermediate output unit. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the member 34 and is transmitted to the second transmission unit 116.

In the transmission 122 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. ”To 9th speed gear stage“ 9th ”, or any one of reverse 1st gear stage“ R1 ”to reverse 3rd speed gear stage“ R3 ”, which is a reverse gear stage, is selectively established, A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a substantially equal ratio is obtained for each gear stage. Here, the gear ratio, the gear ratio step, and the gear ratio width that are established according to the engagement operation table of FIG. 40 are the same as those shown in FIG.

  In the alignment chart of FIG. 39, four vertical lines Y1 to Y4 of the first transmission unit 128 indicate the carrier CA1 of the first front planetary gear unit 124 in which Y1 is the first rotating element in order from the left. , Y2 is the second rotating element, the ring gear R1 of the first front planetary gear unit 124 and the ring gear R2 of the second front planetary gear unit 126 are connected to each other, and Y3 is the third rotating element. The sun gear S1 of the first front planetary gear device 124 and the carrier CA2 of the second front planetary gear device 126 that are connected to each other are connected to the second front planetary gear device 126 in which Y4 is a fourth rotating element. The sun gear S2 is shown. Therefore, based on these rotating elements, the alignment chart shown in FIG. 39 is the same as the alignment chart shown in FIG.

  As described above, according to the present embodiment, the first transmission unit 128 includes the double pinion type first front planetary gear device 124 and the single pinion type second front planetary gear device 126, and The carrier CA1 of the first front planetary gear unit 124 is always connected to the transmission case 16 which is a non-rotating member, and the sun gear S1 of the first front planetary gear unit 124 and the second front planetary gear unit 126 The carrier CA2 is connected to each other to function as the first intermediate output member 32, and the ring gear R1 of the first front planetary gear unit 124 and the ring gear R2 of the second front planetary gear unit 126 are connected to each other to form the first. 2 functions as an intermediate output member 34, and the sun gear S2 of the second front planetary gear device 126 is connected to the input shaft 22 which is the input rotation member. Because those composed by being sintered, can provide a practical transmission 122.

  FIG. 41 is a skeleton diagram illustrating a configuration of a transmission 130 which is still another embodiment of the present invention. FIG. 42 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 43 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 130 and the operation of the hydraulic friction engagement device for establishing them. The transmission 130 of the present embodiment has the same configuration as that of the transmission 108 shown in FIG. 35 except that the configuration of the first transmission unit 136 is different, and the same effect as the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 130 according to the present embodiment, portions different from the transmission 108 will be described.

  The first front planetary gear device 132 constituting the first transmission unit 136 is a double pinion type planetary gear device, and includes a sun gear S1, a plurality of planet gears P1 meshing with each other, and the planet gears P1 rotating and rotating. The carrier CA1 is supported so as to be able to revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 134 is a single pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to rotate and revolve, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2.

  In the first transmission unit 136, the sun gear S1 of the first front planetary gear set 132 is integrally connected to the transmission case 16 that is a non-rotating member, and relative rotation with respect to the transmission case 16 is prohibited. Further, the carrier CA1 of the first front planetary gear device 132 and the sun gear S2 of the second front planetary gear device 134 that are connected to each other are integrally connected to the input shaft 22 that is an input rotation member. . Further, the ring gear R1 of the first front planetary gear device 132 and the carrier CA2 of the second front planetary gear device 134 are integrally connected to the first intermediate output member 32, and similarly the first intermediate output. Functions as a member. Further, the ring gear R2 of the second front planetary gear set 134 is integrally connected to the second intermediate output member 34, and similarly functions as a second intermediate output member. With such a configuration, the first transmission unit 136 decelerates and transmits the rotation of the input shaft 22 to the second transmission unit 116 via the first intermediate output member 32 and the second intermediate output unit. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the member 34 and is transmitted to the second transmission unit 116.

In the transmission 130 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. ”To 9th speed gear stage“ 9th ”, or any one of reverse 1st gear stage“ R1 ”to reverse 3rd speed gear stage“ R3 ”, which is a reverse gear stage, is selectively established, A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a substantially equal ratio is obtained for each gear stage. Here, the gear ratio, the gear ratio step, and the gear ratio width that are established according to the engagement operation table of FIG. 43 are the same as those shown in FIG.

  In the collinear diagram of FIG. 42, four vertical lines Y1 to Y4 of the first transmission unit 136 indicate the sun gear S1 of the first front planetary gear device 132 in which Y1 is the first rotating element in order from the left. , Y2 is the ring gear R2 of the second front planetary gear set 134, which is the second rotating element, and the ring gear R1 of the first front planetary gear set 132, which is connected to each other, Y3 is the third rotating element, and The carrier CA2 of the second front planetary gear unit 134 is connected to the carrier CA1 of the first front planetary gear unit 132 and the second front planetary gear unit 134 which are connected to each other, where Y4 is a fourth rotating element. The sun gear S2 is shown. Therefore, based on these rotating elements, the alignment chart shown in FIG. 42 is the same as the alignment chart shown in FIG.

  Thus, according to the present embodiment, the first transmission unit 136 includes the double pinion type first front planetary gear device 132 and the single pinion type second front planetary gear device 134, and The sun gear S1 of the front planetary gear unit 132 is always connected to the transmission case 16 that is a non-rotating member, and the ring gear R1 of the first front planetary gear unit 132 and the carrier CA2 of the second front planetary gear unit 134. Are connected to each other and function as the first intermediate output member 32, and the ring gear R2 of the second front planetary gear device 134 functions as the second intermediate output member 34, and the first front planetary gear device 132 The carrier CA1 and the sun gear S1 of the second front planetary gear set 134 are connected to the input shaft 22 as the input rotating member. Because it is intended to be possible to provide a practical transmission 130.

  FIG. 44 is a skeleton diagram illustrating the configuration of a transmission 138 that is still another embodiment of the present invention. FIG. 45 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 46 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 138 and the operation of the hydraulic friction engagement device for establishing them. The transmission 138 of the present embodiment has the same configuration as that of the transmission 108 shown in FIG. 35 except that the configuration of the first transmission unit 144 is different, and the same effect as the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 138 of the present embodiment, portions different from the transmission 108 will be described.

  The first front planetary gear device 140 constituting the first transmission unit 144 is a double pinion type planetary gear device, and includes a sun gear S1, a plurality of planetary gears P1 meshing with each other, and the planetary gears P1 rotating and rotating. The carrier CA1 is supported so as to be able to revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 142 is a single pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to rotate and revolve, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2.

  In the first transmission 144, the carrier CA1 of the first front planetary gear unit 140 is integrally connected to the transmission case 16 that is a non-rotating member, and relative rotation with respect to the transmission case 16 is prohibited. Further, the sun gear S1 of the first front planetary gear device 140 and the sun gear S2 of the second front planetary gear device 142 that are connected to each other are integrally connected to the input shaft 22 that is an input rotation member. . Further, the ring gear R1 of the first front planetary gear unit 140 and the carrier CA2 of the second front planetary gear unit 142 are integrally connected to the first intermediate output member 32, and similarly the first intermediate output. Functions as a member. Further, the ring gear R2 of the second front planetary gear unit 142 is integrally connected to the second intermediate output member 34, and similarly functions as a second intermediate output member. With such a configuration, the first transmission unit 144 decelerates the rotation of the input shaft 22 via the first intermediate output member 32 and transmits it to the second transmission unit 116, and the second intermediate output unit. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the member 34 and transmitted to the second transmission unit 116.

In the transmission 138 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. 46, for example, according to the command of the electronic control unit 42, Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. ”To 9th speed gear stage“ 9th ”, or any one of reverse 1st gear stage“ R1 ”to reverse 3rd speed gear stage“ R3 ”, which is a reverse gear stage, is selectively established, A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a substantially equal ratio is obtained for each gear stage. Here, the gear ratio, the gear ratio step, and the gear ratio width that are established according to the engagement operation table of FIG. 46 are the same as those shown in FIG.

  In the collinear diagram of FIG. 45, the four vertical lines Y1 to Y4 of the first transmission unit 144 indicate the carrier CA1 of the first front planetary gear device 140 in which Y1 is the first rotating element in order from the left. , Y2 is the ring gear R2 of the second front planetary gear set 142, which is the second rotation element, and the ring gear R1 of the first front planetary gear set 140, which is connected to each other, Y3 is the third rotation element, and The carrier CA2 of the second front planetary gear unit 142 is connected to the sun gear S1 of the first front planetary gear unit 140 and the second front planetary gear unit 142, where Y4 is the fourth rotating element. The sun gear S2 is shown. Therefore, based on these rotating elements, the alignment chart shown in FIG. 45 is the same as the alignment chart shown in FIG.

  As described above, according to the present embodiment, the first speed changer 144 includes the double pinion type first front planetary gear unit 140 and the single pinion type second front planetary gear unit 142, and the first The carrier CA1 of the front planetary gear unit 140 is always connected to the transmission case 16 that is a non-rotating member, and the ring gear R1 of the first front planetary gear unit 140 and the carrier CA2 of the second front planetary gear unit 142. Are connected to each other to function as the first intermediate output member 32, and the ring gear R2 of the second front planetary gear device 142 functions as the second intermediate output member 34, so that the first front planetary gear device 140 The sun gear S1 and the sun gear S2 of the second front planetary gear unit 142 are connected to the input shaft 22 as the input rotating member. Because it is intended to be possible to provide a practical transmission 138.

  FIG. 47 is a skeleton diagram illustrating a configuration of a transmission 146 which is still another embodiment of the present invention. FIG. 48 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 49 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 146 and the operation of the hydraulic friction engagement device for establishing them. The machine 146 has the same configuration as that of the transmission 108 shown in FIG. 35 except that the gear ratios of the provided planetary gear units are different, and includes a collinear chart showing the rotational speeds of the rotating elements at each gear stage, and The engagement operation table showing the relationship with the operation of the hydraulic friction engagement device is different from the transmission 108. Hereinafter, regarding the transmission 146 of the present embodiment, a collinear diagram and an engagement operation table which are different from the transmission 108 will be described.

FIG. 49 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 148 and the operation of the hydraulic friction engagement device for establishing them. In the transmission 146 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. ”To 9th speed gear stage“ 9th ”, or any one of reverse 1st gear stage“ R1 ”to reverse 3rd speed gear stage“ R3 ”, which is a reverse gear stage, is selectively established, A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a substantially equal ratio is obtained for each gear stage.

  As shown in FIG. 49, due to the engagement of the first clutch C1 and the second brake B2, the sun gear S3 of the first rear planetary gear device 118 as the fourth rotating element RE4 and the first intermediate output member 32 are engaged. And the ring gear R3 of the first rear planetary gear device 118 and the carrier CA4 of the second rear planetary gear device 120 and the non-rotating member which are connected to each other, which are the second rotating element RE2. As a result, the first speed gear stage in which the speed ratio γ1 is the maximum value, for example, “4.996” is established.

  Further, the engagement of the first clutch C1 and the first brake B1 connects the sun gear S3 of the first rear planetary gear device 118, which is the fourth rotating element RE4, and the first intermediate output member 32. In addition, the first rotating element RE1 and the mutually connected carrier CA3 of the first rear planetary gear unit 118 and the sun gear S4 of the second rear planetary gear unit 120 and the transmission case 16 are connected to each other. As a result of the connection, the second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “2.999” is established.

  Further, the engagement of the first clutch C1 and the fifth clutch C5 connects the sun gear S3 of the first rear planetary gear device 118, which is the fourth rotating element RE4, to the first intermediate output member 32. At the same time, the carrier CA3 of the first rear planetary gear device 118, the sun gear S4 of the second rear planetary gear device 120, and the second intermediate output member 34, which are connected to each other, which are the first rotating elements RE1. By connecting the two, the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “2.400” is established.

  Further, the engagement of the first clutch C1 and the third clutch C3 connects the sun gear S3 of the first rear planetary gear device 118, which is the fourth rotating element RE4, to the first intermediate output member 32. At the same time, the carrier CA3 of the first rear planetary gear device 118, the sun gear S4 of the second rear planetary gear device 120, and the first intermediate output member 32, which are the mutually connected first rotation elements RE1, By connecting the two, the fourth speed gear stage in which the gear ratio γ4 is smaller than the third speed gear stage, for example, about “2.000” is established.

  Further, the engagement of the first clutch C1 and the fourth clutch C4 connects the sun gear S3 of the first rear planetary gear device 118, which is the fourth rotating element RE4, to the first intermediate output member 32. In addition, the first rotating element RE 1 and the mutually connected carrier CA 3 of the first rear planetary gear device 118 and the sun gear S 4 of the second rear planetary gear device 120 are connected to the input shaft 22. By being connected, a fifth speed gear stage in which the speed ratio γ5 is smaller than the fourth speed gear stage, for example, about “1.500” is established.

  Further, the engagement of the first clutch C1 and the second clutch C2 connects the sun gear S3 of the first rear planetary gear device 118, which is the fourth rotating element RE4, and the first intermediate output member 32. In addition, the ring gear R3 of the first rear planetary gear device 118 and the carrier CA4 of the second rear planetary gear device 120, which are the second rotation elements RE2, and the input shaft 22 are connected to each other. As a result of the connection, a sixth speed gear stage in which the gear ratio γ6 is smaller than the fifth speed gear stage, for example, about “1.250”, is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 118, which are the second rotation elements RE2, are connected to each other by the engagement of the second clutch C2 and the fourth clutch C4. A carrier CA3 and a second rear planetary gear of the first rear planetary gear device 118, which are coupled to each other, which are the first rotation element RE1, are connected between the carrier CA4 of 120 and the input shaft 22. By connecting the sun gear S4 of the device 120 and the input shaft 22, the seventh speed gear stage in which the speed ratio γ7 is smaller than the sixth speed gear stage, for example, about “1.000” is established. Be made.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 118, which are the mutually connected second rotation elements RE2, by the engagement of the second clutch C2 and the third clutch C3. A carrier CA3 and a second rear planetary gear of the first rear planetary gear device 118, which are coupled to each other, which are the first rotation element RE1, are connected between the carrier CA4 of 120 and the input shaft 22. By connecting the sun gear S4 of the device 120 and the first intermediate output member 32, the eighth speed gear in which the gear ratio γ8 is smaller than the seventh speed gear, for example, about “0.800”. A stage is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 118, which are connected to each other, which are the second rotation elements RE2, by the engagement of the second clutch C2 and the first brake B1. The carrier CA3 and the second rear planetary gear of the first rear planetary gear unit 118, which are coupled to each other, which are the first rotation element RE1, are connected between the carrier CA4 of 120 and the input shaft 22. By connecting between the sun gear S4 of the device 120 and the transmission case 16, the ninth speed gear stage in which the gear ratio γ9 is the minimum value, for example, about “0.667” is established.

  Further, the engagement of the fifth clutch C5 and the second brake B2 results in the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 118 connected to each other as the first rotating element RE1. The sun gear S4 of 120 and the second intermediate output member 34 are connected to each other, and the ring gear R3 and the second rear of the first rear planetary gear device 118, which are the second rotating element RE2, are connected to each other. By connecting the carrier CA4 of the planetary gear unit 120 and the transmission case 16, the first reverse gear stage “R1” having a gear ratio γR1 of about “8.00” is established.

  Further, the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 118, which are the first rotation elements RE1, connected to each other by the engagement of the third clutch C3 and the second brake B2. The sun gear S4 of 120 and the first intermediate output member 32 are connected to each other, and the ring gear R3 and the second rear of the first rear planetary gear device 118, which are the second rotating elements RE2, are connected to each other. By connecting the carrier CA4 of the planetary gear unit 120 and the transmission case 16, the second reverse gear stage in which the gear ratio γR2 is smaller than the first reverse gear stage, for example, “4.00”. “R2” is established.

  Further, the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 118, which are the first rotation elements RE1, connected to each other by the engagement of the fourth clutch C4 and the second brake B2. A ring gear R3 and a second rear planetary gear of the first rear planetary gear unit 118, which are connected to each other, are the second rotating element RE2, and are connected between the 120 sun gear S4 and the input shaft 22. By connecting between the carrier CA4 of the device 120 and the transmission case 16, the third reverse gear stage “R3” in which the speed ratio γR3 is smaller than the second reverse gear stage, for example, “2.000”. Is established. The gear ratio ρ1 of the first front planetary gear unit 148, the gear ratio ρ2 of the second front planetary gear unit 150, the gear ratio ρ3 of the first rear planetary gear unit 118, and the second rear planetary gear unit 120 The gear ratio ρ4 is designed so as to obtain the above gear ratio.

