JP5244641B2 - Automatic transmission - Google Patents

Description

  The present invention relates to an automatic transmission that shifts the rotation of an input shaft to a plurality of stages via a planetary gear and outputs it from an output member.

  2. Description of the Related Art Conventionally, an automatic transmission that shifts the rotation of an input shaft to a plurality of stages via a planetary gear and outputs the output from an output member is known (for example, see Patent Document 1).

  The thing of patent document 1 is equipped with the planetary gear for input, and the planetary gear for shifting. The planetary gear for input is composed of a single pinion type planetary gear including a sun gear, a ring gear, and a carrier that rotatably and revolves a pinion that meshes with the sun gear and the ring gear.

  The ring gear of the input planetary gear is an input element connected to the input shaft, and the sun gear is a fixed element fixed in the transmission case. The carrier serves as an output element, and the rotation of the input shaft is decelerated and the carrier Output from.

  The planetary gear for speed change includes a first sun gear, a second sun gear, and a ring gear that mesh with each other, one of which meshes with the first sun gear, and the other that rotates with a pair of pinions that mesh with the second sun gear and the ring gear. It is composed of Ravigneaux-type planetary gears consisting of a carrier that freely supports the shaft.

  Patent Document 1 discloses, as an engagement mechanism, a first clutch in which a clutch drum is connected to a carrier as an output element of an input planetary gear, and a first sun gear of a planetary gear for shifting a clutch hub of the first clutch. Three neutral states, a first connection state in which the clutch hub of the first clutch is connected to the second sun gear, and a state in which the clutch hub of the first clutch is disconnected from the first and second sun gears. A first synchronous meshing mechanism that can be switched to any one state, a second hydraulic multi-plate clutch in which a clutch hub is connected to a carrier of a planetary gear for shifting, and a clutch drum of the second hydraulic multi-plate clutch Is connected to the input shaft, and is connected to the transmission case in the fourth connected state. The clutch drum and the input shaft of the clutch are disconnected, and the clutch drum of the second hydraulic multi-plate clutch is disconnected from the transmission case and can be switched to any one of the three states of the neutral state. A second synchronous meshing mechanism; a third hydraulic multi-plate clutch that releasably connects the first sun gear and the input shaft; and a first brake that releasably fixes the second sun gear to the transmission case.

  And in the thing of patent document 1, a 1st hydraulic multiplate clutch and a 2nd hydraulic multiplate clutch are engaged, a 1st synchronous meshing mechanism is made into the said 1st connection state, and a 2nd synchronous meshing mechanism is said 1st synchronous meshing mechanism. The forward first speed is established by setting the four connected states. Further, the first hydraulic multi-plate clutch and the first brake are engaged, the first synchronous meshing mechanism is set to the first connected state, the second synchronous meshing mechanism is set to the neutral state, and the vehicle running state is set. The second forward speed is established by setting the pre-shift state to be waited on the side that becomes the fourth connected state based on the above.

  Further, the third hydraulic multi-plate clutch and the first brake are engaged, and the first synchronous meshing mechanism is set to the neutral state, and the side to be in the first connection state based on the running state of the vehicle or the The third forward speed is established by setting the pre-shift state to wait on the side to be in the second connected state and setting the second synchromesh mechanism in the neutral state. Further, the first hydraulic multi-plate clutch and the third hydraulic multi-plate clutch are engaged, the first synchronous meshing mechanism is set to the second connected state, the second synchronous meshing mechanism is set to the neutral state, The fourth forward speed is established by setting the pre-shift state to stand by on the side where the third connected state is reached based on the traveling state of the vehicle.

  Further, the second hydraulic multi-plate clutch and the third hydraulic multi-plate clutch are engaged, the first synchronous meshing mechanism is set to the second connected state, and the second synchronous meshing mechanism is set to the third connected state. To establish the fifth forward speed. Further, the first hydraulic multi-plate clutch and the second hydraulic multi-plate clutch are engaged, the first synchronous meshing mechanism is set to the second connected state, and the second synchronous meshing mechanism is set to the third connected state. Thus, the sixth forward speed is established.

  Further, the second hydraulic multi-plate clutch and the first brake are engaged, and the first synchronous meshing mechanism is set to the neutral state and is made to stand by on the side where the second connection state is established based on the traveling state of the vehicle. The seventh forward speed is established by setting the pre-shift state and setting the second synchromesh mechanism to the third connection state.

  According to the automatic transmission of Patent Document 1, the number of disengaged hydraulic multi-plate clutches at each shift stage (the number of disengages) can be reduced as compared with those not using a synchronous meshing mechanism. The generation of drag torque of the hydraulic multi-plate clutch that has been switched to the disconnected state can be reduced, and the reduction in transmission efficiency due to friction loss accompanying the drag torque can be suppressed.

JP 2008-75665 A (page 4-8, FIGS. 2 to 4)

  The conventional automatic transmission has the merit that it is possible to suppress a reduction in transmission efficiency, but uses one hydraulic multi-plate clutch and one synchronous meshing mechanism as a set, and therefore uses a synchronous meshing mechanism. There is a problem that a large design change is required from an automatic transmission that is not, and that the structure is complicated and the manufacturing cost increases.

  The first synchronous meshing mechanism of the conventional automatic transmission described above is used when shifting between the second forward speed and the third forward speed, and when shifting between the third forward speed and the fourth forward speed. The second synchromesh mechanism is switched when shifting between the first forward speed and the second forward speed and when shifting between the fourth forward speed and the fifth forward speed.

  Here, among the shift speeds of the conventional automatic transmission, if the first forward speed to the third forward speed are the low speed range and the fourth forward speed to the seventh forward speed are the high speed range, In the automatic transmission, the first synchronous meshing mechanism and the second synchronous meshing mechanism are switched one by one in the low speed range.

  In addition, in the low speed range, the transmission torque of each element of the rotating planetary gear is large, and in the prior art, it is a fastening that should ensure high transmission torque capacity by using a hydraulic multi-plate brake on the low speed stage side. The elements are replaced by a series arrangement of a hydraulic multi-plate clutch and a synchronous meshing mechanism that switch in a low speed range. For this reason, in the prior art, it is necessary to increase the capacity of the first hydraulic multi-plate clutch and the second hydraulic multi-plate clutch that need to be fastened in the low speed range, which is disadvantageous in terms of cost and weight.

  Furthermore, in the prior art, the number of hydraulic multi-plate clutches or brakes released is the same in both the low speed range and the high speed range. There is a problem in that friction loss due to dragging of the plate clutch or the brake occurs and transmission efficiency is lowered.

  In view of the above points, the present invention suppresses a decrease in transmission efficiency, particularly in a high-speed range, is simple in structure, does not require a significant design change, and can automatically perform a shift. An object is to provide a transmission.

In order to achieve the above object, the present invention provides an automatic transmission that shifts the rotation of an input shaft to a plurality of stages through a plurality of planetary gears arranged in a transmission case, and outputs each planetary gear from the output member. comprising a plurality of elements, when establishing all the gear of the low speed stage range from forward first speed over a predetermined medium speed stage, the first element of the planetary gear, the other elements or variable speed transmission case And a first engagement mechanism that is in a state of disconnecting the connection when establishing all the shift stages in the high speed range including the shift stages exceeding the predetermined medium speed stage, The engagement mechanism is constituted by a meshing mechanism, and the predetermined medium speed stage is a fourth speed stage or more.

  According to the present invention, since the first engagement mechanism is configured by a meshing mechanism including a synchronous meshing mechanism (synchromesh mechanism) or a dog clutch mechanism, the first engagement mechanism is particularly fast compared with a mechanism configured by a hydraulic multi-plate clutch. In the step region, friction loss due to drag torque can be greatly reduced, and a reduction in transmission efficiency can be prevented.

  Further, the meshing mechanism, which is the first engagement mechanism, is in the connected state in the low speed stage region, and is disconnected in the high speed stage region, so that the connection state is not switched in the low speed stage region. . For this reason, in the meshing mechanism of the present invention, the connection state is switched only on the high speed stage side where the torque is relatively small. Further, in the upshift where the speed is changed from the medium speed stage to the high speed stage, the next stage is selected. When the transmission torque in the meshing mechanism becomes zero with the engagement of the hydraulic multi-plate clutch or brake, the connection only has to be disconnected, so that the switching can be performed smoothly and the speed change can be performed quickly. .

As the first embodiment of the invention, a pre-Symbol plurality of planetary gears, constituted by the planetary gear for shifting the planetary for input planetary gear for input includes an input element coupled to the input shaft, the transmission A meshing mechanism, which is a first engagement mechanism, includes a fixed element fixed to the case, and an output element. The meshing mechanism, which is a first engagement mechanism, shifts the rotation of the input shaft and outputs the output from the output element. The element can be configured to be releasably connected.

More specifically , the input planetary gear decelerates the rotation of the input shaft and outputs it from the output element, and the speed change planetary gear forms four rotation elements arranged at intervals corresponding to the gear ratio in the speed diagram. Then, these rotating elements are connected to the output member as the first rotating element, the second rotating element, the third rotating element, and the fourth rotating element in the order of arrangement in the velocity diagram, and as an engagement mechanism, A meshing mechanism as a first engagement mechanism for releasably connecting an output element of an input planetary gear and a first rotation element of a planetary gear for shifting, and a third rotating element of a planetary gear for shifting can be freely released. A second engagement mechanism coupled to the transmission, a third engagement mechanism releasably coupling the output element of the input planetary gear and the fourth rotation element of the transmission planetary gear, and the fourth rotation element to the transmission case It can be composed of one including a fourth engagement mechanism releasably fixing, and a fifth engagement mechanism releasably securing the third rotating element to the transmission case.

  According to such a configuration, as will be apparent from the embodiment described later, the first forward speed can be changed, and the first speed range from the first speed stage to the fourth speed stage is established when the first speed range is established. The engagement mechanism, which is an engagement mechanism, is in the state of connection, and the engagement mechanism is in a state of disconnecting the connection when the high speed range of the fifth speed stage and the sixth speed stage is established. Accordingly, in the forward speed, the state of the meshing mechanism is switched only between the fourth speed and the fifth speed, and the torque difference between them is small, and the transmission torque is zero during the upshift. At this point, it is only necessary to disconnect the connection, so that the switching can be performed smoothly and the speed change can be performed quickly.

  Further, unlike the conventional case, it is not necessary to configure the hydraulic multi-plate clutch and the meshing mechanism as a set, and it is only necessary to configure the first engagement mechanism with the meshing mechanism. The design change from the product is easy, and the manufacturing cost can be suppressed.

  Furthermore, since the number of open hydraulic multi-plate clutches in the 5th and 6th speed high speed ranges can be reduced by one, the friction loss due to dragging of the hydraulic multi-plate clutch in the high speed range is reduced and transmission efficiency is reduced. Can be improved.

  Further, if a sixth engagement mechanism for releasably connecting the input shaft and the fourth rotating element is provided, it is possible to perform a forward 8-speed shift as will be apparent from the description of an embodiment described later. When establishing a low speed range from the first speed to the fifth speed, the meshing mechanism, which is the first engagement mechanism, is in the state of connection, and when establishing a high speed range from the sixth speed to the eighth speed. Is a state in which the meshing mechanism breaks the connection. Therefore, in the forward speed, the state of the meshing mechanism is switched only between the fifth speed and the sixth speed, and the torque difference between them is small, and the transmission torque is zero during the upshift. At this point, it is only necessary to disconnect the connection, so that the switching can be performed smoothly and the speed change can be performed quickly.

Further, unlike the conventional case, it is not necessary to configure the hydraulic multi-plate clutch and the meshing mechanism as a set, and it is only necessary to configure the first engagement mechanism with the meshing mechanism. The design change from the product is easy, and the manufacturing cost can be suppressed.
Furthermore, since the number of open hydraulic multi-plate clutches in the high speed range from 6th to 8th gear can be reduced by one, the friction loss due to dragging of the hydraulic multi-plate clutch in the high speed range is reduced and transmission efficiency is reduced. Can be improved.

The As 2 embodiments, a fourth of the four planetary gear from the first into the speed change transmission case, the first planetary gear of the sun gear, the three elements consisting of a carrier and a ring gear, velocity diagram of the present invention The first element, the second element, and the third element are arranged from the sun gear side in the order of arrangement at intervals corresponding to the gear ratio in FIG. 3, and the three elements including the sun gear, the carrier, and the ring gear of the second planetary gear are The fourth element, the fifth element, and the sixth element are arranged from the sun gear side in the order of arrangement at intervals corresponding to the ratio, respectively. The seventh element, the eighth element, and the ninth element are respectively arranged from the sun gear side in the order of arrangement at the corresponding intervals, and the sun gear, the carrier, and the phosphorus of the fourth planetary gear. The three elements consisting of gears are arranged as the tenth element, the eleventh element, and the twelfth element from the sun gear side in order of arrangement at intervals corresponding to the gear ratio in the velocity diagram, and the second element of the input shaft and the first planetary gear. And the first element of the first planetary gear and the seventh element of the third planetary gear are connected to form a first connected body, and the third element of the first planetary gear and the sixth element of the second planetary gear are Are connected to form a second connecting body, and the fourth element of the second planetary gear and the tenth element of the fourth planetary gear are connected to form a third connecting body, and the eighth element and the fourth element of the third planetary gear are connected. The fourth element is connected to the twelfth element of the planetary gear, the eleventh element of the fourth planetary gear is connected to the output member, and the ninth element of the third planetary gear is shifted as an engagement mechanism. A meshing mechanism that is a first engagement mechanism that is releasably fixed to the case, a second engagement mechanism that releasably connects the input shaft and the third connecting body, a fifth element of the second planetary gear, and a fourth planetary gear. A third engagement mechanism for releasably connecting the eleventh element; a fourth engagement mechanism for releasably connecting the second connection body and the third connection body; and releasing the first connection body to the transmission case. And a fifth engagement mechanism that can be freely fixed.

