JP4622647B2 - Multi-speed transmission - Google Patents

Description

  The present invention relates to a multistage transmission provided between a prime mover and drive wheels in a vehicle such as an automobile, and more particularly to multistage transmission of the transmission.

In a vehicle, a multi-stage transmission using a plurality of planetary gear units and engaging elements, such as a clutch and a brake, for coupling elements constituting them to select a plurality of predetermined gear ratios or gears Is frequently used. For example, in the multi-stage transmission described in Patent Document 1, by providing two non-switchable front planetary gear units, three different rotational speeds can be output to the rear planetary gear unit, thereby at least seven forward stages. Can be established.
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, in order to increase the speed of the transmission, it is necessary to increase the speed ratio step between the speed stages while maintaining a good balance. There is no problem. In addition, in multi-stage operation, it may be desired to further reduce the gear ratio step between a plurality of overdrive gear stages.

  The present invention has been made against the background of the above circumstances, and its object is to reduce the gear ratio step between a plurality of overdrive gear stages while maintaining a good gear ratio step balance. It is an object of the present invention to provide a multi-stage transmission capable of achieving the above.

  A first invention that achieves such an object includes (a) a first intermediate output member that transmits the rotation of the input rotation member at a reduced speed, and a second intermediate output member that transmits the rotation of the input rotation member at an increased speed. A first transmission unit, and a second transmission unit configured by four rotation elements formed by connecting part of the sun gear, the carrier, and the ring gear of the two planetary gear units to each other; On the collinear chart 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, the third rotating element, When a four-rotation element is used, a first clutch element that selectively connects the first intermediate output member and the fourth rotation element, and a first clutch element that selectively connects the input rotation member and the second rotation element. Two clutch elements and the first intermediate output section A third clutch element that selectively connects the first rotating element and the first rotating element; a fourth clutch element that selectively connects the input rotating member and the first rotating element; and the second intermediate output member; A fifth clutch element that selectively connects the fourth rotation element, a first brake element that selectively stops rotation of the first rotation element, and a second brake that selectively stops rotation of the second rotation element And a multi-stage transmission.

  According to a second aspect of the present invention, in the multi-stage transmission according to the first aspect of the invention, (a) a first shift stage established when the first clutch element and the second brake element are engaged; and (b) the first shift stage. A second shift stage established by engaging the clutch element and the first brake element; (c) a third shift stage established by engaging the first clutch element and the third clutch element; (d) a fourth shift stage established by engaging the first clutch element and the fourth clutch element, and (e) established by engaging the first clutch element and the second clutch element. (F) a sixth shift stage established by engaging the second clutch element and the fourth clutch element, and (g) the second clutch element and the fifth clutch. A seventh shift stage established by engaging the elements; (h) an eighth shift stage established by engaging the second clutch element and the third clutch element; and (i) the second clutch. The shift is performed using a plurality of shift stages among the ninth shift stage established by engaging the element and the first brake element.

  According to a third aspect of the present invention, in the multi-stage transmission according to the first aspect, (a) a first shift stage established by engaging the first clutch element and the second brake element, and (b) the first shift stage. A second shift stage established by engaging the clutch element and the first brake element; (c) a third shift stage established by engaging the first clutch element and the third clutch element; (d) a fourth shift stage established by engaging the first clutch element and the fourth clutch element, and (e) established by engaging the first clutch element and the second clutch element. (F) a sixth shift stage established by engagement of the second clutch element and the fourth clutch element, and (g) a second shift element and the third clutch. A seventh shift stage established by engaging the elements; (h) an eighth shift stage established by engaging the second clutch element and the first brake element; and (i) the second clutch. The shift is performed using a plurality of shift stages among the ninth shift stage established by engaging the element and the fifth clutch element.

  According to a fourth aspect of the present invention, in the multi-stage transmission according to the first aspect, (a) a first shift stage established by engaging the first clutch element and the second brake element, and (b) the first shift stage. A second shift stage established by engaging the clutch element and the first brake element; (c) a third shift stage established by engaging the first clutch element and the third clutch element; (d) a fourth shift stage established by engaging the first clutch element and the fourth clutch element, and (e) established by engaging the first clutch element and the second clutch element. (F) a sixth shift stage established by engagement of the second clutch element and the fourth clutch element, and (g) a second shift element and the third clutch. A seventh shift stage established by engaging the elements; (h) an eighth shift stage established by engaging the second clutch element and the fifth clutch element; and (i) the second clutch. The shift is performed using a plurality of shift stages among the ninth shift stage established by engaging the element and the first brake element.

  Further, a fifth aspect of the invention is the multi-stage transmission of the first aspect of the invention or the second aspect of the invention, wherein (a) the first transmission unit is a single pinion type first planetary gear unit and a double pinion type second front part. (B) the sun gear of the first front planetary gear device is always stopped, (c) the sun gear of the second front planetary gear device is the first intermediate output member, A carrier of the first front planetary gear device and a ring gear of the second front planetary gear device are connected to each other and to the input rotating member; and (e) 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 form the second intermediate output member.

  According to a sixth aspect of the present invention, in the multi-stage transmission according to the first or second aspect of the invention, (a) the first transmission unit includes a double pinion type first planetary gear unit and a single pinion type second front unit. (B) the sun gear of the first front planetary gear device and the sun gear of the second front planetary gear device are always stopped rotating, and (c) the ring gear of the first front planetary gear device is (D) 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 connected to the input rotation member; ) The ring gear of the second front planetary gear device is the second intermediate output member.

  The seventh aspect of the invention is the multi-stage transmission of the first aspect of the invention or the second aspect of the invention, wherein (a) the first transmission unit is a single pinion type first planetary gear unit and a double pinion type second front part. (B) the sun gear of the first front planetary gear device is always stopped, (c) the carrier of the second front planetary gear device is the first intermediate output member, ) 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 and to the input rotating member; and (e) the ring gear of the first front planetary gear device. And the sun gear of the second front planetary gear device are connected to each other to form the second intermediate output member.

  The eighth invention is the multi-stage transmission according to any one of the first invention, the third invention, and the fourth invention, wherein (a) the first transmission unit is a double pinion type first planetary gear unit and a single A pinion type second front planetary gear device, (b) the sun gear of the first front planetary gear device is always stopped, and (c) the ring gear of the second front planetary gear device is the first intermediate (D) a ring gear of the first front planetary gear device and a carrier of the second front planetary gear device are connected to each other and to the input rotation member, and (e) the first The carrier of the front planetary gear device and the sun gear of the second front planetary gear device are connected to each other to form the second intermediate output member.

  Further, the ninth invention is the multi-stage transmission according to any one of the first invention, the third invention, and the fourth invention. A pinion-type second front planetary gear device, (b) the sun gear of the first front planetary gear device is always stopped, and (c) the ring gear of the first front planetary gear device and the second front A ring gear of the stationary planetary gear unit is coupled to each other to form the first intermediate output member; and (d) a carrier of the first front planetary gear unit and a carrier of the second front planetary gear unit are coupled to each other. And (e) a sun gear of the second front planetary gear set is used as the second intermediate output member.

  The tenth invention is the multi-stage transmission according to any one of the first invention, the second invention, and the fourth invention. (A) the first transmission unit is a double pinion type first front planetary gear device and a single A pinion type second front planetary gear device, (b) the carrier of the first front planetary gear device and the ring gear of the second front planetary gear device are always stopped rotating, and (c) the first front planetary gear device. A ring gear of the planetary gear device and a carrier of the second front planetary gear device are connected to each other to form the first intermediate output member; and (d) a sun gear of the first front planetary gear device is the input rotation member. (E) the sun gear of the second front planetary gear unit is the second intermediate output member.

  An eleventh aspect of the invention is the multi-stage transmission according to any one of the first, second, and fourth aspects of the invention. (A) the first transmission unit is a double pinion type first front planetary gear unit and a single transmission. A pinion type second front planetary gear device, (b) the ring gear of the second front planetary gear device is always stopped rotating, and (c) the carrier of the first front planetary gear device and its second front And the carrier of the stationary planetary gear unit is connected to each other as the first intermediate output member, (d) the ring gear of the first front planetary gear unit is coupled to the input rotating member, and (e) the first front member The sun gear of the stationary planetary gear device and the sun gear of the second front planetary gear device are connected to each other to form the second intermediate output member.

   A twelfth aspect of the invention is the multi-stage transmission of the first aspect of the invention or the second aspect of the invention. (B) the ring gear of the first front planetary gear device and the sun gear of the second front planetary gear device are always stopped, and (c) the carrier of the first front planetary gear device; The ring gear of the second front planetary gear device is connected to each other to form the first intermediate output member, (d) the carrier of the second front planetary gear device is connected to the input rotation member, and (e) The sun gear of the first front planetary gear device is the second intermediate output member.

  A thirteenth aspect of the present invention is the multi-stage transmission according to any one of the first to twelfth aspects of the invention, wherein: (a) the second transmission unit is a double pinion type first rear planetary gear unit and a single pinion type 2 a rear planetary gear device, (b) a carrier of the first rear planetary gear device and a sun gear of the second rear planetary gear device are connected to each other to constitute the first rotating element; ) The ring gear of the first rear planetary gear device and the carrier of the second rear planetary gear device are connected to each other to form the second rotating element, and (d) the ring gear of the second rear planetary gear device. The third rotating element is constituted by (e), and the fourth rotating element is constituted by the sun gear of the first rear planetary gear device.

  The fourteenth aspect of the invention is the multi-stage transmission according to any one of the first to twelfth aspects of the invention, wherein (a) the second transmission portion is a single pinion type first rear planetary gear unit and a double pinion type Two rear planetary gear units, (b) the first rotating element is constituted by the sun gear of the first rear planetary gear unit, and (c) the carrier of the first rear planetary gear unit and the second rear The carrier of the stationary planetary gear unit is coupled to each other to form the second rotating element, and (d) the ring gear of the first rear planetary gear unit and the ring gear of the second rear planetary gear unit are coupled to each other. The third rotating element is configured, and (e) the fourth rotating element is configured by a sun gear of the second rear planetary gear device.

  The fifteenth aspect of the present invention is the multi-stage transmission according to any one of the first to twelfth aspects of the invention, wherein (a) the second transmission unit is a double pinion type first rear planetary gear unit and a single pinion type first gear unit. 2 a rear planetary gear device, (b) a carrier of the first rear planetary gear device and a sun gear of the second rear planetary gear device are connected to each other to constitute the first rotating element; ) The second rotating element is constituted by the ring gear of the first rear planetary gear device, (d) the third rotating element is constituted by the carrier of the second rear planetary gear device, and (e) the first A sun gear of the rear planetary gear device and a ring gear of the second rear planetary gear device are connected to each other to constitute the fourth rotating element.

  According to the first aspect of the invention, the first transmission unit that obtains two rotational speeds in addition to the rotational speed of the input rotating member by decelerating and increasing the rotation of the input rotating member, the four rotating elements, The second transmission unit having two clutch elements and two brake elements and shifting the three types of rotational speeds obtained by the first transmission unit, while maintaining a good ratio ratio step and a plurality of overspeeds. It is possible to reduce the gear ratio step between the drive gears.

  According to the second to fourth inventions, the gear ratio step between the seventh gear and the eighth gear and between the eighth gear and the ninth gear can be reduced.

  The mounting position of the multi-stage transmission (hereinafter referred to as “transmission”) of the present invention with respect to the vehicle may be a horizontal type such as an FF (front engine / front drive) vehicle in which the axis of the transmission is in the width direction of the vehicle. A vertical installation type such as an FR (front engine / rear drive) vehicle whose axis is in the longitudinal direction of the vehicle may be used.

  The transmission may be one that automatically switches the gear position according to the driving state such as the accelerator operation amount and the vehicle speed, or may be one that switches the gear position according to the driver's switch operation (up / down operation or the like). The transmission according to the present invention may be any transmission that uses a plurality of forward shift stages that are in the forward rotation direction, but the first to ninth shift stages according to any one of the second to fourth inventions. It is preferable to enable a nine-speed shift using the shift speed as it is.

  As the first to fifth clutch elements and the first and second brake elements, hydraulic friction engagement devices such as a multi-plate type, a single plate type, and a belt type that are frictionally engaged by a hydraulic cylinder are preferably used. Other types of engagement devices such as an electromagnetic type may be employed. In order to facilitate the shift control, a one-way clutch can be provided in parallel or in series with the brakes and clutches. For example, if a one-way clutch is provided in parallel with the second brake, the first shift stage can be established only by engaging the first clutch, and the second shift stage can be switched simply by engaging the first brake. Can do. If the engine brake is not required, a one-way clutch may be provided instead of the second brake. The one-way clutch has the same function as the brake in that it stops rotating.

  As the first transmission unit, one having two sets of planetary gear devices can be used as in the fifth to twelfth inventions, but in addition, two shaft centers parallel to the transmission can be used. And three counter gear pairs each comprising a pair of gears respectively disposed on the two shaft centers, the transmission ratio of one counter gear pair being set to 1, and the remaining The first transmission unit may be configured by setting the transmission ratios of the two counter gear pairs to a value greater than 1 and a value smaller than 1. Furthermore, the first transmission unit may be configured by combining a planetary gear device and a counter gear pair. That is, the planetary gear device may be configured to increase or decrease the rotation of the input rotation member, and to reduce or increase the rotation of the input rotation member by the counter gear pair. When the first transmission unit is provided with a counter gear pair, it is essential that the transmission has two shaft centers parallel to each other, whereas the first transmission unit has 2 shaft centers. In the case where a set of planetary gear units is provided, each component of the transmission can be arranged on one axis, but the first transmission unit includes two sets of planetary gear units. In this case, the transmission has two shaft centers that are parallel to each other, the first transmission portion is disposed on the first shaft center, and the second transmission portion is disposed on the first shaft center. Also good.