  In the transmission 146 that establishes the gear position according to the engagement operation table of FIG. 49, the ratio (= γ1 / γ2) of the gear ratio γ1 of the first gear and the gear ratio γ2 of the second gear is “1”. .666 ”, and the ratio (= γ2 / γ3) between the speed ratio γ2 of the second speed gear stage and the speed ratio γ3 of the third speed gear stage is“ 1.250 ”, and the speed change of the third speed gear stage The ratio (= γ3 / γ4) between the ratio γ3 and the speed ratio γ4 of the fourth speed gear stage is “1.200”, and the speed ratio γ4 of the fourth speed gear stage and the speed ratio γ5 of the fifth speed gear stage are Ratio (= γ4 / γ5) is set to “1.333”, and the ratio (= γ5 / γ6) of the speed ratio γ5 of the fifth gear to the gear ratio γ6 of the sixth gear is “1.200. The ratio (= γ6 / γ7) of the speed ratio γ6 of the sixth speed gear and the speed ratio γ7 of the seventh speed gear is set to “1.250”, and the speed ratio γ7 of the seventh speed gear is set. And 8th gear stage The ratio (= γ7 / γ8) with the ratio γ8 is set to “1.250”, and the ratio (= γ8 / γ9) between the speed ratio γ8 of the eighth gear and the gear ratio γ9 of the ninth gear is “ 1.200 ", and each gear ratio γ is changed so as to decrease stepwise in a balanced manner. In particular, in the region beyond the second gear stage, the gear ratio step at each shift stage is set to about “1.250”, thereby realizing a smooth shift. Further, the gear ratio width (= γ1 / γ9), which is the ratio of the speed ratio γ1 of the first speed gear stage to the speed ratio γ9 of the ninth speed gear stage, is set to “7.493”, which is a relatively large value. Yes.

  In the alignment chart shown in FIG. 48, the four vertical lines Y1 to Y4 of the first transmission unit 152 are the four vertical lines Y1 to Y4 of the first transmission unit 152, and Y1 is the first in order from the left. The sun gear S1 of the front planetary gear unit 148 is connected to the ring gear R1 of the first front planetary gear unit 148 and the ring gear R2 of the second front planetary gear unit 150 to which Y2 is connected to each other. Y4 represents the carrier CA1 of the first front planetary gear device 148 and the carrier CA2 of the second front planetary gear device 150, Y4 represents the sun gear S2 of the second front planetary gear device 150, and so on. The interval is determined according to the gear ratio ρ1 of the first front planetary gear unit 148 and the gear ratio ρ2 of the second front planetary gear unit 150. Similarly, the four vertical lines Y5 to Y8 of the second transmission unit 116 shown in the right part of the collinear diagram are connected to each other in order from the left, with Y5 corresponding to the first rotation element RE1. The first rear planetary gear device in which Y6 is connected to the carrier CA3 of the first rear planetary gear device 118 and the sun gear S4 of the second rear planetary gear device 120 corresponding to the second rotating element RE2. The ring gear R3 of 118 and the carrier CA4 of the second rear planetary gear device 120, Y7 the ring gear R4 of the second rear planetary gear device 120 corresponding to the third rotation element RE3, and Y8 the fourth rotation element. The sun gear S3 of the first rear planetary gear device 118 corresponding to RE4 is represented respectively, and the distance between them represents the gear ratio ρ3 of the first rear planetary gear device 118 and the second rear planetary gear device 12. Is determined according to the gear ratio [rho] 4.

  In the alignment chart of FIG. 48, according to the engagement operation table of FIG. 49, at the first speed gear stage, the second rotating element RE2 is engaged with the transmission case 16 which is a non-rotating member by the engagement of the second brake B2. Since the fourth rotation element RE4 is connected to the first intermediate output member 32 by the engagement of the first clutch C1 and is set to the rotation speed, the rotation speed is “0”. A rotation speed of the output shaft 36 is indicated by a point (1st) where a straight line connecting the intersection of the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xa intersects the vertical line Y7.

  In the second speed gear stage, the first rotation element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 so that the rotation speed is “0”, and the fourth rotation element RE4 is the first clutch. Since the rotation speed is connected to the first intermediate output member 32 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xa is A point (2nd) intersecting the line Y7 indicates the rotational speed of the output shaft 36.

  In the third speed gear stage, the first rotating element RE1 is connected to the second intermediate output member 34 by the engagement of the fifth clutch C5 and has the rotational speed thereof, and the fourth rotating element RE4 is set to the first clutch. Since the rotation speed is connected to the first intermediate output member 32 by the engagement of C1, the straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y8 and the horizontal axis Xa is vertical. The rotation speed of the output shaft 36 is indicated by a point (3rd) intersecting the line Y7.

  In the fourth speed gear stage, the first rotation element RE1 is connected to the first intermediate output member 32 by the engagement of the third clutch C3 to be the rotation speed thereof, and the fourth rotation element RE4 is the first rotation element. Since the rotation speed is connected to the first intermediate output member 32 by the engagement of the clutch C1, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xa and the intersection of the vertical axis Y8 and the horizontal axis Xa is A rotation speed of the output shaft 36 is indicated by a point (4th) intersecting the vertical line Y7.

  In the fifth speed gear stage, the first rotating element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 and is set to the rotation speed “1”, and the fourth rotating element RE4 is connected to the first clutch. Since the rotation speed is connected to the first intermediate output member 32 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xa is A rotation speed of the output shaft 36 is indicated by a point (5th) intersecting the line Y7.

  In the sixth gear, the second rotation element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2 to be a rotation speed “1”, and the fourth rotation element RE4 is the first clutch. Since the rotation speed is connected to the first intermediate output member 32 by the engagement of C1, the straight line connecting the intersection of the vertical axis Y6 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis X1 is The rotation speed of the output shaft 36 is indicated by a point (6th) intersecting the line Y7.

  In the seventh speed gear stage, the first rotating element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 so that the rotating speed is "1", and the second rotating element RE2 is set to the second clutch. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of C2, the intersection point of the vertical axis Y5 and the horizontal axis X1 and the point intersecting the vertical line Y6 and the horizontal axis X1 (7th) The rotational speed of the output shaft 36 is shown.

  In the eighth speed gear stage, the first rotation element RE1 is connected to the first intermediate output member 32 by the engagement of the third clutch C3 to be the rotation speed thereof, and the second rotation element RE2 is the second rotation element RE2. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of the clutch C2, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xa and the intersection of the vertical axis Y6 and the horizontal axis X1 is A rotation speed of the output shaft 36 is indicated by a point (8th) intersecting with the line Y7.

  In the ninth speed gear stage, the first rotation element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 so as to have a rotation speed “0”, and the second rotation element RE2 is connected to the second clutch. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of C2, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis XZ and the intersection of the vertical axis Y6 and the horizontal axis X1 is a vertical line. A rotation speed of the output shaft 36 is indicated by a point (9th) intersecting with Y7.

  In the reverse first speed, the first rotation element RE1 is connected to the second intermediate output member 34 by the engagement of the fifth clutch C5 and has the rotation speed, and the second rotation element RE2 is the first rotation speed. 2 Since it is connected to the transmission case 16 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y6 and the horizontal axis XZ is The rotation speed of the output shaft 36 is indicated by a point (Rev1) intersecting with the vertical line Y7.

  In the reverse second speed, the first rotation element RE1 is connected to the first intermediate output member 32 by the engagement of the third clutch C3 to be the rotation speed, and the second rotation element RE2 is the second rotation element RE2. 2 Since it is connected to the transmission case 16 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xa and the intersection of the vertical axis Y6 and the horizontal axis XZ is The rotation speed of the output shaft 36 is indicated by a point (Rev2) intersecting with the vertical line Y7.

  In the reverse third speed, the first rotation element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 and is set to a rotation speed “1”, and the second rotation element RE2 is the second rotation element RE2. Since it is connected to the transmission case 16 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis X1 and the intersection of the vertical axis Y6 and the horizontal axis XZ is A point (Rev3) intersecting the line Y7 indicates the rotational speed of the output shaft 36.

  Thus, according to the present embodiment, the first shift stage is established by engaging the first clutch C1 and the second brake B2, and the first clutch C1 and the first brake B1 are engaged. To establish the second gear, to engage the first clutch C1 and the fifth clutch C5, to establish the third gear, and to engage the first clutch C1 and the third clutch C3. The fourth shift stage is established, the fifth shift stage is established by engaging the first clutch C1 and the fourth clutch C4, and the sixth shift is established by engaging the first clutch C1 and the second clutch C2. A seventh gear is established by engaging the second clutch C2 and the fourth clutch C4, and the second clutch C2 and the third clutch C3 are engaged. For those to establish an eighth gear position by Rukoto, we are possible to realize a step forward 8-speed while maintaining good balance of the gear ratio in each gear.

  In addition, since the ninth shift stage is established by engaging the second clutch C2 and the first brake B1, the forward nine-stage shift is realized while maintaining the gear ratio steps in each shift stage in a well-balanced manner. be able to.

  The first transmission unit 152 includes a double pinion type first front planetary gear device 148 and a single pinion type second front planetary gear device 150, and a sun gear S <b> 1 of the first front planetary gear device 148. Is always connected to the transmission case 16, and the carrier CA1 of the first front planetary gear device 148 and the carrier CA2 of the second front planetary gear device 150 are connected to each other as the first intermediate output member 32. The ring gear R1 of the first front planetary gear device 148 and the ring gear R2 of the second front planetary gear device 150 are connected to each other and function as the second intermediate output member 34, and the second front planetary gear device 148 functions. Since the sun gear S2 of the gear device 150 is connected to the input shaft 22, the transmission 14 is practical. It can provide.

  FIG. 50 is a skeleton diagram illustrating the configuration of a transmission 154 that is still another embodiment of the present invention. FIG. 51 is a collinear diagram showing the rotation speeds of the rotating elements at each gear stage. FIG. 52 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 154 and the operation of the hydraulic friction engagement device for establishing them. The transmission 154 of the present embodiment has the same configuration as that of the transmission 146 shown in FIG. 47 except that the configuration of the first transmission unit 160 is different, and the same effect as the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 154 of the present embodiment, portions different from the transmission 146 will be described.

  The first front planetary gear unit 156 constituting the first transmission unit 160 is a double pinion type planetary gear unit, and includes a sun gear S1, a plurality of planetary gears P1 meshing with each other, and the planetary gears P1 rotating and rotating. The carrier CA1 is supported so as to be able to revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 158 is a single pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to be capable of rotating and revolving, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2.

  In the first transmission unit 160, the carrier CA1 of the first front planetary gear unit 156 is integrally connected to the transmission case 16 that is a non-rotating member, and relative rotation with respect to the transmission case 16 is prohibited. The sun gear S2 of the second front planetary gear unit 158 is integrally connected to the input shaft 22 that is an input rotating member. Further, the sun gear S1 of the first front planetary gear unit 156 and the carrier CA2 of the second front planetary gear unit 158 are integrally connected to the first intermediate output member 32, and similarly, the first intermediate output unit Functions as a member. Further, the ring gear R1 of the first front planetary gear device 156 and the ring gear R2 of the second front planetary gear device 158 are integrally connected to the second intermediate output member 34, and similarly the second intermediate output. Functions as a member. With such a configuration, the first transmission unit 160 decelerates the rotation of the input shaft 22 via the first intermediate output member 32 and transmits it to the second transmission unit 116, and also the second intermediate output. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the member 34 and is transmitted to the second transmission unit 116.

In the transmission 154 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. 52, for example, according to the command of the electronic control unit 42, Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. ”To 9th speed gear stage“ 9th ”, or any one of reverse 1st gear stage“ R1 ”to reverse 3rd speed gear stage“ R3 ”, which is a reverse gear stage, is selectively established, A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a substantially equal ratio is obtained for each gear stage. Here, the gear ratio, the gear ratio step, and the gear ratio width that are established according to the engagement operation table of FIG. 52 are the same as those shown in FIG.

  In the collinear diagram of FIG. 51, four vertical lines Y1 to Y4 of the first transmission unit 160 indicate the carrier CA1 of the first front planetary gear unit 156 in which Y1 is the first rotating element in order from the left. , Y2 is the second rotating element, the ring gear R1 of the first front planetary gear device 156 and the ring gear R2 of the second front planetary gear device 158 are connected to each other, and Y3 is the third rotating element. The sun gear S1 of the first front planetary gear device 156 and the carrier CA2 of the second front planetary gear device 158 that are connected to each other are connected to the second front planetary gear device 158 in which Y4 is the fourth rotating element. The sun gear S2 is shown. Therefore, based on these rotating elements, the alignment chart shown in FIG. 51 is the same as the alignment chart shown in FIG.

  As described above, according to this embodiment, the first transmission unit 160 includes the double pinion type first front planetary gear device 156 and the single pinion type second front planetary gear device 158, and The carrier CA1 of the first front planetary gear unit 156 is always connected to the transmission case 16 which is a non-rotating member, and the sun gear S1 of the first front planetary gear unit 156 and the second front planetary gear unit 158 The carrier CA2 is connected to each other to function as the first intermediate output member 32, and the ring gear R1 of the first front planetary gear device 156 and the ring gear R2 of the second front planetary gear device 158 are connected to each other to form the first. 2 functions as an intermediate output member 34, and the sun gear S2 of the second front planetary gear device 158 is connected to the input shaft 22 which is the input rotation member. Because those composed by being sintered, can provide a practical transmission 154.

  FIG. 53 is a skeleton diagram illustrating a configuration of a transmission 162 which is still another embodiment of the present invention. FIG. 54 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 55 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 162 and the operation of the hydraulic friction engagement device for establishing them. The transmission 162 of the present embodiment has the same configuration as that of the transmission 146 shown in FIG. 47 except that the configuration of the first transmission unit 168 is different, and the same effect as the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 162 according to the present embodiment, portions different from the transmission 146 will be described.

  The first front planetary gear device 164 constituting the first transmission unit 168 is a double pinion type planetary gear device, and includes a sun gear S1, a plurality of planet gears P1 meshing with each other, and the planet gears P1 rotating and rotating. The carrier CA1 is supported so as to be able to revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 166 is a single pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to be capable of rotating and revolving, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2.

  In the first transmission unit 168, the sun gear S1 of the first front planetary gear device 164 is integrally connected to the transmission case 16 that is a non-rotating member, and relative rotation with respect to the transmission case 16 is prohibited. The carrier CA1 of the first front planetary gear device 164 and the sun gear S2 of the second front planetary gear device 166 are integrally connected to the input shaft 22 that is an input rotation member. Further, the ring gear R1 of the first front planetary gear device 164 and the carrier CA2 of the second front planetary gear device 166 are integrally connected to the first intermediate output member 32, and similarly the first intermediate output. Functions as a member. Further, the ring gear R2 of the second front planetary gear device 166 is integrally connected to the second intermediate output member 34, and similarly functions as a second intermediate output member. With such a configuration, the first transmission unit 168 decelerates the rotation of the input shaft 22 via the first intermediate output member 32 and transmits it to the second transmission unit 116 and also the second intermediate output unit. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the member 34 and is transmitted to the second transmission unit 116.

In the transmission 162 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. 55, for example, according to the command of the electronic control unit 42. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. ”To 9th speed gear stage“ 9th ”, or any one of reverse 1st gear stage“ R1 ”to reverse 3rd speed gear stage“ R3 ”, which is a reverse gear stage, is selectively established, A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a substantially equal ratio is obtained for each gear stage. Here, the gear ratio, the gear ratio step, and the gear ratio width that are established according to the engagement operation table of FIG. 55 are the same as those shown in FIG.

  In the alignment chart of FIG. 54, four vertical lines Y1 to Y4 of the first transmission unit 168 indicate the sun gear S1 of the first front planetary gear device 164 in which Y1 is the first rotating element in order from the left. , Y2 is a ring gear R2 of the second front planetary gear set 166 whose second rotary element is the second rotary element, and ring gear R1 of the first front planetary gear set 164 connected to each other is Y3 the third rotary element. The carrier CA2 of the first front planetary gear device 166 is connected to the carrier CA1 of the first front planetary gear device 164 and the second front planetary gear device 164, where Y4 is a fourth rotating element. 166 sun gears S2 are respectively shown. Therefore, based on these rotating elements, the alignment chart shown in FIG. 54 is the same as the alignment chart shown in FIG.

  As described above, according to the present embodiment, the first transmission unit 168 includes the double pinion type first front planetary gear device 164 and the single pinion type second front planetary gear device 166, and the first The sun gear S1 of the front planetary gear device 164 is always connected to the transmission case 16 that is a non-rotating member, and the ring gear R1 of the first front planetary gear device 164 and the carrier CA2 of the second front planetary gear device 166. Are connected to each other and function as the first intermediate output member 32, and the ring gear R2 of the second front planetary gear device 166 functions as the second intermediate output member 34, and the first front planetary gear device 164 The carrier CA1 and the sun gear S2 of the second front planetary gear set 166 are connected to the input shaft 22 which is the input rotating member. Because it is intended to be possible to provide a practical transmission 162.