  According to the second specific aspect of the present invention, as will be apparent from the embodiments described later, it is possible to perform a forward 8-speed shift and establish a low speed range from the first speed to the fifth speed. In this case, the meshing mechanism, which is the first engagement mechanism, is in the connected state, and when the high speed range from the sixth gear to the eighth gear is established, the meshing mechanism is in a state of breaking the connection. Therefore, in the forward speed, the state of the meshing mechanism is switched only between the fifth speed and the sixth speed, and the torque difference between them is small, and the transmission torque is zero during the upshift. At this point, it is only necessary to disconnect the connection, so that the switching can be performed smoothly and the speed change can be performed quickly.

Further, unlike the conventional case, there is no need to configure the hydraulic multi-plate clutch and the meshing mechanism as a single set, and the first engagement mechanism only needs to be configured by the meshing mechanism. The design change from the product is easy, and the manufacturing cost can be suppressed.
Furthermore, since the number of hydraulic multi-plate brakes released in the high speed range from 6 to 8 can be reduced by one, the friction loss due to dragging of the hydraulic multi-plate brake in the high speed range is reduced and transmission efficiency is reduced. Can be improved.

A third embodiment of the invention, a first planetary gear and the second planetary gear in the speed change transmission case, the first planetary gear of the sun gear, the three elements consisting of a carrier and a ring gear, in the velocity diagram The first element, the second element, and the third element are arranged in the order corresponding to the gear ratio, and the three elements including the sun gear, the carrier, and the ring gear of the second planetary gear correspond to the gear ratio in the velocity diagram. As the fourth element, the fifth element, and the sixth element, respectively, in order of arrangement at intervals, the first element is connected to the input shaft, and the second element is connected to the output shaft that is an output member arranged in parallel to the input shaft. The sixth element is connected through a second gear train having a gear ratio different from that of the first gear train, and the third and fifth elements can be freely released as an engagement mechanism. To connect A meshing mechanism as an engagement mechanism; a second engagement mechanism for releasably connecting the fourth element and the input shaft; a third engagement mechanism for releasably connecting the fifth element and the input shaft; A fourth engagement mechanism for releasably fixing the element to the transmission case and a fifth engagement mechanism for releasably fixing the fifth element to the transmission case can be provided.

  According to such a configuration, as will be apparent from the description of the embodiment described later, it is possible to perform a forward six-speed shift. In the present invention, since only the first and second planetary gears arranged in the axial direction are used as the planetary gears, the shaft length of the transmission can be shortened. Further, at the speeds other than the 2nd speed stage and the 3rd speed stage, power is transmitted by only one of the planetary gears of the first and second planetary gears, and at the 2nd speed stage of the 4th speed stage and the 5th speed stage. Since the first planetary gear and the second planetary gear are respectively locked, the mesh transmission efficiency is 100%, and the total transmission efficiency of all the gears is improved.

  Further, as will be apparent from the embodiments described later, when establishing the low speed range from the first speed to the fourth speed, the meshing mechanism, which is the first engagement mechanism, is connected, and the fifth speed is When establishing a high speed range of 6th speed, the meshing mechanism is in a state of breaking the connection. Accordingly, in the forward speed, the state of the meshing mechanism is switched only between the fourth speed and the fifth speed, and the torque difference between them is small, and the transmission torque is zero during the upshift. At this point, it is only necessary to disconnect the connection, so that the switching can be performed smoothly and the speed change can be performed quickly.

Further, unlike the conventional case, it is not necessary to configure the hydraulic multi-plate clutch and the meshing mechanism as a set, and it is only necessary to configure the first engagement mechanism with the meshing mechanism. The design change from the product is easy, and the manufacturing cost can be suppressed.
Furthermore, since the number of open hydraulic multi-plate clutches in the 5th and 6th speed high speed ranges can be reduced by one, the friction loss due to dragging of the hydraulic multi-plate clutch in the high speed range is reduced and transmission efficiency is reduced. Can be improved.

The fourth embodiment of the invention, the planetary gear of the first planetary gears for the input planetary gear for shifting the second and consists of a third two planetary gear includes a sun gear of the first planetary gear, a carrier and The three elements consisting of the ring gears are the first element, the second element, and the third element, respectively, in order of arrangement at intervals corresponding to the gear ratio in the velocity diagram, and the three elements consisting of the sun gear, the carrier, and the ring gear of the second planetary gear. Are the fourth element, the fifth element, and the sixth element in the order of arrangement at intervals corresponding to the gear ratio in the velocity diagram, respectively, and the three elements including the sun gear, the carrier, and the ring gear of the third planetary gear are The sixth element and the ninth element are linked as the seventh element, the eighth element, and the ninth element, respectively, in the arrangement order at intervals corresponding to the gear ratio in the diagram. And the eighth element is connected to the output member, and the engagement mechanism is a first engagement mechanism for releasably connecting the connection body and the output element of the first planetary gear; A second engagement mechanism that releasably connects the element and the output element of the first planetary gear, a third engagement mechanism that releasably connects the fifth element and the input shaft, a fourth element, and a seventh element. A fourth engagement mechanism that releasably connects the fifth element, a fifth engagement mechanism that releasably connects the fifth element and the seventh element, and a sixth element that releasably fixes the fifth element to the transmission case. And an engagement mechanism.

  According to such a configuration, as will be apparent from the description of the embodiment described later, it is possible to perform eight forward shifts and three of the first to sixth engagement mechanisms at each shift step. The engaging mechanism is engaged. Therefore, the number of engagement mechanisms opened at each shift stage is three. Therefore, as compared with the case where the four engagement mechanisms are opened, the friction loss due to the opened engagement mechanism can be reduced, and the transmission efficiency is improved.

  Furthermore, since the first engagement mechanism is constituted by a meshing mechanism, the friction loss due to dragging of the hydraulic multi-plate clutch opened in the high speed range is lower than that constituted by a hydraulic multi-plate clutch. In the high speed range (6th speed to 8th speed) where the meshing mechanism is greatly reduced and the number of hydraulic multi-plate clutches or brakes causing friction loss is two. Therefore, according to the 4th specific aspect, the transmission efficiency of a high-speed stage area can be improved more.

  Further, as will be apparent from the embodiments described later, when establishing the low speed range from the first speed to the fifth speed, the meshing mechanism, which is the first engagement mechanism, is in the connected state, and the sixth speed is When establishing a high-speed range of 8th to 8th, the meshing mechanism is in a state of breaking the connection. Therefore, in the forward speed, the state of the meshing mechanism is switched only between the fifth speed and the sixth speed, and the torque difference between them is small, and the transmission torque is zero during the upshift. At this point, it is only necessary to disconnect the connection, so that the switching can be performed smoothly and the speed change can be performed quickly.

  Further, unlike the conventional case, it is not necessary to configure the hydraulic multi-plate clutch and the meshing mechanism as a set, and it is only necessary to configure the first engagement mechanism with the meshing mechanism. The design change from the product is easy, and the manufacturing cost can be suppressed.

The fifth specific aspect of the present invention, a fluid torque converter which is connected to the power source has a lock-up clutch for mechanically connecting the pump and the turbine, a sun gear, three consisting of the carrier and the ring gear The first to third planetary gears having elements, and the rotation of the input shaft to which the rotation of the power source is input via the fluid torque converter is shifted to a plurality of stages by the planetary gear and output to the output member. The shaft is composed of first and second input shafts, the first input shaft is connected to the turbine, the second input shaft is a second input shaft disk interposed in the lock-up clutch, and the planetary gear. It is connected to any one of the elements, and the rotation of the power source is transmitted when the lock-up clutch is engaged, and the transmission of the rotation of the power source is cut off when the lock-up clutch is released. The first planetary gear includes an input element connected to the first input shaft, a fixed element fixed to the transmission case, and an output element. The first planetary gear includes a sun gear, a carrier, and a ring gear of the first planetary gear. The first element, the second element, and the third element are arranged in the order corresponding to the gear ratio in the speed diagram, and the three elements including the sun gear, the carrier, and the ring gear of the second planetary gear, The fourth element, the fifth element, and the sixth element are arranged in the order corresponding to the gear ratio in the speed diagram, respectively, and the three elements including the sun gear, the carrier, and the ring gear of the third planetary gear are connected to the gears in the speed diagram. The fifth element is connected to the second input shaft as the seventh element, the eighth element, and the ninth element, respectively, in the arrangement order at intervals corresponding to the ratio, and the sixth element, the ninth element, A first engaging mechanism for connecting the connecting body and the output element of the first planetary gear in a releasable manner as an engaging mechanism; A second engagement mechanism that releasably connects the element and the output element of the first planetary gear, a third engagement mechanism that releasably connects the fourth element and the seventh element, and a fifth element and a seventh element. And a fourth engagement mechanism for releasably connecting the fifth element and a fifth engagement mechanism for releasably fixing the fifth element to the transmission case.

  According to such a configuration, the lockup clutch and the second input member disk fulfill the function of the engagement mechanism that is engaged only when the high speed stage gear stage to which the lockup clutch is engaged is established. The number of engagement mechanisms engaged only on the high speed stage side of the transmission can be reduced. As a result, the piston and hydraulic circuit of the engagement mechanism can be shared by those of the lockup clutch, and the automatic transmission can be miniaturized and the structure can be simplified.

  Further, as will be apparent from the embodiments described later, it is possible to perform a forward 8-speed shift, and at the time of establishing a low speed range from the first speed to the fifth speed, the first engagement mechanism is used. The meshing mechanism is in the state of connection, and when the high speed range from the 6th speed to the 8th speed is established, the meshing mechanism is in a state of disconnecting the connection. Therefore, in the forward speed, the state of the meshing mechanism is switched only between the fifth speed and the sixth speed, and the torque difference between them is small, and the transmission torque is zero during the upshift. At this point, it is only necessary to disconnect the connection, so that the switching can be performed smoothly and the speed change can be performed quickly.

Further, unlike the conventional case, it is not necessary to configure the hydraulic multi-plate clutch and the meshing mechanism as a set, and it is only necessary to configure the first engagement mechanism with the meshing mechanism. The design change from the product is easy, and the manufacturing cost can be suppressed.
Furthermore, since the number of open hydraulic multi-plate clutches in the high speed range from 6th to 8th gear can be reduced by one, the friction loss due to dragging of the hydraulic multi-plate clutch in the high speed range is reduced and transmission efficiency is reduced. Can be improved.

  According to a sixth specific aspect of the present invention, the planetary gear for input is used as the first planetary gear, the planetary gear for shifting is composed of the second and third planetary gears, the sun gear of the second planetary gear, the carrier and the ring gear. The three elements are the first element, the second element, and the third element in the order of arrangement at intervals corresponding to the gear ratio in the velocity diagram, respectively. As the elements are arranged in the order corresponding to the gear ratio in the speed diagram, the fourth element, the fifth element, and the sixth element, respectively, the third element and the fifth element are connected to form a connected body. A body is connected to the output member, and an engagement mechanism as a first engagement mechanism for releasably connecting the sixth element and the output element of the first planetary gear as an engagement mechanism, A second engagement mechanism for releasably connecting the output element of one planetary gear; a third engagement mechanism for releasably connecting the second element and the input shaft; and a first element and a fourth element that can be releasably connected. A fourth engagement mechanism coupled to the transmission element, a fifth engagement mechanism that releasably couples the second element and the fourth element, and a sixth engagement mechanism that releasably fixes the second element to the transmission case. It can comprise with what comprises.

  According to such a configuration, as will be apparent from the description of the embodiment described later, it is possible to perform seven forward shifts and three of the first to sixth engaging mechanisms at each shift step. The engaging mechanism is engaged. Therefore, the number of engagement mechanisms opened at each shift stage is three. Therefore, as compared with the case where the four engagement mechanisms are opened, the friction loss due to the opened engagement mechanism can be reduced, and the transmission efficiency is improved.

  Furthermore, since the first engagement mechanism is constituted by a meshing mechanism, the friction loss due to dragging of the hydraulic multi-plate clutch opened in the high speed range is lower than that constituted by a hydraulic multi-plate clutch. In the high speed range (6th speed, 7th speed) where the meshing mechanism is greatly reduced and the number of hydraulic multi-plate clutches or brakes causing friction loss is two. Therefore, according to the 6th specific aspect, the transmission efficiency of a high-speed stage area can be improved more.

  Further, as will be apparent from the embodiments described later, when establishing the low speed range from the first speed to the fifth speed, the meshing mechanism, which is the first engagement mechanism, is in the connected state, and the sixth speed is When establishing the high speed range of the 7th speed, the meshing mechanism is in a state of breaking the connection. Therefore, in the forward speed, the state of the meshing mechanism is switched only between the fifth speed and the sixth speed, and the torque difference between them is small, and the transmission torque is zero during the upshift. At this point, it is only necessary to disconnect the connection, so that the switching can be performed smoothly and the speed change can be performed quickly.