  Preferably, an output of a driving force source such as an engine is input to the input rotation member via a fluid transmission device. In this way, a compact transmission can be designed. A torque converter is preferably used as the fluid transmission device, but a fluid coupling may be used instead of the torque converter. The fluid transmission device is preferably provided with a lock-up clutch, but the lock-up clutch may not be provided, and instead of the fluid transmission device, a magnetic powder type electromagnetic clutch, a multi-plate or a single plate type The hydraulic clutch may be provided.

Hereinafter, 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 transmission 10 to which the present invention is applied. In FIG. 1, a transmission 10 includes a torque converter 14 with a lock-up clutch 13 as a fluid transmission device on a common shaft center in a transmission case (hereinafter simply referred to as a case) 12 attached to a vehicle body, and the torque converter 14. A first transmission unit 28, a third planetary gear unit 22 and a fourth planetary gear unit 24, which are mainly composed of an input shaft 16, a first planetary gear unit 18 and a second planetary gear unit 20 connected to A second transmission 30 configured as a main body and an output shaft 26 are sequentially arranged. The transmission 10 is preferably used as an FR automatic transmission that is installed vertically in a vehicle, and is provided between the engine 8 and drive wheels (not shown), and transmits the output of the engine 8 to the drive wheels. . The input shaft 16 is a turbine shaft of the torque converter 14, and the input shaft 16 corresponds to an input rotating member. The output shaft 26 corresponds to an output rotating member, and rotationally drives the left and right drive wheels via, for example, a differential gear device (not shown). The transmission case 12 corresponds to a non-rotating member, and the torque converter 14 is connected to the crankshaft 9 of the engine 8. Since the transmission 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG.

  The first planetary gear unit 18 and the second planetary gear unit 20 constituting the first transmission unit 28 are a single pinion type and a double pinion type, respectively, and the first planetary gear unit 18 is a first front planetary gear unit. The second planetary gear device 20 corresponds to a second front planetary gear device. The first planetary gear unit 18 meshes with the first sun gear S1 via the first sun gear S1, the first pinion gear P1, the first carrier CA1 that supports the first pinion gear P1 so as to rotate and revolve, and the first pinion gear P1. The second planetary gear unit 20 includes a second sun gear S2, a plurality of pairs of second pinion gears P2 that mesh with each other, a second carrier CA2 that supports the second pinion gears P2 so as to rotate and revolve, and a second carrier CA2. A second ring gear R2 that meshes with the second sun gear S2 via the two-pinion gear P2 is provided.

  In the first transmission unit 28, the first carrier CA1 and the second ring gear R2 are coupled to each other and coupled to the input shaft 16 to be rotationally driven, and the first sun gear S1 is integrally fixed to the case 12. The first ring gear R1 and the second carrier CA2 are connected to each other so that they cannot rotate. With this configuration, the second sun gear S2 is decelerated and rotated with respect to the input shaft 16 and transmits the rotation to the second transmission unit 30, so that it corresponds to the first intermediate output member M1, and the first ring gear R1 The second carrier CA2 is rotated at an increased speed with respect to the input shaft 16 and transmits the rotation to the second transmission unit 30, and therefore corresponds to the second intermediate output member M2.

  The third planetary gear device 22 and the fourth planetary gear device 24 constituting the second transmission unit 30 are respectively a double pinion type and a single pinion type, and the third planetary gear device 22 is a first rear planetary gear device. The fourth planetary gear device 24 corresponds to a second rear planetary gear device. The third planetary gear unit 22 includes a third sun gear S3, a plurality of pairs of third pinion gears P3 that mesh with each other, a third carrier CA3 that supports the third pinion gear P3 so as to be capable of rotating and revolving, and a third pinion gear P3. The fourth planetary gear unit 24 includes a fourth sun gear S4, a fourth pinion gear P4, a fourth carrier CA4 that supports the fourth pinion gear P4 so as to rotate and revolve, and a fourth carrier CA4. A fourth ring gear R4 that meshes with the fourth sun gear S4 via a four-pinion gear P4 is provided.

  In the second transmission unit 30, the third carrier CA3 and the fourth sun gear S4 are connected to each other to form the first rotating element RE1, and the third ring gear R3 and the fourth carrier CA4 are connected to each other to form the second The rotation element RE2 is configured, the third ring element R3 is configured by the fourth ring gear R4, and the fourth rotation element RE4 is configured by the third sun gear S3.

  The second transmission unit 30 includes first to fifth clutches C1 to C5 (that is, first to fifth clutch elements) and first and second brakes B1 and B2 (that is, first and second brake elements). ). The first clutch C1 selectively connects the first intermediate output member M1 (that is, the second sun gear S2) and the fourth rotating element RE4 (S3), and the second clutch C2 includes the input shaft 16 and the second rotating element. RE2 (R3, CA4) is selectively connected, the third clutch C3 selectively connects the first intermediate output member M1 and the first rotating element RE1 (CA3, S4), and the fourth clutch C4 is input. The shaft 16 and the first rotating element RE1 (CA3, S4) are selectively connected, and the fifth clutch C5 is connected to the second intermediate output member M2 (that is, the first ring gear R1 and the second carrier CA2) and the fourth rotating element. It is selectively connected to RE4 (S3). The first brake B1 selectively connects the first rotating element RE1 (CA3, S4) to the case 12 to stop the rotation, and the second brake B2 selectively selects the second rotating element RE2 (R3, CA4). It is connected to the case 12 and stopped rotating. The first to fifth clutches C1 to C5 and the first and second brakes B1 and B2 are all multi-plate hydraulic friction engagement devices that are frictionally engaged by a hydraulic cylinder.

  FIG. 2 is a collinear diagram in which the rotational speeds of the rotating elements of the first transmission unit 28 and the second transmission unit 30 can be represented by straight lines. The lower horizontal line X1 indicates the rotational speed “0”. The horizontal line X2 is the rotational speed “1.0”, that is, the same rotational speed as the input shaft 16. Further, each vertical line of the first transmission unit 28 is, in order from the left side, the first sun gear S1, the second sun gear S2, the first carrier CA1 and the second ring gear R2 that are integrally connected, and the first sun gear S1 and the second ring gear R2, which are integrally connected. The first planetary gear unit 18 and the second carrier CA2 are represented such that the distance between the sun gear and the carrier is "1" so that the distance between the carrier and the ring gear is ρ. It is determined according to the gear ratio (= the number of teeth of the sun gear / the number of teeth of the ring gear) ρ1, ρ2 of the second planetary gear device 20. The figure shows a case where the gear ratio ρ1 = 0.345 and ρ2 = 0.391. Further, the four vertical lines of the second transmission unit 30 indicate the first rotation element RE1 (CA3, S4), the second rotation element RE2 (R3, CA4), the third rotation element RE3 (R4), in order from the left side. The fourth rotation element RE4 (S3) is shown, and the interval between them is determined according to the gear ratio ρ3 of the third planetary gear device 22 and the gear ratio ρ4 of the fourth planetary gear device 24. The figure shows a case where the gear ratio ρ3 = 0.438 and ρ4 = 0.536.

  As is apparent from this collinear diagram, when the first clutch C1 is engaged, the fourth rotating element RE4 is connected to the first intermediate output member M1, and the second brake B2 is engaged. Thus, when the second rotation element RE2 is stopped from rotating, the third rotation element RE3 coupled to the output shaft 26 rotates at the rotation speed indicated by “1st”, and the largest speed ratio (= the rotation speed of the input shaft 16). / Rotation speed of the output shaft 26) is established.

  Further, when the first clutch C1 is engaged, the fourth rotation element RE4 is connected to the first intermediate output member M1, and when the first brake B1 is engaged, the first rotation element RE1 stops rotating. Then, the third rotation element RE3 is rotated at the rotation speed indicated by “2nd”, and the second shift stage “2nd” having a smaller gear ratio than the first shift stage “1st” is established.

  Further, when both the fourth rotation element RE4 and the first rotation element RE1 are coupled to the first intermediate output member M1 by engaging the first clutch C1 and the third clutch C3, the second transmission unit 30 is Since the third rotation element RE3 is rotated at the rotation speed indicated by “3rd” and integrally rotates at the same rotation speed as that of the first intermediate output member M1, the third speed change is smaller than the second shift speed “2nd”. Stage “3rd” is established.

  Further, when the first clutch C1 is engaged, the fourth rotating element RE4 is connected to the first intermediate output member M1, and when the fourth clutch C4 is engaged, the first rotating element RE1 is connected to the input shaft. When connected to 16, the third rotation element RE3 is rotated at the rotational speed indicated by “4th”, and the fourth speed “4th” having a smaller gear ratio than the third speed “3rd” is established.

  Further, when the first clutch C1 is engaged, the fourth rotating element RE4 is connected to the first intermediate output member M1, and when the second clutch C2 is engaged, the second rotating element RE2 is connected to the input shaft. When connected to 16, the third rotation element RE3 is rotated at the rotational speed indicated by “5th”, and the fifth shift stage “5th” having a lower speed ratio than the fourth shift stage “4th” is established.

  In addition, when the second clutch C2 and the fourth clutch C4 are engaged, and the second rotation element RE2 and the first rotation element RE1 are both connected to the input shaft 16, the second transmission unit 30 is connected to the input shaft 16. The third rotation element RE3 is rotated at the rotation speed indicated by “6th”, and the sixth shift stage “6th” having a smaller gear ratio than the fifth shift stage “5th” is established. To do. The gear ratio of the sixth gear stage “6th” is 1.

  Further, when the second clutch C2 is engaged, the second rotating element RE2 is coupled to the input shaft 16, and when the fifth clutch C5 is engaged, the fourth rotating element RE4 is connected to the second intermediate output member. When connected to M2, the third rotation element RE3 is rotated at the rotational speed indicated by “7th”, and the seventh shift stage “7th” having a smaller gear ratio than the sixth shift stage “6th” is established.

  Further, when the second clutch C2 is engaged, the second rotating element RE2 is coupled to the input shaft 16, and when the third clutch C3 is engaged, the first rotating element RE1 is connected to the first intermediate output. When connected to the member M1, the third rotation element RE3 is rotated at the rotational speed indicated by “8th”, and the eighth shift stage “8th” having a smaller speed ratio than the seventh shift stage “7th” is established.

  Further, when the second clutch C2 is engaged, the second rotating element RE2 is coupled to the input shaft 16, and when the first brake B1 is engaged, the first rotating element RE1 is stopped. The third rotation element RE3 is rotated at the rotation speed indicated by “9th”, and the ninth shift stage “9th” having a smaller gear ratio than the eighth shift stage “8th” is established.

  Further, when the second brake B2 is engaged, the rotation of the second rotation element RE2 is stopped, and when the third clutch C3 is engaged, the first rotation element RE1 is connected to the first intermediate output member M1. Then, the third rotation element RE3 is reversely rotated at the rotation speed indicated by “Rev1”, and the first reverse shift speed “Rev1” is established. When the second brake B2 is engaged, the second rotation element RE2 is stopped from rotating, and when the fourth clutch C4 is engaged, the first rotation element RE1 is connected to the input shaft 16. The third rotation element RE3 is reversely rotated at the rotational speed indicated by “Rev2”, and the second reverse shift stage “Rev2” having a smaller gear ratio than the first reverse shift stage “Rev1” is established.

  FIG. 3 is an operation table for explaining the engagement elements and the gear ratios at the time when the above-described gears are established. “◯” indicates engagement, and blanks indicate release. The gear ratio of each gear stage is appropriately determined by the gear ratios ρ1 to ρ4 of the first planetary gear device 18, the second planetary gear device 20, the third planetary gear device 22, and the fourth planetary gear device 24. For example, ρ1 = 0.345, ρ2 = 0.391, ρ3 = 0.438, ρ4 = 0.536, the gear ratio shown in FIG. 3 is obtained, and the gear ratio and gear ratio step (the gear ratio between the gear stages) are obtained. Value) is approximately appropriate and the total gear ratio range (= 5.187 / 0.645) is as large as about 7.953, and the gear ratios of the reverse gears “Rev1” and “Rev2” are also appropriate. Suitable gear ratio characteristics can be obtained as a whole, and in particular, gears between overdrive gears (that is, between the seventh gear and the eighth gear and between the eighth gear and the ninth gear). The ratio step is relatively small. In addition, since it is possible to perform shifts at each gear stage simply by grasping any two of the clutches C1 to C5 and the brakes B1 and B2, the shift control is easy and the occurrence of shift shock is suppressed. Also, in the case of the jump shift, the shift can be achieved by changing any one of the clutches C1 to C5 and the brakes B1 and B2, so that the jump shift is also facilitated.

  FIG. 4 illustrates a signal input to the electronic control device 40 for controlling the transmission 10 of the present embodiment and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. Thus, the output control of the engine 8 and the shift control of the transmission 10 are performed.

The aforementioned electronic control unit 40, from the sensors and switches shown in FIG. 4, a signal indicating the engine coolant temperature, a signal representing the shift position, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, the operation of an air conditioner An air conditioner signal, a vehicle speed signal corresponding to the rotational speed of the output shaft 26, an oil temperature signal indicating the hydraulic oil temperature of the transmission 10, a signal indicating a side brake operation, a signal indicating a foot brake operation, and a catalyst temperature signal indicating a catalyst temperature. , An accelerator opening signal indicating the amount of operation of the accelerator pedal, a cam angle signal, a snow mode setting signal indicating a snow mode setting, an acceleration signal indicating the longitudinal acceleration of the vehicle, a signal indicating an auto cruise signal indicating auto cruise traveling, etc. Supplied respectively.