  FIG. 56 is a skeleton diagram illustrating a configuration of a transmission 170 which is still another embodiment of the present invention. FIG. 57 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 58 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 170 and the operation of the hydraulic friction engagement device for establishing them. The transmission 170 of the present embodiment has the same configuration as that of the transmission 146 shown in FIG. 47 except that the configuration of the first transmission unit 176 is different, and the same effect as the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 170 of the present embodiment, portions different from the transmission 146 will be described.

  The first front planetary gear device 172 constituting the first transmission unit 176 is a double pinion type planetary gear device, and includes a sun gear S1, a plurality of planet gears P1 meshing with each other, and the planet gears P1 rotating and rotating. The carrier CA1 is supported so as to be able to revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 174 is a single pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to be capable of rotating and revolving, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2.

  In the first transmission unit 176, the carrier CA1 of the first front planetary gear unit 172 is integrally connected to the transmission case 16 that is a non-rotating member, and relative rotation with respect to the transmission case 16 is prohibited. Further, the sun gear S1 of the first front planetary gear unit 172 and the sun gear S2 of the second front planetary gear unit 174 are integrally connected to the input shaft 22 that is an input rotating member. Further, the ring gear R1 of the first front planetary gear unit 172 and the carrier CA2 of the second front planetary gear unit 174 are integrally connected to the first intermediate output member 32, and similarly the first intermediate output unit Functions as a member. Further, the ring gear R2 of the second front planetary gear unit 174 is integrally connected to the second intermediate output member 34, and similarly functions as a second intermediate output member. With such a configuration, the first transmission unit 176 decelerates the rotation of the input shaft 22 via the first intermediate output member 32 and transmits it to the second transmission unit 116, and also the second intermediate output unit. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the member 34 and is transmitted to the second transmission unit 116.

In the transmission 170 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. 58, for example, according to the command of the electronic control unit 42. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. ”To 9th speed gear stage“ 9th ”, or any one of reverse 1st gear stage“ R1 ”to reverse 3rd speed gear stage“ R3 ”, which is a reverse gear stage, is selectively established, A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a substantially equal ratio is obtained for each gear stage. Here, the gear ratio, the gear ratio step, and the gear ratio width that are established according to the engagement operation table of FIG. 58 are the same as those shown in FIG.

  In the collinear diagram of FIG. 57, four vertical lines Y1 to Y4 of the first transmission unit 176 indicate the carrier CA1 of the first front planetary gear unit 172 in which Y1 is the first rotating element in order from the left. , Y2 is a ring gear R1 of the second front planetary gear set 174, which is the second rotating element, and Y3 is a ring gear R1 of the first front planetary gear set 172 connected to each other, which is the third rotary element. And the carrier CA2 of the second front planetary gear unit 174 is connected to the sun gear S1 of the first front planetary gear unit 172 and the second front planetary gear unit which are connected to each other and Y4 is the fourth rotating element. 174 sun gears S2 are shown respectively. Therefore, based on these rotating elements, the alignment chart shown in FIG. 57 is the same as the alignment chart shown in FIG.

  Thus, according to the present embodiment, the first transmission unit 176 includes the double pinion type first front planetary gear device 172 and the single pinion type second front planetary gear device 174, and The carrier CA1 of the front planetary gear unit 172 is always connected to the transmission case 16 that is a non-rotating member, and the ring gear R1 of the first front planetary gear unit 172 and the carrier of the second front planetary gear unit 174 CA2 are connected to each other and function as the first intermediate output member 32, and the ring gear R2 of the second front planetary gear device 174 functions as the second intermediate output member 34, and the first front planetary gear device 172. And the sun gear S2 of the second front planetary gear set 174 are connected to the input shaft 22 as the input rotating member. Because those composed, can provide a practical transmission 170.

  FIG. 59 is a skeleton diagram illustrating the configuration of a transmission 178 that is still another embodiment of the present invention. FIG. 60 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 61 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 108 and the operation of the hydraulic friction engagement device for establishing them.

  The first front planetary gear device 180 constituting the first transmission unit 184 shown in FIG. 59 is a double pinion type planetary gear device, and includes a sun gear S1, a plurality of planet gears P1 meshing with each other, and these planetary gears. A carrier CA1 that supports P1 so as to rotate and revolve, and a ring gear R1 that meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 182 is a single pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to rotate and revolve, and the planetary gear P2. And a ring gear R2 that meshes with the sun gear S2.

  In the first transmission unit 184, the sun gear S1 of the first front planetary gear device 180 and the sun gear S2 of the second front planetary gear device 182 are integrally connected to the transmission case 16 that is a non-rotating member, Relative rotation with respect to the transmission case 16 is prohibited. The ring gear R2 of the second front planetary gear unit 182 is integrally connected to the input shaft 22 that is an input rotating member. The carrier CA1 of the first front planetary gear device 180 and the carrier CA2 of the second front planetary gear device 182 are connected to each other and are integrally connected to the first intermediate output member 32. Similarly, it functions as a first intermediate output member. Further, the ring gear R1 of the first front planetary gear device 180 is integrally connected to the second intermediate output member 34, and similarly functions as a second intermediate output member. With such a configuration, the first transmission unit 184 decelerates the rotation of the input shaft 22 via the first intermediate output member 32 and transmits it to the second transmission unit 186 shown in FIG. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the second intermediate output member 34 and is transmitted to the second transmission unit 186.

  The first rear planetary gear device 188 constituting the second transmission unit 186 is a double pinion type planetary gear device, and includes a sun gear S3, a plurality of planet gears P3 meshing with each other, and the planet gears P3 rotating and rotating. The carrier CA3 is supported so as to be able to revolve, and the ring gear R3 meshes with the sun gear S3 via the planetary gear P3. The second rear planetary gear unit 190 is a single pinion type planetary gear unit, and includes a sun gear S4, a planetary gear P4, a carrier CA4 that supports the planetary gear P4 so as to be capable of rotating and revolving, and the planetary gear P4. And a ring gear R4 that meshes with the sun gear S4.

  In the second transmission unit 186, the carrier CA3 of the first rear planetary gear unit 188 and the sun gear S4 of the second rear planetary gear unit 190 are connected to each other to form a first rotating element RE1. Further, the ring gear R3 of the first rear planetary gear unit 188 and the carrier CA4 of the second rear planetary gear unit 190 are connected to each other to form a second rotating element RE2. Further, the ring gear R4 of the second rear planetary gear unit 190 constitutes a third rotating element RE3. Further, the sun gear S3 of the first rear planetary gear unit 188 constitutes a fourth rotating element RE4. In addition, the first clutch C1, which is a first clutch element that selectively connects the second intermediate output member 34 and the fourth rotating element RE4, the input shaft 22 and the second rotating element RE2 are selectively connected. A second clutch element C2 that is connected to the second clutch element C2, a third clutch element C3 that is a third clutch element that selectively connects the second intermediate output member 34 and the first rotation element RE1, and the input. A fourth clutch C4, which is a fourth clutch element that selectively connects the shaft 22 and the first rotating element RE1, and a first clutch that selectively connects the first intermediate output member 32 and the first rotating element RE1. A fifth clutch C5 that is a five-clutch element, and a first brake B1 that is a first brake element that selectively couples the first rotating element RE1 to the transmission case 16 that is a non-rotating member; And a second brake B2 is the second brake element coupled to selectively the transmission case 16 of the second rotary element RE2, and includes.

FIG. 61 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 178 and the operation of the hydraulic friction engagement device for establishing them. In the transmission 178 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. To 9th gear stage “9th”, or the reverse 1st gear stage “R1” or the 2nd reverse gear stage “R2”, which is the reverse gear stage, is selectively established. A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a substantially equal ratio is obtained for each gear stage.

  As shown in FIG. 61, due to the engagement of the first clutch C1 and the second brake B2, the sun gear S3 and the second intermediate output member 34 of the first rear planetary gear unit 188, which is the fourth rotating element RE4, are engaged. And the ring gear R3 of the first rear planetary gear unit 188 and the carrier CA4 of the second rear planetary gear unit 190 and the non-rotating member which are the second rotation elements RE2 connected to each other. As a result, the first speed gear stage in which the speed ratio γ1 is the maximum value, for example, about “5.780”, is established.

  Further, the engagement of the first clutch C1 and the first brake B1 connects the sun gear S3 of the first rear planetary gear unit 188, which is the fourth rotating element RE4, and the second intermediate output member 34. In addition, the first rotating element RE1 and the mutually connected carrier CA3 of the first rear planetary gear unit 188 and the sun gear S4 of the second rear planetary gear unit 190 and the transmission case 16 are connected to each other. By being connected, a second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “3.633” is established.

  Further, the engagement of the first clutch C1 and the third clutch C3 connects the sun gear S3 of the first rear planetary gear device 188, which is the fourth rotating element RE4, to the second intermediate output member 34. At the same time, the carrier CA3 of the first rear planetary gear unit 188 and the sun gear S4 of the second rear planetary gear unit 190 and the second intermediate output member 34, which are the first rotation elements RE1, are connected to each other. By connecting the two, the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “2.517” is established.

  Further, the engagement of the first clutch C1 and the fifth clutch C5 connects the sun gear S3 of the first rear planetary gear device 188, which is the fourth rotating element RE4, and the second intermediate output member 34. At the same time, the carrier CA3 of the first rear planetary gear unit 188 and the sun gear S4 of the second rear planetary gear unit 190 and the first intermediate output member 32, which are connected to each other, which are the first rotating element RE1. By connecting the two, the fourth speed gear stage in which the speed ratio γ4 is smaller than the third speed gear stage, for example, about “2.007” is established.

  Further, the engagement of the first clutch C1 and the fourth clutch C4 connects the sun gear S3 of the first rear planetary gear unit 188, which is the fourth rotating element RE4, to the second intermediate output member 34. In addition, the first rotating element RE1 and the mutually connected carrier CA3 of the first rear planetary gear unit 188 and the sun gear S4 of the second rear planetary gear unit 190 and the input shaft 22 are connected to each other. As a result, the fifth speed gear stage in which the gear ratio γ5 is smaller than the fourth speed gear stage, for example, about “1.717” is established.

  Further, the engagement of the first clutch C1 and the second clutch C2 connects the sun gear S3 of the first rear planetary gear unit 188, which is the fourth rotating element RE4, to the second intermediate output member 34. In addition, the second rotating element RE2 and the interconnected ring gear R3 of the first rear planetary gear unit 188 and the carrier CA4 of the second rear planetary gear unit 190 and the input shaft 22 are connected. Is established, the sixth speed gear stage in which the gear ratio γ6 is smaller than the fifth speed gear stage, for example, about “1.356” is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 188 that are connected to each other as the second rotation element RE2 by the engagement of the second clutch C2 and the fourth clutch C4. The carrier CA4 of 190 and the input shaft 22 are connected to each other, and the carrier CA3 and the second rear planetary gear of the first rear planetary gear unit 188, which are the first rotation elements RE1, are connected to each other. By connecting the sun gear S4 of the device 190 and the input shaft 22, the seventh speed gear stage in which the gear ratio γ7 is smaller than the sixth speed gear stage, for example, about “1.000” is established. Be made.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 188, which are connected to each other as the second rotation element RE2, by the engagement of the second clutch C2 and the third clutch C3. The carrier CA4 of 190 and the input shaft 22 are connected to each other, and the carrier CA3 and the second rear planetary gear of the first rear planetary gear unit 188, which are the first rotation elements RE1, are connected to each other. By connecting the sun gear S4 of the device 190 and the second intermediate output member 34, the eighth speed gear having a gear ratio γ8 smaller than the seventh speed gear stage, for example, about “0.761”. A stage is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 188, which are connected to each other as the second rotation element RE2, by the engagement of the second clutch C2 and the first brake B1. The carrier CA4 of 190 and the input shaft 22 are connected to each other, and the carrier CA3 and the second rear planetary gear of the first rear planetary gear unit 188, which are the first rotation elements RE1, are connected to each other. By connecting between the sun gear S4 of the device 190 and the transmission case 16, the ninth speed gear stage in which the gear ratio γ9 is the minimum value, for example, about “0.658” is established.

  Further, the engagement of the third clutch C3 and the second brake B2 results in the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 188 connected to each other as the first rotation element RE1. The sun gear S4 of 190 and the second intermediate output member 34 are connected to each other, and the ring gear R3 and the second rear of the first rear planetary gear device 188, which are the second rotating elements RE2, are connected to each other. By connecting the carrier CA4 of the planetary gear unit 190 and the transmission case 16, the first reverse gear stage “R1” having a gear ratio γR1 of about “4.841” is established.

  Further, the engagement of the fourth clutch C4 and the second brake B2 results in the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 188 connected to each other as the first rotation element RE1. A ring gear R3 and a second rear planetary gear of the first rear planetary gear unit 188, which are connected to each other, are connected to the sun gear S4 of 190 and the input shaft 22, and are the second rotation element RE2. By connecting between the carrier CA4 of the device 190 and the transmission case 16, the second reverse gear stage “R2” in which the speed ratio γR2 is smaller than the first reverse gear stage, for example, “1.923”. Is established. The gear ratio ρ 1 of the first front planetary gear device 180, the gear ratio ρ 2 of the second front planetary gear device 182, the gear ratio ρ 3 of the first rear planetary gear device 188, and the second rear planetary gear device 190. The gear ratio ρ4 is designed so as to obtain the above gear ratio.

  In the transmission 178 that establishes the gear position according to the engagement operation table of FIG. 61, the ratio (= γ1 / γ2) of the gear ratio γ1 of the first gear and the gear ratio γ2 of the second gear is “1”. .591 ”, and the ratio (= γ2 / γ3) of the speed ratio γ2 of the second speed gear stage to the speed ratio γ3 of the third speed gear stage is“ 1.443 ”, and the speed change of the third speed gear stage The ratio (γ3 / γ4) between the ratio γ3 and the speed ratio γ4 of the fourth speed gear stage is “1.254”, and the speed ratio γ4 of the fourth speed gear stage and the speed ratio γ5 of the fifth speed gear stage are The ratio (= γ4 / γ5) is “1.169”, and the ratio (= γ5 / γ6) of the speed ratio γ5 of the fifth speed gear stage to the speed ratio γ6 of the sixth speed gear stage is “1.266. The ratio of the speed ratio γ6 of the sixth speed gear stage to the speed ratio γ7 of the seventh speed gear stage (= γ6 / γ7) is set to “1.356”, and the speed ratio γ7 of the seventh speed gear stage is set. And 8th gear stage The ratio (= γ7 / γ8) with the ratio γ8 is set to “1.313”, and the ratio (= γ8 / γ9) between the speed ratio γ8 of the eighth gear and the gear ratio γ9 of the ninth gear is “ 1.157 ”, and each gear ratio γ is changed so as to decrease stepwise in a balanced manner. Further, the gear ratio width (= γ1 / γ9), which is the ratio of the speed ratio γ1 of the first speed gear stage to the speed ratio γ9 of the ninth speed gear stage, is set to “8.910”, which is a relatively large value. Yes.

  In the alignment chart shown in FIG. 60, the four vertical lines Y1 to Y4 of the first transmission unit 184 are connected to the four vertical lines Y1 to Y4 of the first transmission unit 184 in order from the left. The sun gear S1 of the first front planetary gear device 180 and the sun gear S2 of the second front planetary gear device 182 are connected to each other, Y2 is connected to the ring gear R1 of the first front planetary gear device 180, and Y3 is connected to each other. In addition, the carrier CA1 of the first front planetary gear unit 180 and the carrier CA2 of the second front planetary gear unit 182 are represented, and Y4 represents the ring gear R2 of the second front planetary gear unit 182. Is determined according to the gear ratio ρ1 of the first front planetary gear device 180 and the gear ratio ρ2 of the second front planetary gear device 182. Similarly, the four vertical lines Y5 to Y8 of the second transmission unit 186 shown in the right part of the alignment chart are connected to each other in order from the left, with Y5 corresponding to the first rotation element RE1. The first rear planetary gear device in which the carrier CA3 of the first rear planetary gear device 188 and the sun gear S4 of the second rear planetary gear device 190 are coupled to each other corresponding to the second rotation element RE2 is represented by Y6. The ring gear R3 of 188 and the carrier CA4 of the second rear planetary gear unit 190, Y7 the ring gear R4 of the second rear planetary gear unit 190 corresponding to the third rotation element RE3, and Y8 the fourth rotation element. The sun gear S3 of the first rear planetary gear device 188 corresponding to RE4 is represented respectively, and the distance between them represents the gear ratio ρ3 of the first rear planetary gear device 188 and the second rear planetary gear device 19. Is determined according to the gear ratio [rho] 4.