  Further, unlike the conventional case, it is not necessary to configure the hydraulic multi-plate clutch and the meshing mechanism as a set, and it is only necessary to configure the first engagement mechanism with the meshing mechanism. The design change from the product is easy, and the manufacturing cost can be suppressed.

  According to a seventh specific aspect of the present invention, an input first planetary gear disposed in a transmission case and second and third planetary gears for shifting are provided, and the first planetary gear is provided on the input shaft. The input element, the fixed element fixed to the transmission case, and the output element are provided, and the three elements including the sun gear, the carrier, and the ring gear of the second planetary gear correspond to the gear ratio in the speed diagram. The first element, the second element, and the third element are arranged in the order of the intervals, respectively, and the three elements including the sun gear, the carrier, and the ring gear of the third planetary gear are arranged in the order of the arrangement corresponding to the gear ratio in the speed diagram. As the fourth element, the fifth element, and the sixth element, the third element and the sixth element are connected to form a connecting body, the fourth element is connected to the output member, and the second mechanism is used as the engaging mechanism. The first engagement mechanism for releasably connecting the first element and the fifth element; the second engagement mechanism for releasably connecting the second element and the output element of the first planetary gear; and the first element and the input shaft. A third engagement mechanism for releasably connecting, a fourth engagement mechanism for releasably connecting the first element and the fifth element, and a fifth engagement for releasably fixing the first element to the transmission case. And a sixth engagement mechanism that releasably connects the coupling body and the output element of the first planetary gear.

  According to such a configuration, as will be apparent from the description of the embodiment described later, it is possible to perform eight forward shifts and three of the first to sixth engagement mechanisms at each shift step. The engaging mechanism is engaged. Therefore, the number of engagement mechanisms opened at each shift stage is three. Therefore, as compared with the case where the four engagement mechanisms are opened, the friction loss due to the opened engagement mechanism can be reduced, and the transmission efficiency is improved.

  Furthermore, since the first engagement mechanism is constituted by a meshing mechanism, the friction loss due to dragging of the hydraulic multi-plate clutch opened in the high speed range is lower than that constituted by a hydraulic multi-plate clutch. In the high speed range (7th speed, 8th speed) in which the meshing mechanism is greatly reduced and the number of hydraulic multi-plate clutches or brakes causing friction loss is two. Therefore, according to the 6th specific aspect, the transmission efficiency of a high-speed stage area can be improved more.

  Further, as will be apparent from the embodiments described later, when the low speed range from the first speed to the sixth speed is established, the meshing mechanism, which is the first engagement mechanism, is in the connected state, and the seventh speed is When the high-speed stage area of the eighth speed stage is established, the meshing mechanism is in a state of breaking the connection. Therefore, in the forward gear, the state of the meshing mechanism is switched only between the sixth gear and the seventh gear, the torque difference between them is small, and the transmission torque is zero during the upshift. At this point, it is only necessary to disconnect the connection, so that the switching can be performed smoothly and the speed change can be performed quickly.

  Further, unlike the conventional case, it is not necessary to configure the hydraulic multi-plate clutch and the meshing mechanism as a set, and it is only necessary to configure the first engagement mechanism with the meshing mechanism. The design change from the product is easy, and the manufacturing cost can be suppressed.

  As an eighth specific aspect of the present invention, an input first planetary gear disposed in a transmission case and second and third planetary gears for shifting are provided, and the first planetary gear is provided on the input shaft. The input element, the fixed element fixed to the transmission case, and the output element are provided, and the three elements including the sun gear, the carrier, and the ring gear of the second planetary gear correspond to the gear ratio in the speed diagram. The first element, the second element, and the third element are arranged in the order of the intervals, respectively, and the three elements including the sun gear, the carrier, and the ring gear of the third planetary gear are arranged in the order of the arrangement corresponding to the gear ratio in the speed diagram. As the fourth element, the fifth element, and the sixth element, the third element and the sixth element are connected to form a connecting body, the fourth element is connected to the output member, and the second mechanism is used as the engaging mechanism. The first engagement mechanism for releasably connecting the first element and the fifth element; the second engagement mechanism for releasably connecting the second element and the output element of the first planetary gear; and the first element and the input shaft. A third engagement mechanism for releasably connecting, a fourth engagement mechanism for releasably connecting the first element and the fifth element, and a fifth engagement for releasably fixing the first element to the transmission case. And a sixth engagement mechanism for releasably fixing the coupling body to the transmission case.

  According to such a configuration, as will be apparent from the description of the embodiment described later, it is possible to perform eight forward shifts and three of the first to sixth engagement mechanisms at each shift step. The engaging mechanism is engaged. Therefore, the number of engagement mechanisms opened at each shift stage is three. Therefore, as compared with the case where the four engagement mechanisms are opened, the friction loss due to the opened engagement mechanism can be reduced, and the transmission efficiency is improved.

  Furthermore, since the first engagement mechanism is constituted by a meshing mechanism, the friction loss due to dragging of the hydraulic multi-plate clutch opened in the high speed range is lower than that constituted by a hydraulic multi-plate clutch. In the high speed range (7th speed, 8th speed) in which the meshing mechanism is greatly reduced and the number of hydraulic multi-plate clutches or brakes causing friction loss is two. Therefore, according to the 6th specific aspect, the transmission efficiency of a high-speed stage area can be improved more.

  Further, as will be apparent from the embodiments described later, when the low speed range from the first speed to the sixth speed is established, the meshing mechanism, which is the first engagement mechanism, is in the connected state, and the seventh speed is When the high-speed stage area of the eighth speed stage is established, the meshing mechanism is in a state of breaking the connection. Therefore, in the forward gear, the state of the meshing mechanism is switched only between the sixth gear and the seventh gear, the torque difference between them is small, and the transmission torque is zero during the upshift. At this point, it is only necessary to disconnect the connection, so that the switching can be performed smoothly and the gear can be shifted quickly.

  Further, unlike the conventional case, it is not necessary to configure the hydraulic multi-plate clutch and the meshing mechanism as a set, and it is only necessary to configure the first engagement mechanism with the meshing mechanism. The design change from the product is easy, and the manufacturing cost can be suppressed.

  Further, in the eighth specific mode, compared with the seventh specific mode, the clutch as the sixth engagement mechanism having many components arranged on the input shaft is arranged on the input shaft. It replaces the brake with few components, and the axial length of the automatic transmission can be shortened.

(A) is a skeleton diagram showing a first embodiment of an automatic transmission of the present invention. (B) is explanatory drawing which shows the engagement state of each engagement mechanism in each gear stage of 1st Embodiment. The speed diagram of each planetary gear of 1st Embodiment. (A) is the skeleton figure which shows 2nd Embodiment of the automatic transmission of this invention. (B) is explanatory drawing which shows the engagement state of each engagement mechanism in each gear stage of 2nd Embodiment. The speed diagram of each planetary gear of 2nd Embodiment. (A) is the skeleton figure which shows 3rd Embodiment of the automatic transmission of this invention. (B) is explanatory drawing which shows the engagement state of each engagement mechanism in each gear stage of 3rd Embodiment. The speed diagram of each planetary gear of 3rd Embodiment. (A) is the skeleton figure which shows 4th Embodiment of the automatic transmission of this invention. (B) is explanatory drawing which shows the engagement state of each engagement mechanism in each gear stage of 4th Embodiment. The speed diagram of each planetary gear of 4th Embodiment. (A) is the skeleton figure which shows 5th Embodiment of the automatic transmission of this invention. (B) is explanatory drawing which shows the engagement state of each engagement mechanism in each gear stage of 5th Embodiment. The speed diagram of each planetary gear of 5th Embodiment. The skeleton figure which shows 6th Embodiment of the automatic transmission of this invention. (A) is a skeleton diagram showing a seventh embodiment of the automatic transmission of the present invention. (B) is explanatory drawing which shows the engagement state of each engagement mechanism in each gear stage of 7th Embodiment. The speed diagram of each planetary gear of 7th Embodiment. (A) is the skeleton figure which shows 8th Embodiment of the automatic transmission of this invention. (B) is explanatory drawing which shows the engagement state of each engagement mechanism in each gear stage of 8th Embodiment. The speed diagram of each planetary gear of 8th Embodiment. (A) is the skeleton figure which shows 9th Embodiment of the automatic transmission of this invention. (B) is explanatory drawing which shows the engagement state of each engagement mechanism in each gear stage of 9th Embodiment. The speed diagram of each planetary gear of 9th Embodiment.

[First Embodiment]
Fig.1 (a) has shown 1st Embodiment of the automatic transmission of this invention. The automatic transmission according to the first embodiment includes an input shaft 2 that is rotatably supported in a transmission case 1 and connected to a power source such as an engine (not shown), and an output that is arranged concentrically with the input shaft 2. And an output member 3 composed of a gear. The rotation of the output member 3 is transmitted to the left and right drive wheels of the vehicle via a differential gear (not shown).

  In the transmission case 1, an input first planetary gear 4 and a shift planetary gear PG are arranged around the input shaft 2. The first planetary gear 4 is a single-pinion planetary gear that includes a sun gear Sa, a ring gear Ra, and a carrier Ca that pivotally supports and rotates a pinion Pa that meshes with the sun gear Sa and the ring gear Ra.

  The ring gear Ra of the first planetary gear 4 is connected to the input shaft 2 as an input element, the sun gear Sa is fixed to the transmission case 1 as a fixed element, and the carrier Ca is an output element. The speed diagram of the first planetary gear 4 is shown in the upper part of FIG. In the velocity diagram of the first planetary gear 4, the lower horizontal line indicates that the rotational speed is “0”, and the upper horizontal line indicates that the rotational speed is the same as “1” with the rotation of the input shaft being “1”. It is shown that. Assuming that the gear ratio of the first planetary gear 4 (the number of teeth of the ring gear / the number of teeth of the sun gear) is i, the first planetary gear 4 reduces the rotational speed “1” of the input shaft 2 to i / (i + 1) and serves as an output element. Output from the carrier Ca. That is, the rotation speed N1 of the carrier Ca as the output element is i / (i + 1).

  The speed change planetary gear PG includes a second planetary gear 5 and a third planetary gear 6. The second planetary gear 5 has a sun gear Sb and a ring gear Rb meshed with each other, and a pair of pinions Pb and Pb ′, one meshed with the first sun gear Sb and the other meshed with the ring gear Rb, are freely rotatable and revolved. It is composed of a double pinion type planetary gear comprising a supporting carrier Cb.

  The third planetary gear 6 is composed of a single pinion type planetary gear that includes a sun gear Sc, a ring gear Rc, and a carrier Cc that rotatably and revolves a pinion Pc that meshes with the sun gear Sc and the ring gear Rc.

  The ring gear Rc of the third planetary gear 6 is integrated with the ring gear Rb of the second planetary gear 5. Further, the pinion Pc of the third planetary gear 6 is integrated with the pinion Pb ′ meshing with the ring gear Rb of the second planetary gear 5, and the carrier Cc of the third planetary gear 6 replaces the pinion Pb ′ of the carrier Cb of the second planetary gear 5. It is integrated with the pivoting part. That is, in the planetary gear PG for shifting according to the first embodiment, the second planetary gear 5 and the third planetary gear 6 constitute a so-called Ravigneaux type planetary gear.

  The speed change planetary gear PG includes four rotating elements represented by vertical lines, as shown in the velocity diagram in the lower part of FIG. Assuming that the rotation elements shown in FIG. 2 are the first rotation element Y 1, the second rotation element Y 2, the third rotation element Y 3, and the fourth rotation element Y 4 in order from the left, the first rotation element Y 1 is the second planetary gear 5. The first sun gear Sb, the second rotating element Y2 are the ring gear Rb of the second planetary gear 5, and the ring gear Rc of the third planetary gear 6. The third rotating element Y3 is the carrier Cb of the second planetary gear 5, the carrier Cc of the third planetary gear 6, The four-rotation element Y4 is constituted by the sun gear Sc of the third planetary gear 6.

  When the gear ratio of the second planetary gear 5 (the number of teeth of the ring gear / the number of teeth of the sun gear) is j and the gear ratio of the third planetary gear 6 is k, the distance between the first to fourth rotating elements is j−1. The ratio is 1: k. In the speed diagram of the speed change planetary gear PG, the lower horizontal line indicates that the rotational speed is “0”, and the upper horizontal line indicates that the rotational speed is the same as the rotational speed of the input shaft being “1”. “1” is shown. The second rotation element Y2 is connected to the output member 3.

  The automatic transmission according to the first embodiment includes, as an engagement mechanism, a first synchronous engagement mechanism S1 (synchromesh mechanism) that is an engagement mechanism as a first engagement mechanism, and a first hydraulic multi-plate that is a second engagement mechanism. The clutch C1, a second hydraulic multi-plate clutch C2 that is a third engagement mechanism, a first brake B1 that is a fourth engagement mechanism, and a second brake B2 that is a fifth engagement mechanism.

  The first synchronous meshing mechanism S1 (synchromesh mechanism) that is the first engagement mechanism releasably connects the first rotating element Y1 and the carrier Ca that is the output element of the first planetary gear 4. The first hydraulic multi-plate clutch C1, which is the second engagement mechanism, releasably connects the third rotating element Y3 and the input shaft 2. The second hydraulic multi-plate clutch C2 that is the third engagement mechanism releasably connects the fourth rotating element Y4 and the carrier Ca that is the output element of the first planetary gear 4.