  Further, the electronic control device 40 receives a drive signal for a throttle actuator for operating the throttle valve opening, a boost pressure adjustment signal for adjusting the boost pressure, and an electric air conditioner drive signal for operating the electric air conditioner. , An ignition signal for instructing the ignition timing of the engine 8, a shift position (operation position) display signal for operating the shift indicator, a gear ratio display signal for displaying the gear ratio, and a display for indicating the snow mode. A snow mode display signal, an ABS operation signal for operating an ABS actuator for preventing wheel slippage during braking, and an electromagnetic wave included in a hydraulic control circuit for controlling the hydraulic actuator of the hydraulic friction engagement device of the transmission 10 Valve command signal for operating the valve, and the electric hydraulic pump that is the hydraulic source of the hydraulic control circuit Because of the drive command signal, a signal for driving an electric heater, signals, etc. to the cruise control computer is output, respectively.

  As described above, the transmission 10 according to the present embodiment includes the first transmission unit 28 that obtains two rotation speeds in addition to the rotation speed of the input shaft 16 by decelerating and increasing the rotation of the input shaft 16, and 4 With the second transmission unit 30 that has three rotation elements RE1 to RE4, five clutches C1 to C5, and two brakes B1 and B2 and that shifts three types of rotational speeds obtained by the first transmission unit 28, While maintaining the gear ratio step in a well-balanced manner, the gear ratio step between a plurality of overdrive gear steps, that is, the gear ratio step between the seventh gear and the eighth gear, and the eighth gear and the ninth gear. The gear ratio step between is smaller.

  Next, a second embodiment of the present invention will be described. In the following description, parts that are substantially the same as those in the above-described embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 5 is a skeleton diagram illustrating the configuration of the transmission 50 according to the second embodiment of the present invention, and FIG. 6 is a collinear diagram showing the rotational speeds of the rotating elements at the respective speed stages in the second embodiment. is there. As shown in FIG. 5, the transmission 50 includes a first transmission unit 56 configured mainly with a first planetary gear device 52 and a second planetary gear device 54 on a common shaft center with the input shaft 16, A second transmission unit 62 mainly composed of the third planetary gear device 58 and the fourth planetary gear device 60 is disposed between the torque converter 14 and the output shaft 26.

  The first planetary gear device 52 and the second planetary gear device 54 constituting the first transmission unit 56 are respectively a double pinion type and a single pinion type, and the first planetary gear device 52 is a first front planetary gear device. The second planetary gear unit 54 corresponds to a second front planetary gear unit. The first planetary gear device 52 includes a first sun gear S1, a plurality of pairs of first pinion gears P1 that mesh with each other, a first carrier CA1 that supports the first pinion gears P1 so as to be capable of rotating and revolving, and a first pinion gear P1. The second planetary gear unit 54 includes a second sun gear S2, a second pinion gear P2, a second carrier CA2 that supports the second pinion gear P2 so that it can rotate and revolve, and a second carrier CA2. A second ring gear R2 that meshes with the second sun gear S2 via the two-pinion gear P2 is provided.

  In the first transmission unit 56, the first carrier CA1 and the second carrier CA2 are coupled to each other and coupled to the input shaft 16 to be rotationally driven, and the first sun gear S1 and the second sun gear S2 are coupled to each other. In addition, it is integrally fixed to the case 12 and cannot be rotated. With this configuration, the first ring gear R1 is decelerated and rotated with respect to the input shaft 16, and the rotation is transmitted to the second transmission unit 62, so that it corresponds to the first intermediate output member M1, and the second ring gear R2 is Since the rotation speed is increased with respect to the input shaft 16 and the rotation is transmitted to the second speed change portion 62, it corresponds to the second intermediate output member M2.

  The third planetary gear device 58 and the fourth planetary gear device 60 constituting the second transmission unit 62 are a double pinion type and a single pinion type, respectively, and the third planetary gear device 58 is a first rear planetary gear device. The fourth planetary gear unit 60 corresponds to a second rear planetary gear unit. The third planetary gear device 58 and the fourth planetary gear device 60 are of a so-called Ravigneaux type in which carriers and ring gears are connected to each other and shared. That is, the third planetary gear device 58 is connected to the third sun gear S3 via the third sun gear S3, the third pinion gear P3, the third carrier CA3 that supports the third pinion gear P3 so as to rotate and revolve, and the third pinion gear P3. The fourth planetary gear unit 60 includes a third ring gear R3 that meshes with each other, and the fourth planetary gear device 60 has a common gear with any one of the fourth sun gear S4 and the third pinion gear P3, and a plurality of pairs of fourth pinion gears P4 and third carriers that mesh with each other. A fourth ring gear R4 that meshes with the fourth sun gear S4 via a fourth carrier CA4 and a fourth pinion gear P4 common to CA3 and is common to the third ring gear R3 is provided.

  In the second transmission unit 62, the third sun gear S3 constitutes the first rotating element RE1, the third carrier CA3 and the fourth carrier CA4 are connected to each other to constitute the second rotating element RE2, and the third ring gear. R3 and the fourth ring gear R4 are connected to each other to constitute a third rotating element RE3, and the fourth sun gear S4 constitutes a fourth rotating element RE4. The second transmission unit 62 includes first to fifth clutches C1 to C5 and first and second brakes B1 and B2.

  Although specific members constituting the rotating element RE are different from those of the first embodiment, the connection relationship between the clutch C and the brake B with respect to the rotating element RE is the same as that of the first embodiment. Accordingly, since the configuration of the second transmission unit 62 is the same as that of the first embodiment based on the rotating element RE, for example, the gear ratio ρ3 of the third planetary gear device 58 is set to 0.536, and the fourth planetary gear device is configured. If the gear ratio ρ4 of 60 is 0.417, the portion relating to the second transmission unit 62 of the collinear chart shown in FIG. 6 is different except that the constituent elements of the planetary gear devices 58 and 60 constituting each rotating element RE are different. Similar to FIG. In addition, the first transmission unit 56 is also configured so that the rotation of the first intermediate output member M1, the second intermediate output member M2, and the input shaft 16 remains unchanged by partially connecting the two planetary gear devices 52 and 54 to each other. Since it is the same as that of the first embodiment in that a member that outputs at a speed and a member that is always stopped in rotation are configured, each vertical line of the first transmission unit 56 is shown in FIG. In order from the left, the first sun gear S1 and the second sun gear S2, which are integrally connected, the first ring gear R1, the first carrier CA1 and the second carrier CA2, which are integrally connected, and the second ring gear R2, for example, If the gear ratio ρ1 of the first planetary gear unit 52 is set to 0.537 and the gear ratio ρ2 of the second planetary gear unit 54 is set to 0.345, the portion related to the first transmission unit 56 in the nomograph is the same as in FIG. Become. Therefore, the alignment chart shown in FIG. 6 is the same as the alignment chart shown in FIG. Further, since the alignment chart is the same as that of the first embodiment, the operation table for explaining the engagement elements and the gear ratio at the time of establishing each gear stage is as shown in FIG. 3 described above. Therefore, the same effect as the first embodiment can be obtained.

  Next, a third embodiment of the present invention will be described. FIG. 7 is a skeleton diagram illustrating the configuration of the transmission 70 according to the third embodiment of the present invention, and FIG. is there. When this transmission 70 is compared with the transmission 50 of the second embodiment, only the configuration of the first transmission portion 72 is different, and the second transmission portion 62 that is the same as the transmission 50 of the second embodiment is provided. I have.

  The first transmission unit 72 is mainly configured by a single pinion type first planetary gear unit 74 and a double pinion type second planetary gear unit 76, and the first planetary gear unit 74 is a first front planetary gear unit. The second planetary gear device 76 corresponds to a second front planetary gear device. The first planetary gear unit 74 meshes with the first sun gear S1 via the first sun gear S1, the first pinion gear P1, the first carrier CA1 that supports the first pinion gear P1 so as to rotate and revolve, and the first pinion gear P1. The second planetary gear unit 76 includes a second sun gear S2, a plurality of pairs of second pinion gears P2 that mesh with each other, a second carrier CA2 that supports the second pinion gears P2 so as to rotate and revolve, and a second carrier CA2. A second ring gear R2 that meshes with the second sun gear S2 via the two-pinion gear P2 is provided.

  In the first transmission section 72, the first carrier CA1 and the second ring gear R2 are coupled to each other and coupled to the input shaft 16, and are driven to rotate. The first sun gear S1 is integrally fixed to the case 12. The first ring gear R1 and the second sun gear S2 are connected to each other so that they cannot rotate. With this configuration, the second carrier CA2 is decelerated and rotated with respect to the input shaft 16 and transmits the rotation to the second transmission unit 62, so that it corresponds to the first intermediate output member M1 and is connected to each other. The 1-ring gear R1 and the second sun gear S2 are rotated at an increased speed with respect to the input shaft 16 and transmit the rotation to the second transmission unit 62, and thus correspond to the second intermediate output member M2.

  Then, as shown in FIG. 8, the first sun gear S1, the second carrier CA2, the first carrier CA1 and the second ring gear R2 that are integrally connected, and the vertical lines of the first transmission unit 72 in order from the left are integrated. The first ring gear R1 and the second sun gear S2 connected to each other, for example, the gear ratio ρ1 of the first planetary gear device 74 is set to 0.345, and the gear ratio ρ2 of the second planetary gear device 76 is set to 0.609. For example, the portion of the collinear diagram related to the first transmission unit 72 is the same as that of the second embodiment, and the second transmission unit 62 is also the same as that of the second embodiment. Therefore, the collinear diagram of FIG. This is the same as in the second embodiment (that is, the same as in the first embodiment). Since the alignment chart is the same as that in the first and second embodiments, the operation table for explaining the engagement elements and the gear ratio when each gear is established is as shown in FIG. Therefore, the same effect as the first and second embodiments can be obtained.

  Next, a fourth embodiment of the present invention will be described. FIG. 9 is a skeleton diagram illustrating the configuration of the transmission 80 according to the fourth embodiment of the present invention. FIG. 10 is a collinear diagram showing the rotational speeds of the rotating elements at the respective speed stages in the case of the fourth embodiment. is there. The transmission 80 is arranged between the torque converter 14 and the output shaft 26 on the same shaft center as the input shaft 16, and the first transmission unit 28 similar to the first embodiment and the second and third embodiments. A similar second transmission unit 62 is provided.

  Accordingly, in the collinear diagram shown in FIG. 10, the vertical lines of the first transmission unit 28 are, in order from the left, the first sun gear S1, the second sun gear S2, the first carrier CA1 and the second ring gear that are integrally connected. R2, the first ring gear R1 and the second carrier CA2 that are integrally connected, and the vertical lines of the second transmission unit 62, that is, the first to fourth rotating elements RE1 to RE4, are integrally connected to the third sun gear S3. The third carrier CA3 and the fourth carrier CA4, the third ring gear R3 and the fourth ring gear R4, and the fourth sun gear S4, which are integrally connected, are the same collinear chart as in the first to third embodiments. Become. Since the alignment chart is the same as that of the first to third embodiments, the operation table for explaining the engagement elements and the gear ratio when establishing each gear position is as shown in FIG. . Therefore, the same effect as the first to third embodiments can be obtained.

  Next, a fifth embodiment of the present invention will be described. FIG. 11 is a skeleton diagram illustrating the configuration of the transmission 90 according to the fifth embodiment of the present invention, and FIG. 12 is a collinear diagram showing the rotation speeds of the rotating elements at the respective speed stages in the case of the fifth embodiment. is there. When this transmission 90 is compared with the transmission 50 of the second embodiment, only the configuration of the second transmission section 92 is different, and the first transmission section 56 that is the same as the transmission 50 of the second embodiment is provided. I have.

  The second transmission unit 92 is mainly configured by a double pinion type third planetary gear unit 94 and a single pinion type fourth planetary gear unit 96, and the third planetary gear unit 94 is a first rear planetary gear unit. The fourth planetary gear unit 96 corresponds to a second rear planetary gear unit. The third planetary gear unit 94 includes a third sun gear S3, a plurality of pairs of third pinion gears P3 that mesh with each other, a third carrier CA3 that supports the third pinion gear P3 so that it can rotate and revolve, and a third pinion gear P3. The fourth planetary gear unit 96 includes a fourth sun gear S4, a fourth pinion gear P4, a fourth carrier CA4 that supports the fourth pinion gear P4 so as to rotate and revolve, and a fourth carrier CA4. A fourth ring gear R4 that meshes with the fourth sun gear S4 via a four-pinion gear P4 is provided.

  In the second transmission unit 92, the third carrier CA3 and the fourth sun gear S4 are connected to each other to form the first rotating element RE1, and the third ring gear R3 forms the second rotating element RE2, and the fourth carrier The third rotating element RE3 is configured by CA4, and the third sun gear S3 and the fourth ring gear R4 are connected to each other to configure the fourth rotating element RE4. The second transmission unit 92 includes first to fifth clutches C1 to C5, and first and second brakes B1 and B2.

  The specific members constituting the rotating element RE are different from those of the first to fourth embodiments, but the connection relationship between the clutch C and the brake B with respect to the rotating element RE is the same as that of the first to fourth embodiments. . Accordingly, since the configuration of the second transmission unit 92 is the same as that of the first embodiment based on the rotating element RE, for example, the gear ratio ρ3 of the third planetary gear device 94 is set to 0.438, and the fourth planetary gear device is configured. If the gear ratio ρ4 of 96 is 0.488, the components relating to the second transmission unit 92 of the collinear chart shown in FIG. This is the same as the alignment chart of the first to fourth embodiments. Further, since the first transmission unit 56 is the same as that of the second embodiment, the alignment chart of FIG. 12 is the same as that of the first to fourth embodiments as a whole. Further, since the alignment chart is the same as that of the first to fourth embodiments, the operation table for explaining the engagement elements and the gear ratio when establishing each gear position is as shown in FIG. 3 described above. . Therefore, the same effects as those of the first to fourth embodiments can be obtained.