  In the alignment chart of FIG. 60, according to the engagement operation table of FIG. 61, at the first speed gear stage, the second rotating element RE2 is engaged with the transmission case 16 which is a non-rotating member by the engagement of the second brake B2. Since the fourth rotational element RE4 is connected to the second intermediate output member 34 by the engagement of the first clutch C1 and has the rotational speed thereof, the rotational speed is “0”. A rotation speed of the output shaft 36 is indicated by a point (1st) where a straight line connecting the intersection of the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xb intersects the vertical line Y7.

  In the second speed gear stage, the first rotation element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 so that the rotation speed is “0”, and the fourth rotation element RE4 is the first clutch. Since the rotation speed is connected to the second intermediate output member 34 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xb is A point (2nd) intersecting the line Y7 indicates the rotational speed of the output shaft 36.

  In the third speed gear stage, the first rotating element RE1 is connected to the second intermediate output member 34 by the engagement of the third clutch C3 to be the rotating speed thereof, and the fourth rotating element RE4 is set to the first clutch. Since the rotation speed is connected to the second intermediate output member 34 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y8 and the horizontal axis Xb is The rotation speed of the output shaft 36 is indicated by a point (3rd) intersecting the line Y7.

  In the fourth speed gear stage, the first rotation element RE1 is connected to the first intermediate output member 32 by the engagement of the fifth clutch C5 to be the rotation speed thereof, and the fourth rotation element RE4 is the first rotation element. Since the rotation speed is connected to the second intermediate output member 34 by the engagement of the clutch C1, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xa and the intersection of the vertical axis Y8 and the horizontal axis Xb is A rotation speed of the output shaft 36 is indicated by a point (4th) intersecting the vertical line Y7.

  In the fifth speed gear stage, the first rotating element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 and is set to the rotation speed “1”, and the fourth rotating element RE4 is connected to the first clutch. Since the rotation speed is connected to the second intermediate output member 34 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y6 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xb is A rotation speed of the output shaft 36 is indicated by a point (5th) intersecting the line Y7.

  In the sixth gear, the second rotation element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2 to be a rotation speed “1”, and the fourth rotation element RE4 is the first clutch. Since the rotation speed is connected to the second intermediate output member 34 by the engagement of C1, the straight line connecting the intersection of the vertical axis Y6 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xb is A rotation speed of the output shaft 36 is indicated by a point (6th) intersecting with the line Y7.

  In the seventh speed gear stage, the first rotating element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 so that the rotating speed is "1", and the second rotating element RE2 is set to the second clutch. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of C2, the intersection point of the vertical axis Y5 and the horizontal axis X1 and the point intersecting the vertical line Y6 and the horizontal axis X1 (7th) The rotational speed of the output shaft 36 is shown.

  In the eighth speed gear stage, the first rotation element RE1 is connected to the second intermediate output member 34 by the engagement of the third clutch C3 to be the rotation speed thereof, and the second rotation element RE2 is the second rotation element RE2. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of the clutch C2, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y6 and the horizontal axis X1 is The rotation speed of the output shaft 36 is indicated by a point (8th) intersecting the line Y7.

  In the ninth speed gear stage, the first rotation element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 so as to have a rotation speed “0”, and the second rotation element RE2 is connected to the second clutch. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of C2, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis XZ and the intersection of the vertical axis Y6 and the horizontal axis X1 is a vertical line. A rotation speed of the output shaft 36 is indicated by a point (9th) intersecting with Y7.

  In the reverse first speed, the first rotating element RE1 is connected to the second intermediate output member 34 by the engagement of the third clutch C3 and has the rotational speed thereof, and the second rotating element RE2 is 2 Since it is connected to the transmission case 16 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y6 and the horizontal axis XZ is The rotation speed of the output shaft 36 is indicated by a point (Rev1) intersecting with the vertical line Y7.

  In the reverse second speed, the first rotation element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 and is set to a rotation speed “1”, and the second rotation element RE2 is the second rotation element RE2. Since it is connected to the transmission case 16 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis X1 and the intersection of the vertical axis Y6 and the horizontal axis XZ is A point (Rev2) intersecting the line Y7 indicates the rotational speed of the output shaft 36.

  As described above, according to the present embodiment, the first intermediate output member 32 that transmits the input shaft 22 that is an input rotation member at a reduced speed and the rotation of the input shaft 22 are transmitted from the first intermediate output member 32. The first transmission unit 184 having the second intermediate output member 34 that transmits the reduced speed at a great speed, and the sun gear, the carrier, and part of the ring gear of the two sets of planetary gear devices are connected to each other, so that four rotating elements can be obtained. And a second transmission unit 186 that is configured, and on the collinear diagram in which the rotational speeds of the four rotating elements can be represented by straight lines, the four rotating elements are arranged in order from one end to the other end. A first clutch that selectively connects the second intermediate output member 34 and the fourth rotating element RE4 when the rotating element RE1, the second rotating element RE2, the third rotating element RE3, and the fourth rotating element RE4 are used. Essential The first clutch C1, the second clutch C2 that is a second clutch element that selectively connects the input shaft 22 and the second rotation element RE2, the second intermediate output member 34, and the first rotation. A third clutch C3 that is a third clutch element that selectively connects the element RE1, and a fourth clutch C4 that is a fourth clutch element that selectively connects the input shaft 22 and the first rotating element RE1. The fifth clutch C5, which is a fifth clutch element that selectively connects the first intermediate output member 32 and the first rotation element RE1, and the first rotation element RE1 is a non-rotation member. A first brake B1 that is a first brake element coupled to the transmission case 16 and a second brake that selectively couples the second rotation element RE2 to the transmission case 16 And a second brake B2 that is prime, since it has, it is possible to provide a transmission 178 to achieve a multi-stage while maintaining good balance step gear ratio at each shift speed.

  Further, the first shift stage is established by engaging the first clutch C1 and the second brake B2, and the second shift stage is established by engaging the first clutch C1 and the first brake B1, The third shift stage is established by engaging the first clutch C1 and the third clutch C3, and the fourth shift stage is established by engaging the first clutch C1 and the fifth clutch C5. The fifth gear is established by engaging the first clutch C1 and the fourth clutch C4, the sixth gear is established by engaging the first clutch C1 and the second clutch C2, and the second clutch The seventh shift stage is established by engaging C2 and the fourth clutch C4, and the eighth shift stage is established by engaging the second clutch C2 and the third clutch C3. For those to be established, it is possible to realize a step forward 8-speed while maintaining good balance of the gear ratio in each gear.

  In addition, since the ninth shift stage is established by engaging the second clutch C2 and the first brake B1, the forward nine-stage shift is realized while maintaining the gear ratio steps in each shift stage in a well-balanced manner. be able to.

  The first transmission unit 184 includes a double pinion type first front planetary gear unit 180 and a single pinion type second front planetary gear unit 182, and the sun gear S <b> 1 of the first front planetary gear unit 180. The sun gear S2 of the second front planetary gear unit 182 is always connected to the transmission case 16 that is a non-rotating member, and the carrier CA1 of the first front planetary gear unit 180 and the second front planetary gear unit 180. The carrier CA2 of the device 182 is connected to each other and functions as the first intermediate output member 32, and the ring gear R1 of the first front planetary gear device 180 functions as the second intermediate output member 34, and the second front output The ring gear R2 of the planetary gear unit 182 is configured by being connected to the input shaft 22 that is the input rotation member. It can provide a practical transmission 178.

  The second transmission unit 186 includes a double pinion type first rear planetary gear unit 188 and a single pinion type second rear planetary gear unit 190, which are connected to each other. The first rotating element RE1 is configured by the carrier CA3 of 188 and the sun gear S4 of the second rear planetary gear unit 190, and the ring gear R3 and the second rear unit of the first rear planetary gear unit 188 connected to each other. The second rotating element RE2 is constituted by the carrier CA4 of the planetary gear device 190, the third rotating element RE3 is constituted by the ring gear R4 of the second rear planetary gear device 190, and the first rear planetary gear device 188. Since the fourth rotating element RE4 is constituted by the sun gear S3, a practical transmission 178 can be provided.

  FIG. 62 is a skeleton diagram illustrating the configuration of a transmission 192 that is still another embodiment of the present invention. FIG. 63 is a collinear diagram showing the rotation speed of the rotating element at each gear stage. FIG. 64 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 192 and the operation of the hydraulic friction engagement device for establishing them. The transmission 192 of the present embodiment has the same configuration as that of the transmission 178 shown in FIG. 59 except that the configuration of the first transmission unit 192 is different, and the same effect as the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 192 of the present embodiment, portions different from the transmission 178 will be described.

  The first front planetary gear unit 194 constituting the first transmission unit 198 is a double pinion type planetary gear unit, and includes a sun gear S1, a plurality of planetary gears P1 meshing with each other, and the planetary gears P1 rotating and rotating. The carrier CA1 is supported so as to be able to revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 196 is a single pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to be capable of rotating and revolving, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2.

  In the first transmission unit 198, the carrier CA1 of the first front planetary gear unit 194 and the sun gear S2 of the second front planetary gear unit 196 are integrally connected to the transmission case 16 that is a non-rotating member, Relative rotation with respect to the transmission case 16 is prohibited. Further, the ring gear R2 of the second front planetary gear unit 196 is integrally connected to the input shaft 22 which is an input rotating member. Further, the sun gear S1 of the first front planetary gear unit 194 and the carrier CA2 of the second front planetary gear unit 196 are integrally connected to the first intermediate output member 32, and similarly, the first intermediate output member Functions as a member. Further, the ring gear R1 of the first front planetary gear unit 194 is integrally connected to the second intermediate output member 34, and similarly functions as a second intermediate output member. With such a configuration, the first transmission unit 198 decelerates the rotation of the input shaft 22 via the first intermediate output member 32 and transmits it to the second transmission unit 186, and also the second intermediate output unit 198. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the member 34 and is transmitted to the second transmission unit 186.

In the transmission 192 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. 64, for example, according to the command of the electronic control unit 42. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. To 9th gear stage “9th”, or the reverse 1st gear stage “R1” or the 2nd reverse gear stage “R2”, which is the reverse gear stage, is selectively established. A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a substantially equal ratio is obtained for each gear stage. Here, the gear ratio, the gear ratio step, and the gear ratio width that are established according to the engagement operation table of FIG. 64 are the same as those shown in FIG.

  In the collinear diagram of FIG. 63, the four vertical lines Y1 to Y4 of the first transmission unit 198 are connected to each other in the order from the left, with Y1 being the first rotating element. The carrier CA1 of 194 and the sun gear S2 of the second front planetary gear device 196, the ring gear R1 of the first front planetary gear device 194 in which Y2 is the second rotation element, and the Y3 is the third rotation element. The sun gear S1 of the first front planetary gear unit 194 and the carrier CA2 of the second front planetary gear unit 196 connected to each other are connected to the second front planetary gear unit whose Y4 is a fourth rotating element. Each of the ring gears R2 of 196 is shown. Therefore, based on these rotating elements, the alignment chart shown in FIG. 63 is the same as the alignment chart shown in FIG.

  As described above, according to this embodiment, the first transmission unit 198 includes the double pinion type first front planetary gear device 194 and the single pinion type second front planetary gear device 196, and The carrier CA1 of the front planetary gear unit 194 and the sun gear S2 of the second front planetary gear unit 196 are always connected to the transmission case 16 that is a non-rotating member, and the sun gear of the first front planetary gear unit 194 is also connected. S1 and the carrier CA2 of the second front planetary gear unit 196 are connected to each other to function as the first intermediate output member 32, and the ring gear R1 of the first front planetary gear unit 194 is the second intermediate output member 34. And the ring gear R2 of the second front planetary gear unit 196 is connected to the input shaft 22 as the input rotation member. Because those composed, can provide a practical transmission 192.

  FIG. 65 is a skeleton diagram illustrating the configuration of a transmission 200 that is still another embodiment of the present invention. FIG. 66 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 67 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 200 and the operation of the hydraulic friction engagement device for establishing them. The transmission 200 of the present embodiment has the same configuration as that of the transmission 178 shown in FIG. 59 except that the configuration of the first transmission unit 206 is different, and the same effect as the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 200 of the present embodiment, portions different from the transmission 178 will be described.

  The first front planetary gear device 202 constituting the first transmission unit 206 is a double pinion type planetary gear device, and includes a sun gear S1, a plurality of planet gears P1 meshing with each other, and the planet gears P1 rotating and rotating. The carrier CA1 is supported so as to be able to revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear unit 204 is a single pinion type planetary gear unit, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to be capable of rotating and revolving, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2.

  In the first transmission unit 206, the carrier CA1 of the first front planetary gear device 202 and the sun gear S2 of the second front planetary gear device 204 are integrally connected to the transmission case 16 that is a non-rotating member, Relative rotation with respect to the transmission case 16 is prohibited. The sun gear S1 of the first front planetary gear device 202 and the ring gear R2 of the second front planetary gear device 204 are integrally connected to the input shaft 22 that is an input rotation member. Further, the carrier CA1 of the second front planetary gear unit 204 is integrally connected to the first intermediate output member 32, and similarly functions as the first intermediate output member. Further, the ring gear R1 of the first front planetary gear device 202 is integrally connected to the second intermediate output member 34, and similarly functions as a second intermediate output member. With such a configuration, the first transmission unit 206 decelerates the rotation of the input shaft 22 via the first intermediate output member 32 and transmits the reduced speed to the second transmission unit 186 and the second intermediate output. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the member 34 and is transmitted to the second transmission unit 186.

In the transmission 200 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. 67, for example, according to the command of the electronic control unit 42. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. To 9th gear stage “9th”, or the reverse 1st gear stage “R1” or the 2nd reverse gear stage “R2”, which is the reverse gear stage, is selectively established. A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a substantially equal ratio is obtained for each gear stage. Here, the gear ratio, the gear ratio step, and the gear ratio width that are established according to the engagement operation table of FIG. 67 are the same as those shown in FIG.

  In the collinear diagram of FIG. 66, the four vertical lines Y1 to Y4 of the first transmission unit 206 are connected to each other in order from the left, with Y1 being the first rotating element. The carrier CA1 of 202 and the sun gear S2 of the second front planetary gear unit 204, the ring gear R1 of the first front planetary gear unit 202 where Y2 is the second rotation element, and the Y3 is the third rotation element. The carrier CA2 of the second front planetary gear unit 204 is connected to the sun gear S1 of the first front planetary gear unit 202 and the second front planetary gear unit which are connected to each other and Y4 is the fourth rotating element. Each of 204 ring gears R2 is shown. Therefore, based on these rotating elements, the alignment chart shown in FIG. 66 is the same as the alignment chart shown in FIG.

  As described above, according to the present embodiment, the first transmission unit 206 includes the first front planetary gear device 202 of a double pinion type and the second front planetary gear device 204 of a single pinion type. The carrier CA1 of the front planetary gear device 202 and the sun gear S2 of the second front planetary gear device 204 are always connected to the transmission case 16 that is a non-rotating member, and the carrier of the second front planetary gear device 204 is also connected. CA2 functions as the first intermediate output member 32, ring gear R1 of the first front planetary gear device 202 functions as the second intermediate output member 34, and the sun gear S1 of the first front planetary gear device 202 and The ring gear R2 of the second front planetary gear set 204 is connected to the input shaft 22 that is the input rotation member. There therefore, possible to provide a practical transmission 200.

FIG. 68 is a skeleton diagram illustrating the configuration of a transmission 208 that is still another embodiment of the present invention. FIG. 69 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 70 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 208 and the operation of the hydraulic friction engagement device for establishing them. The transmission 208 of the present embodiment has the same configuration as the transmission 178 shown in FIG. 59 except that the gear ratios of the provided planetary gears are different, and indicates the rotational speed of the rotating element at each gear stage. The engagement operation table showing the relationship between the alignment chart and the operation of the hydraulic friction engagement device is different from the transmission 178. Hereinafter, regarding the transmission 208 of the present embodiment, a collinear diagram and an engagement operation table which are different from the transmission 178 will be described.

FIG. 70 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 208 and the operation of the hydraulic friction engagement device for establishing them. In the transmission 208 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. 70, for example, according to the command of the electronic control unit 42. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. To 9th gear stage “9th”, or the reverse 1st gear stage “R1” or the 2nd reverse gear stage “R2”, which is the reverse gear stage, is selectively established. A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a substantially equal ratio is obtained for each gear stage.

  As shown in FIG. 70, due to the engagement of the first clutch C1 and the second brake B2, the sun gear S3 of the first rear planetary gear unit 188 as the fourth rotating element RE4 and the second intermediate output member 34 are engaged. And the ring gear R3 of the first rear planetary gear unit 188 and the carrier CA4 of the second rear planetary gear unit 190 and the non-rotating member which are the second rotational elements RE2 connected to each other. As a result, the first speed gear stage in which the speed ratio γ1 is the maximum value, for example, about “4.816”, is established.