  The first brake B1 serving as the fourth engagement mechanism is configured by a band brake, and fixes the fourth rotating element Y4 to the transmission case 1 so as to be releasable. The second brake B2 as the fifth engagement mechanism is configured by a hydraulic multi-plate brake, and fixes the third rotating element Y3 to the transmission case 1 so as to be releasable. In the automatic transmission according to the first embodiment, a one-way clutch F1 that allows forward rotation (rotation in the forward direction) of the third rotation element Y3 and prevents reverse rotation is provided in parallel with the second brake B2. Yes.

  In the automatic transmission according to the first embodiment, when the first synchronous meshing mechanism S1 is engaged, the rotation speed of the first rotation element Y1 is N1 and the rotation speed of the third rotation element Y3 is the function of the one-way clutch F1. The second rotation element Y2 connected to the output member 3 rotates at “1st” shown in the speed diagram, and the first gear is established. When the second brake B2 is engaged in addition to the first synchronous meshing mechanism S1, the first gear is established in a state where the engine brake can be applied.

  When the first synchromesh mechanism S1 and the first brake B1 are engaged, the rotation speed of the first rotation element Y1 is N1, the rotation speed of the fourth rotation element Y4 is “0”, and the first rotation element Y1 is connected to the output member 3. The second rotation element Y2 rotates at “2nd” shown in the speed diagram, and the second gear is established.

  When the first synchromesh mechanism S1 and the second hydraulic multi-plate clutch C2 are engaged, both the first rotating element Y1 and the fourth rotating element Y4 rotate at N1, and each rotating element of the planetary gear PG for shifting is The second rotation element Y2 rotates at “3rd”, which is N1, and the third speed is established.

  When the first synchronous engagement mechanism S1 and the first hydraulic multi-plate clutch C1 are engaged, the rotation speed of the first rotation element Y1 is N1, the rotation speed of the third rotation element Y3 is “1”, and the output member 3 The second rotation element Y2 connected to the rotation rotates at “4th” shown in the speed diagram, and the fourth speed stage is established.

  When the first hydraulic multi-plate clutch C1 and the second hydraulic multi-plate clutch C2 are engaged, the rotation speed of the third rotation element Y3 is “1”, the rotation speed of the fourth rotation element Y4 is N1, The second rotation element Y2 rotates at “5th” shown in the velocity diagram, and the fifth gear is established.

  When the first hydraulic multi-plate clutch C1 and the first brake B1 are engaged, the rotation speed of the third rotation element Y3 becomes “1”, the rotation speed of the fourth rotation element Y4 becomes “0”, and the second rotation The element Y2 rotates at “6th” shown in the velocity diagram, and the sixth gear is established.

  When the second hydraulic multi-plate clutch C2 and the second brake B2 are engaged, the rotation speed of the fourth rotation element Y4 becomes N1, the rotation speed of the third rotation element Y3 becomes “0”, and the second rotation element Y2 Rotates at the negative “Rev” shown in the velocity diagram, and the reverse gear is established.

  FIG. 1B collectively shows the engagement state of each engagement mechanism at each gear stage described above, and “◯” represents engagement. FIG. 1B shows the case where the gear ratio i of the first planetary gear 4 is 1.772, the gear ratio j of the second planetary gear 5 is 2.600, and the gear ratio k of the third planetary gear 6 is 2.167. 4 also shows the gear ratio of each gear stage (the rotational speed of the input shaft 2 / the rotational speed of the output member 3). According to this, the common ratio (ratio of the gear ratio between the respective gears) becomes appropriate, and the ratio orange (the ratio of the gear ratio of the first gear to the gear ratio of the sixth gear (the ratio of the first gear of FIG. 1B) Appropriate ratio))) is also appropriate.

  Also, in the number of disengagement column in FIG. 1 (b), the disengaged state (connection is not made) of the engagement mechanism composed of a hydraulic multi-plate clutch and a brake that generates drag torque at the time of disengagement at each shift stage. The number (opened number) of objects in the state of being cut off is shown. According to this, it can be seen that the number of releases is 3 or less at all gears, and in particular, the number of releases is 2 at the fifth speed, sixth speed, and reverse speed.

  According to the automatic transmission of the first embodiment, the first synchronous engagement mechanism S1 is used as the first engagement mechanism that releasably connects the first rotating element Y1 and the carrier Ca of the first planetary gear 4. The friction loss due to dragging in the first engagement mechanism is greatly reduced compared to a structure in which the first engagement mechanism is constituted by a hydraulic multi-plate clutch (specifically, the first synchronous meshing mechanism S1 is The dragging torque by the first synchronous meshing mechanism S1 is greatly reduced at the opened fifth gear and sixth gear, and a reduction in transmission efficiency can be suppressed.

  The first synchronous meshing mechanism S1 is connected in the low speed range from the first speed to the fourth speed, and is disconnected in the high speed range consisting of the fifth speed and the sixth speed. In the low speed range where the torque difference between adjacent gears is large compared to the high speed range, the connection state is not switched, and the connection state is switched only when switching between the 4th speed stage and the 5th speed stage where the torque difference is small. . In addition, when the upshift is performed in which the speed is changed from the fourth speed, which is the middle speed, to the fifth speed, which is the speed range in the high speed range, it is only necessary to disconnect the connection when the transmission torque becomes zero. Switching of the meshing mechanism S1 can be performed quickly, and shifting can be performed smoothly.

  Moreover, since the automatic transmission of 1st Embodiment only needs to comprise a 1st engagement mechanism by 1st synchronous meshing mechanism S1, a structure is simplified and the design change from a conventional product is easy, Manufacturing cost can be reduced.

In the first embodiment, the first planetary gear 4 for input is output by decelerating the rotation of the input shaft 2. However, the present invention is not limited to this, and the rotation of the input planetary gear 4 is not limited to this. The output may be increased. In this case, for example, the carrier Ca of the first planetary gear 4 may be connected to the input shaft 2 as an input element, the sun gear Sa may be fixed to the transmission case 1 as a fixed element, and the ring gear Ra may be used as an output element.
[Second Embodiment]
Next, a second embodiment of the automatic transmission according to the present invention will be described with reference to FIGS. The automatic transmission according to the second embodiment is rotatably arranged in the transmission case 1 and connected to a power source such as an engine (not shown) and is arranged coaxially with the input shaft 2. And an output member 3 composed of an output shaft. The rotation of the output member 3 is transmitted to the left and right drive wheels of the vehicle via a propeller shaft (not shown).

  In the transmission case 1, an input first planetary gear 4 and a shift planetary gear PG are arranged around the input shaft 2. The first planetary gear 4 meshes with the sun gear Sa and the ring gear Ra, and supports a pair of pinions Pa and Pa ′ that mesh with the sun gear Sa and the other mesh with the ring gear Ra so as to freely rotate and revolve. It is composed of a double pinion type planetary gear composed of a carrier Ca.

  The carrier Ca of the first planetary gear 4 is connected to the input shaft 2 as an input element, the sun gear Sa is fixed to the transmission case 1 as a fixed element, and the ring gear Ra is an output element. A speed diagram of the first planetary gear 4 is shown in the upper part of FIG. In the velocity diagram of the first planetary gear 4, the lower horizontal line indicates that the rotational speed is “0”, and the upper horizontal line indicates that the rotational speed is the same as “1” with the rotation of the input shaft being “1”. It is shown that. Assuming that the gear ratio of the first planetary gear 4 (number of teeth of the ring gear / number of teeth of the sun gear) is i, the first planetary gear 4 reduces the rotational speed “1” of the input shaft 2 to (i−1) / i and outputs it. Output from element ring gear Ra. That is, the rotational speed N1 of the ring gear Ra as an output element is (i-1) / i.

  The speed change planetary gear PG includes a second planetary gear 5 and a third planetary gear 6. The second planetary gear 5 is engaged with the sun gear Sb and the ring gear Rb, and supports a pair of pinions Pb and Pb ′, one of which engages with the sun gear Sb and the other of which engages with the ring gear Rb, so as to freely rotate and revolve. It is composed of a double pinion type planetary gear composed of a carrier Cb.

  The third planetary gear 6 is composed of a single pinion type planetary gear that includes a sun gear Sc, a ring gear Rc, and a carrier Cc that rotatably and revolves a pinion Pc that meshes with the sun gear Sc and the ring gear Rc.

  The ring gear Rb of the second planetary gear 5 and the carrier Cc of the third planetary gear 6 are connected to each other to form first connected bodies Rb and Cc. The carrier Cb of the second planetary gear 5 and the sun gear Sc of the third planetary gear 6 are connected to each other to form second connected bodies Cb and Sc.

  The planetary gear PG for speed change includes four rotating elements represented by vertical lines as shown in the lower speed diagram of FIG. Assuming that the rotation elements shown in FIG. 2 are the first rotation element Y 1, second rotation element Y 2, third rotation element Y 3, and fourth rotation element Y 4 in order from the right, the first rotation element Y 1 is the second planetary gear 5. The first sun gear Sb, the second rotation element Y2 are constituted by the ring gear Rc of the third planetary gear 6, the third rotation element Y3 is constituted by the first coupling bodies Rb, Cc, and the fourth rotation element Y4 is constituted by the second coupling bodies Cb, Sc. .

  When the gear ratio of the second planetary gear 5 is j and the gear ratio of the third planetary gear 6 is k, the interval between the first to fourth rotating elements is a ratio of jk−k−1: 1: k. ing. The second rotation element Y2 is connected to the output member 3.

  The automatic transmission according to the second embodiment includes, as an engagement mechanism, a first synchronous engagement mechanism S1 (synchromesh mechanism) that is an engagement mechanism as a first engagement mechanism, and a first hydraulic multi-plate that is a second engagement mechanism. The clutch C1, the second hydraulic multi-plate clutch C2 as the third engagement mechanism, the first brake B1 as the fourth engagement mechanism, the second brake B2 as the fifth engagement mechanism, and the sixth engagement mechanism And a third hydraulic multi-plate clutch C3.

  A first synchromesh mechanism S1 (synchromesh mechanism) as a first engagement mechanism releasably connects the first rotating element Y1 and the ring gear Ra as an output element of the first planetary gear 4. The first hydraulic multi-plate clutch C1, which is the second engagement mechanism, releasably connects the third rotating element Y3 and the input shaft 2. The second hydraulic multi-plate clutch C2, which is the third engagement mechanism, releasably connects the fourth rotating element Y4 and the ring gear Ra, which is the output element of the first planetary gear 4.

  The first brake B1 as the fourth engagement mechanism is configured by a hydraulic multi-plate brake, and fixes the fourth rotating element Y4 to the transmission case 1 so as to be releasable. The second brake B2 as the fifth engagement mechanism is configured by a hydraulic multi-plate brake, and fixes the third rotating element Y3 to the transmission case 1 so as to be releasable. A third hydraulic multi-plate clutch C3, which is a sixth engagement mechanism, releasably connects the fourth rotating element Y4 and the input shaft 2. In the automatic transmission according to the second embodiment, a one-way clutch F1 that allows forward rotation (rotation in the forward direction) of the third rotation element Y3 and prevents reverse rotation is provided in parallel with the second brake B2. ing.

  In the automatic transmission according to the second embodiment, when the first synchronous meshing mechanism S1 is engaged, the rotation speed of the first rotation element Y1 is N1, and the rotation speed of the third rotation element Y3 is the action of the one-way clutch F1. The second rotation element Y2 connected to the output member 3 rotates at “1st” shown in the speed diagram, and the first gear is established. When the second brake B2 is engaged in addition to the first synchronous meshing mechanism S1, the first gear is established in a state where the engine brake can be applied.

  When the first synchromesh mechanism S1 and the first brake B1 are engaged, the rotation speed of the first rotation element Y1 is N1, the rotation speed of the fourth rotation element Y4 is “0”, and the first rotation element Y1 is connected to the output member 3. The second rotation element Y2 rotates at “2nd” shown in the speed diagram, and the second gear is established.

  When the first synchromesh mechanism S1 and the second hydraulic multi-plate clutch C2 are engaged, both the first rotating element Y1 and the fourth rotating element Y4 rotate at N1, and each rotating element of the planetary gear PG for shifting is The second rotation element Y2 rotates at “3rd”, which is N1, and the third speed is established.

  When the first synchronous engagement mechanism S1 and the third hydraulic multi-plate clutch C3 are engaged, the rotation speed of the first rotation element Y1 is N1, the rotation speed of the fourth rotation element Y4 is “1”, and the output member 3 The second rotation element Y2 connected to the rotation rotates at “4th” shown in the speed diagram, and the fourth speed stage is established.

  When the first synchronous engagement mechanism S1 and the first hydraulic multi-plate clutch C1 are engaged, the rotation speed of the first rotation element Y1 is N1, the rotation speed of the third rotation element Y3 is “1”, and the output member 3 The second rotation element Y2 connected to the rotation rotates at “5th” shown in the velocity diagram, and the fifth gear is established.

  When the first hydraulic multi-plate clutch C1 and the third hydraulic multi-plate clutch C3 are engaged, the rotation speeds of the third rotation element Y3 and the fourth rotation element Y4 are both “1”, and the output member 3 is connected. The second rotation element Y2 that rotates also rotates at “6th”, which is “1”, and the sixth gear is established.