  Next, a sixth embodiment of the present invention will be described. FIG. 13 is a skeleton diagram illustrating the configuration of the transmission 100 according to the sixth embodiment of the present invention, and FIG. 14 is a collinear diagram showing the rotational speeds of the rotating elements at the respective speed stages in the case of the sixth embodiment. is there. The transmission 100 has a first transmission unit 28 similar to the first example and a fifth example similar to the fifth example, between the torque converter 14 and the output shaft 26 on a common axis with the input shaft 16. A two-transmission unit 92 is provided.

  Therefore, in the collinear diagram shown in FIG. 14, the vertical lines of the first transmission unit 28 are, in order from the left, the first sun gear S1, the second sun gear S2, the first carrier CA1 and the second ring gear that are integrally connected. R2, the first ring gear R1 and the second carrier CA2 that are integrally connected to each other, and the vertical lines of the second transmission unit 92, that is, the first to fourth rotating elements RE1 to RE4, are integrally connected to the third carrier. CA3 and the fourth sun gear S4, the third ring gear R3, the fourth carrier CA4, the integrally connected third sun gear S3 and the fourth ring gear R4, and the same collinear chart as in the first to fifth embodiments described above, Become. Since the alignment chart is the same as that of the first to fifth embodiments, the operation table for explaining the engagement elements and the gear ratio when establishing each gear position is as shown in FIG. 3 described above. . Therefore, the same effect as the first to fifth embodiments can be obtained.

  Next, a seventh embodiment of the present invention will be described. FIG. 15 is a skeleton diagram illustrating the configuration of the transmission 110 according to the seventh embodiment of the present invention, and FIG. 16 is a collinear diagram showing the rotational speeds of the rotating elements at the respective shift speeds in the case of the seventh embodiment. is there. The transmission 110 is arranged between the torque converter 14 and the output shaft 26 on the same shaft center as the input shaft 16, and the first transmission unit 72 and the fifth and sixth embodiments similar to the third embodiment. A similar second transmission 92 is provided.

  Accordingly, in the collinear diagram shown in FIG. 16, the vertical lines of the first transmission unit 72 are, in order from the left, the first sun gear S1, the second carrier CA2, the first carrier CA1 and the second ring gear that are integrally connected. R2, the first ring gear R1 and the second sun gear S2 that are integrally connected to each other, and each vertical line of the second transmission unit 92, that is, the first to fourth rotating elements RE1 to RE4, are integrally connected to the third carrier. CA3 and the fourth sun gear S4, the third ring gear R3, the fourth carrier CA4, the integrally connected third sun gear S3 and the fourth ring gear R4, and the same collinear diagram as in the first to sixth embodiments described above, Become. Since the alignment chart is the same as that in the first to sixth embodiments, the operation table for explaining the engagement elements and the gear ratio when each gear is established is as shown in FIG. . Therefore, the same effect as the first to sixth embodiments can be obtained.

  Next, an eighth embodiment of the present invention will be described. FIG. 17 is a skeleton diagram illustrating the configuration of the transmission 120 according to the eighth embodiment of the present invention. In FIG. 17, the transmission 120 mainly includes the torque converter 14 with the lockup clutch 13, the input shaft 16, the first planetary gear device 122, and the second planetary gear device 124 on a common axis in the case 12. The first transmission unit 126 configured as described above, the second transmission unit 132 configured mainly by the third planetary gear device 128 and the fourth planetary gear device 130, and the output shaft 26 are sequentially arranged.

  The first planetary gear device 122 and the second planetary gear device 124 constituting the first transmission unit 126 are respectively a double pinion type and a single pinion type, and the first planetary gear device 122 is a first front planetary gear device. The second planetary gear unit 124 corresponds to a second front planetary gear unit. The first planetary gear unit 122 includes a first sun gear S1, a plurality of pairs of first pinion gears P1 that mesh with each other, a first carrier CA1 that supports the first pinion gear P1 so as to be capable of rotating and revolving, and a first pinion gear P1. The second planetary gear unit 124 includes a second sun gear S2, a second pinion gear P2, a second carrier CA2 that supports the second pinion gear P2 so as to rotate and revolve, and a second carrier CA2. A second ring gear R2 that meshes with the second sun gear S2 via the two-pinion gear P2 is provided.

  In the first transmission unit 126, the first ring gear R1 and the second carrier CA2 are coupled to each other and coupled to the input shaft 16, and are driven to rotate. The first sun gear S1 is integrally fixed to the case 12. The first carrier CA1 and the second sun gear S2 are connected to each other so that they cannot rotate. With this configuration, the second ring gear R2 is rotated at a reduced speed with respect to the input shaft 16 and transmits the rotation to the second transmission unit 132, and therefore corresponds to the first intermediate output member M1, and the first carrier CA1. The second sun gear S2 is rotated at an increased speed with respect to the input shaft 16 and transmits the rotation to the second transmission unit 132, and therefore corresponds to the second intermediate output member M2.

  The third planetary gear device 128 and the fourth planetary gear device 130 constituting the second transmission unit 132 are respectively a double pinion type and a single pinion type, and the third planetary gear device 128 is a first rear planetary gear device. The fourth planetary gear device 130 corresponds to a second rear planetary gear device. The third planetary gear device 128 includes a third sun gear S3, a plurality of pairs of third pinion gears P3 that mesh with each other, a third carrier CA3 that supports the third pinion gear P3 so as to rotate and revolve, and a third pinion gear P3. The fourth planetary gear unit 130 includes a fourth sun gear S4, a fourth pinion gear P4, a fourth carrier CA4 that supports the fourth pinion gear P4 so as to rotate and revolve, and a fourth carrier CA4. A fourth ring gear R4 that meshes with the fourth sun gear S4 via a four-pinion gear P4 is provided.

  In the second transmission unit 132, the third carrier CA3 and the fourth sun gear S4 are connected to each other to form the first rotating element RE1, and the third ring gear R3 and the fourth carrier CA4 are connected to each other to form the second The rotating element RE2 is configured, the third ring element R3 is configured by the fourth ring gear R4, and the fourth rotating element RE4 is configured by the third sun gear S3.

  Further, the second transmission unit 132 includes the first to fifth clutches C1 to C5 (that is, the first clutch element to the fifth clutch element) and the first and second brakes B1 and B2 (that is, the same as in the above-described embodiment) (First and second brake elements), and the first to fourth clutches C1 to C5 and the first and second brakes B1 and B2 are connected to the first to fourth rotating elements RE1 to RE4. This is the same as the previous embodiment.

  FIG. 18 is a collinear diagram showing the rotational speeds of the rotating elements at the respective speeds in the eighth embodiment. The lower horizontal line X1 is the rotational speed “0”, and the upper horizontal line X2 is the rotational speed “1. 0 ”, that is, the same rotational speed as the input shaft 16. Further, the vertical lines of the first transmission unit 126 indicate the first sun gear S1, the second ring gear R2, the first ring gear R1 and the second carrier CA2, which are integrally connected, in order from the left side. 1 carrier CA1 and second sun gear S2, and the distance between the first planetary gear device 122 and the second gear is such that if the distance between the sun gear and the carrier is "1", the distance between the carrier and the ring gear is ρ. It is determined according to the gear ratio (= number of teeth of the sun gear / number of teeth of the ring gear) ρ1, ρ2 of the second planetary gear unit 124. The figure shows a case where the gear ratio ρ1 = 0.582 and ρ2 = 0.386. Further, the four vertical lines of the second transmission unit 132 indicate, in order from the left side, the first rotation element RE1 (CA3, S4), the second rotation element RE2 (R3, CA4), the third rotation element RE3 (R4), The fourth rotation element RE4 (S3) is represented, and the interval between them is determined according to the gear ratio ρ3 of the third planetary gear device 128 and the gear ratio ρ4 of the fourth planetary gear device 130. The figure shows a case where the gear ratio ρ3 = 0.488 and ρ4 = 0.481.

  As is apparent from this nomograph, the first to sixth shift speeds and the first and second reverse shift speeds are the same as in the first to seventh embodiments described above. It is established by engaging them.

  Further, when the second clutch C2 is engaged, the second rotating element RE2 is coupled to the input shaft 16, and when the third clutch C3 is engaged, the first rotating element RE1 is connected to the first intermediate output member. When connected to M1, the third rotation element RE3 rotates at the rotational speed indicated by “7th”, and the seventh shift stage “7th” having a smaller gear ratio than the sixth shift stage “6th” is established.

  When the second clutch C2 is engaged, the second rotating element RE2 is connected to the input shaft 16, and when the first brake B1 is engaged, the first rotating element RE1 is stopped. The third rotation element RE3 is rotated at the rotation speed indicated by “8th”, and the eighth shift stage “8th” having a smaller gear ratio than the seventh shift stage “7th” is established.

  Further, the second rotary element RE2 is connected to the input shaft 16 by engaging the second clutch C2, and the fourth rotating element RE4 is connected to the second intermediate output by engaging the fifth clutch C5. When connected to the member M2, the third rotation element RE3 is rotated at the rotational speed indicated by “9th”, and the ninth shift stage “9th” having a smaller gear ratio than the eighth shift stage “8th” is established.

  FIG. 19 is an operation table for explaining the engagement elements and the gear ratios at the time when the above-described gears are established, where “◯” indicates engagement, and blanks indicate release. The gear ratio of each gear stage is appropriately determined by the gear ratios ρ1 to ρ4 of the first planetary gear device 122, the second planetary gear device 124, the third planetary gear device 128, and the fourth planetary gear device 130. For example, ρ1 = 0.582, ρ2 = 0.386, ρ3 = 0.488, ρ4 = 0.481, the gear ratio shown in Fig. 19 is obtained, and the gear ratio and gear ratio step (gear ratio between each gear stage) are obtained. The ratio of the rear shift speeds “Rev1” and “Rev2” are also appropriate, with the total ratio ratio range (= 4.709 / 0.611) being as large as about 7.709. Suitable gear ratio characteristics can be obtained as a whole, and in particular, gears between overdrive gears (that is, between the seventh gear and the eighth gear and between the eighth gear and the ninth gear). The ratio step is relatively small. In addition, since it is possible to perform shifts at each gear stage simply by grasping any two of the clutches C1 to C5 and the brakes B1 and B2, the shift control is easy and the occurrence of shift shock is suppressed. Also, in the case of the jump shift, the shift can be achieved by changing any one of the clutches C1 to C5 and the brakes B1 and B2, so that the jump shift is also facilitated.

  As described above, the transmission 120 according to the present embodiment includes the first transmission unit 126 that obtains two rotation speeds in addition to the rotation speed of the input shaft 16 by decelerating and increasing the rotation of the input shaft 16, and 4 By the second transmission unit 132 that has three rotation elements RE1 to RE4, five clutches C1 to C5, and two brakes B1 and B2 and shifts the three types of rotational speeds obtained by the first transmission unit 126, While maintaining the gear ratio step in a well-balanced manner, the gear ratio step between a plurality of overdrive gear steps, that is, the gear ratio step between the seventh gear and the eighth gear, and the eighth gear and the ninth gear. The gear ratio step between is smaller.

  Next, a ninth embodiment of the present invention will be described. FIG. 20 is a skeleton diagram illustrating the configuration of the transmission 140 according to the ninth embodiment of the present invention, and FIG. is there. As shown in FIG. 20, the transmission 140 includes a first transmission unit 146 mainly composed of a first planetary gear unit 142 and a second planetary gear unit 144 on an axis common to the input shaft 16, A second transmission unit 152 mainly composed of the third planetary gear device 148 and the fourth planetary gear device 150 is disposed between the torque converter 14 and the output shaft 26.

  The first planetary gear unit 142 and the second planetary gear unit 144 constituting the first transmission unit 146 are respectively a double pinion type and a single pinion type, and the first planetary gear unit 142 is a first front planetary gear unit. The second planetary gear device 144 corresponds to a second front planetary gear device. The first planetary gear unit 142 includes a first sun gear S1, a plurality of pairs of first pinion gears P1 that mesh with each other, a first carrier CA1 that supports the first pinion gear P1 so as to be capable of rotating and revolving, and a first pinion gear P1. The second planetary gear unit 144 includes a second sun gear S2, a second pinion gear P2, a second carrier CA2 that supports the second pinion gear P2 so as to rotate and revolve, and a second carrier CA2. A second ring gear R2 that meshes with the second sun gear S2 via the two-pinion gear P2 is provided.

  In the first transmission unit 146, the first carrier CA1 and the second carrier CA2 are coupled to each other and coupled to the input shaft 16, and are driven to rotate. The first sun gear S1 is integrally fixed to the case 12. The first ring gear R1 and the second ring gear R2 are connected to each other and rotated integrally with each other. With this configuration, the first ring gear R1 and the second ring gear R2 that are integrally connected are decelerated and rotated with respect to the input shaft 16, and the rotation is transmitted to the second transmission unit 152. Therefore, the first intermediate output member M1 Further, the second sun gear S2 is rotated at an increased speed with respect to the input shaft 16 and transmits the rotation to the second transmission unit 152, and therefore corresponds to the second intermediate output member M2.

  The third planetary gear device 148 and the fourth planetary gear device 150 constituting the second transmission unit 152 are a single pinion type and a double pinion type, respectively, and the third planetary gear device 148 is a first rear planetary gear device. The fourth planetary gear unit 150 corresponds to a second rear planetary gear unit. The third planetary gear device 148 and the fourth planetary gear device 150 are of a so-called Ravigneaux type in which carriers and ring gears are connected to each other and shared. That is, the third planetary gear device 148 includes the third sun gear S3, the third pinion gear P3, the third carrier CA3 that supports the third pinion gear P3 so as to rotate and revolve, and the third sun gear S3 via the third pinion gear P3. The fourth planetary gear unit 150 includes a third ring gear R3 that meshes, and a plurality of pairs of fourth pinion gears P4 and third carriers that have a common gear with any one of the fourth sun gear S4 and the third pinion gear P3 and mesh with each other. A fourth ring gear R4 that meshes with the fourth sun gear S4 via a fourth carrier CA4 and a fourth pinion gear P4 common to CA3 and is common to the third ring gear R3 is provided.