  Further, the engagement of the first clutch C1 and the first brake B1 connects the sun gear S3 of the first rear planetary gear unit 188, which is the fourth rotating element RE4, and the second intermediate output member 34. In addition, the first rotating element RE1 and the mutually connected carrier CA3 of the first rear planetary gear unit 188 and the sun gear S4 of the second rear planetary gear unit 190 and the transmission case 16 are connected to each other. As a result of the connection, the second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “3.028” is established.

  Further, the engagement of the first clutch C1 and the third clutch C3 connects the sun gear S3 of the first rear planetary gear unit 188, which is the fourth rotating element RE4, and the second intermediate output member 34. The carrier CA3 of the first rear planetary gear device 188 and the sun gear S4 of the second rear planetary gear device 190 and the second intermediate output member 34, which are the first rotation elements RE1, which are connected to each other. By connecting the two, the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “2.098” is established.

  Further, the engagement of the first clutch C1 and the fourth clutch C4 connects the sun gear S3 of the first rear planetary gear device 188, which is the fourth rotating element RE4, to the second intermediate output member 34. In addition, the first rotating element RE1 and the mutually connected carrier CA3 of the first rear planetary gear device 188 and the sun gear S4 of the second rear planetary gear device 190 and the input shaft 22 are connected to each other. As a result, the fourth speed gear stage in which the speed ratio γ4 is smaller than that of the third speed gear stage, for example, about “1.569” is established.

  Further, the engagement of the first clutch C1 and the second clutch C2 establishes a connection between the sun gear S3 of the first rear planetary gear device 188, which is the fourth rotating element RE4, and the second intermediate output member 34. In addition, a space between the ring gear R3 of the first rear planetary gear device 188 and the carrier CA4 of the second rear planetary gear device 190 and the input shaft 22 which are the second rotation elements RE2 connected to each other is connected. As a result of the connection, a fifth speed gear stage in which the speed ratio γ5 is smaller than the fourth speed gear stage, for example, about “1.295” is established.

  Further, due to the engagement of the second clutch C2 and the fourth clutch C4, the ring gear R3 of the first rear planetary gear device 188 and the carrier CA4 of the second rear planetary gear device 190, which are the second rotation element RE2, The input shaft 22 is connected to the carrier shaft CA3 of the first rear planetary gear device 188 and the sun gear of the second rear planetary gear device 190, which are connected to each other as the first rotating element RE1. By connecting S4 and the input shaft 22, the sixth speed gear stage in which the gear ratio γ6 is smaller than the fifth speed gear stage, for example, about “1.000” is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 188 that are connected to each other as the second rotation element RE2 by the engagement of the second clutch C2 and the fifth clutch C5. The carrier CA4 of 190 and the input shaft 22 are connected to each other, and the carrier CA3 and the second rear planetary gear of the first rear planetary gear unit 188, which are the first rotation elements RE1, are connected to each other. By connecting the sun gear S4 of the device 190 and the first intermediate output member 32, the seventh speed gear in which the gear ratio γ7 is smaller than the sixth speed gear stage, for example, about “0.892”. A stage is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 188, which are connected to each other as the second rotation element RE2, by the engagement of the second clutch C2 and the third clutch C3. The carrier CA4 of 190 and the input shaft 22 are connected to each other, and the carrier CA3 and the second rear planetary gear of the first rear planetary gear unit 188, which are the first rotation elements RE1, are connected to each other. By connecting the sun gear S4 of the device 190 and the second intermediate output member 34, the eighth speed gear whose gear ratio γ8 is smaller than the seventh speed gear stage, for example, about “0.786”. A stage is established.

  Further, the ring gear R3 and the second rear planetary gear device of the first rear planetary gear device 188, which are connected to each other as the second rotation element RE2, by the engagement of the second clutch C2 and the first brake B1. The carrier CA4 of 190 and the input shaft 22 are connected to each other, and the carrier CA3 and the second rear planetary gear of the first rear planetary gear unit 188, which are the first rotation elements RE1, are connected to each other. By connecting between the sun gear S4 of the device 190 and the transmission case 16, the ninth speed gear stage in which the gear ratio γ9 is the minimum value, for example, about “0.658” is established.

  Further, the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 188 connected to each other as the first rotation element RE1 by the engagement of the third clutch C3 and the second brake B2. The sun gear S4 of 190 and the second intermediate output member 34 are connected to each other, and the ring gear R3 and the second rear of the first rear planetary gear device 188, which are the second rotating elements RE2, are connected to each other. By connecting between the carrier CA4 of the planetary gear unit 190 and the transmission case 16, the first reverse gear stage "R1" having a gear ratio γR1 of "4.034" is established.

  Further, the engagement of the fourth clutch C4 and the second brake B2 results in the carrier CA3 and the second rear planetary gear device of the first rear planetary gear device 188 connected to each other as the first rotation element RE1. A ring gear R3 and a second rear planetary gear of the first rear planetary gear unit 188, which are connected to each other, are connected to the sun gear S4 of 190 and the input shaft 22, and are the second rotation element RE2. By connecting between the carrier CA4 of the device 190 and the transmission case 16, the second reverse gear stage “R2” in which the speed ratio γR2 is smaller than the first reverse gear stage, for example, “1.923”. Is established. The gear ratio ρ1 of the first front planetary gear device 210, the gear ratio ρ2 of the second front planetary gear device 212, the gear ratio ρ3 of the first rear planetary gear device 188, and the second rear planetary gear device 190 The gear ratio ρ4 is designed so as to obtain the above gear ratio.

  In the transmission 208 that establishes the gear position according to the engagement operation table of FIG. 70, the ratio (= γ1 / γ2) of the gear ratio γ1 of the first gear and the gear ratio γ2 of the second gear is “1”. .591 ”, and the ratio (= γ2 / γ3) of the speed ratio γ2 of the second speed gear stage to the speed ratio γ3 of the third speed gear stage is“ 1.443 ”, and the speed change of the third speed gear stage A ratio (= γ3 / γ4) between the ratio γ3 and the speed ratio γ4 of the fourth speed gear stage is “1.337”, and the speed ratio γ4 of the fourth speed gear stage and the speed ratio γ5 of the fifth speed gear stage are Ratio (= γ4 / γ5) is set to “1.211”, and the ratio (= γ5 / γ6) of the speed ratio γ5 of the fifth gear to the gear ratio γ6 of the sixth gear is “1.295”. The ratio of the speed ratio γ6 of the sixth speed gear stage to the speed ratio γ7 of the seventh speed gear stage (= γ6 / γ7) is set to “1.121”, and the speed ratio γ7 of the seventh speed gear stage is set. And 8th gear stage The ratio (= γ7 / γ8) with the ratio γ8 is set to “1.135”, and the ratio (= γ8 / γ9) between the speed ratio γ8 of the eighth gear and the gear ratio γ9 of the ninth gear is “ 1.195 ", and each gear ratio γ is changed so as to decrease stepwise in a balanced manner. Further, the gear ratio width (= γ1 / γ9), which is the ratio of the speed ratio γ1 of the first speed gear stage to the speed ratio γ9 of the ninth speed gear stage, is set to “7.321”, which is a relatively large value. Yes.

  In the alignment chart shown in FIG. 69, the four vertical lines Y1 to Y4 of the first transmission unit 214 are connected to the four vertical lines Y1 to Y4 of the first transmission unit 214 in order from the left. The sun gear S1 of the first front planetary gear unit 210 and the sun gear S2 of the second front planetary gear unit 212 are connected to each other, Y2 is connected to the ring gear R1 of the first front planetary gear unit 210, and Y3 is connected to each other. Y4 represents the carrier CA1 of the first front planetary gear unit 210 and the carrier CA2 of the second front planetary gear unit 212, Y4 represents the ring gear R2 of the second front planetary gear unit 212, and so on. The interval is determined according to the gear ratio ρ1 of the first front planetary gear device 210 and the gear ratio ρ2 of the second front planetary gear device 212. Similarly, the four vertical lines Y5 to Y8 of the second transmission unit 186 shown in the right part of the alignment chart are connected to each other in order from the left, with Y5 corresponding to the first rotation element RE1. The first rear planetary gear unit 188 in which the carrier CA3 of the first rear planetary gear unit 188 and the sun gear S4 of the second rear planetary gear unit 190 are connected to each other with Y6 corresponding to the second rotating element RE2. Ring gear R3 and the carrier CA4 of the second rear planetary gear unit 190, Y7 the ring gear R4 of the second rear planetary gear unit 190 corresponding to the third rotation element RE3, and Y8 the fourth rotation element RE4. Represents the sun gear S3 of the first rear planetary gear device 188 corresponding to the gear ratio ρ3 of the first rear planetary gear device 188 and the distance of the second rear planetary gear device 190. Are determined in accordance with ya ratio [rho] 4.

  In the alignment chart of FIG. 69, according to the engagement operation table of FIG. 70, at the first speed gear stage, the second rotating element RE2 is engaged with the transmission case 16 which is a non-rotating member by the engagement of the second brake B2. Since the rotation speed is “0”, the fourth rotation element RE4 is connected to the second intermediate output member 34 by the engagement of the first clutch C1 and has the rotation speed. A rotation speed of the output shaft 36 is indicated by a point (1st) where a straight line connecting the intersection of the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xb intersects the vertical line Y7.

  In the second speed gear stage, the first rotation element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 so that the rotation speed is “0”, and the fourth rotation element RE4 is the first clutch. Since the rotation speed is connected to the second intermediate output member 34 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xb is A point (2nd) intersecting the line Y7 indicates the rotational speed of the output shaft 36.

  In the third speed gear stage, the first rotating element RE1 is connected to the second intermediate output member 34 by the engagement of the third clutch C3 to be the rotating speed thereof, and the fourth rotating element RE4 is set to the first clutch. Since the rotation speed is connected to the second intermediate output member 34 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y8 and the horizontal axis Xb is The rotation speed of the output shaft 36 is indicated by a point (3rd) intersecting the line Y7.

  In the fourth speed gear stage, the first rotation element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 to have the rotation speed “1”, and the fourth rotation element RE4 is the first rotation element RE4. Since it is connected to the second intermediate output member 34 by the engagement of the clutch C1 and has its rotational speed, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xb is A rotation speed of the output shaft 36 is indicated by a point (4th) intersecting the vertical line Y7.

  In the fifth speed gear stage, the second rotating element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2 so that the rotating speed is "1", and the fourth rotating element RE4 is set to the first clutch. Since the rotation speed is connected to the second intermediate output member 34 by the engagement of C1, a straight line connecting the intersection of the vertical axis Y6 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xb is A rotation speed of the output shaft 36 is indicated by a point (5th) intersecting the line Y7.

  In the sixth gear, the first rotation element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 to be a rotation speed “1”, and the second rotation element RE2 is the second clutch. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of C2, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis X1 and the intersection of the vertical axis Y6 and the horizontal axis X1 is The rotation speed of the output shaft 36 is indicated by a point (6th) intersecting the line Y7.

  In the seventh speed gear stage, the first rotation element RE1 is connected to the first intermediate output member 32 by the engagement of the fifth clutch C5 to be the rotation speed thereof, and the second rotation element RE2 is the second rotation element RE2. Since it is connected to the input shaft 22 by the engagement of the clutch C2 and has a rotational speed of “1”, the intersection (7th) of the vertical axis Y5 and the horizontal axis X1 intersects the vertical line Y6 and the horizontal axis X1 The rotational speed of the output shaft 36 is shown.

  In the eighth speed gear stage, the first rotation element RE1 is connected to the second intermediate output member 34 by the engagement of the third clutch C3 to be the rotation speed thereof, and the second rotation element RE2 is the second rotation element RE2. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of the clutch C2, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y6 and the horizontal axis X1 is The rotation speed of the output shaft 36 is indicated by a point (8th) intersecting the line Y7.

  In the ninth speed gear stage, the first rotation element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 so as to have a rotation speed “0”, and the second rotation element RE2 is connected to the second clutch. Since the rotation speed is “1” by being connected to the input shaft 22 by the engagement of C2, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis XZ and the intersection of the vertical axis Y6 and the horizontal axis X1 is a vertical line. A rotation speed of the output shaft 36 is indicated by a point (9th) intersecting with Y7.

  In the reverse first speed, the first rotating element RE1 is connected to the second intermediate output member 34 by the engagement of the third clutch C3 and has the rotational speed thereof, and the second rotating element RE2 is 2 Since it is connected to the transmission case 16 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y6 and the horizontal axis XZ is The rotation speed of the output shaft 36 is indicated by a point (Rev1) intersecting with the vertical line Y7.

  In the reverse second speed, the first rotation element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 and is set to a rotation speed “1”, and the second rotation element RE2 is the second rotation element RE2. Since it is connected to the transmission case 16 by the engagement of the brake B2 and the rotational speed is “0”, a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis X1 and the intersection of the vertical axis Y6 and the horizontal axis XZ is A point (Rev2) intersecting the line Y7 indicates the rotational speed of the output shaft 36.

  Thus, according to the present embodiment, the first shift stage is established by engaging the first clutch C1 and the second brake B2, and the first clutch C1 and the first brake B1 are engaged. To establish the second gear, to engage the first clutch C1 and the third clutch C3, to establish the third gear, and to engage the first clutch C1 and the fourth clutch C4. The fourth shift stage is established, the fifth shift stage is established by engaging the first clutch C1 and the second clutch C2, and the sixth shift is established by engaging the second clutch C2 and the fourth clutch C4. A seventh gear is established by engaging the second clutch C2 and the fifth clutch C5, and the second clutch C2 and the third clutch C3 are engaged. For those to establish an eighth gear position by Rukoto, it is possible to realize eight forward gear stages while keeping good balance step gear ratio at each shift speed.

In addition, since the ninth shift speed is established by engaging the second clutch C2 and the first brake B1, the forward nine shift speeds are realized while maintaining the gear ratio steps at each shift speed in a well-balanced manner. be able to.

The first transmission unit 214 includes a double pinion type first front planetary gear device 210 and a single pinion type second front planetary gear device 212, and a sun gear S <b> 1 of the first front planetary gear device 210. And the sun gear S2 of the second front planetary gear unit 212 is always connected to the transmission case 16 which is a non-rotating member, and the carrier CA1 and the second front planetary gear of the first front planetary gear unit 210. The carrier CA2 of the device 212 is connected to each other and functions as the first intermediate output member 32, and the ring gear R1 of the first front planetary gear device 210 functions as the second intermediate output member 34, and the second front output The ring gear R2 of the planetary gear device 212 is configured by being connected to the input shaft 22 which is the input rotation member. It can provide a practical transmission 208.

  FIG. 71 is a skeleton diagram illustrating a configuration of a transmission 216 that is still another embodiment of the present invention. FIG. 72 is a collinear diagram showing the rotational speed of the rotating element at each gear stage. FIG. 73 is an engagement operation table showing the relationship between the predetermined transmission gear stages for the transmission 216 and the operation of the hydraulic friction engagement device for establishing them. The transmission 216 of the present embodiment has the same configuration as that of the transmission 208 shown in FIG. 68 except that the configuration of the first transmission unit 222 is different, and the same effect as the above-described embodiment can be obtained. Hereinafter, with respect to the transmission 216 of the present embodiment, portions different from the transmission 208 will be described.

  The first front planetary gear device 218 constituting the first transmission unit 222 is a double pinion type planetary gear device, and includes a sun gear S1, a plurality of planet gears P1 meshing with each other, and the planet gears P1 rotating and rotating. The carrier CA1 is supported so as to be able to revolve, and the ring gear R1 meshes with the sun gear S1 via the planetary gear P1. The second front planetary gear device 220 is a single pinion type planetary gear device, and includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to rotate and revolve, and the planetary gear P2. Is provided with a ring gear R2 that meshes with the sun gear S2.

  In the first transmission unit 222, the carrier CA1 of the first front planetary gear device 218 and the sun gear S2 of the second front planetary gear device 220 are integrally connected to the transmission case 16 that is a non-rotating member, Relative rotation with respect to the transmission case 16 is prohibited. Further, the sun gear S1 of the first front planetary gear device 218 and the ring gear R2 of the second front planetary gear device 220 are integrally connected to the input shaft 22 that is an input rotation member. Further, the carrier CA2 of the second front planetary gear device 220 is integrally connected to the first intermediate output member 32, and similarly functions as the first intermediate output member. Further, the ring gear R1 of the first front planetary gear device 218 is integrally connected to the second intermediate output member 34, and similarly functions as a second intermediate output member. With such a configuration, the first transmission unit 222 decelerates the rotation of the input shaft 22 via the first intermediate output member 32 and transmits it to the second transmission unit 186 and also the second intermediate output unit. The rotation of the input shaft 22 is decelerated more than the first intermediate output member 32 via the member 34 and is transmitted to the second transmission unit 186.