  When the first hydraulic multi-plate clutch C1 and the second hydraulic multi-plate clutch C2 are engaged, the rotation speed of the third rotation element Y3 is “1”, the rotation speed of the fourth rotation element Y4 is N1, The second rotation element Y2 rotates at “7th” shown in the speed diagram, and the seventh speed stage is established.

  When the first hydraulic multi-plate clutch C1 and the first brake B1 are engaged, the rotation speed of the third rotation element Y3 becomes “1”, the rotation speed of the fourth rotation element Y4 becomes “0”, and the second rotation The element Y2 rotates at “8th” shown in the velocity diagram, and the eighth gear is established.

  When the second hydraulic multi-plate clutch C2 and the second brake B2 are engaged, the rotation speed of the fourth rotation element Y4 becomes N1, the rotation speed of the third rotation element Y3 becomes “0”, and the second rotation element Y2 Rotates at the negative “Rev1” shown in the speed diagram, and the first reverse speed is established.

  When the third hydraulic multi-plate clutch C3 and the second brake B2 are engaged, the rotation speed of the fourth rotation element Y4 becomes “1”, the rotation speed of the third rotation element Y3 becomes “0”, and the second rotation Element Y2 rotates at the negative “Rev2” shown in the speed diagram, and the second reverse speed is established.

  FIG. 3B collectively shows the engagement state of each engagement mechanism at each gear stage described above, and “◯” represents engagement. FIG. 3B shows the case where the gear ratio i of the first planetary gear 4 is 2.000, the gear ratio j of the second planetary gear 5 is 2.252, and the gear ratio k of the third planetary gear 6 is 2.000. 4 also shows the gear ratio of each gear stage (the rotational speed of the input shaft 2 / the rotational speed of the output member 3). According to this, the public ratio (ratio of gear ratios between the respective gears) becomes appropriate, and ratio orange (ratio of the gear ratio of the first gear to the gear ratio of the eighth gear (the gear ratio of the first gear in FIG. 3B)). Appropriate ratio))) is also appropriate.

  Also, the number of disengagement column in FIG. 3B shows a disengaged state (connection is not made) of an engagement mechanism composed of a hydraulic multi-plate clutch and a brake that generates drag torque at the time of disengagement at each shift stage. The number (opened number) of objects in the state of being cut off is shown. According to this, it can be seen that the number of releases is reduced to 3 from the sixth gear to the eighth gear, the first reverse gear, and the second reverse gear.

  According to the automatic transmission of the second embodiment, the friction loss in the high speed range is reduced, the reduction of the transmission efficiency is suppressed, and the first synchronous meshing mechanism S1 has a small torque difference between the fifth speed and the sixth speed. Therefore, the shift can be performed smoothly, and the design change from the conventional product is easy, so that the manufacturing cost can be reduced.

In the second embodiment, the first planetary gear 4 for input is output by decelerating the rotation of the input shaft 2. However, the present invention is not limited to this, and the first planetary gear 4 is rotated by the input shaft 2. The output may be increased. In this case, for example, the ring gear Ra of the first planetary gear 4 is connected to the input shaft 2 as an input element, the sun gear Sa is fixed to the transmission case 1 as a fixed element, and the carrier Ca is used as an output element.
[Third Embodiment]
Next, a third embodiment of the automatic transmission according to the present invention will be described with reference to FIGS. The automatic transmission according to the third embodiment is rotatably arranged in the transmission case 1 and connected to a power source such as an engine (not shown) and is arranged coaxially with the input shaft 2. And an output member 3 composed of an output shaft. The rotation of the output member 3 is transmitted to the left and right drive wheels of the vehicle via a propeller shaft (not shown).

  In the transmission case 1, first to fourth planetary gears 4, 5, 6, and 7 are disposed around the input shaft 2. The first planetary gear 4 is constituted by a single pinion type planetary gear that includes a sun gear Sa, a ring gear Ra, and a carrier Ca that pivotally supports and rotates a pinion Pa meshing with the sun gear Sa and the ring gear Ra.

  With reference to the speed diagram of the first planetary gear 4 shown in the second stage from the top of FIG. 6 (the figure in which the rotational speeds of the three elements of the sun gear, the carrier, and the ring gear can be represented by straight lines), the first planetary gear 4 If the three elements including the sun gear Sa, the carrier Ca, and the ring gear Ra are the first element, the second element, and the third element from the right side in the order of arrangement at intervals corresponding to the gear ratio in the velocity diagram, The element is the sun gear Sa, the second element is the carrier Ca, and the third element is the ring gear Ra.

  Here, the ratio between the distance between the sun gear Sa and the carrier Ca and the distance between the carrier Ca and the ring gear Ra is i: 1 where the gear ratio of the first planetary gear 4 (number of teeth of the ring gear / number of teeth of the sun gear) is i. Set to In the velocity diagram, the lower horizontal line and the upper horizontal line indicate that the rotational speeds are “0” and “1” (the same rotational speed as the input shaft 2), respectively.

  The second planetary gear 5 is configured by a single pinion type planetary gear including a sun gear Sb, a ring gear Rb, and a carrier Cb that rotatably and revolves a pinion Pb that meshes with the sun gear Sb and the ring gear Rb. Referring to the speed diagram of the second planetary gear 5 shown in the third stage from the top in FIG. 6, the three elements including the sun gear Sb, the carrier Cb, and the ring gear Rb of the second planetary gear 5 are represented by a gear ratio in the speed diagram. If the fourth element, the fifth element, and the sixth element are respectively arranged from the right side in the arrangement order at intervals corresponding to, the fourth element is the ring gear Rb, the fifth element is the carrier Cb, and the sixth element is the sun gear Sb. Here, the ratio between the distance between the sun gear Sb and the carrier Cb and the distance between the carrier Cb and the ring gear Rb is set to j: 1 where j is the gear ratio of the second planetary gear 5.

  The third planetary gear 6 is composed of a single pinion type planetary gear that includes a sun gear Sc, a ring gear Rc, and a carrier Cc that rotatably and revolves a pinion Pc that meshes with the sun gear Sc and the ring gear Rc. Referring to the speed diagram of the third planetary gear 6 shown in the first stage from the top in FIG. 6, the three elements of the third planetary gear 6 including the sun gear Sc, the carrier Cc, and the ring gear Rc are represented by a gear ratio in the speed diagram. If the seventh element, the eighth element, and the ninth element are arranged from the right side in the arrangement order at intervals corresponding to, respectively, the seventh element is the sun gear Sc, the eighth element is the carrier Cc, and the ninth element is the ring gear Rc. Here, the ratio between the distance between the sun gear Sc and the carrier Cc and the distance between the carrier Cc and the ring gear Rc is set to k: 1, where k is the gear ratio of the third planetary gear 6.

  The fourth planetary gear 7 is formed of a single pinion type planetary gear that includes a sun gear Sd, a ring gear Rd, and a carrier Cd that pivotally supports and rotates a pinion Pd that meshes with the sun gear Sd and the ring gear Rd. Referring to the speed diagram of the fourth planetary gear 7 shown in the fourth stage from the top in FIG. 6, the three elements including the sun gear Sd, the carrier Cd, and the ring gear Rd of the fourth planetary gear 7 are represented by the gear ratio in the speed diagram. If the tenth element, the eleventh element, and the twelfth element are arranged from the right side in the arrangement order at intervals corresponding to, respectively, the tenth element is the sun gear Sd, the eleventh element is the carrier Cd, and the twelfth element is the ring gear Rd. Here, the ratio between the distance between the sun gear Sd and the carrier Cd and the distance between the carrier Cd and the ring gear Rd is set to m: 1 where m is the gear ratio of the fourth planetary gear 7.

  The carrier Ca of the first planetary gear 4 is connected to the input shaft 2. The carrier Cd of the fourth planetary gear 7 is connected to the output member 3. The sun gear Sa of the first planetary gear 4 and the sun gear Sc of the third planetary gear 6 are connected to each other to form first connected bodies Sa and Sc. The ring gear Ra of the first planetary gear 4 and the sun gear Sb of the second planetary gear 5 are connected to each other to form second connected bodies Ra and Sb. The ring gear Rb of the second planetary gear 5 and the sun gear Sd of the fourth planetary gear 7 are connected to each other to form third connected bodies Rb and Sd. The carrier Cc of the third planetary gear 6 and the ring gear Rd of the fourth planetary gear 7 are connected to each other to constitute fourth connected bodies Cc and Rd.

  In the automatic transmission according to the third embodiment, as an engagement mechanism, a first synchronous engagement mechanism S1 (synchromesh mechanism) that is an engagement mechanism as a first engagement mechanism and a first hydraulic type that is a second engagement mechanism. A multi-plate clutch C1, a second hydraulic multi-plate clutch C2 as a third engagement mechanism, a third hydraulic multi-plate clutch C3 as a fourth engagement mechanism, and a first brake B1 as a fifth engagement mechanism. Prepare.

  A first synchronous meshing mechanism S1 (synchromesh mechanism) as a first engagement mechanism fixes the ring gear Rc of the third planetary gear 6 to the transmission case 1 so as to be releasable. The first hydraulic multi-plate clutch C1, which is the second engagement mechanism, releasably connects the third coupling bodies Rb and Sd to the input shaft 2. The second hydraulic multi-plate clutch C2 as the third engagement mechanism releasably connects the carrier Cb of the second planetary gear 5 to the carrier Cd of the fourth planetary gear 7. A third hydraulic multi-plate clutch C3, which is a fourth engagement mechanism, releasably connects the second coupling bodies Ra and Sb to the third coupling bodies Rb and Sd. The first brake B1, which is the fifth engagement mechanism, releasably connects the first coupling bodies Sa and Sc to the transmission case 1.

  In the automatic transmission according to the third embodiment, when the first synchronous meshing mechanism S1, the first brake B1, and the first hydraulic multi-plate clutch C1 are engaged, the ring gear Rc (the ninth element) of the third planetary gear 6 is engaged. The rotation speed of the third planetary gear 6 is in a locked state in which each element of the third planetary gear 6 cannot be rotated relative to the first planetary body Sa, Sc (first and seventh elements). Thus, the rotational speed of the fourth coupled bodies Cc, Rd (eighth and twelfth elements) is also “0”. Further, the rotation speed of the third coupling bodies Rb, Sd (fourth and tenth elements) is “1”. Accordingly, the speed line of the fourth planetary gear 7 becomes a line indicated by “1st” in FIG. 6, and the first speed stage is established.

  When the first synchromesh mechanism S1, the first brake B1, and the third hydraulic multi-plate clutch C3 are engaged, the rotational speed of the ring gear Rc (the ninth element) of the third planetary gear 6 is “0”, and the first connection When the rotational speeds of the bodies Sa and Sc (first and seventh elements) become “0”, the elements of the third planetary gear 6 are locked in a relatively non-rotatable state, and the fourth connected bodies Cc and Rd ( The rotation speed of the eighth and twelfth elements is also “0”. In addition, the speed line of the first planetary gear 4 becomes a line indicated by “2nd”, and the second connected bodies Ra and Sb (third and sixth elements) are accelerated to N1 which is (i + 1) / i and rotate. The rotational speeds of the third coupling bodies Rb and Sd (fourth and tenth elements) are also N1. Accordingly, the speed line of the fourth planetary gear 7 becomes a line indicated by “2nd” in FIG. 6, and the second speed stage is established.

  When the first synchromesh mechanism S1, the first hydraulic multi-plate clutch C1, and the third hydraulic multi-plate clutch C3 are engaged, the second coupling bodies Ra, Sb (third and sixth elements) and the third coupling are provided. The rotational speeds of the bodies Rb, Sd (fourth and tenth elements) are “1”, and the elements of the first planetary gear 4 are in a locked state in which relative rotation is impossible. Therefore, the first connected bodies Sa, Sc (first, first, The rotation speed of the seventh element is also “1”. Accordingly, the speed line of the third planetary gear 6 becomes a line indicated by “3rd” in FIG. 6, and the speed line of the fourth planetary gear 7 becomes a line indicated by “3rd” in FIG.

  When the first synchronous meshing mechanism S1, the second hydraulic multi-plate clutch C2, and the third hydraulic multi-plate clutch C3 are engaged, the rotational speed of the carrier Ca (second element) of the first planetary gear 4 is “1”. The rotation speed of the ring gear Rc (9th element) of the third planetary gear 6 becomes “0”, and the elements of the second planetary gear 5 and the fourth planetary gear 7 are locked so as not to rotate relative to each other. The speed lines of the planetary gears 4, 5, 6, and 7 become the lines indicated by "4th" in FIG. 6, and the fourth speed stage is established.

  When the first synchronous meshing mechanism S1, the first hydraulic multi-plate clutch C1 and the second hydraulic multi-plate clutch C2 are engaged, the carrier Ca (second element) of the first planetary gear 4 and the third coupling body Rb, The rotational speed of Sd (fourth and tenth elements) is “1”, the rotational speed of the ring gear Rc (ninth element) of the third planetary gear 6 is “0”, and the first to fourth planetary gears 4, 5, The 6th and 7th speed lines become a line indicated by “5th” in FIG. 6, and the 5th speed stage is established.

  When the first hydraulic multi-plate clutch C1, the second hydraulic multi-plate clutch C2, and the third hydraulic multi-plate clutch C3 are engaged, each of the first to fourth planetary gears 4, 5, 6, and 7 is engaged. The elements are locked so that they cannot rotate relative to each other, all the elements rotate at a speed of “1”, and the sixth gear is established.