  In the second transmission unit 152, the third sun gear S3 constitutes the first rotating element RE1, the third carrier CA3 and the fourth carrier CA4 are connected to each other to constitute the second rotating element RE2, and the third ring gear. R3 and the fourth ring gear R4 are connected to each other to constitute a third rotating element RE3, and the fourth sun gear S4 constitutes a fourth rotating element RE4. The second transmission unit 152 includes first to fifth clutches C1 to C5 and first and second brakes B1 and B2.

  Although specific members constituting the rotating element RE are different from those of the eighth embodiment, the connection relationship between the clutch C and the brake B with respect to the rotating element RE is the same as that of the eighth embodiment. Therefore, since the configuration of the second transmission unit 152 is the same as that of the eighth embodiment based on the rotating element RE, for example, the gear ratio ρ3 of the third planetary gear device 148 is set to 0.481, and the fourth planetary gear device is configured. Assuming that the gear ratio ρ4 of 150 is 0.458, the portion related to the second transmission unit 152 in the collinear chart shown in FIG. 21 is different from the planetary gear devices 148 and 150 constituting the rotating elements RE except that the components are different. This is the same as FIG. In addition, the first transmission unit 146 also allows the rotation of the first intermediate output member M1, the second intermediate output member M2, and the input shaft 16 as they are by connecting parts of the two planetary gear units 142 and 144 to each other. Since the members that output at a speed and the members that are always stopped rotating are the same as in the eighth embodiment, as shown in FIG. 21, each vertical line of the first transmission unit 146 is indicated. In order from the left, the first sun gear S1, the first ring gear R1 and the second ring gear R2 that are integrally connected, the first carrier CA1 and the second carrier CA2 that are integrally connected, and the second sun gear S2, for example, Assuming that the gear ratio ρ1 of the first planetary gear unit 142 is 0.537 and the gear ratio ρ2 of the second planetary gear unit 144 is 0.386, the portion related to the first transmission unit 146 in the collinear diagram is the same as in FIG. Become. Accordingly, the collinear diagram shown in FIG. 21 is similar to the collinear diagram shown in FIG. 18 as a whole, and the description of FIG. 21 is omitted. Further, since the alignment chart is the same as that of the eighth embodiment, the operation table for explaining the engagement elements and the gear ratios when establishing the respective gear positions is as shown in FIG. Therefore, the same effect as the eighth embodiment can be obtained.

  Next, a tenth embodiment of the present invention will be described. FIG. 22 is a skeleton diagram illustrating the configuration of the transmission 153 according to the tenth embodiment of the present invention, and FIG. 23 is a collinear diagram showing the rotational speed of the rotating element at each gear position in the tenth embodiment. is there. As shown in FIG. 22, the transmission 153 includes a first transmission unit 156 mainly composed of a first planetary gear device 154 and a second planetary gear device 155 on an axis common to the input shaft 16. A second transmission unit 159 mainly composed of the third planetary gear unit 157 and the fourth planetary gear unit 158 is disposed between the torque converter 14 and the output shaft 26.

  The first planetary gear device 154 and the second planetary gear device 155 constituting the first transmission unit 156 are respectively a double pinion type and a single pinion type, and the first planetary gear device 154 is a first front planetary gear device. The second planetary gear device 155 corresponds to a second front planetary gear device. The first planetary gear device 154 includes a first sun gear S1, a plurality of pairs of first pinion gears P1 that mesh with each other, a first carrier CA1 that supports the first pinion gear P1 so as to be capable of rotating and revolving, and a first pinion gear P1. The second planetary gear unit 155 includes a second sun gear S2, a second pinion gear P2, a second carrier CA2 that supports the second pinion gear P2 so as to rotate and revolve, and a second carrier CA2. A second ring gear R2 that meshes with the second sun gear S2 via the two-pinion gear P2 is provided.

  In the first transmission unit 156, the first carrier CA1 and the second carrier CA2 are coupled to each other and coupled to the input shaft 16, and are driven to rotate. The first sun gear S1 is integrally fixed to the case 12. The first ring gear R1 and the second ring gear R2 are connected to each other and rotated integrally with each other. With this configuration, the first ring gear R1 and the second ring gear R2 that are integrally connected are decelerated and rotated with respect to the input shaft 16, and the rotation is transmitted to the second transmission unit 159. Therefore, the first intermediate output member M1 Further, the second sun gear S2 is rotated at an increased speed with respect to the input shaft 16 and transmits the rotation to the second transmission unit 159, and therefore corresponds to the second intermediate output member M2.

  The third planetary gear unit 157 and the fourth planetary gear unit 158 constituting the second transmission unit 159 are respectively a double pinion type and a single pinion type, and the third planetary gear unit 157 is a first rear planetary gear unit. The fourth planetary gear unit 158 corresponds to a second rear planetary gear unit. The third planetary gear unit 157 includes a third sun gear S3, a plurality of pairs of third pinion gears P3 that mesh with each other, a third carrier CA3 that supports the third pinion gear P3 so as to rotate and revolve, and a third pinion gear P3. The fourth planetary gear unit 158 includes a fourth sun gear S4, a fourth pinion gear P4, a fourth carrier CA4 that supports the fourth pinion gear P4 so as to rotate and revolve, and a fourth carrier CA4. A fourth ring gear R4 that meshes with the fourth sun gear S4 via a four-pinion gear P4 is provided.

  In the second transmission unit 159, the third carrier CA3 and the fourth sun gear S4 are connected to each other to form the first rotating element RE1, and the third ring gear R3 forms the second rotating element RE2, and the fourth carrier The third rotating element RE3 is configured by CA4, and the third sun gear S3 and the fourth ring gear R4 are connected to each other to configure the fourth rotating element RE4. The second transmission unit 159 includes first to fifth clutches C1 to C5 and first and second brakes B1 and B2.

  Although specific members constituting the rotating element RE are different from those of the eighth embodiment, the connection relationship between the clutch C and the brake B with respect to the rotating element RE is the same as that of the eighth embodiment. Accordingly, since the configuration of the second transmission unit 159 is the same as that of the eighth embodiment based on the rotating element RE, for example, the gear ratio ρ3 of the third planetary gear unit 157 is set to 0.488, and the fourth planetary gear unit is set. Assuming that the gear ratio ρ4 of 159 is 0.384, the part relating to the second transmission unit 159 in the collinear chart shown in FIG. 23 is different from the constituent elements of the planetary gear devices 157 and 158 constituting each rotating element RE. This is the same as FIG. In addition, the first transmission unit 156 also allows the rotation of the first intermediate output member M1, the second intermediate output member M2, and the input shaft 16 as they are by connecting parts of the two planetary gear devices 154 and 155 to each other. Since it is the same as that of the eighth embodiment in that a member that outputs at a speed and a member that is always stopped in rotation are configured, as shown in FIG. In order from the left, the first sun gear S1, the first ring gear R1 and the second ring gear R2 that are integrally connected, the first carrier CA1 and the second carrier CA2 that are integrally connected, and the second sun gear S2, for example, Assuming that the gear ratio ρ1 of the first planetary gear unit 142 is 0.537 and the gear ratio ρ2 of the second planetary gear unit 144 is 0.386, the portion related to the first transmission unit 156 in the nomograph is the same as in FIG. Become. Therefore, the alignment chart shown in FIG. 23 is the same as the alignment chart shown in FIG. 18 as a whole, and the description of FIG. Further, since the alignment chart is the same as that of the eighth embodiment, the operation table for explaining the engagement elements and the gear ratios when establishing the respective gear positions is as shown in FIG. Therefore, the same effect as the eighth embodiment can be obtained.

  Next, an eleventh embodiment of the present invention will be described. FIG. 24 is a skeleton diagram illustrating the configuration of the transmission 160 according to the eleventh embodiment of the present invention. In FIG. 24, the transmission 160 mainly includes the torque converter 14 with the lockup clutch 13, the input shaft 16, the first planetary gear device 162, and the second planetary gear device 164 on a common axis in the case 12. The first transmission unit 166 configured as described above, the second transmission unit 172 configured mainly by the third planetary gear unit 168 and the fourth planetary gear unit 170, and the output shaft 26 are sequentially arranged.

  The first planetary gear device 162 and the second planetary gear device 164 constituting the first transmission unit 166 are respectively a double pinion type and a single pinion type, and the first planetary gear device 162 is a first front planetary gear device. The second planetary gear device 164 corresponds to a second front planetary gear device. The first planetary gear device 162 includes a first sun gear S1, a plurality of pairs of first pinion gears P1 that mesh with each other, a first carrier CA1 that supports the first pinion gear P1 so as to be capable of rotating and revolving, and a first pinion gear P1. The second planetary gear unit 164 includes a second sun gear S2, a second pinion gear P2, a second carrier CA2 that supports the second pinion gear P2 so as to rotate and revolve, and a second carrier CA2. A second ring gear R2 that meshes with the second sun gear S2 via a two-pinion gear P2 is provided.

  In the first transmission unit 166, the first sun gear S1 is connected to the input shaft 16 and is driven to rotate, and the first carrier CA1 and the second ring gear R2 are connected to each other and fixed to the case 12 integrally. The first ring gear R1 and the second carrier CA2 are connected to each other so that they cannot rotate. With this configuration, the first ring gear R1 and the second carrier CA2 that are connected to each other are decelerated and rotated with respect to the input shaft 16, and the rotation is transmitted to the second transmission unit 172, which corresponds to the first intermediate output member M1. Further, the second sun gear S2 is rotated at an increased speed with respect to the input shaft 16 and transmits the rotation to the second transmission unit 172, and therefore corresponds to the second intermediate output member M2.

  The third planetary gear device 168 and the fourth planetary gear device 170 constituting the second transmission unit 172 are a double pinion type and a single pinion type, respectively, and the third planetary gear device 168 is a first rear planetary gear device. The fourth planetary gear unit 170 corresponds to a second rear planetary gear unit. The third planetary gear device 168 includes a third sun gear S3, a plurality of pairs of third pinion gears P3 that mesh with each other, a third carrier CA3 that supports the third pinion gear P3 so as to be capable of rotating and revolving, and a third pinion gear P3. The fourth planetary gear unit 170 includes a fourth sun gear S4, a fourth pinion gear P4, a fourth carrier CA4 that supports the fourth pinion gear P4 so that it can rotate and revolve, and a fourth carrier CA4. A fourth ring gear R4 that meshes with the fourth sun gear S4 via a four-pinion gear P4 is provided.

  In the second transmission unit 172, the third carrier CA3 and the fourth sun gear S4 are connected to each other to form the first rotating element RE1, and the third ring gear R3 and the fourth carrier CA4 are connected to each other to form the second The rotation element RE2 is configured, the third ring element R3 is configured by the fourth ring gear R4, and the fourth rotation element RE4 is configured by the third sun gear S3.

  Further, the second transmission unit 172 includes the same first to fifth clutches C1 to C5 (that is, the first clutch element to the fifth clutch element) and the first and second brakes B1 and B2 (that is, the same as in the above-described embodiment). (First and second brake elements), and the first to fourth clutches C1 to C5 and the first and second brakes B1 and B2 are connected to the first to fourth rotating elements RE1 to RE4. This is the same as the previous embodiment.

  FIG. 25 is a collinear diagram showing the rotational speeds of the rotating elements at the respective speeds in the eleventh embodiment. The lower horizontal line X1 is the rotational speed “0”, and the upper horizontal line X2 is the rotational speed “1. 0 ”, that is, the same rotational speed as the input shaft 16. Each vertical line of the first transmission unit 166 includes a first carrier CA1 and a second ring gear R2 that are integrally connected in order from the left side, a first ring gear R1 and a second carrier CA2 that are integrally connected, 1 sun gear S1 and second sun gear S2, and the distance between them is “1” between the sun gear and the carrier, so that the distance between the carrier and the ring gear is ρ, and the first planetary gear device 162 and It is determined according to the gear ratio (= the number of teeth of the sun gear / the number of teeth of the ring gear) ρ1, ρ2 of the second planetary gear device 164. The figure shows a case where the gear ratio ρ1 = 0.463 and ρ2 = 0.294. Further, the four vertical lines of the second transmission unit 172 indicate the first rotation element RE1 (CA3, S4), the second rotation element RE2 (R3, CA4), the third rotation element RE3 (R4), in order from the left side. The fourth rotation element RE4 (S3) is shown, and the interval between them is determined according to the gear ratio ρ3 of the third planetary gear device 168 and the gear ratio ρ4 of the fourth planetary gear device 170. The figure shows a case where the gear ratio ρ3 = 0.424 and ρ4 = 0.545.

  As is apparent from this nomograph, the first to sixth shift speeds and the first and second reverse shift speeds are the same as in the first to ninth embodiments described above. It is established by engaging them.

  Further, when the second clutch C2 is engaged, the second rotating element RE2 is coupled to the input shaft 16, and when the third clutch C3 is engaged, the first rotating element RE1 is connected to the first intermediate output member. When connected to M1, the third rotation element RE3 rotates at the rotational speed indicated by “7th”, and the seventh shift stage “7th” having a smaller gear ratio than the sixth shift stage “6th” is established.

  Further, the second rotary element RE2 is connected to the input shaft 16 by engaging the second clutch C2, and the fourth rotating element RE4 is connected to the second intermediate output by engaging the fifth clutch C5. When connected to the member M2, the third rotation element RE3 is rotated at the rotational speed indicated by “8th”, and the eighth shift stage “8th” having a smaller speed ratio than the seventh shift stage “7th” is established.