In the transmission 216 configured as described above, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, as shown in FIG. Two hydraulic friction engagement devices selected from the fifth clutch C5, the first brake B1, and the second brake B2 are simultaneously engaged and actuated, whereby the first speed gear stage “1st” that is the forward gear stage. To 9th gear stage “9th”, or the reverse 1st gear stage “R1” or the 2nd reverse gear stage “R2”, which is the reverse gear stage, is selectively established. A gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes in a substantially equal ratio is obtained for each gear stage. Here, the gear ratio, the gear ratio step, and the gear ratio width that are established according to the engagement operation table of FIG. 73 are the same as those shown in FIG.

  In the collinear diagram of FIG. 72, the four vertical lines Y1 to Y4 of the first transmission unit 222 are connected to each other in order from the left, with Y1 being the first rotating element. The carrier CA1 of 218 and the sun gear S2 of the second front planetary gear device 220, the ring gear R1 of the first front planetary gear device 218 in which Y2 is the second rotation element, and the Y3 is the third rotation element. The carrier CA2 of the second front planetary gear device 220 is connected to the sun gear S1 of the first front planetary gear device 218 and the second front planetary gear device Y4 connected to each other, where Y4 is the fourth rotating element. Each of 220 ring gears R2 is shown. Therefore, based on these rotating elements, the alignment chart shown in FIG. 72 is the same as the alignment chart shown in FIG.

  As described above, according to this embodiment, the first transmission unit 222 includes the double pinion type first front planetary gear device 218 and the single pinion type second front planetary gear device 220, and The carrier CA1 of the front planetary gear device 218 and the sun gear S2 of the second front planetary gear device 220 are always connected to the transmission case 16 that is a non-rotating member, and the carrier of the second front planetary gear device 220 is also connected. CA2 functions as the first intermediate output member 32, the ring gear R1 of the first front planetary gear device 218 functions as the second intermediate output member 34, and the sun gear S1 of the first front planetary gear device 218 and The ring gear R2 of the second front planetary gear device 220 is configured by being connected to the input shaft 22 that is the input rotation member. There therefore, possible to provide a practical transmission 218.

  FIG. 74 is a skeleton diagram illustrating a configuration of a transmission 230 that is still another embodiment of the present invention. 75 is a collinear diagram showing the rotational speeds of the rotating elements at each gear stage, and FIG. 76 is a diagram of predetermined gear stages for the transmission 230 and hydraulic friction engagement for establishing them. It is an engagement operation | movement table | surface which shows the relationship with operation | movement of an apparatus. Further, the transmission 230 of the present embodiment is composed of the same members as the transmission 178 described above. Therefore, the first transmission unit 184 decelerates and transmits the rotation of the input shaft 22 and transmits the rotation of the input shaft 22 by decelerating the rotation of the input shaft 22 further than the first intermediate output member 32. Since the second transmission unit 186 includes four rotation elements including the intermediate output member 34 and the first rotation element RE1 to the fourth rotation element RE4, the same effect as in the above-described embodiment can be obtained. It is done. Hereinafter, regarding the transmission 230 of the present embodiment, an alignment chart and an engagement operation table different from the transmission 178 will be described.

  In the collinear diagram shown in FIG. 74, the four vertical lines Y1 to Y4 of the first transmission unit 184 indicate the sun gear S1 and the first gear of the first front planetary gear unit 180 in which Y1 are connected to each other in order from the left. 2 is the sun gear S2 of the front planetary gear unit 182; Y2 is the ring gear R1 of the first front planetary gear unit 180; Y3 is the carrier CA1 and the second front unit of the first front planetary gear unit 180 connected to each other. The carrier CA2 of the planetary gear unit 182 and Y4 the ring gear R2 of the second front planetary gear unit 182, respectively, are spaced by the gear ratio ρ1 of the first front planetary gear unit 180 and the second front planetary gear unit 180. It is determined according to the gear ratio ρ2 of the device 182. Similarly, the four vertical lines Y5 to Y8 of the second transmission unit 186 shown on the right side of the nomograph are sequentially connected from the left to the first Y5 corresponding to the first rotation element RE1. The ring gear R3 of the first rear planetary gear unit 188 in which the carrier CA3 of the first rear planetary gear unit 188 and the sun gear S4 of the second rear planetary gear unit 190 are coupled to each other corresponding to the second rotational element RE2 is represented by Y6. And the carrier CA4 of the second rear planetary gear unit 190, the ring gear R4 of the second rear planetary gear unit 190 corresponding to the third rotating element RE3, and the first rear unit corresponding to the fourth rotating element RE4 of Y8. The sun gear S3 of the stationary planetary gear unit 188 is represented respectively, and the distance between them is determined according to the gear ratio ρ3 of the first rear planetary gear device 188 and the gear ratio ρ4 of the second rear planetary gear device 190. .

  In the alignment chart of FIG. 75, according to the engagement operation table of FIG. 76, in the first speed gear stage, the second rotating element RE2 is coupled to the transmission case 16 which is a non-rotating member by the engagement of the second brake B2. The rotation speed is set to “0”, and the fourth rotation element RE4 is connected to the second intermediate output member 34 by the engagement of the first clutch C1 so as to have the rotation speed. Therefore, the intersection of the vertical axis Y6 and the horizontal axis XZ The rotation speed of the output shaft 36 is indicated by the point (1st) at which the straight line connecting the intersection of the vertical axis Y8 and the horizontal axis Xb intersects the vertical line Y7, and the speed ratio is, for example, about “5.780”. The first gear stage “1st” is established.

  In the second speed gear stage, the first rotating element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 and is set to the rotation speed “0”, and the fourth rotating element RE4 is engaged by the engagement of the first clutch C1. Since the rotation speed is connected to the second intermediate output member 34, the straight line connecting the intersection of the vertical axis Y5 and the horizontal axis XZ and the intersection of the vertical axis Y8 and the horizontal axis Xb intersects the vertical line Y7. (2nd) indicates the rotational speed of the output shaft 36, and the second speed gear stage "2nd" with a gear ratio of, for example, about "3.633" is established.

  In the third speed gear stage, the first rotating element RE1 is connected to the second intermediate output member 34 by the engagement of the third clutch C3 to be the rotation speed thereof, and the fourth rotating element RE4 is set by the engagement of the first clutch C1. Since the rotation speed is connected to the second intermediate output member 34, the straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y8 and the horizontal axis Xb intersects the vertical line Y7. (3rd) indicates the rotational speed of the output shaft 36, and the third gear stage "3rd" with a gear ratio of, for example, about "2.517" is established.

  In the fourth speed gear stage, the first rotation element RE1 is connected to the first intermediate output member 32 by the engagement of the fifth clutch C5 to be the rotation speed thereof, and the fourth rotation element RE4 is engaged with the first clutch C1. Is connected to the second intermediate output member 34 to obtain the rotational speed thereof, so that a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xa and the intersection of the vertical axis Y8 and the horizontal axis Xb intersects the vertical line Y7. The rotation speed of the output shaft 36 is indicated by the point (4th), and the fourth speed gear stage “4th” having a gear ratio of, for example, about “2.007” is established.

  In the fifth gear, the first rotating element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 and is set to the rotation speed “1”, and the fourth rotating element RE4 is engaged by the engagement of the first clutch C1. Since the rotation speed is connected to the second intermediate output member 34, the straight line connecting the intersection of the vertical axis Y5 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xb intersects the vertical line Y7. (5th) indicates the rotational speed of the output shaft 36, and the fifth speed gear stage "5th" with a gear ratio of, for example, about "1.717" is established.

  In the sixth speed gear stage, the second rotating element RE2 is connected to the input shaft 22 by the engagement of the second clutch C2 and is set to the rotational speed “1”, and the fourth rotating element RE4 is engaged by the engagement of the first clutch C1. Since the rotation speed is connected to the second intermediate output member 34, the straight line connecting the intersection of the vertical axis Y6 and the horizontal axis X1 and the intersection of the vertical axis Y8 and the horizontal axis Xb intersects the vertical line Y7. (6th) indicates the rotational speed of the output shaft 36, and the sixth gear stage "6th" with a gear ratio of, for example, about "1.356" is established.

  In the seventh gear, the first rotating element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 and is set to the rotation speed “1”, and the second rotating element RE2 is engaged by the engagement of the second clutch C2. Since it is connected to the input shaft 22 and has a rotational speed “1”, the rotational speed of the output shaft 36 is indicated by the point (7th) at which the vertical axis Y7 intersects the horizontal axis X1, and the gear ratio is, for example, “1. The seventh gear stage “7th”, which is about “000”, is established.

  In the eighth speed gear stage, the first rotation element RE1 is connected to the first intermediate output member 32 by the engagement of the fifth clutch C5 to be the rotation speed, and the second rotation element RE2 is the engagement of the second clutch C2. Is connected to the input shaft 22 and has a rotational speed of “1”, so that a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xa and the intersection of the vertical axis Y6 and the horizontal axis X1 intersects the vertical line Y7. (8th) indicates the rotational speed of the output shaft 36, and the eighth gear speed "8th" with a gear ratio of, for example, about "0.875" is established.

  In the ninth speed gear stage, the first rotation element RE1 is connected to the second intermediate output member 34 by the engagement of the third clutch C3 to be the rotation speed thereof, and the second rotation element RE2 is the engagement of the second clutch C2. Is connected to the input shaft 22 and has a rotational speed of “1”, so that a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y6 and the horizontal axis X1 intersects the vertical line Y7. (9th) indicates the rotational speed of the output shaft 36, and the ninth gear speed "9th" with a gear ratio of, for example, about "0.761" is established.

  In the tenth speed gear stage, the first rotation element RE1 is connected to the transmission case 16 by the engagement of the first brake B1 and is set to the rotation speed “0”, and the second rotation element RE2 is input to the input shaft by the engagement of the clutch C2. 22 and the rotational speed is “1”. Therefore, the straight line connecting the intersection of the vertical axis Y5 and the horizontal axis XZ and the intersection of the vertical axis Y6 and the horizontal axis X1 intersects the vertical line Y7 (10th). Thus, the rotational speed of the output shaft 36 is indicated, and the tenth speed gear stage “10th” having a gear ratio of, for example, “0.658” is established.

  In the reverse first speed gear stage, the first rotation element RE1 is connected to the second intermediate output member 34 by the engagement of the third clutch C3 to be the rotation speed thereof, and the second rotation element RE2 is engaged with the second brake B2. As a result, the transmission case 16 is connected and the rotational speed is set to “0”, so a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis Xb and the intersection of the vertical axis Y6 and the horizontal axis XZ intersects the vertical line Y7. The rotation speed of the output shaft 36 is indicated by the point (Rev1), and the first reverse gear stage “R1” having a gear ratio of, for example, about “4.841” is established.

  In the reverse second speed, the first rotation element RE1 is connected to the input shaft 22 by the engagement of the fourth clutch C4 and is set to the rotation speed “1”, and the second rotation element RE2 is engaged to the second brake B2. Is connected to the transmission case 16 so that the rotational speed is “0”, so that a straight line connecting the intersection of the vertical axis Y5 and the horizontal axis X1 and the intersection of the vertical axis Y6 and the horizontal axis XZ intersects the vertical line Y7. (Rev2) indicates the rotational speed of the output shaft 36, and the second reverse gear stage "R2" with a gear ratio of, for example, about "1.923" is established.

  In the transmission 230 that establishes the gear position according to the engagement operation table of FIG. 79, the ratio (= γ1 / γ2) between the gear ratio γ1 of the first gear and the gear ratio γ2 of the second gear is “1. 591 ”, the ratio (= γ2 / γ3) of the speed ratio γ2 of the second speed gear stage and the speed ratio γ3 of the third speed gear stage is“ 1.443 ”, and the speed ratio of the third speed gear stage The ratio (= γ3 / γ4) between γ3 and the fourth gear stage gear ratio γ4 is “1.254”, and the ratio between the fourth gear stage gear ratio γ4 and the fifth gear stage gear ratio γ5. The ratio (= γ4 / γ5) is set to “1.169”, and the ratio (= γ5 / γ6) between the speed ratio γ5 of the fifth speed gear stage and the speed ratio γ6 of the sixth speed gear stage is “1.266”. The ratio (= γ6 / γ7) of the speed ratio γ6 of the sixth speed gear and the speed ratio γ7 of the seventh speed gear is set to “1.356”, and the speed ratio γ7 of the seventh speed gear is Gear ratio γ of the eighth gear 8 (= γ7 / γ8) is “1.142”, and the ratio (= γ8 / γ9) of the gear ratio γ8 of the eighth gear and the gear ratio γ9 of the ninth gear is “1”. .150 ”, and the ratio (= γ9 / γ10) of the gear ratio γ9 of the ninth gear and the gear ratio γ10 of the tenth gear is“ 1.157 ”, and the gear ratios γ are well balanced. It has been changed. Further, the gear ratio width (= γ1 / γ10), which is the ratio of the speed ratio γ1 of the first speed gear stage to the speed ratio γ10 of the tenth speed gear stage, is set to “8.876”, which is a relatively large value. Yes.

  Thus, according to this embodiment, the first shift stage is established by engaging the first clutch element and the second brake element, and the first clutch element and the first brake element are engaged. The second shift stage is established by engaging the first clutch element and the third clutch element to establish the third shift stage, and the first clutch element and the fifth clutch element are engaged by engaging the first clutch element. The fourth shift stage is established, the fifth shift stage is established by engaging the first clutch element and the fourth clutch element, and the sixth shift stage is established by engaging the first clutch element and the second clutch element. A seventh gear is established by engaging the second clutch element and the fourth clutch element, and the second clutch element and the fifth clutch element are engaged. Thus, the eighth gear is established, and the ninth gear is established by engaging the second clutch element and the third clutch element. Therefore, the gear ratio steps at each gear are balanced. While maintaining, it is possible to realize nine forward shift speeds.

  In addition, since the 10th shift stage is established by engaging the second clutch element and the first brake element, the forward 10 shift stage is realized while keeping the gear ratio step at each shift stage in good balance. be able to.

  FIG. 77 is a skeleton diagram illustrating the configuration of a transmission 234 that is still another embodiment of the present invention. FIG. 78 is a collinear diagram showing the rotational speed of the rotating element at each gear stage, and FIG. 79 is a predetermined gear stage for the transmission 234 and hydraulic friction engagement for establishing them. It is an engagement operation | movement table | surface which shows the relationship with the operation | movement of an apparatus. Further, the transmission 234 of the present embodiment is composed of the same members as the above-described transmission 192. For this reason, the first transmission unit 198 decelerates and transmits the rotation of the input shaft 22 and transmits the rotation of the input shaft 22 at a lower speed than the first intermediate output member 32. Since the second transmission unit 186 includes four rotation elements including the first rotation element RE1 to the fourth rotation element RE4, the same effect as in the above-described embodiment is provided. can get. Hereinafter, with respect to the transmission 234 of the present embodiment, portions different from the transmission 192 will be described.

  In the collinear diagram of FIG. 78, the four vertical lines Y1 to Y4 of the first transmission unit 198 are sequentially connected from the left, the first front planetary gear unit 194 connected to each other whose Y1 is the first rotating element. The carrier CA1 and the sun gear S2 of the second front planetary gear unit 196 are connected to each other, the ring gear R1 of the first front planetary gear unit 194 whose Y2 is the second rotation element, and the Y3 is the third rotation element. The sun gear S1 of the first front planetary gear unit 194 and the carrier CA2 of the second front planetary gear unit 196 connected to each other, and the ring gear R2 of the second front planetary gear unit 196 of which Y4 is the fourth rotation element are respectively connected. Represents. Similarly, the four vertical lines Y5 to Y8 of the second transmission unit 186 shown in the right part of the alignment chart are connected to each other in order from the left, with Y5 corresponding to the first rotation element RE1. The ring gear of the first rear planetary gear unit 188 in which the carrier CA3 of the first rear planetary gear unit 188 and the sun gear S4 of the second rear planetary gear unit 190 are connected to each other with Y6 corresponding to the second rotation element RE2. R3 and the carrier CA4 of the second rear planetary gear unit 190, Y7 the ring gear R4 of the second rear planetary gear unit 190 corresponding to the third rotating element RE3, and Y8 the first corresponding to the fourth rotating element RE4. The sun gear S3 of the rear planetary gear unit 188 is shown. Based on these rotating elements, the alignment chart shown in FIG. 78 is the same as the alignment chart shown in FIG. 75 described above, and a description thereof will be omitted. Further, since the alignment chart is the same as that of the transmission 230 described above, the operation table for explaining the engagement elements and the gear ratios when establishing the respective gear positions shown in FIG. 79 according to the alignment chart is as follows. This is the same as FIG. Accordingly, the transmission 234 can realize the 10th forward speed while maintaining the gear ratio step at each shift speed in a well-balanced manner, similar to the transmission 230 described above.