  When the first hydraulic multi-plate clutch C1, the second hydraulic multi-plate clutch C2 and the first brake B1 are engaged, the rotational speeds of the second coupling bodies Ra and Sb (third and sixth elements) are N1, The rotational speed of the third coupling bodies Rb, Sd (fourth and tenth elements) is “1”, the speed line of the second planetary gear 5 is a line indicated by “7th” in FIG. The carrier Cb and the carrier Cd of the fourth planetary gear 7 rotate at the same speed, and the seventh speed stage is established.

  When the second hydraulic multi-plate clutch C2, the third hydraulic multi-plate clutch C3 and the first brake B1 are engaged, the rotational speed of the second coupling bodies Ra and Sb (third and sixth elements) becomes N1. The elements of the second planetary gear 5 and the fourth planetary gear 7 are locked so that they cannot rotate relative to each other, and the carrier Cd (the eleventh element) of the fourth planetary gear 7 connected to the output member 3 rotates at N1, The eighth gear is established.

  When the first synchromesh mechanism S1, the second hydraulic multi-plate clutch C2, and the first brake B1 are engaged, the first coupling bodies Sa, Sc (first and seventh elements) and the fourth coupling bodies Cc, Rd The rotation speed of the (eighth, twelfth element) is “0”, the rotation speed of the second coupling bodies Ra, Sb (third, sixth element) is N1, the carrier Cb of the second planetary gear 5 and the fourth planetary gear 7. Of the second planetary gear 5 and the fourth planetary gear 7 become the lines indicated by “Rev” in FIG. 6 to establish the reverse gear.

  FIG. 5B collectively shows the engagement state of each engagement mechanism at each shift stage described above, and “◯” represents engagement. FIG. 5B shows that the gear ratio i of the first planetary gear 4 is 2.00, the gear ratio j of the second planetary gear 5 is 1.60, the gear ratio k of the third planetary gear 6 is 2.10, Also shown are the gear ratios of the respective speed stages (the rotational speed of the input shaft 2 / the rotational speed of the output member 3) when the gear ratio m of the planetary gear 7 is 3.70. According to this, the common ratio (ratio of gear ratios between the respective gears) becomes appropriate, and the ratio orange (ratio between the gear ratio of the first gear and the gear ratio of the eighth gear (the gear ratio of the first gear in FIG. 5 (b)). Appropriate ratio))) is also appropriate.

  Also, the number of disengagement column in FIG. 5B shows a disengaged state (a state in which the connection is broken) among engagement mechanisms composed of a hydraulic multi-plate clutch and a brake that generate a drag torque at the time of disengagement. The number (number of releases) of each is shown for each gear position. According to this, it can be seen that the number of releases is 2 or less at all gear positions, and the number of releases is 1 particularly at the sixth to eighth gears.

According to the automatic transmission of the third embodiment, the friction loss in the high speed range is reduced, the reduction of the transmission efficiency is suppressed, and the first synchronous meshing mechanism S1 has a small torque difference between the fifth speed and the sixth speed. Therefore, the shift can be performed smoothly, and the design change from the conventional product is easy, so that the manufacturing cost can be reduced.
[Fourth Embodiment]
Next, with reference to FIG.7 and FIG.8, 4th Embodiment of the automatic transmission of this invention is described. An automatic transmission according to the fourth embodiment includes an input shaft 2 rotatably supported in a transmission case 1 and connected to a power source such as an engine (not shown), and an output shaft arranged in parallel with the input shaft 2. The output member 3 is provided. The rotation of the output member 3 is transmitted to the left and right drive wheels of the vehicle via a differential gear Df in which a final driven gear Dfa meshing with the output gear 3a fixed to the output member 3 is fixed.

  In the transmission case 1, a first planetary gear 4 and a second planetary gear 5 are disposed concentrically with the input shaft 2. The first planetary gear 4 is composed of a single pinion type planetary gear including a sun gear Sa, a ring gear Ra, and a carrier Ca that supports the pinion Pa meshing with the sun gear Sa and the ring gear Ra so as to rotate and revolve.

  Referring to the velocity diagram of the first planetary gear 4 shown in the lower part of FIG. 8, the three elements including the sun gear Sa, the carrier Ca, and the ring gear Ra of the first planetary gear 4 are arranged at intervals corresponding to the gear ratio in the velocity diagram. If the first element, the second element, and the third element are arranged from the left side in the order in which they are arranged, the first element is the sun gear Sa, the second element is the carrier Ca, and the third element is the ring gear Ra. Here, the ratio between the distance between the sun gear Sa and the carrier Ca and the distance between the carrier Ca and the ring gear Ra is i: 1 where the gear ratio of the first planetary gear 4 (number of teeth of the ring gear / number of teeth of the sun gear) is i. Set to In the velocity diagram, the lower horizontal line and the upper horizontal line indicate that the rotational speeds are “0” and “1” (the same rotational speed as the input shaft 2), respectively.

  Similar to the first planetary gear 4, the second planetary gear 5 is a single pinion type comprising a sun gear Sb, a ring gear Rb, and a carrier Cb that supports the pinion Pb meshing with the sun gear Sb and the ring gear Rb so as to rotate and revolve. It is composed of planetary gears.

  Referring to the speed diagram of the second planetary gear 5 shown in the upper part of FIG. 8, the three elements including the sun gear Sb, the carrier Cb, and the ring gear Rb of the second planetary gear 5 are arranged at intervals corresponding to the gear ratio in the speed diagram. If the fourth element, the fifth element, and the sixth element are respectively arranged from the left side in the order in which they are arranged, the fourth element is the sun gear Sb, the fifth element is the carrier Cb, and the sixth element is the ring gear Rb. The ratio between the distance between the sun gear Sb and the carrier Cb and the distance between the carrier Cb and the ring gear Rb is set to j: 1 where j is the gear ratio of the second planetary gear 5.

  The sun gear Sa (first element) of the first planetary gear 4 is connected to the input shaft 2. The carrier Ca (second element) of the first planetary gear 4 has a first gear train G1 composed of a drive gear G1a fixed to the carrier Ca and a driven gear G1b fixed to the output member 3 meshing with the drive gear G1a. The ring gear Rb (sixth element) of the second planetary gear 5 is connected to the output member 3 through a drive gear G2a fixed to the ring gear Rb and a driven gear G2b fixed to the output member 3 meshing with the drive gear G2a. It is connected to the output member 3 via the second gear train G2.

  Here, p> q, where p is the gear ratio of the first gear train G1 (number of teeth of the driven gear / number of teeth of the drive gear) and q is the gear ratio of the second gear train G2. Further, the carrier Ca of the first planetary gear 4 and the ring gear Rb of the second planetary gear 5 are connected by the output member 3 via both gear trains G1 and G2. Then, the ring gear Rb of the second planetary gear 5 rotates at a speed q / p of the rotation speed of the carrier Ca of the first planetary gear 4.

  In the fourth embodiment, as the engagement mechanism, a second engagement mechanism that can be switched between a state in which the sun gear Sb (fourth element) of the second planetary gear 5 and the input shaft 2 are connected and a state in which the connection is cut off. A third engagement mechanism that is switchable between a state in which the first hydraulic multi-plate clutch C1 and the carrier Cb (fifth element) of the second planetary gear 5 are connected to the input shaft 2 and a state in which the connection is cut off. First engagement that can be switched between a state in which the two clutch C2, the ring gear Ra (third element) of the first planetary gear 4 and the carrier Cb (fifth element) of the second planetary gear 5 are connected, and a state in which this connection is cut off. The first synchronous meshing mechanism S1 (synchromesh mechanism) as the meshing mechanism and the sun gear Sb (fourth element) of the second planetary gear 5 are fixed to the transmission case 1 and the fixed state is released. A fifth mechanism that can be switched between a state in which the first brake B1, which is a fourth engaging mechanism, and the carrier Cb (fifth element) of the second planetary gear 5 are fixed to the transmission case 1 and a state in which the fixing is released. And a second brake B2 as a combination mechanism.

  In the fourth embodiment, when the first synchronous meshing mechanism S1 and the second brake B2 are engaged, the rotational speed of the sun gear Sa of the first planetary gear 4 is “1”, and the rotational speed of the ring gear Ra of the first planetary gear 4 Becomes “0”, and the speed line of the first planetary gear 4 becomes a line indicated by “1st” in FIG. Then, the rotation speed of the carrier Ca of the first planetary gear 4 becomes 1 / (i + 1), and the output member 3 rotates at a speed of 1 / {(i + 1) p} via the first gear train G1. A stage is established.

  When the first synchronous meshing mechanism S1 and the first brake B1 are engaged, the rotational speed of the sun gear Sa of the first planetary gear 4 becomes “1”, and the rotational speed of the sun gear Sb of the second planetary gear 5 becomes “0”. The ring gear Ra of the first planetary gear 4 and the carrier Cb of the second planetary gear 5 rotate at the same speed, and the ring gear Rb of the second planetary gear 5 rotates at the speed q / p of the rotational speed of the carrier Ca of the first planetary gear 4. Thus, the speed lines of the first planetary gear 4 and the second planetary gear 5 are the lines indicated by “2nd” in FIG. The rotation speed of the carrier Ca of the first planetary gear 4 is (j + 1) p / {(i + 1) (j + 1) p-ijq}, and the rotation speed of the ring gear Rb of the second planetary gear 5 is (j + 1) q / {(i + 1). (J + 1) p−ijq}, and the output member 3 rotates at a speed of (j + 1) / {(i + 1) (j + 1) p−ijq} to establish the second gear.

  When the first hydraulic multi-plate clutch C1 and the first synchronous meshing mechanism S1 are engaged, the rotational speed of the sun gear Sa of the first planetary gear 4 and the rotational speed of the sun gear Sb of the second planetary gear 5 are both "1". At the same time, the ring gear Ra of the first planetary gear 4 and the carrier Cb of the second planetary gear 5 rotate at the same speed, and the ring gear Rb of the second planetary gear 5 rotates at a speed q / p of the rotational speed of the carrier Ca of the first planetary gear 4. , The speed lines of the first planetary gear 4 and the second planetary gear 5 become a line indicated by “3rd” in FIG. The rotational speed of the carrier Ca of the first planetary gear 4 is (i + j + 1) p / {(i + 1) (j + 1) p-ijq}, and the rotational speed of the ring gear Rb of the second planetary gear 5 is (i + j + 1) q / {(i + 1). (J + 1) p−ijq}, and the output member 3 rotates at a speed of (i + j + 1) / {(i + 1) (j + 1) p−ijq} to establish the third gear.

  When the second hydraulic multi-plate clutch C2 and the first synchronous meshing mechanism S1 are engaged, the rotational speed of the sun gear Sa of the first planetary gear 4 and the rotational speed of the ring gear Ra of the first planetary gear 4 are both "1". Thus, the first planetary gear 4 is locked, and the speed line of the first planetary gear 4 is a line indicated by “4th” in FIG. Then, the rotation speed of the carrier Ca of the first planetary gear 4 becomes “1”, the output member 3 rotates at a speed of 1 / p, and the fourth speed stage is established.

  When the first hydraulic multi-plate clutch C1 and the second hydraulic multi-plate clutch C2 are engaged, the rotational speed of the sun gear Sb of the second planetary gear 5 and the rotational speed of the carrier Cb of the second planetary gear 5 are both “1”. The second planetary gear 5 is in the locked state, and the speed line of the second planetary gear 5 is a line indicated by “5th” in FIG. Then, the rotation speed of the ring gear Rb of the second planetary gear 5 becomes “1”, the output member 3 rotates at a speed of 1 / q, and the fifth speed stage is established.

  When the second hydraulic multi-plate clutch C2 and the first brake B1 are engaged, the rotational speed of the sun gear Sb of the second planetary gear 5 is "0", and the rotational speed of the carrier Cb of the second planetary gear 5 is "1". Thus, the speed line of the second planetary gear 5 is a line indicated by “6th” in FIG. Then, the rotation speed of the ring gear Rb of the second planetary gear 5 becomes (j + 1) / j, the output member 3 rotates at a speed of (j + 1) / (jq), and the sixth speed is established.

  When the first hydraulic multi-plate clutch C1 and the second brake B2 are engaged, the rotational speed of the sun gear Sb of the second planetary gear 5 is “1”, and the rotational speed of the carrier Cb of the second planetary gear 5 is “0”. Thus, the speed line of the second planetary gear 5 is a line indicated by “Rev” in FIG. Then, the rotational speed of the ring gear Rb of the second planetary gear 5 becomes −1 / j, the output member 3 rotates at a speed of −1 / (jq), and the reverse gear is established.

  A speed line indicated by a dotted line in FIG. 8 represents that each element of the other planetary gear rotates following the one of the first and second planetary gears 4 and 5 that transmits power. .

  FIG. 7B is a diagram summarizing and displaying the relationship between the above-described shift speeds and the engagement states of the first synchronous meshing mechanism S1, the hydraulic multi-plate clutches C1 and C2, and the brakes B1 and B2. "" Represents engagement. FIG. 7B shows a gear ratio i of the first planetary gear 4 of 2.30, a gear ratio j of the second planetary gear 5 of 3.20, a gear ratio p of the first gear train G1 of 1.32. Also shown is the gear ratio (rotational speed of the input shaft 2 / rotational speed of the output member 3) of each gear when the gear ratio q of the two gear train G2 is 0.95. According to this, the public ratio (ratio of gear ratios between the respective gears) becomes appropriate, and the ratio orange (first speed ratio / 6 speed ratio) becomes appropriate.