  Further, when the second clutch C2 is engaged, the second rotating element RE2 is coupled to the input shaft 16, and when the first brake B1 is engaged, the first rotating element RE1 is stopped. The third rotation element RE3 is rotated at the rotation speed indicated by “9th”, and the ninth shift stage “9th” having a smaller gear ratio than the eighth shift stage “8th” is established.

  FIG. 26 is an operation table for explaining the engagement elements and the gear ratios at the time when the above-described gear positions are established. “O” indicates engagement, and blanks indicate release. The gear ratio of each gear stage is appropriately determined by the gear ratios ρ1 to ρ4 of the first planetary gear device 162, the second planetary gear device 164, the third planetary gear device 168, and the fourth planetary gear device 170, for example, ρ1 = 0.463, ρ2 = 0.294, ρ3 = 0.424, ρ4 = 0.545, the gear ratio shown in FIG. 24 is obtained, and the gear ratio and gear ratio step (gear ratios between the gear stages) are obtained. Value) is approximately appropriate, and the total gear ratio range (= 5.389 / 0.648) is as large as about 8.311, and the gear ratios of the reverse gears “Rev1” and “Rev2” are also appropriate. Suitable gear ratio characteristics can be obtained as a whole, and in particular, gears between overdrive gears (that is, between the seventh gear and the eighth gear and between the eighth gear and the ninth gear). The ratio step is relatively small. In addition, since it is possible to perform shifts at each gear stage simply by grasping any two of the clutches C1 to C5 and the brakes B1 and B2, the shift control is easy and the occurrence of shift shock is suppressed. Also, in the case of the jump shift, the shift can be achieved by changing any one of the clutches C1 to C5 and the brakes B1 and B2, so that the jump shift is also facilitated.

  As described above, the transmission 160 according to the present embodiment includes the first transmission unit 166 that obtains two rotational speeds in addition to the rotational speed of the input shaft 16 by decelerating and increasing the rotation of the input shaft 16, and 4 The second transmission unit 172 that has three rotation elements RE1 to RE4, five clutches C1 to C5, and two brakes B1 and B2 and changes the three types of rotation speeds obtained by the first transmission unit 166, While maintaining the gear ratio step in a well-balanced manner, the gear ratio step between a plurality of overdrive gear steps, that is, the gear ratio step between the seventh gear and the eighth gear, and the eighth gear and the ninth gear. The gear ratio step between is smaller.

  Next, a twelfth embodiment of the present invention will be described. FIG. 27 is a skeleton diagram illustrating the configuration of the transmission 180 according to the twelfth embodiment of the present invention, and FIG. 28 is a collinear diagram showing the rotational speed of the rotating element at each gear position in the twelfth embodiment. is there. As shown in FIG. 27, the transmission 180 includes a first transmission unit 186 configured mainly with a first planetary gear device 182 and a second planetary gear device 184 on an axis common to the input shaft 16; A second transmission unit 172 having the same configuration as that of the eleventh embodiment is disposed between the torque converter 14 and the output shaft 26.

  The first planetary gear unit 182 and the second planetary gear unit 184 constituting the first transmission unit 186 are respectively a double pinion type and a single pinion type, and the first planetary gear unit 182 is a first front planetary gear unit. The second planetary gear device 184 corresponds to a second front planetary gear device. The first planetary gear unit 182 includes a first sun gear S1, a plurality of pairs of first pinion gears P1 that mesh with each other, a first carrier CA1 that supports the first pinion gear P1 so as to be capable of rotating and revolving, and a first pinion gear P1. The second planetary gear unit 184 includes a first sun gear S1 that meshes with the sun gear S1, and a second sun gear S2, a second pinion gear P2, a second carrier CA2 that supports the second pinion gear P2 so as to rotate and revolve, and a second carrier CA2. A second ring gear R2 that meshes with the second sun gear S2 via the two-pinion gear P2 is provided.

  In the first transmission unit 186, the first ring gear R1 is connected to the input shaft 16 and is driven to rotate, and the second ring gear R2 is fixed integrally with the case 12 so as to be non-rotatable. The two carriers CA2 are connected to each other and integrally rotated, and the first sun gear S1 and the second sun gear S2 are connected to each other and integrally rotated. With this configuration, the first carrier CA1 and the second carrier CA2 that are integrally connected are decelerated and rotated with respect to the input shaft 16, and the rotation is transmitted to the second transmission unit 172. Therefore, the first intermediate output member M1 Further, the first sun gear S1 and the second sun gear S2 that are integrally connected are rotated at an increased speed with respect to the input shaft 16 and the rotation is transmitted to the second transmission unit 172, so that the second intermediate gear It corresponds to the output member M2.

  In addition, the first transmission unit 186 is configured so that the rotation of the first intermediate output member M1, the second intermediate output member M2, and the input shaft 16 is maintained as it is by partially connecting the two planetary gear units 182 and 184 to each other. Since it is the same as that of the eleventh embodiment in that a member that outputs at a speed and a member that is always rotated and stopped, each vertical line of the first transmission unit 186 is shown in FIG. In order from the left, the second ring gear R2, the first carrier CA1 and the second carrier CA2 that are integrally connected, the first ring gear R1, the first sun gear S1 and the second sun gear S2 that are integrally connected, for example, Assuming that the gear ratio ρ1 of the first planetary gear unit 182 is 0.340 and the gear ratio ρ2 of the second planetary gear unit 184 is 0.294, the portion related to the first transmission unit 186 in the nomograph is the same as in FIG. It becomes. Further, since the second transmission unit 172 is the same as that of the eleventh embodiment, the alignment chart of FIG. 28 is the same as that of the eleventh embodiment as a whole. Therefore, the description of FIG. 28 is omitted. Further, since the alignment chart is the same as that of the eleventh embodiment, the operation table for explaining the engagement elements and the gear ratios at the time of establishing the respective gear positions is as shown in FIG. 26 described above. Therefore, the same effect as the eleventh embodiment can be obtained.

  Next, a thirteenth embodiment of the present invention will be described. FIG. 29 is a skeleton diagram illustrating the configuration of the transmission 190 according to the thirteenth embodiment of the present invention, and FIG. is there. When this transmission 190 is compared with the transmission 160 of the eleventh embodiment, only the configuration of the first transmission section 192 is different, and the second transmission section 172 that is the same as the transmission 160 of the eleventh embodiment is provided. I have.

  The first transmission unit 192 is mainly configured by a double pinion type first planetary gear unit 194 and a single pinion type second planetary gear unit 196, and the first planetary gear unit 194 is a first front planetary gear unit. The second planetary gear unit 196 corresponds to a second front planetary gear unit. The first planetary gear unit 194 includes a first sun gear S1, a plurality of pairs of first pinion gears P1 that mesh with each other, a first carrier CA1 that supports the first pinion gears P1 so as to be capable of rotating and revolving, and a first pinion gear P1. The second planetary gear unit 196 includes a second sun gear S2, a second pinion gear P2, a second carrier CA2 that supports the second pinion gear P2 so as to rotate and revolve, and a second carrier CA2. A second ring gear R2 that meshes with the second sun gear S2 via the two-pinion gear P2 is provided.

  In the first transmission unit 192, the first ring gear R1 and the second carrier CA2 are coupled to each other and coupled to the input shaft 16, and are driven to rotate. The first sun gear S1 is integrally fixed to the case 12. The first carrier CA1 and the second sun gear S2 are connected to each other so that they cannot rotate. With this configuration, the second ring gear R2 is decelerated and rotated with respect to the input shaft 16 and transmits the rotation to the second transmission unit 172. Therefore, the second ring gear R2 corresponds to the first intermediate output member M1, and is connected to each other. Since the first carrier CA1 and the second sun gear S2 are rotated at an increased speed with respect to the input shaft 16 and transmit the rotation to the second transmission unit 172, they correspond to the second intermediate output member M2.

  Then, as shown in FIG. 30, the first sun gear S1, the second ring gear R2, the first ring gear R1 and the second carrier CA2, which are integrally connected, are arranged in order from the left in the vertical lines of the first transmission unit 192. The first carrier CA1 and the second sun gear S2 connected to each other, for example, the gear ratio ρ1 of the first planetary gear device 194 is set to 0.510, and the gear ratio ρ2 of the second planetary gear device 196 is set to 0.516. For example, the portion of the nomograph relating to the first transmission unit 192 is the same as that of the eleventh embodiment, and the second transmission unit 172 is also the same as that of the eleventh embodiment. This is the same as in the eleventh embodiment. Further, since the alignment chart is the same as that of the eleventh embodiment, the operation table for explaining the engagement elements and the gear ratios at the time of establishing the respective gear positions is as shown in FIG. 26 described above. Therefore, the same effect as the eleventh embodiment can be obtained.

  Next, a fourteenth embodiment of the present invention will be described. FIG. 31 is a skeleton diagram illustrating the configuration of the transmission 200 according to the fourteenth embodiment of the present invention, and FIG. is there. As shown in FIG. 31, the transmission 200 includes a first transmission unit 206 configured mainly with a first planetary gear device 202 and a second planetary gear device 204 on an axis common to the input shaft 16, A second transmission unit 212 mainly composed of the third planetary gear device 208 and the fourth planetary gear device 210 is disposed between the torque converter 14 and the output shaft 26.

  The first planetary gear device 202 and the second planetary gear device 204 constituting the first transmission unit 206 are respectively a double pinion type and a single pinion type, and the first planetary gear device 202 is a first front planetary gear device. The second planetary gear device 204 corresponds to a second front planetary gear device. The first planetary gear unit 202 includes a first sun gear S1, a plurality of pairs of first pinion gears P1 that mesh with each other, a first carrier CA1 that supports the first pinion gear P1 so as to be capable of rotating and revolving, and a first pinion gear P1. The second planetary gear unit 204 includes a second sun gear S2, a second pinion gear P2, a second carrier CA2 that supports the second pinion gear P2 so as to rotate and revolve, and a second carrier CA2. A second ring gear R2 that meshes with the second sun gear S2 via the two-pinion gear P2 is provided.

  In the first transmission unit 206, the first carrier CA1 and the second carrier CA2 are coupled to each other and coupled to the input shaft 16, and are driven to rotate. The first sun gear S1 is integrally fixed to the case 12. The first ring gear R1 and the second ring gear R2 are connected to each other and rotated integrally with each other. With this configuration, the first ring gear R1 and the second ring gear R2 that are integrally connected are decelerated and rotated with respect to the input shaft 16, and the rotation is transmitted to the second transmission unit 212. Therefore, the first intermediate output member M1 Further, the second sun gear S2 corresponds to the second intermediate output member M2 because the second sun gear S2 is rotated at an increased speed with respect to the input shaft 16 and transmits the rotation to the second transmission unit 212.

  The third planetary gear device 208 and the fourth planetary gear device 210 constituting the second transmission unit 212 are respectively a single pinion type and a double pinion type, and the third planetary gear device 208 is a first rear planetary gear device. The fourth planetary gear device 210 corresponds to a second rear planetary gear device. The third planetary gear device 208 and the fourth planetary gear device 210 are of a so-called Ravigneaux type in which carriers and ring gears are connected to each other and shared. That is, the third planetary gear device 208 is connected to the third sun gear S3 via the third sun gear S3, the third pinion gear P3, the third carrier CA3 that supports the third pinion gear P3 so as to rotate and revolve, and the third pinion gear P3. The fourth planetary gear device 210 includes a plurality of pairs of fourth pinion gears P4 and third carriers that have a common gear with any one of the fourth sun gear S4 and the third pinion gear P3 and mesh with each other. A fourth ring gear R4 that meshes with the fourth sun gear S4 via a fourth carrier CA4 and a fourth pinion gear P4 common to CA3 and is common to the third ring gear R3 is provided.

  In the second transmission 212, the third sun gear S3 constitutes the first rotating element RE1, the third carrier CA3 and the fourth carrier CA4 are connected to each other to constitute the second rotating element RE2, and the third ring gear. R3 and the fourth ring gear R4 are connected to each other to constitute a third rotating element RE3, and the fourth sun gear S4 constitutes a fourth rotating element RE4. In addition, the second transmission unit 212 includes first to fifth clutches C1 to C5 and first and second brakes B1 and B2.

  Although specific members constituting the rotating element RE are different from those in the eleventh embodiment, the connection relationship between the clutch C and the brake B with respect to the rotating element RE is the same as that in the eleventh embodiment. Therefore, since the configuration of the second transmission unit 212 is the same as that of the eleventh embodiment based on the rotating element RE, for example, the gear ratio ρ3 of the third planetary gear device 208 is set to 0.545, and the fourth planetary gear device is configured. Assuming that the gear ratio ρ4 of 210 is 0.402, the part relating to the second transmission unit 212 of the collinear chart shown in FIG. 32 is different except that the constituent elements of the planetary gear devices 208 and 210 constituting each rotating element RE are different. This is the same as FIG. In addition, the first transmission unit 206 is also configured so that the rotation of the first intermediate output member M1, the second intermediate output member M2, and the input shaft 16 remains unchanged by partially connecting the two planetary gear devices 202 and 204 to each other. Since it is the same as the eleventh embodiment in that a member that outputs at a speed and a member that is always stopped rotating are configured, each vertical line of the first transmission unit 206 is shown in FIG. In order from the left, the first sun gear S1, the first ring gear R1 and the second ring gear R2 that are integrally connected, the first carrier CA1 and the second carrier CA2 that are integrally connected, and the second sun gear S2, for example, If the gear ratio ρ1 of the first planetary gear device 202 is 0.537 and the gear ratio ρ2 of the second planetary gear device 204 is 0.516, the portion related to the first transmission unit 206 in the nomographic chart is the same as in FIG. It becomes. Therefore, the alignment chart shown in FIG. 32 is similar to the alignment chart shown in FIG. 25 as a whole, and the description of FIG. 32 is omitted. Further, since the alignment chart is the same as that of the eleventh embodiment, the operation table for explaining the engagement elements and the gear ratios at the time of establishing the respective gear positions is as shown in FIG. 26 described above. Therefore, the same effect as the eleventh embodiment can be obtained.