  FIG. 80 is a skeleton diagram illustrating the configuration of a transmission 238 that is still another embodiment of the present invention. FIG. 81 is a collinear diagram showing the rotational speed of the rotating element at each gear stage, and FIG. 82 is a transmission gear stage predetermined for the transmission 238 and hydraulic friction engagement for establishing them. It is an engagement operation | movement table | surface which shows the relationship with the operation | movement of an apparatus. Further, the transmission 238 of this embodiment is composed of the same members as those of the transmission 200 described above. For this reason, the first transmission unit 206 transmits the rotation of the input shaft 22 by decelerating and transmitting the rotation of the input shaft 22 and the rotation of the input shaft 22 by decelerating the rotation of the input shaft 22 further than the first intermediate output member 32. Since the second transmission unit 186 includes four rotation elements including the intermediate output member 34 and the first transmission element RE1 to the fourth rotation element RE4, the same effect as in the above-described embodiment can be obtained. It is done. Hereinafter, with respect to the transmission 238 of the present embodiment, portions different from the transmission 200 will be described.

  In the collinear diagram of FIG. 81, four vertical lines Y1 to Y4 of the first transmission unit 206 are sequentially connected from the left to the first front planetary gear unit 202 connected to each other, where Y1 is the first rotating element. Carrier CA1 and sun gear S2 of the second front planetary gear unit 204, Y2 is the second rotating element, the ring gear R1 of the first front planetary gear unit 202, and Y3 is the third rotating element. The carrier CA2 of the front planetary gear unit 204, the sun gear S1 of the first front planetary gear unit 202 and the ring gear R2 of the second front planetary gear unit 204 connected to each other, where Y4 is the fourth rotating element, respectively. Represents. Similarly, the four vertical lines Y5 to Y8 of the second transmission unit 186 shown in the right part of the collinear diagram are sequentially connected from the left to the first Y5 corresponding to the first rotation element RE1. The ring gear R3 of the first rear planetary gear unit 188 in which the carrier CA3 of the first rear planetary gear unit 188 and the sun gear S4 of the second rear planetary gear unit 190 are coupled to each other corresponding to the second rotating element RE2 And the carrier CA4 of the second rear planetary gear unit 190, the ring gear R4 of the second rear planetary gear unit 190 corresponding to the third rotating element RE3, and the first rear unit corresponding to the fourth rotating element Y8. The sun gear S3 of the planetary gear device 188 is shown. Based on these rotating elements, the alignment chart shown in FIG. 81 is the same as the alignment chart shown in FIG. 75 described above, and a description thereof will be omitted. Further, since the alignment chart is the same as that of the transmission 230 described above, an operation table for explaining the engagement elements and the gear ratios when the respective gear positions shown in FIG. This is the same as FIG. Therefore, the transmission 238 can realize the 10th forward speed while maintaining the gear ratio step at each shift stage in a well-balanced manner, like the transmission 230 described above.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and may be implemented in other modes.

  For example, in the transmission 14 or the like of the above-described embodiment, a plurality of shift speeds such as a first gear to a ninth gear, a reverse first gear, and a reverse second gear are established. However, the shift may be executed using any of the shift speeds. For example, gear shifting may be performed using any one of predetermined eight speeds from the first gear to the ninth gear, and in this way, forward eight-speed shifting can be performed. Realized. In addition, naturally, a mode in which one of the reverse first gear and the reverse second gear is used as the reverse gear is also conceivable.

  Further, in the transmission 14 or the like of the above-described embodiment, for example, as shown in FIG. 5, the sub-speed stage from the first speed gear stage to the fifth speed gear stage can be established. All of these sub-shift stages may not be established, and such a configuration is appropriately changed according to the mode of the vehicle and the like.

  In the transmission 14 and the like of the above-described embodiment, the engine 10 and the torque converter 20 are directly connected via the crankshaft 12. However, the engine 10 and the torque converter 20 are operatively connected via a predetermined gear or belt, for example. Further, it may not be necessarily arranged on a common axis. Further, an electric motor or the like may be provided as a prime mover.

  In the transmission 14 or the like of the above-described embodiment, a one-way clutch is connected in series or in parallel with any one of the first to fifth clutches C1 to C5, the first brake B1, and the second brake B2. It may be provided. In this way, there is an advantage that the shift control becomes easy. One of the first to fifth clutches C1 to C5, the first brake B1, and the second brake B2 may be replaced with a one-way clutch. Even in this case, a temporary shift can be realized.

In the above-described embodiment, the torque converter 20 with the lock-up clutch 18 is provided as a fluid transmission device between the engine 10 and the input shaft 22, but the lock-up clutch 18 is not necessarily provided. May be. As an alternative to the torque converter 20, a fluid coupling, a magnetic powder type electromagnetic clutch, a multi-plate type or a single plate type 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. However, they may be sequentially arranged from the right to the left. Further, although the horizontal line X1 corresponding to the rotational speed “1” is arranged above the horizontal line XZ corresponding to the rotational speed “0”, it may be arranged below the horizontal line XZ.

  In the above-described embodiment, the hydraulic friction engagement device is provided as the engagement element, such as the first clutch C1 to the fifth clutch C5, the first brake B1, and the second brake B2. An electromagnetic engagement device such as a clutch or a magnetic powder clutch may be used.

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicular multi-stage transmission that is an embodiment of the present invention. FIG. 2 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 of FIG. 1. It is a figure which illustrates the signal input into the electronic controller for controlling the transmission of FIG. 1, and the signal output from the electronic controller. FIG. 2 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 1 and operations of a hydraulic friction engagement device for establishing them. FIG. 5 is an engagement operation table showing the relationship between the auxiliary transmission gear stage predetermined for the transmission of FIG. 1 separately from the transmission gear stage shown in FIG. 4 and the operation of the hydraulic friction engagement device for establishing them. . It is a skeleton diagram explaining the structure of the multi-stage transmission for vehicles which is the other Example of this invention. FIG. 7 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 of FIG. 6. FIG. 7 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 6 and operations of a hydraulic friction engagement device for establishing them. FIG. 9 is an engagement operation table showing the relationship between the auxiliary transmission gear stage predetermined for the transmission of FIG. 6 separately from the transmission gear stage shown in FIG. 8 and the operation of the hydraulic friction engagement device for establishing them. . It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. In the transmission of FIG. 10, it is a collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every gear stage. FIG. 11 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 10 and operations of a hydraulic friction engagement device for establishing them. FIG. 13 is an engagement operation table showing the relationship between the auxiliary transmission gear stages predetermined for the transmission of FIG. 10 separately from the transmission gear stages shown in FIG. 12 and the operation of the hydraulic friction engagement device for establishing them. . It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. In the transmission of FIG. 14, it is a collinear chart which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every gear stage. FIG. 15 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 14 and operations of a hydraulic friction engagement device for establishing them. FIG. FIG. 17 is an engagement operation table showing the relationship between the auxiliary transmission gear stage predetermined for the transmission of FIG. 14 separately from the transmission gear stage shown in FIG. 16 and the operation of the hydraulic friction engagement device for establishing them. . It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 19 is a collinear chart 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 of FIG. 18. FIG. 19 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 18 and operations of a hydraulic friction engagement device for establishing them. FIG. FIG. 21 is an engagement operation table showing the relationship between the auxiliary transmission gear stage predetermined for the transmission of FIG. 18 separately from the transmission gear stage shown in FIG. 20 and the operation of the hydraulic friction engagement device for establishing them. . It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 23 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 of FIG. 22. FIG. 23 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 22 and operations of a hydraulic friction engagement device for establishing them. FIG. 25 is an engagement operation table showing the relationship between the auxiliary transmission gear stage predetermined for the transmission of FIG. 22 separately from the transmission gear stage shown in FIG. 24 and the operation of the hydraulic friction engagement device for establishing them. . It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 27 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 of FIG. 26. FIG. 27 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 26 and operations of a hydraulic friction engagement device for establishing them. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 30 A collinear chart 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 of FIG. 29. FIG. 30 is an engagement operation table showing a relationship between transmission gear stages predetermined for the transmission of FIG. 29 and operations of a hydraulic friction engagement device for establishing them. FIG. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 33 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 of FIG. 32. FIG. 33 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 32 and operations of a hydraulic friction engagement device for establishing them. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 36 A collinear chart 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 of FIG. 35. FIG. 36 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 35 and operations of a hydraulic friction engagement device for establishing them. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 39 A collinear chart 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 of FIG. 38. FIG. 39 is an engagement operation table showing a relationship between transmission gear stages predetermined for the transmission of FIG. 38 and operations of a hydraulic friction engagement device for establishing them. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 42 A collinear chart 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 of FIG. 41. FIG. 42 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 41 and operations of a hydraulic friction engagement device for establishing them. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 45 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 of FIG. 44. FIG. 45 is an engagement operation table showing a relationship between transmission gear stages predetermined for the transmission of FIG. 44 and operations of a hydraulic friction engagement device for establishing them. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. In the transmission of FIG. 47, the collinear diagram 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. FIG. 48 is an engagement operation table showing a relationship between transmission gear stages predetermined for the transmission of FIG. 47 and operations of a hydraulic friction engagement device for establishing them. FIG. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. In the transmission of FIG. 50, it is a collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every gear stage. FIG. 51 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 50 and operations of a hydraulic friction engagement device for establishing them. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 54 is a collinear chart that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements that have different coupling states for each gear stage in the transmission of FIG. 53. FIG. 54 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 53 and operations of a hydraulic friction engagement device for establishing them. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 57 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 of FIG. 56. FIG. 57 is an engagement operation table showing a relationship between transmission gear stages predetermined for the transmission of FIG. 56 and operations of a hydraulic friction engagement device for establishing them. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 60 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 of FIG. 59. FIG. 60 is an engagement operation table showing a relationship between transmission gear stages predetermined for the transmission of FIG. 59 and operations of a hydraulic friction engagement device for establishing them. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 63 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 of FIG. 62. FIG. 63 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 62 and operations of a hydraulic friction engagement device for establishing them. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 66 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 of FIG. 65. FIG. 66 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 65 and operations of a hydraulic friction engagement device for establishing them. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 69 A collinear chart 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 of FIG. 68. FIG. 70 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 68 and operations of a hydraulic friction engagement device for establishing them. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. FIG. 72 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 of FIG. 71. FIG. 72 is an engagement operation table showing a relationship between transmission gear stages predetermined for the transmission of FIG. 71 and operations of a hydraulic friction engagement device for establishing them. FIG. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. In the transmission of FIG. 74, the collinear diagram 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. FIG. 75 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 74 and operations of a hydraulic friction engagement device for establishing them. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. In the transmission of FIG. 77, the collinear diagram 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. FIG. 80 is an engagement operation table showing a relationship between transmission gear stages predetermined for the transmission of FIG. 77 and operations of a hydraulic friction engagement device for establishing them. It is a skeleton diagram explaining the structure of the multistage transmission for vehicles which is another Example of this invention. In the transmission of FIG. 80, it 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. FIG. 81 is an engagement operation table showing a relationship between transmission gear stages determined in advance in the transmission of FIG. 80 and operations of a hydraulic friction engagement device for establishing them.

Explanation of symbols

14, 44, 52, 60, 68, 76, 84, 92, 100, 108, 122, 130, 138, 146, 154, 162, 170, 178, 192, 200, 208, 216, 230, 234, 238: Multistage transmission 16 for vehicles: Transmission case (non-rotating member)
22: Input shaft (input rotating member)
24, 46, 54, 62, 70, 78, 86, 94, 102, 110, 124, 132, 140, 148, 156, 164, 172, 180, 194, 202, 210, 218: First front planetary gear Device 26, 48, 56, 64, 72, 80, 88, 96, 104, 112, 126, 134, 142, 150, 158, 166, 174, 182, 196, 204, 212, 220: second pre-planet Gear devices 28, 118, 188: First rear planetary gear devices 30, 120, 190: Second rear planetary gear device 32: First intermediate output member 34: Second intermediate output member 36: Output shaft (output rotation member) )
38, 50, 58, 66, 74, 82, 90, 98, 106, 114, 128, 136, 144, 152, 160, 168, 176, 184, 198, 206, 214, 222: first transmission 40, 116, 186: 2nd speed change part B1: 1st brake (1st brake element)
B2: Second brake (second brake element)
C1: First clutch (first clutch element)
C2: Second clutch (second clutch element)
C3: Third clutch (third clutch element)
C4: Fourth clutch (fourth clutch element)
C5: Fifth clutch (fifth clutch element)
CA1, CA2, CA3, CA4: carriers R1, R2, R3, R4: ring gears S1, S2, S3, S4: sun gear RE1: first rotation element RE2: second rotation element RE3: third rotation element RE4: fourth rotation element

Claims (40)