  Further, in the number of open column in FIG. 7B, the disengaged state (the state in which the connection is cut off) of the engaging mechanism constituted by the hydraulic multi-plate clutch and the brake that generates the drag torque at the time of releasing. The number (number of releases) of each is shown for each gear position. According to this, it can be seen that the number of releases is 3 or less at all gears, and in particular, the number of releases is 2 at the fifth speed, sixth speed, and reverse speed.

  According to the automatic transmission of the fourth embodiment, the friction loss in the high speed range is reduced, the decrease in transmission efficiency is suppressed, and the first synchronous meshing mechanism S1 has a small torque difference between the 4th speed and the 5th speed. Therefore, the shift can be performed smoothly, and the design change from the conventional product is easy, so that the manufacturing cost can be reduced.

  Further, since only the first and second planetary gears 4 and 5 are used as the planetary gear, the shaft length of the transmission can be shortened as compared with the one using three planetary gears. Further, at the speeds other than the 2nd speed stage and the 3rd speed stage, power is transmitted by only one of the first and second planetary gears 4 and 5, and at the 4th speed stage and the 5th speed stage, respectively. Since the first planetary gear 4 and the second planetary gear 5 are in the locked state, the mesh transmission efficiency is 100%, and the total transmission efficiency of all the gears is improved.

  In the fourth embodiment, each of the first and second planetary gears 4 and 5 is constituted by a single pinion type planetary gear. However, the first planetary gear 4 and the second planetary gear 5 may be constituted by a double pinion type planetary gear. Is possible. When the first planetary gear 4 is a double pinion type planetary gear, one of the sun gear and the carrier is the first element, the ring gear is the second element, and the other of the sun gear and the carrier is the third element. Further, when the second planetary gear 5 is constituted by a double pinion type planetary gear, one of the sun gear and the carrier is the fourth element, the ring gear is the fifth element, and the other of the sun gear and the carrier is the sixth element.

In the fourth embodiment, the first gear train G1, the first planetary gear 4, the first synchronous meshing mechanism S1, the second brake B2, and the second gear are sequentially arranged around the input shaft 2 from one end side. Although the row G2, the second hydraulic multi-plate clutch C2, the second planetary gear 5, the first brake B1, and the first hydraulic multi-plate clutch C1 are arranged, the present invention is not limited to this. For example, the first synchromesh mechanism S1, the second hydraulic multi-plate clutch C2, and the second brake B2 may be disposed between the first gear train G1 and the second gear train G2. Further, in order from one end side of the input shaft 2, the first brake B1, the second gear train G2, the second planetary gear 5, the first hydraulic multi-plate clutch C1, the second hydraulic multi-plate clutch C2, The first synchromesh mechanism S1, the second brake B2, the first gear train G1, and the first planetary gear 4 may be arranged. It is also possible to arrange the first gear train G1 and the second gear train G2 between the first planetary gear 4 and the second planetary gear 5.
[Fifth Embodiment]
Next, with reference to FIG.9 and FIG.10, 5th Embodiment of the automatic transmission of this invention is described.

  The automatic transmission according to the fifth embodiment includes a fluid torque converter TC connected to an unillustrated engine serving as a power source. The fluid torque converter TC includes a pump Po connected to an engine flywheel 2a via a damper 2b for absorbing rotational vibration, a turbine Ta that transmits power from the pump Po via an internal fluid, and a pump Po and a turbine Ta. And a stator St that is fixed to the transmission case 1 via a one-way clutch, and a lock-up clutch LC that mechanically connects the turbine Ta to the pump Po.

  Further, in the transmission case 1, a hollow first input shaft 21 connected to the turbine Ta and a second input shaft 22 inserted concentrically in the first input shaft 21 are rotatably supported. ing. The automatic transmission also includes a first planetary gear 4 for input, a second planetary gear 5 and a third planetary gear 6 for shifting, and an output member 3 composed of an output gear, both of which are first and second input shafts. 21 and 22 are arranged concentrically. The rotation of the output member 3 is transmitted to both the left and right wheels of the vehicle via a differential gear (not shown).

  A second input shaft disk 22 a connected to the second input shaft 22 is interposed in the lockup clutch LC. When the lockup clutch LC is engaged, the pump Po and the turbine Ta are mechanically coupled, and the second input shaft 22 is also mechanically connected to the pump Po and the turbine Ta via the second input shaft disk 22a. Connected. The lock-up clutch LC may be a single plate type or a multi-plate type.

  The first planetary gear 4 is composed of a single pinion type planetary gear including a sun gear Sa, a ring gear Ra, and a carrier Ca that supports the pinion Pa meshing with the sun gear Sa and the ring gear Ra so as to rotate and revolve.

  Referring to the velocity diagram shown in the upper part of FIG. 10, the three elements including the sun gear Sa, the carrier Ca, and the ring gear Ra of the first planetary gear 4 are arranged on the left side in the order corresponding to the gear ratio in the velocity diagram. Are the first element, the second element, and the third element, the first element is the sun gear Sa, the second element is the carrier Ca, and the third element is the ring gear Ra.

  The ratio between the distance between the sun gear Sa and the carrier Ca and the distance between the carrier Ca and the ring gear Ra is set to i: 1 where i is the gear ratio of the first planetary gear 4 (number of teeth of the ring gear / number of teeth of the sun gear). Is set. In the fifth embodiment, the carrier Ca is an output element with the sun gear Sa as a fixed element fixed to the transmission case 1 and the ring gear Ra as an input element connected to the first input shaft 21. The output speed (rotation speed of the carrier Ca) N1 of the first planetary gear 4 is i / (i + 1), and as is apparent from the speed diagram, the rotation of the first input shaft 21 is decelerated and output from the carrier Ca. . In the velocity diagram, the lower horizontal line and the upper horizontal line indicate that the rotational speeds are “0” and “1” (the same rotational speed as the input shaft 2), respectively.

  The second planetary gear 5 includes a sun gear Sb, a ring gear Rb, and a carrier Cb that supports a pair of pinions Pb and Pb ′ that mesh with each other and one mesh with the sun gear Sb and the other mesh with the ring gear Rb. It is composed of a double pinion type planetary gear.

  The third planetary gear 6 is formed of a single pinion type planetary gear including a sun gear Sc, a ring gear Rc, and a carrier Cc that supports the pinion Pc meshing with the sun gear Sc and the ring gear Rc so as to rotate and revolve.

  Referring to the speed diagram shown in the lower part of FIG. 10, the three elements including the sun gear Sb, the carrier Cb, and the ring gear Rb of the second planetary gear 5 are arranged on the left side in the order corresponding to the gear ratio in the speed diagram. Are the fourth element, the fifth element, and the sixth element, respectively, the fourth element is the carrier Cb, the fifth element is the ring gear Rb, and the sixth element is the sun gear Sb. The ratio between the distance between the sun gear Sb and the carrier Cb and the distance between the carrier Cb and the ring gear Rb is set to j: 1 where j is the gear ratio of the second planetary gear 5.

  Further, the three elements including the sun gear Sc, the carrier Cc, and the ring gear Rc of the third planetary gear 6 are arranged in the order of arrangement at intervals corresponding to the gear ratio in the velocity diagram, respectively, from the left side, the seventh element, the eighth element, and the ninth element. As elements, the seventh element is the sun gear Sc, the eighth element is the carrier Cc, and the ninth element is the ring gear Rc. The ratio between the distance between the sun gear Sc (vertical line Y2) and the carrier Cc (vertical line Y4) and the distance between the carrier Cc (vertical line Y4) and the ring gear Rc (vertical line Y5) is the gear of the third planetary gear 6. The ratio is set to k: 1, where k is the ratio.

  Here, in the fifth embodiment, the ring gear Rb (fifth element) of the second planetary gear 5 is connected to the second input shaft 22, and the ring gear Rc (ninth element) of the sun gear Sb (sixth element) and the third planetary gear 6 is connected. Are coupled to each other to form the coupled bodies Sb and Rc, and the carrier Cc (eighth element) is coupled to the output member 3.

  In addition, as the engagement mechanism, a second switchable state between a state where the carrier Ca (second element) of the first planetary gear 4 and the carrier Cb (fourth element) of the second planetary gear 5 are connected and a state where this state is cut off can be switched. The state in which the first hydraulic multi-plate clutch C1, which is the engaging mechanism, the carrier Ca (second element) of the first planetary gear 4 and the coupling bodies Sb and Rc (sixth and ninth element) are coupled is disconnected. A first synchronous meshing mechanism S1 as a meshing mechanism that can be switched to a state, a carrier Cb (fourth element) of the second planetary gear 5, and a sun gear Sc (seventh element) of the third planetary gear 6. , A first switching clutch Cx that is a third engagement mechanism that can be switched between a state of connecting and disconnecting the state, a ring gear Rb (fifth element) of the second planetary gear 5, and a sun gear Sc of the third planetary gear 6. The second switching clutch Cy as a fourth engagement mechanism which can be switched between a state in which the seventh element) is connected and a state in which the connection is disconnected, and the ring gear Rb (fifth element) of the second planetary gear 5 are connected to the transmission case 1. The first brake B1 is provided as a fifth engagement mechanism that can be switched between a state of being fixed to the state and a state of releasing the fixation. Both the switching clutches Cx and Cy are constituted by hydraulic multi-plate clutches.

  By connecting the sun gear Sb of the second planetary gear 5 and the ring gear Rc of the third planetary gear 6 as described above to form the coupling bodies Sb and Rc, in the velocity diagram shown in the lower stage of FIG. The sun gear Sb is always located on the same vertical line Y5 as the ring gear Rc of the third planetary gear 6. On the other hand, the positions of the ring gear Rb of the second planetary gear 5 and the carrier Cb on the velocity diagram are different between when the first switching clutch Cx is engaged and when the second switching clutch Cy is engaged.

  More specifically, when the first switching clutch Cx is engaged, the carrier Cb of the second planetary gear 5 is positioned on the same vertical line Y2 as the sun gear Sc of the third planetary gear 6, and the ring gear Rb of the second planetary gear 5 is placed. Is located on the vertical line Y3 that is separated from the vertical line Y2 to the right by 1 / j of the interval between the vertical line Y2 and the vertical line Y5. When the second switching clutch Cy is engaged, the ring gear Rb of the second planetary gear 5 is positioned on the vertical line Y2, and the carrier Cb of the second planetary gear 5 is separated from the distance between the vertical line Y2 and the vertical line Y5. It is located on the vertical line Y1 that is separated from the vertical line Y2 to the left so that the ratio to the interval between the two is 1: j.

  When the first synchromesh mechanism S1, the first switching clutch Cx, and the first brake B1 are engaged, the rotational speed of the ring gear Rb (vertical line Y3) of the second planetary gear 5 is “0”, and the rotational speed is the vertical line Y5. The speed becomes the output speed N1 of the first planetary gear 4, the rotational speed at the vertical line Y4 where the carrier Cc of the third planetary gear 6 connected to the output member 3 is located is "1st", and the first gear is established. Is done.

  When the first synchromesh mechanism S1, the second switching clutch Cy, and the first brake B1 are engaged, the rotational speed of the sun gear Sc (vertical line Y2) of the third planetary gear 6 is “0”, and the rotational speed is the vertical line Y5. The speed becomes the output speed N1 of the first planetary gear 4, the rotational speed at the vertical line Y4 where the carrier Cc of the third planetary gear 6 connected to the output member 3 is located is "2nd", and the second speed stage is established. Is done.

  When the first synchromesh mechanism S1, the first switching clutch Cx, and the second switching clutch Cy are engaged, the ring gear Rb of the second planetary gear 5 and the carrier Cb are connected, and the second planetary gear 5 is relative to each other. Since the rotation is impossible, the rotational speed at the vertical line Y2 and the rotational speed at the vertical line Y5 are both the output speed N1 of the first planetary gear 4, and the rotational speed at the vertical line Y4 is also N1. 3rd "and the third gear is established. In the third speed, the first hydraulic multi-plate clutch C1 may be engaged together. As a result, it is possible to reliably prevent the occurrence of friction loss in the first hydraulic multi-plate clutch C1.

  When the first synchromesh mechanism S1, the second switching clutch Cy, and the lockup clutch LC are engaged, the rotational speed at the vertical line Y2 is "1", the rotational speed at the vertical line Y5 is N1, and the vertical line The rotational speed at Y4 becomes “4th”, and the fourth speed stage is established. The fifth embodiment is configured to improve fuel efficiency by engaging the lock-up clutch LC and preventing slippage in the torque converter TC at the fourth speed or higher.

  When the first synchromesh mechanism S1, the first switching clutch Cx, and the lockup clutch LC are engaged, the rotational speed at the vertical line Y3 is “1”, the rotational speed at the vertical line Y5 is N1, and the vertical line The rotational speed at Y4 becomes “5th”, and the fifth gear is established.

  When the first switching clutch Cx, the second switching clutch Cy, and the lockup clutch LC are engaged, the second planetary gear 5 enters a locked state in which the respective elements cannot be rotated relative to each other. The rotational speed on the line Y5 is both “1”, and the rotational speed on the vertical line Y4 is also “6th” which is 1, so that the sixth gear is established.

  When the first hydraulic multi-plate clutch C1, the first switching clutch Cx and the lock-up clutch LC are engaged, the rotational speed at the vertical line Y2 is N1, the rotational speed at the vertical line Y3 is "1", The rotational speed on the line Y4 becomes “7th”, and the seventh gear is established.