  Next, a fifteenth embodiment of the present invention is described. FIG. 33 is a skeleton diagram illustrating the configuration of the transmission 220 according to the fifteenth embodiment of the present invention, and FIG. is there. When this transmission 220 is compared with the transmission 200 of the 14th embodiment, only the configuration of the second transmission section 222 is different, and the first transmission section 206 that is the same as the transmission 200 of the 14th embodiment is provided. I have.

  The second transmission unit 222 is mainly composed of a double pinion type third planetary gear unit 224 and a single pinion type fourth planetary gear unit 226, and the third planetary gear unit 224 is a first rear planetary gear unit. The fourth planetary gear device 226 corresponds to a second rear planetary gear device. The third planetary gear device 224 includes a third sun gear S3, a plurality of pairs of third pinion gears P3 that mesh with each other, a third carrier CA3 that supports the third pinion gear P3 so that it can rotate and revolve, and a third pinion gear P3. The fourth planetary gear unit 226 includes a fourth sun gear S4, a fourth pinion gear P4, a fourth carrier CA4 that supports the fourth pinion gear P4 so as to rotate and revolve, and a fourth carrier CA4. A fourth ring gear R4 that meshes with the fourth sun gear S4 via a four-pinion gear P4 is provided.

  In the second transmission unit 222, the third carrier CA3 and the fourth sun gear S4 are connected to each other to form the first rotating element RE1, and the third ring gear R3 forms the second rotating element RE2, and the fourth carrier The third rotating element RE3 is configured by CA4, and the third sun gear S3 and the fourth ring gear R4 are connected to each other to configure the fourth rotating element RE4. The second transmission unit 222 includes first to fifth clutches C1 to C5 and first and second brakes B1 and B2.

  The specific members constituting the rotating element RE are different from those of the first to fourth embodiments, but the connection relationship between the clutch C and the brake B with respect to the rotating element RE is the same as that of the eleventh embodiment. Therefore, since the configuration of the second transmission unit 222 is the same as that of the eleventh embodiment based on the rotating element RE, for example, the gear ratio ρ3 of the third planetary gear device 224 is set to 0.424, and the fourth planetary gear device If the gear ratio ρ4 of 226 is 0.525, the components relating to the second transmission unit 222 in the collinear chart shown in FIG. This is the same as the alignment chart of the eleventh embodiment. Since the first transmission unit 206 is the same as that of the fourteenth embodiment (that is, the same as that of the eleventh embodiment), the alignment chart of FIG. 34 is the same as that of the eleventh embodiment as a whole. Further, since the alignment chart is the same as that of the eleventh embodiment, the operation table for explaining the engagement elements and the gear ratios at the time of establishing the respective gear positions is as shown in FIG. 26 described above. Therefore, the same effect as the eleventh embodiment can be obtained.

  Next, a sixteenth embodiment of the present invention will be described. FIG. 35 is a skeleton diagram illustrating the configuration of the transmission 230 according to the sixteenth embodiment of the present invention. In FIG. 35, the transmission 230 mainly includes the torque converter 14 with the lockup clutch 13, the input shaft 16, the first planetary gear device 232, and the second planetary gear device 234 on a common axis in the case 12. The first transmission unit 236 configured as described above, the second transmission unit 242 configured mainly by the third planetary gear unit 238 and the fourth planetary gear unit 240, and the output shaft 26 are sequentially disposed.

  The first planetary gear device 232 and the second planetary gear device 234 constituting the first transmission unit 236 are a single pinion type and a double pinion type, respectively. The first planetary gear device 232 is a first front planetary gear device. The second planetary gear device 234 corresponds to a second front planetary gear device. The first planetary gear device 232 meshes with the first sun gear S1 via the first sun gear S1, the first pinion gear P1, the first carrier CA1 that supports the first pinion gear P1 so as to rotate and revolve, and the first pinion gear P1. The second planetary gear unit 234 includes a second sun gear S2, a plurality of pairs of second pinion gears P2 that mesh with each other, a second carrier CA2 that supports the second pinion gears P2 so as to rotate and revolve, and a second carrier CA2. A second ring gear R2 that meshes with the second sun gear S2 via a two-pinion gear P2 is provided.

  In the first transmission unit 236, the second carrier CA2 is connected to the input shaft 16 and driven to rotate, and the first ring gear R1 and the second sun gear S2 are connected to each other and fixed to the case 12 integrally. The first carrier CA1 and the second ring gear R2 are connected to each other. With this configuration, the first carrier CA1 and the second ring gear R2 that are coupled to each other are decelerated and rotated with respect to the input shaft 16, and the rotation is transmitted to the second transmission unit 242, and therefore corresponds to the first intermediate output member M1. The first sun gear S1 is rotated at an increased speed with respect to the input shaft 16 and transmits the rotation to the second transmission unit 242, and therefore corresponds to the second intermediate output member M2.

  The third planetary gear device 238 and the fourth planetary gear device 240 constituting the second transmission unit 242 are respectively a double pinion type and a single pinion type, and the third planetary gear device 238 is a first rear planetary gear device. The fourth planetary gear device 240 corresponds to a second rear planetary gear device. The third planetary gear device 238 includes a third sun gear S3, a plurality of pairs of third pinion gears P3 that mesh with each other, a third carrier CA3 that supports the third pinion gear P3 so as to rotate and revolve, and a third pinion gear P3. The fourth planetary gear unit 240 includes a fourth sun gear S4, a fourth pinion gear P4, a fourth carrier CA4 that supports the fourth pinion gear P4 so that it can rotate and revolve, and a fourth carrier CA4. A fourth ring gear R4 that meshes with the fourth sun gear S4 via a four-pinion gear P4 is provided.

  In the second transmission unit 242, the third carrier CA3 and the fourth sun gear S4 are connected to each other to form the first rotating element RE1, and the third ring gear R3 and the fourth carrier CA4 are connected to each other to form the second The rotation element RE2 is configured, the third ring element R3 is configured by the fourth ring gear R4, and the fourth rotation element RE4 is configured by the third sun gear S3.

  Further, the second transmission unit 242 includes the first to fifth clutches C1 to C5 (that is, the first clutch element to the fifth clutch element) and the first and second brakes B1 and B2 (that is, the same as in the above-described embodiment). (First and second brake elements), and the first to fourth clutches C1 to C5 and the first and second brakes B1 and B2 are connected to the first to fourth rotating elements RE1 to RE4. This is the same as the previous embodiment.

  FIG. 36 is a collinear diagram showing the rotational speeds of the rotating elements at the respective speeds in the sixteenth embodiment. The lower horizontal line X1 is the rotational speed “0”, and the upper horizontal line X2 is the rotational speed “1. 0 ”, that is, the same rotational speed as the input shaft 16. Further, the vertical lines of the first transmission unit 236 indicate the first ring gear R1 and the second sun gear S2 that are integrally connected in order from the left side, the first carrier CA1 and the second ring gear R2 that are integrally connected, 2 carrier CA2 and the first sun gear S1, and the distance between the first planetary gear device 232 and the second gear CA2 is such that if the distance between the sun gear and the carrier is "1", the distance between the carrier and the ring gear is ρ. It is determined according to the gear ratio (= the number of teeth of the sun gear / the number of teeth of the ring gear) ρ1, ρ2 of the second planetary gear device 234. The figure shows a case where the gear ratio ρ1 = 0.525 and ρ2 = 0.537. Further, the four vertical lines of the second transmission unit 242 indicate the first rotation element RE1 (CA3, S4), the second rotation element RE2 (R3, CA4), the third rotation element RE3 (R4), The fourth rotation element RE4 (S3) is represented, and the interval between them is determined according to the gear ratio ρ3 of the third planetary gear device 238 and the gear ratio ρ4 of the fourth planetary gear device 240. The figure shows a case where the gear ratio ρ3 = 0.438 and ρ4 = 0.536.

  As shown in the nomograph, the first to ninth shift stages and the first and second reverse shift stages are obtained by engaging the clutch C and the brake B in the same manner as in the first embodiment. The same effect as in the first embodiment is obtained. Further, since the gear ratio and gear ratio step at each gear stage are the same as those in the first embodiment shown in FIG.

  As described above, the transmission 230 according to the present embodiment includes the first transmission unit 236 that obtains two rotation speeds in addition to the rotation speed of the input shaft 16 by decelerating and increasing the rotation of the input shaft 16, and 4 By the second transmission unit 242 that has three rotation elements RE1 to RE4, five clutches C1 to C5, and two brakes B1 and B2 and changes the three types of rotational speeds obtained by the first transmission unit 236, While maintaining the gear ratio step in a well-balanced manner, the gear ratio step between a plurality of overdrive gear steps, that is, the gear ratio step between the seventh gear and the eighth gear, and the eighth gear and the ninth gear. The gear ratio step between is smaller.

  Next, a seventeenth embodiment of the present invention will be described. FIG. 37 is a skeleton diagram illustrating the configuration of the transmission 250 according to the seventeenth embodiment of the present invention, and FIG. 38 is a collinear diagram showing the rotation speed of the rotating element at each gear position in the seventeenth embodiment. is there. As shown in FIG. 37, the transmission 250 includes a first transmission unit 256 mainly configured of a first planetary gear device 252 and a second planetary gear device 254 on an axis common to the input shaft 16; A second transmission unit 242 having the same configuration as that in the sixteenth embodiment is disposed between the torque converter 14 and the output shaft 26.

  The first planetary gear device 252 and the second planetary gear device 254 constituting the first transmission unit 256 are respectively a double pinion type and a single pinion type, and the first planetary gear device 252 is a first front planetary gear device. The second planetary gear device 254 corresponds to a second front planetary gear device. The first planetary gear unit 252 includes a first sun gear S1, a plurality of pairs of first pinion gears P1 that mesh with each other, a first carrier CA1 that supports the first pinion gear P1 so as to rotate and revolve, and a first pinion gear P1 through a first pinion gear P1. The second planetary gear unit 184 includes a first sun gear S1 that meshes with the sun gear S1, and a second sun gear S2, a second pinion gear P2, a second carrier CA2 that supports the second pinion gear P2 so as to rotate and revolve, and a second carrier CA2. A second ring gear R2 that meshes with the second sun gear S2 via a two-pinion gear P2 is provided.

  In the first transmission unit 256, the first sun gear S1 is connected to the input shaft 16 and is driven to rotate, and the first carrier CA1 and the second ring gear R2 are integrally fixed to the case 12 and cannot rotate, The first ring gear R1 and the second carrier CA2 are connected to each other and rotated together. With this configuration, the first ring gear R1 and the second carrier CA2, which are integrally connected, are decelerated and rotated with respect to the input shaft 16, and the rotation is transmitted to the second transmission unit 242, so the first intermediate output member M1. Further, the second sun gear S2 is rotated at an increased speed with respect to the input shaft 16 and transmits the rotation to the second transmission unit 242, and therefore corresponds to the second intermediate output member M2.

  Further, the first transmission unit 256 is configured so that the rotation of the first intermediate output member M1, the second intermediate output member M2, and the input shaft 16 is maintained as it is by partially connecting the two planetary gear devices 252 and 254 to each other. 38 is the same as that of the sixteenth embodiment in that a member that outputs at a speed and a member that is always stopped in rotation are configured. Therefore, as shown in FIG. 38, each vertical line of the first transmission unit 256 is In order from the left, the first carrier CA1 and the second ring gear R2, the integrally connected first ring gear R1 and second carrier CA2, the first sun gear S1, and the second sun gear S2, for example, the first planetary gear unit 252 If the gear ratio ρ1 is set to 0.463 and the gear ratio ρ2 of the second planetary gear device 254 is set to 0.525, the portion related to the first transmission unit 256 in the nomograph is the same as that in FIG. Also, since the second transmission unit 242 is the same as that of the sixteenth embodiment, the alignment chart of FIG. 38 is the same as that of the sixteenth embodiment as a whole. Therefore, the description of FIG. 38 is omitted. Further, since the alignment chart is the same as that of the sixteenth embodiment, the operation table for explaining the engagement elements at the time of establishing each gear position is as shown in FIG. 3 described above. Therefore, the same effect as that of the sixteenth embodiment (that is, the same as the first embodiment) can be obtained.

  Next, an eighteenth embodiment of the present invention will be explained. FIG. 39 is a skeleton diagram illustrating the configuration of the transmission 260 according to the eighteenth embodiment of the present invention, and FIG. 40 is a collinear diagram showing the rotation speed of the rotating elements at the respective shift speeds in the eighteenth embodiment. is there. When this transmission 260 is compared with the transmission 230 of the sixteenth embodiment, only the configuration of the first transmission section 266 is different, and the second transmission section 242 that is the same as the transmission 230 of the sixteenth embodiment is provided. I have.

  The first transmission unit 266 is mainly configured by a double pinion type first planetary gear device 262 and a single pinion type second planetary gear device 264, and the first planetary gear device 262 is the first front planetary gear device. The second planetary gear device 264 corresponds to a second front planetary gear device. The first planetary gear unit 262 includes a first sun gear S1, a plurality of pairs of first pinion gears P1 that mesh with each other, a first carrier CA1 that supports the first pinion gear P1 so as to be capable of rotating and revolving, and a first pinion gear P1. The second planetary gear device 264 includes a second sun gear S2, a second pinion gear P2, a second carrier CA2 that supports the second pinion gear P2 so as to rotate and revolve, and a second carrier CA2. A second ring gear R2 that meshes with the second sun gear S2 via a two-pinion gear P2 is provided.