A first transmission unit having a first intermediate output member that decelerates and transmits rotation of the input rotation member, and a second intermediate output member that decelerates and transmits rotation of the input rotation member to a greater degree than the first intermediate output member; ,
The sun gear, the carrier, and the ring gear of the two sets of planetary gear devices are connected to each other, and the second transmission unit that forms four rotating elements is provided.
On the collinear diagram in which the rotational speeds of the four rotating elements can be represented by straight lines, the four rotating elements are arranged in order from one end to the other end in the order of the first rotating element, the second rotating element, and the third rotating element. , And the fourth rotating element,
A first clutch element that selectively connects the second intermediate output member and the fourth rotating element;
A second clutch element that selectively connects the input rotating member and the second rotating element;
A third clutch element that selectively connects the second intermediate output member and the first rotating element;
A fourth clutch element that selectively connects the input rotating member and the first rotating element;
A fifth clutch element for selectively connecting the first intermediate output member and the fourth rotating element;
A first brake element that selectively couples the first rotating element to a non-rotating member;
And a second brake element that selectively couples the second rotating element to a non-rotating member. A first shift stage is established by engaging the first clutch element and the second brake element;
A second shift stage is established by engaging the first clutch element and the first brake element;
A third shift stage is established by engaging the first clutch element and the third clutch element;
A fourth shift stage is established by engaging the first clutch element and the fourth clutch element;
A fifth shift stage is established by engaging the first clutch element and the second clutch element;
A sixth shift stage is established by engaging the second clutch element and the fifth clutch element;
A seventh shift stage is established by engaging the second clutch element and the fourth clutch element;
The vehicular multi-stage transmission according to claim 1, wherein the eighth shift stage is established by engaging the second clutch element and the third clutch element.   The vehicular multi-stage transmission according to claim 2, wherein the ninth shift stage is established by engaging the second clutch element and the first brake element.   Engagement of the fifth clutch element and the second brake element, engagement of the fifth clutch element and the first brake element, engagement of the fifth clutch element and the third clutch element, and the fifth clutch element and The vehicular multi-stage transmission according to claim 2 or 3, wherein the sub-shift stage is established by performing at least one of engagements of the fourth clutch element.   The first transmission unit includes a double pinion type first front planetary gear device and a single pinion type second front planetary gear device, and the carrier of the first front planetary gear device and the second front planetary gear device. The sun gear of the gear device is always connected to the non-rotating member, and the ring gear of the second front planetary gear device functions as the first intermediate output member, and the ring gear of the first front planetary gear device and the second gear The carrier of the front planetary gear device is connected to each other to function as the second intermediate output member, and the sun gear of the first front planetary gear device is connected to the input rotation member. Item 5. The vehicle multi-stage transmission according to any one of Items 1 to 4.   The first transmission unit includes a single-pinion type first front planetary gear device and a double-pinion type second front planetary gear device. The sun gear of the first front planetary gear device and the second front planetary gear device. The sun gear of the gear device is always coupled to the non-rotating member, and the ring gear of the first front planetary gear device functions as the first intermediate output member, and the carrier of the first front planetary gear device and the second The ring gear of the front planetary gear device is connected to each other to function as the second intermediate output member, and the carrier of the second front planetary gear device is connected to the input rotation member. Item 5. The vehicle multi-stage transmission according to any one of Items 1 to 4.   The first transmission unit includes a single pinion type first front planetary gear device and a single pinion type second front planetary gear device, and the sun gear of the first front planetary gear device is always connected to a non-rotating member. In addition, the ring gear of the first front planetary gear device functions as the first intermediate output member, and the carrier of the first front planetary gear device and the carrier of the second front planetary gear device are connected to each other. 5. The vehicular multistage according to claim 1, wherein the vehicular multi-stage is configured by functioning as the second intermediate output member and connecting a ring gear of the second front planetary gear device to the input rotation member. transmission.   The first transmission unit includes a single pinion type first front planetary gear device and a single pinion type second front planetary gear device, and the sun gear of the second front planetary gear device is always connected to a non-rotating member. In addition, the carrier of the first front planetary gear device and the carrier of the second front planetary gear device are connected to each other and function as the first intermediate output member, and the sun gear of the first front planetary gear device. 5 functions as the second intermediate output member, and is configured by connecting a ring gear of the second front planetary gear device to the input rotation member. transmission.   The first transmission unit includes a single-pinion type first front planetary gear device and a double-pinion type second front planetary gear device. The sun gear of the first front planetary gear device and the second front planetary gear device. The carrier of the gear device is always connected to the non-rotating member, and the carrier of the first front planetary gear device and the sun gear of the second front planetary gear device are connected to each other to function as the first intermediate output member. The ring gear of the second front planetary gear unit functions as the second intermediate output member, and the ring gear of the first front planetary gear unit is connected to the input rotation member. Item 5. The vehicle multi-stage transmission according to any one of Items 1 to 4.   The first transmission unit includes a double pinion type first front planetary gear device and a single pinion type second front planetary gear device, and the carrier of the first front planetary gear device and the second front planetary gear device. The sun gear of the gear device is always connected to the non-rotating member, the carrier of the second front planetary gear device functions as the first intermediate output member, and the ring gear of the first front planetary gear device is the second gear. 5. The structure according to claim 1, wherein the first output planetary gear device functions as an intermediate output member, and the sun gear of the first front planetary gear device and the ring gear of the second front planetary gear device are connected to the input rotation member. A multi-stage transmission for a vehicle.   The first transmission unit includes a double pinion type first front planetary gear device and a single pinion type second front planetary gear device, and the sun gear of the second front planetary gear device is always connected to a non-rotating member. And the ring gear of the first front planetary gear device and the carrier of the second front planetary gear device are connected to each other to function as the first intermediate output member, and the sun gear of the first front planetary gear device. Functions as the second intermediate output member, and is configured by connecting the carrier of the first front planetary gear device and the ring gear of the second front planetary gear device to the input rotation member. Item 5. The vehicle multi-stage transmission according to any one of Items 1 to 4.   The first transmission unit includes a single pinion type first front planetary gear device and a double pinion type second front planetary gear device, and the sun gear of the first front planetary gear device is always connected to a non-rotating member. In addition, the carrier of the first front planetary gear device and the ring gear of the second front planetary gear device are connected to each other to function as the first intermediate output member, and the carrier of the second front planetary gear device. Functions as the second intermediate output member, and the ring gear of the first front planetary gear device and the sun gear of the second front planetary gear device are connected to the input rotation member. Item 5. The vehicle multi-stage transmission according to any one of Items 1 to 4.   The second transmission unit includes a double-pinion type first rear planetary gear device and a single-pinion type second rear planetary gear device, and the carrier of the first rear planetary gear device and the second connected to each other. The first rotating element is constituted by the sun gear of the rear planetary gear device, and the second rotating element is constituted by the ring gear of the first rear planetary gear device and the carrier of the second rear planetary gear device connected to each other. The third rotating element is constituted by a ring gear of the second rear planetary gear device, and the fourth rotating element is constituted by a sun gear of the first rear planetary gear device. A multi-stage transmission for a vehicle. A first transmission unit having a first intermediate output member that decelerates and transmits rotation of the input rotation member, and a second intermediate output member that decelerates and transmits rotation of the input rotation member to a greater degree than the first intermediate output member; ,
The sun gear, the carrier, and the ring gear of the two sets of planetary gear devices are connected to each other, and the second transmission unit that forms four rotating elements is provided.
On the collinear diagram in which the rotational speeds of the four rotating elements can be represented by straight lines, the four rotating elements are arranged in order from one end to the other end in the order of the first rotating element, the second rotating element, and the third rotating element. , And the fourth rotating element,
A first clutch element that selectively connects the first intermediate output member and the fourth rotating element;
A second clutch element that selectively connects the input rotating member and the second rotating element;
A third clutch element that selectively connects the first intermediate output member and the first rotating element;
A fourth clutch element that selectively connects the input rotating member and the first rotating element;
A fifth clutch element for selectively connecting the second intermediate output member and the fourth rotating element;
A first brake element that selectively couples the first rotating element to a non-rotating member;
And a second brake element that selectively couples the second rotating element to a non-rotating member. The first shift stage is established by engaging the fifth clutch element and the second brake element,
A second shift stage is established by engaging the first clutch element and the second brake element;
A third shift stage is established by engaging the first clutch element and the first brake element;
A fourth shift stage is established by engaging the first clutch element and the third clutch element;
A fifth shift stage is established by engaging the first clutch element and the fourth clutch element;
A sixth shift stage is established by engaging the first clutch element and the second clutch element;
A seventh shift stage is established by engaging the second clutch element and the fourth clutch element;
15. The vehicular multi-stage transmission according to claim 14, wherein the eighth shift stage is established by engaging the second clutch element and the third clutch element.   The vehicular multi-stage transmission according to claim 15, wherein the ninth shift stage is established by engaging the second clutch element and the first brake element.   The first transmission unit includes a single-pinion type first front planetary gear device and a double-pinion type second front planetary gear device, and the sun gear and the second front planetary gear of the first front planetary gear device. The carrier of the device is always connected to the non-rotating member, and the carrier of the first front planetary gear device and the sun gear of the second front planetary gear device are connected to each other to function as the first intermediate output member, The ring gear of the second front planetary gear device functions as the second intermediate output member, and the ring gear of the first front planetary gear device is connected to the input rotation member. The multi-stage transmission for a vehicle according to any one of 14 to 16.   The second transmission unit includes a double-pinion type first rear planetary gear device and a single-pinion type second rear planetary gear device, and the carrier of the first rear planetary gear device and the second connected to each other. The first rotating element is constituted by the sun gear of the rear planetary gear unit, and the second rotating element is constituted by the ring gear of the first rear planetary gear unit and the carrier of the second rear planetary gear unit connected to each other, 18. The third rotating element is constituted by a ring gear of the second rear planetary gear device, and the fourth rotating element is constituted by a sun gear of the first rear planetary gear device. A multi-stage transmission for a vehicle. A first transmission unit having a first intermediate output member that decelerates and transmits rotation of the input rotation member, and a second intermediate output member that decelerates and transmits rotation of the input rotation member to a greater degree than the first intermediate output member; ,
The sun gear, the carrier, and the ring gear of the two sets of planetary gear devices are connected to each other, and the second transmission unit that forms four rotating elements is provided.
On the collinear diagram in which the rotational speeds of the four rotating elements can be represented by straight lines, the four rotating elements are arranged in order from one end to the other end in the order of the first rotating element, the second rotating element, and the third rotating element. , And the fourth rotating element,
A first clutch element that selectively connects the first intermediate output member and the fourth rotating element;
A second clutch element that selectively connects the input rotating member and the second rotating element;
A third clutch element that selectively connects the first intermediate output member and the first rotating element;
A fourth clutch element that selectively connects the input rotating member and the first rotating element;
A fifth clutch element for selectively connecting the second intermediate output member and the first rotating element;
A first brake element that selectively couples the first rotating element to a non-rotating member;
And a second brake element that selectively couples the second rotating element to a non-rotating member. A first shift stage is established by engaging the first clutch element and the second brake element;
A second shift stage is established by engaging the first clutch element and the first brake element;
A third shift stage is established by engaging the first clutch element and the third clutch element;
A fourth shift stage is established by engaging the first clutch element and the fourth clutch element;
A fifth shift stage is established by engaging the first clutch element and the second clutch element;
A sixth shift stage is established by engaging the second clutch element and the fourth clutch element;
A seventh shift stage is established by engaging the second clutch element and the third clutch element;
The vehicular multi-stage transmission according to claim 19, wherein the eighth shift stage is established by engaging the second clutch element and the fifth clutch element.   The vehicular multi-stage transmission according to claim 20, wherein the ninth shift stage is established by engaging the second clutch element and the first brake element. A first shift stage is established by engaging the first clutch element and the second brake element;
A second shift stage is established by engaging the first clutch element and the first brake element;
A third shift stage is established by engaging the first clutch element and the fifth clutch element;
A fourth shift stage is established by engaging the first clutch element and the third clutch element;
A fifth shift stage is established by engaging the first clutch element and the fourth clutch element;
A sixth shift stage is established by engaging the first clutch element and the second clutch element;
A seventh shift stage is established by engaging the second clutch element and the fourth clutch element;
The vehicular multi-stage transmission according to claim 19, wherein the eighth shift stage is established by engaging the second clutch element and the third clutch element.   The vehicular multi-stage transmission according to claim 22, wherein the ninth shift stage is established by engaging the second clutch element and the first brake element.   The first transmission unit includes a double pinion type first front planetary gear device and a single pinion type second front planetary gear device, and the sun gear of the first front planetary gear device is always connected to a non-rotating member. In addition, the carrier of the first front planetary gear device and the carrier of the second front planetary gear device are connected to each other to function as the first intermediate output member, and the ring gear of the first front planetary gear device. And the ring gear of the second front planetary gear device is connected to each other to function as the second intermediate output member, and the sun gear of the second front planetary gear device is connected to the input rotation member. The vehicular multi-stage transmission according to any one of claims 19 to 23.   The first transmission unit includes a double pinion type first front planetary gear device and a single pinion type second front planetary gear device, and the carrier of the first front planetary gear device is always connected to a non-rotating member. And the sun gear of the first front planetary gear device and the carrier of the second front planetary gear device are connected to each other to function as the first intermediate output member, and the ring gear of the first front planetary gear device. And the ring gear of the second front planetary gear device is connected to each other to function as the second intermediate output member, and the sun gear of the second front planetary gear device is connected to the input rotation member. The vehicular multi-stage transmission according to any one of claims 19 to 23.   The first transmission unit includes a double pinion type first front planetary gear device and a single pinion type second front planetary gear device, and the sun gear of the first front planetary gear device is always connected to a non-rotating member. And the ring gear of the first front planetary gear device and the carrier of the second front planetary gear device are connected to each other to function as the first intermediate output member, and the ring gear of the second front planetary gear device. Functions as the second intermediate output member, and is configured by connecting the carrier of the first front planetary gear device and the sun gear of the second front planetary gear device to the input rotation member. Item 24. The vehicle multi-stage transmission according to any one of Items 19 to 23.   The first transmission unit includes a double pinion type first front planetary gear device and a single pinion type second front planetary gear device, and the carrier of the first front planetary gear device is always connected to a non-rotating member. And the ring gear of the first front planetary gear device and the carrier of the second front planetary gear device are connected to each other to function as the first intermediate output member, and the ring gear of the second front planetary gear device. Functions as the second intermediate output member, and the sun gear of the first front planetary gear device and the sun gear of the second front planetary gear device are connected to the input rotation member. Item 24. The vehicle multi-stage transmission according to any one of Items 19 to 23.   The second transmission unit includes a double pinion type first rear planetary gear device and a single pinion type second rear planetary gear device, and the carrier of the first rear planetary gear device coupled to each other and the first The first rotating element is constituted by the sun gear of the two rear planetary gear units, and the second rotating element is constituted by the ring gear of the first rear planetary gear unit and the carrier of the second rear planetary gear unit which are connected to each other. The third rotating element is configured by the ring gear of the second rear planetary gear device, and the fourth rotating element is configured by the sun gear of the first rear planetary gear device. The multistage transmission for a vehicle according to any one of 27. A first transmission unit having a first intermediate output member that decelerates and transmits rotation of the input rotation member, and a second intermediate output member that decelerates and transmits rotation of the input rotation member to a greater degree than the first intermediate output member; ,
The sun gear, the carrier, and the ring gear of the two sets of planetary gear devices are connected to each other, and the second transmission unit that forms four rotating elements is provided.
On the collinear diagram in which the rotational speeds of the four rotating elements can be represented by straight lines, the four rotating elements are arranged in order from one end to the other end in the order of the first rotating element, the second rotating element, and the third rotating element. , And the fourth rotating element,
A first clutch element that selectively connects the second intermediate output member and the fourth rotating element;
A second clutch element that selectively connects the input rotating member and the second rotating element;
A third clutch element that selectively connects the second intermediate output member and the first rotating element;
A fourth clutch element that selectively connects the input rotating member and the first rotating element;
A fifth clutch element for selectively connecting the first intermediate output member and the first rotating element;
A first brake element that selectively couples the first rotating element to a non-rotating member;
And a second brake element that selectively couples the second rotating element to a non-rotating member. A first shift stage is established by engaging the first clutch element and the second brake element;
A second shift stage is established by engaging the first clutch element and the first brake element;
A third shift stage is established by engaging the first clutch element and the third clutch element;
A fourth shift stage is established by engaging the first clutch element and the fifth clutch element;
A fifth shift stage is established by engaging the first clutch element and the fourth clutch element;
A sixth shift stage is established by engaging the first clutch element and the second clutch element;
A seventh shift stage is established by engaging the second clutch element and the fourth clutch element;
30. The vehicular multi-stage transmission according to claim 29, wherein the eighth shift stage is established by engaging the second clutch element and the third clutch element.   The vehicular multi-stage transmission according to claim 30, wherein the ninth shift stage is established by engaging the second clutch element and the first brake element. A first shift stage is established by engaging the first clutch element and the second brake element;
A second shift stage is established by engaging the first clutch element and the first brake element;
A third shift stage is established by engaging the first clutch element and the third clutch element;
A fourth shift stage is established by engaging the first clutch element and the fourth clutch element;
A fifth shift stage is established by engaging the first clutch element and the second clutch element;
A sixth shift stage is established by engaging the second clutch element and the fourth clutch element;
A seventh shift stage is established by engaging the second clutch element and the fifth clutch element;
30. The vehicular multi-stage transmission according to claim 29, wherein the eighth shift stage is established by engaging the second clutch element and the third clutch element.   The vehicular multi-stage transmission according to claim 32, wherein the ninth shift stage is established by engaging the second clutch element and the first brake element. A first shift stage is established by engaging the first clutch element and the second brake element;
A second shift stage is established by engaging the first clutch element and the first brake element;
A third shift stage is established by engaging the first clutch element and the third clutch element;
A fourth shift stage is established by engaging the first clutch element and the fifth clutch element;
A fifth shift stage is established by engaging the first clutch element and the fourth clutch element;
A sixth shift stage is established by engaging the first clutch element and the second clutch element;
A seventh shift stage is established by engaging the second clutch element and the fourth clutch element;
30. The vehicular multi-stage transmission according to claim 29, wherein the eighth shift stage is established by engaging the second clutch element and the fifth clutch element.   The vehicular multi-stage transmission according to claim 34, wherein the ninth shift stage is established by engaging the second clutch element and the third clutch element.   36. The vehicular multi-stage transmission according to claim 35, wherein the tenth shift stage is established by engaging the second clutch element and the first brake element.   The first transmission unit includes a double pinion type first front planetary gear device and a single pinion type second front planetary gear device. The sun gear of the first front planetary gear device and the second front planetary gear device. The sun gear of the gear device is always connected to the non-rotating member, and the carrier of the first front planetary gear device and the carrier of the second front planetary gear device are connected to each other to function as the first intermediate output member. The ring gear of the first front planetary gear device functions as the second intermediate output member, and the ring gear of the second front planetary gear device is connected to the input rotation member. Item 37. The vehicle multi-stage transmission according to any one of items 29 to 36.   The first transmission unit includes a double pinion type first front planetary gear device and a single pinion type second front planetary gear device, and the carrier of the first front planetary gear device and the second front planetary gear device. The sun gear of the gear device is always connected to the non-rotating member, and the sun gear of the first front planetary gear device and the carrier of the second front planetary gear device are connected to each other to function as the first intermediate output member. The ring gear of the first front planetary gear device functions as the second intermediate output member, and the ring gear of the second front planetary gear device is connected to the input rotation member. Item 37. The vehicle multi-stage transmission according to any one of items 29 to 36.   The first transmission unit includes a double pinion type first front planetary gear device and a single pinion type second front planetary gear device, and the carrier of the first front planetary gear device and the second front planetary gear device. The sun gear of the gear device is always connected to the non-rotating member, the carrier of the second front planetary gear device functions as the first intermediate output member, and the ring gear of the first front planetary gear device is the second gear. The functioning as an intermediate output member, comprising a sun gear of the first front planetary gear device and a ring gear of the second front planetary gear device connected to the input rotation member. A multi-stage transmission for a vehicle. The second transmission unit includes a double pinion type first rear planetary gear device and a single pinion type second rear planetary gear device, and the carrier of the first rear planetary gear device coupled to each other and the first The first rotating element is constituted by the sun gear of the two rear planetary gear units, and the second rotating element is constituted by the ring gear of the first rear planetary gear unit and the carrier of the second rear planetary gear unit which are connected to each other. 30. The third rotating element is configured by the ring gear of the second rear planetary gear device, and the fourth rotating element is configured by the sun gear of the first rear planetary gear device. 39. The multi-stage transmission for a vehicle according to any one of 39.

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