  In the first transmission unit 266, the first ring gear R1 is connected to the input shaft 16 and driven to rotate, and the second ring gear R2 is fixed integrally with the case 12 so as not to rotate. The two carriers CA2 are connected to each other, and the first sun gear S1 and the second sun gear S2 are connected to each other. With this configuration, the first carrier CA1 and the second carrier CA2 that are connected to each other are decelerated and rotated with respect to the input shaft 16, and the rotation is transmitted to the second transmission unit 242, and thus corresponds to the first intermediate output member M1. Further, the first sun gear S1 and the second sun gear S2 connected to each other are rotated at an increased speed with respect to the input shaft 16 and transmit the rotation to the second transmission unit 242, and thus correspond to the second intermediate output member M2. To do.

  Then, as shown in FIG. 40, the vertical lines of the first transmission unit 256 are arranged in order from the left, the second ring gear R2, the first carrier CA1 and the second carrier CA2, and the first ring gear R1, which are integrally connected. The first sun gear S1 and the second sun gear S2 are connected to each other. For example, the gear ratio ρ1 of the first planetary gear device 262 is 0.391, and the gear ratio ρ2 of the second planetary gear device 264 is 0.525. For example, the portion of the nomographic chart related to the first transmission unit 256 is the same as that of the sixteenth embodiment, and the second transmission unit 242 is also the same as that of the sixteenth embodiment. This is similar to the case of the sixteenth embodiment. Further, since the alignment chart is the same as that of the sixteenth embodiment, the operation table for explaining the engagement elements at the time of establishing each gear position is as shown in FIG. 3 described above. Therefore, the same effect as that of the sixteenth embodiment (that is, the same as the first embodiment) can be obtained.

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

  For example, in each of the above-described embodiments, the engine 8 and the torque converter 14 are directly connected via the crankshaft 9, but may be operatively connected via, for example, a gear, a belt, etc. There is no need to be placed on the mind. The engine 8 may be another driving force source such as an electric motor.

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

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a main part configuration of a multi-stage transmission that is an embodiment of the present invention. It is a collinear diagram explaining the action | operation of the transmission of FIG. FIG. 2 is an operation table showing a relationship between a shift stage of the transmission of FIG. 1 and an operation of a hydraulic friction engagement device necessary to establish it. 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. It is a skeleton diagram explaining the principal part structure of the multi-stage transmission in 2nd Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 2nd Example. It is a skeleton diagram explaining the principal part structure of the multi-stage transmission in 3rd Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 3rd Example. It is a skeleton figure explaining the principal part structure of the multi-stage transmission in 4th Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 4th Example. It is a skeleton diagram explaining the principal part structure of the multi-stage transmission in 5th Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 5th Example. It is a skeleton figure explaining the principal part structure of the multi-stage transmission in 6th Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 6th Example. It is a skeleton diagram explaining the principal part structure of the multi-stage transmission in 7th Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 7th Example. It is a skeleton diagram explaining the principal part structure of the multi-stage transmission in 8th Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 8th Example. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 8th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton figure explaining the principal part structure of the multi-stage transmission in 9th Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear position in the case of 9th Example. It is a skeleton diagram explaining the principal part structure of the multi-stage transmission in 10th Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 10th Example. It is a skeleton diagram explaining the principal part structure of the multi-stage transmission in 11th Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 11th Example. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 11th Example, and operation | movement of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton diagram explaining the principal part structure of the multi-stage transmission in 12th Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 12th Example. It is a skeleton drawing explaining the principal part structure of the multi-stage transmission in 13th Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 13th Example. It is a skeleton diagram explaining the principal part structure of the multi-stage transmission in 14th Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 14th Example. It is a skeleton diagram explaining the principal part structure of the multi-stage transmission in 15th Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 15th Example. It is a skeleton drawing explaining the principal part structure of the multi-stage transmission in 16th Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 16th Example. It is a skeleton drawing explaining the principal part structure of the multi-stage transmission in 17th Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 17th Example. It is a skeleton diagram explaining the principal part structure of the multi-stage transmission in 18th Example of this invention. It is a collinear diagram which shows the rotational speed of the rotation element in each gear stage in the case of 18th Example.

Explanation of symbols

10, 50, 70, 80, 90, 100, 110, 120, 140, 153, 160, 180, 190, 200, 220, 230, 250, 260: Multi-stage transmission 16: Input shaft (input rotation member)
18, 52, 74, 122, 142, 154, 162, 182, 194, 202, 232, 252, 262: First planetary gear device (first front planetary gear device)
20, 54, 76, 124, 144, 155, 164, 184, 196, 204, 234, 254, 264: second planetary gear device (second front planetary gear device)
28, 56, 72, 126, 146, 156, 166, 186, 192, 206, 236, 256, 266: First transmission section 22, 58, 94, 128, 148, 157, 168, 208, 224, 238: Third planetary gear unit (first rear planetary gear unit)
24, 60, 96, 130, 150, 158, 170, 210, 226, 240: Fourth planetary gear device (second rear planetary gear device)
30, 62, 92, 132, 152, 159, 172, 212, 222, 242: second transmission part M1: first intermediate output member, M2: second intermediate output member, RE1: first rotation element, RE2: first 2 rotation element, RE3: 3rd rotation element, RE4: 4th rotation element, C1: 1st clutch, C2: 2nd clutch, C3: 3rd clutch, C4: 4th clutch, B1: 1st brake, B2: Second brake

Claims (15)

A first transmission unit having a first intermediate output member that decelerates and transmits the rotation of the input rotation member, a second intermediate output member that accelerates and transmits the rotation of the input rotation member, and two sets of planetary gear devices. A sun gear, a carrier, and a part of the ring gear are connected to each other, and the second transmission unit is configured with four rotating elements.
On the collinear chart in which the rotational speeds of the four rotating elements can be represented by straight lines, the four rotating elements are sequentially arranged from one end to the other end in the order of a first rotating element, a second rotating element, a third rotating element, When the fourth rotating element is used, the first clutch element that selectively connects the first intermediate output member and the fourth rotating element, and the input rotating member and the second rotating element are selectively connected. A second clutch element; a third clutch element that selectively connects the first intermediate output member and the first rotating element; and a fourth clutch that selectively connects the input rotating member and the first rotating element. A clutch element, a fifth clutch element that selectively connects the second intermediate output member and the fourth rotating element, a first brake element that selectively stops rotation of the first rotating element, and the second A second brake element for selectively stopping rotation of the rotating element; Multi-speed transmission which is characterized in that. A first shift stage established by engaging the first clutch element and the second brake element;
A second shift stage established by engaging the first clutch element and the first brake element;
A third shift stage established by engaging the first clutch element and the third clutch element;
A fourth shift stage established by engaging the first clutch element and the fourth clutch element;
A fifth shift stage established by engaging the first clutch element and the second clutch element;
A sixth shift stage established by engaging the second clutch element and the fourth clutch element;
A seventh shift stage established by engaging the second clutch element and the fifth clutch element;
An eighth shift stage established by engaging the second clutch element and the third clutch element;
A ninth shift stage established by engaging the second clutch element and the first brake element;
The multi-stage transmission according to claim 1, wherein a shift is performed using a plurality of shift stages. A first shift stage established by engaging the first clutch element and the second brake element;
A second shift stage established by engaging the first clutch element and the first brake element;
A third shift stage established by engaging the first clutch element and the third clutch element;
A fourth shift stage established by engaging the first clutch element and the fourth clutch element;
A fifth shift stage established by engaging the first clutch element and the second clutch element;
A sixth shift stage established by engaging the second clutch element and the fourth clutch element;
A seventh shift stage established by engaging the second clutch element and the third clutch element;
An eighth shift stage established by engagement of the second clutch element and the first brake element;
A ninth shift stage established by engaging the second clutch element and the fifth clutch element;
The multi-stage transmission according to claim 1, wherein a shift is performed using a plurality of shift stages. A first shift stage established by engaging the first clutch element and the second brake element;
A second shift stage established by engaging the first clutch element and the first brake element;
A third shift stage established by engaging the first clutch element and the third clutch element;
A fourth shift stage established by engaging the first clutch element and the fourth clutch element;
A fifth shift stage established by engaging the first clutch element and the second clutch element;
A sixth shift stage established by engaging the second clutch element and the fourth clutch element;
A seventh shift stage established by engaging the second clutch element and the third clutch element;
An eighth shift stage established by engagement of the second clutch element and the fifth clutch element;
A ninth shift stage established by engaging the second clutch element and the first brake element;
The multi-stage transmission according to claim 1, wherein a shift is performed using a plurality of shift stages. The multi-stage transmission according to claim 1 or claim 2,
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 set is always stopped rotating;
A sun gear of the second front planetary gear set is the first intermediate output member;
A carrier of the first front planetary gear device and a ring gear of the second front planetary gear device are connected to each other and to the input rotation member;
The multi-stage transmission, wherein a ring gear of the first front planetary gear device and a carrier of the second front planetary gear device are connected to each other to form the second intermediate output member. The multi-stage transmission according to claim 1 or claim 2,
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 sun gear of the second front planetary gear device are always stopped rotating,
A ring gear of the first front planetary gear set is the first intermediate output member;
A carrier of the first front planetary gear device and a carrier of the second front planetary gear device are connected to each other and to the input rotating member;
A ring gear of the second front planetary gear device is the second intermediate output member. The multi-stage transmission according to claim 1 or claim 2,
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 set is always stopped rotating;
The carrier of the second front planetary gear set is the first intermediate output member;
A carrier of the first front planetary gear device and a ring gear of the second front planetary gear device are connected to each other and to the input rotation member;
The multi-stage transmission, wherein a ring gear of the first front planetary gear device and a sun gear of the second front planetary gear device are connected to each other to form the second intermediate output member. A multi-stage transmission according to any one of claims 1, 3 and 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,
The sun gear of the first front planetary gear set is always stopped rotating;
A ring gear of the second front planetary gear set is the first intermediate output member;
A ring gear of the first front planetary gear device and a carrier of the second front planetary gear device are connected to each other and connected to the input rotation member;
The multi-stage transmission, wherein 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 form the second intermediate output member. A multi-stage transmission according to any one of claims 1, 3 and 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,
The sun gear of the first front planetary gear set is always stopped rotating;
A ring gear of the first front planetary gear device and a ring gear of the second front planetary gear device are connected to each other to form the first intermediate output member;
A carrier of the first front planetary gear device and a carrier of the second front planetary gear device are connected to each other and to the input rotating member;
The multi-stage transmission, wherein a sun gear of the second front planetary gear device is the second intermediate output member. A multi-stage transmission according to any one of claims 1, 2 and 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,
The carrier of the first front planetary gear unit and the ring gear of the second front planetary gear unit are always stopped rotating;
A ring gear of the first front planetary gear device and a carrier of the second front planetary gear device are connected to each other to form the first intermediate output member;
A sun gear of the first front planetary gear set is connected to the input rotating member;
The multi-stage transmission, wherein a sun gear of the second front planetary gear device is the second intermediate output member. A multi-stage transmission according to any one of claims 1, 2 and 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,
The ring gear of the second front planetary gear unit is always stopped rotating;
A carrier of the first front planetary gear device and a carrier of the second front planetary gear device are connected to each other to form the first intermediate output member;
A ring gear of the first front planetary gear set is connected to the input rotating member;
The multi-stage transmission, wherein a sun gear of the first front planetary gear device and a sun gear of the second front planetary gear device are connected to each other to form the second intermediate output member. The multi-stage transmission according to claim 1 or claim 2,
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 ring gear of the first front planetary gear device and the sun gear of the second front planetary gear device are always stopped rotating,
A carrier of the first front planetary gear device and a ring gear of the second front planetary gear device are connected to each other to form the first intermediate output member;
A carrier of the second front planetary gear set is connected to the input rotating member;
The multi-stage transmission, wherein a sun gear of the first front planetary gear unit is the second intermediate output member. The multi-stage transmission according to any one of claims 1 to 12,
The second transmission unit includes a double pinion type first rear planetary gear device and a single pinion type second rear planetary gear device,
A carrier of the first rear planetary gear device and a sun gear of the second rear planetary gear device are connected to each other to constitute the first rotating element;
A ring gear of the first rear planetary gear device and a carrier of the second rear planetary gear device are connected to each other to constitute the second rotating element;
The third rotating element is constituted by the ring gear of the second rear planetary gear device,
The fourth transmission element is constituted by a sun gear of the first rear planetary gear device. The multi-stage transmission according to any one of claims 1 to 12,
The second transmission unit includes a single pinion type first rear planetary gear unit and a double pinion type second rear planetary gear unit,
The first rotating element is constituted by the sun gear of the first rear planetary gear device,
The carrier of the first rear planetary gear unit and the carrier of the second rear planetary gear unit are connected to each other to form the second rotating element;
A ring gear of the first rear planetary gear device and a ring gear of the second rear planetary gear device are connected to each other to constitute the third rotating element;
The fourth transmission element is configured by a sun gear of the second rear planetary gear device. The multi-stage transmission according to any one of claims 1 to 12,
The second transmission unit includes a double pinion type first rear planetary gear device and a single pinion type second rear planetary gear device,
A carrier of the first rear planetary gear device and a sun gear of the second rear planetary gear device are connected to each other to constitute the first rotating element;
The second rotating element is constituted by the ring gear of the first rear planetary gear device,
The third rotating element is constituted by the carrier of the second rear planetary gear set;
The multi-stage transmission, wherein a sun gear of the first rear planetary gear device and a ring gear of the second rear planetary gear device are connected to each other to constitute the fourth rotating element.

Images