  When the first hydraulic multi-plate clutch C1, the second switching clutch Cy, and the lockup clutch LC are engaged, the rotational speed at the vertical line Y1 is N1, and the rotational speed at the vertical line Y2 is “1”. The rotational speed on the line Y4 becomes “8th”, and the eighth gear is established.

  When the first hydraulic multi-plate clutch C1, the first switching clutch Cx and the first brake B1 are engaged, the rotational speed at the vertical line Y2 is N1, the rotational speed at the vertical line Y3 is "0", The rotational speed on the line Y4 becomes negative “Rev1”, and the first reverse speed is established.

  When the first hydraulic multi-plate clutch C1, the second switching clutch Cy, and the first brake B1 are engaged, the rotational speed at the vertical line Y1 is N1, the rotational speed at the vertical line Y2 is "0", The rotational speed on the line Y4 becomes negative “Rev2”, and the second reverse speed is established.

  FIG. 9B is a diagram collectively showing the relationship between the above-described shift speeds and the engagement states of the first synchronous meshing mechanism S1, the clutches C1, Cx, Cy, the brake B1, and the lockup clutch LC. “◯” represents engagement. FIG. 9B shows the case where the gear ratio i of the first planetary gear 4 is 1.4, the gear ratio j of the second planetary gear 5 is 2.4, and the gear ratio k of the third planetary gear 6 is 1.7. 6 also shows the gear ratio of each gear stage (the rotational speed of the first input shaft 21 / the rotational speed of the output member 3). According to this, the common ratio (ratio of gear ratios between the respective gears) and ratio orange (ratio of gear ratios of the first gear and the eighth gear (the gear ratio of the first gear in FIG. 9B) Display)) is appropriate.

  According to the automatic transmission of the fifth embodiment, the friction loss in the high speed range is reduced, the reduction in the transmission efficiency is suppressed, and the first synchronous meshing mechanism S1 has a small torque difference between the fifth speed and the sixth speed. Therefore, the shift can be performed smoothly, and the design change from the conventional product is easy, so that the manufacturing cost can be reduced.

  Further, the eight forward gears can be shifted by the five engagement mechanisms including the first synchronous meshing mechanism S1 excluding the lockup clutch LC, the clutches C1, Cx, Cy, and the brake B1. Accordingly, an automatic transmission having one forward shift stage can be configured in spite of the fact that the engagement mechanism is one less than that of the conventional one, and the number of engagement mechanisms is reduced. The configuration can be simplified. Further, according to the fifth embodiment, as shown in the open number column of FIG. 9B, the number of the engagement mechanisms that are open at all the shift speeds can be three or less. In particular, the number of open engagement mechanisms in the first to third speed stages and the sixth to eighth speed stages can be set to two for two and two reverse speed stages, and the first hydraulic pressure for the third speed stage. If the multi-plate clutch C1 is also engaged, the number of released engagement mechanisms can be made one. Therefore, according to the fifth embodiment, friction loss can be reduced and the efficiency of the automatic transmission can be improved.

  In the automatic transmission according to the fifth embodiment, an input element that connects the ring gear Ra of the first planetary gear 4 for input to the first input shaft 21, a fixed element that fixes the sun gear Sa to the transmission case 1, Although the carrier Ca is an output element, the sun gear Sa may be an input element, the ring gear Ra may be a fixed element, and the carrier Ca may be an output element. The first planetary gear may be a double pinion type planetary gear, and one of the sun gear Sa and the carrier Ca may be an input element, the other may be a fixed element, and the ring gear Ra may be an output element. In this case, the first element is one of the sun gear Sa and the carrier Ca, the second element is the ring gear Ra, and the third element is the other of the sun gear Sa and the carrier Ca.

Alternatively, the third planetary gear 6 may be disposed radially inward of the second planetary gear 5 so that the sun gear Sb of the second planetary gear 5 and the ring gear Rc of the third planetary gear 6 are integrated. According to this, the axial length of the automatic transmission can be further shortened.
[Sixth Embodiment]
Next, a sixth embodiment of the automatic transmission according to the present invention will be described with reference to FIG. In the automatic transmission of the sixth embodiment, the ring gear Rb (fifth element) of the second planetary gear 5 and the input are used instead of the second input shaft 22 and the second input shaft disk 22a of the automatic transmission of the fifth embodiment. A second hydraulic multi-plate clutch C2 that releasably connects the shaft 2 is provided, and the other configuration is the same as that of the fifth embodiment. In the automatic transmission of the sixth embodiment, the second hydraulic multi-plate clutch C2 is the third engagement mechanism, the first switching clutch Cx is the fourth engagement mechanism, and the second switching clutch Cy is the fifth engagement mechanism. An engagement mechanism is used, and the first brake B1 is a sixth engagement mechanism.

According to the automatic transmission of the sixth embodiment, the friction loss in the high speed range and the low speed range is reduced, the reduction in transmission efficiency is suppressed, and the first synchronous meshing mechanism S1 is changed to the 5th speed range with a small torque difference. Since the switching is performed only between the sixth speed stage, the shift can be performed smoothly, and the design cost can be easily changed from the conventional product, so that the manufacturing cost can be reduced.
[Seventh Embodiment]
Next, a seventh embodiment of the automatic transmission according to the present invention will be described with reference to FIGS. The automatic transmission according to the seventh embodiment includes an input shaft 2 that is rotatably supported in a transmission case 1 and connected to a power source such as an engine (not shown), and an output that is arranged concentrically with the input shaft 2. And an output member 3 composed of a gear. The rotation of the output member 3 is transmitted to the left and right drive wheels of the vehicle via a differential gear (not shown).

  In the transmission case 1, an input first planetary gear 4 and a shift planetary gear PG are arranged around the input shaft 2. The first planetary gear 4 meshes with the sun gear Sa and the ring gear Ra, and supports a pair of pinions Pa and Pa ′ that mesh with the sun gear Sa and the other mesh with the ring gear Ra so as to freely rotate and revolve. It is composed of a double pinion type planetary gear composed of a carrier Ca.

  The carrier Ca of the first planetary gear 4 is connected to the input shaft 2 as an input element, the sun gear Sa is fixed to the transmission case 1 as a fixed element, and the ring gear Ra is an output element. A speed diagram of the first planetary gear 4 is shown in the upper part of FIG. In the velocity diagram of the first planetary gear 4, the lower horizontal line indicates that the rotational speed is “0”, and the upper horizontal line indicates that the rotational speed is the same as “1” with the rotation of the input shaft being “1”. It is shown that. Assuming that the gear ratio of the first planetary gear 4 (number of teeth of the ring gear / number of teeth of the sun gear) is i, the first planetary gear 4 reduces the rotational speed “1” of the input shaft 2 to (i−1) / i and outputs it. Output from element ring gear Ra. That is, the rotational speed N1 of the ring gear Ra as an output element is (i-1) / i.

  The speed change planetary gear PG includes a second planetary gear 5 and a third planetary gear 6. The second planetary gear 5 is configured by a single pinion type planetary gear including a sun gear Sb, a ring gear Rb, and a carrier Cb that rotatably and revolves a pinion Pb that meshes with the sun gear Sb and the ring gear Rb.

  The third planetary gear 6 is composed of a single pinion type planetary gear that includes a sun gear Sc, a ring gear Rc, and a carrier Cc that rotatably and revolves a pinion Pc that meshes with the sun gear Sc and the ring gear Rc.

  The ring gear Rb of the second planetary gear 5 and the carrier Cc of the third planetary gear 6 are connected to each other to form a connected body Rb, Cc. The connecting bodies Rb and Cc are connected to the output member 3.

  Referring to the speed diagram shown in the middle part of FIG. 13, the three elements including the sun gear Sb, the carrier Cb, and the ring gear Rb of the second planetary gear 5 are arranged on the left side in the order corresponding to the gear ratio in the speed diagram. Are the first element, the second element, and the third element, respectively, the first element is the sun gear Sb, the second element is the carrier Cb, and the third element is the ring gear Rb. The ratio between the distance between the sun gear Sb and the carrier Cb and the distance between the carrier Cb and the ring gear Rb is set to j: 1 where j is the gear ratio of the second planetary gear 5.

  Further, the three elements including the sun gear Sc, the carrier Cc, and the ring gear Rc of the third planetary gear 6 are arranged in order from the left side in the order corresponding to the gear ratio in the speed diagram, respectively, the fourth element, the fifth element, and the sixth element. As elements, the fourth element is the sun gear Sc, the fifth element is the carrier Cc, and the sixth element is the ring gear Rc. The ratio between the distance between the sun gear Sc (vertical line Y2) and the carrier Cc (vertical line Y4) and the distance between the carrier Cc (vertical line Y4) and the ring gear Rc (vertical line Y5) is the gear of the third planetary gear 6. The ratio is set to k: 1, where k is the ratio.

  In the automatic transmission according to the seventh embodiment, as an engagement mechanism, a first synchronous engagement mechanism S1 as an engagement mechanism as a first engagement element, and a first hydraulic multi-plate clutch C1 as a second engagement element, The second hydraulic multi-plate clutch C2 as the third engaging element, the first switching clutch Cx as the fourth engaging element, the second switching clutch Cy as the fifth engaging element, and the second engaging clutch as the sixth engaging element 1 brake B1. Both the switching clutches Cx, Cy and the first brake B1 are constituted by a hydraulic multi-plate clutch and a hydraulic multi-plate brake.

  The first synchronous meshing mechanism S1 releasably connects the ring gear Ra, which is the output element of the first planetary gear 4, and the ring gear Rc, which is the sixth element of the third planetary gear 6. The first hydraulic multi-plate clutch C1 is releasably connected to a ring gear Ra as an output element of the first planetary gear 4 and a sun gear Sb as a first element of the second planetary gear 5.

  The second hydraulic multi-plate clutch C2 connects the carrier Cb, which is the second element of the second planetary gear 5, and the input shaft 2 in a releasable manner. The first switching clutch Cx releasably connects the sun gear Sb as the first element of the second planetary gear 5 and the sun gear Sc as the fourth element of the third planetary gear 6. The second switching clutch Cy connects the carrier Cb as the second element of the second planetary gear 5 and the sun gear Sc as the fourth element of the third planetary gear 6 in a releasable manner. The first brake B1 fixes the carrier Cb, which is the second element of the second planetary gear 5, to the transmission case 1 so as to be releasable.

  By connecting the ring gear Rb of the second planetary gear 5 and the carrier Cc of the third planetary gear 6 as described above to form the coupling bodies Rb and Cc, in the velocity diagram shown in the lower stage of FIG. 13, the second planetary gear 5 The ring gear Rb is always located on the same vertical line Y4 as the carrier Cc of the third planetary gear 6. On the other hand, the positions on the velocity diagram of the sun gear Sb and the carrier Cb of the second planetary gear 5 are different between when the first switching clutch Cx is engaged and when the second switching clutch Cy is engaged.

  More specifically, when the first switching clutch Cx is engaged, the sun gear Sb of the second planetary gear 5 is positioned on the same vertical line Y2 as the sun gear Sc of the third planetary gear 6, and the carrier Cb of the second planetary gear 5 is located. Is located on a vertical line Y3 that is separated from the vertical line Y2 to the right by j / (j + 1) of the interval between the vertical line Y2 and the vertical line Y4. When the second switching clutch Cy is engaged, the carrier Cb of the second planetary gear 5 is positioned on the vertical line Y2, and the sun gear Sb of the second planetary gear 5 is separated from the distance between the vertical line Y2 and the vertical line Y4. It is located on the vertical line Y1 that is left to the left from the vertical line Y2 so that the ratio to the interval between the two is j: j + 1.

  When the first synchromesh mechanism S1, the first switching clutch Cx, and the first brake B1 are engaged, the rotation speed of the carrier Cb (vertical line Y3) of the second planetary gear 5 is “0”, and the rotation is performed on the vertical line Y5. The speed becomes the output speed N1 of the first planetary gear 4, the rotational speed at the vertical line Y4 where the carrier Cc of the third planetary gear 6 connected to the output member 3 is located is "1st", and the first gear is established. Is done.

  When the first synchromesh mechanism S1, the second switching clutch Cy, and the first brake B1 are engaged, the rotational speed of the sun gear Sc (vertical line Y2) of the third planetary gear 6 is “0”, and the rotational speed is the vertical line Y5. The speed becomes the output speed N1 of the first planetary gear 4, the rotational speed at the vertical line Y4 where the carrier Cc of the third planetary gear 6 connected to the output member 3 is located is "2nd", and the second speed stage is established. Is done.

  When the first synchronous meshing mechanism S1, the first switching clutch Cx, and the second switching clutch Cy are engaged, the sun gear Sb of the second planetary gear 5 and the carrier Cb are connected, and the second planetary gear 5 is relative to each other. Since the rotation is impossible, the rotational speed at the vertical line Y2 and the rotational speed at the vertical line Y5 are both the output speed N1 of the first planetary gear 4, and the rotational speed at the vertical line Y4 is also N1. 3rd "and the third gear is established. In the third speed, the first hydraulic multi-plate clutch C1 may be engaged together. As a result, it is possible to reliably prevent the occurrence of friction loss in the first hydraulic multi-plate clutch C1.

  When the first synchromesh mechanism S1, the second hydraulic multi-plate clutch C2, and the second switching clutch Cy are engaged, the rotational speed at the vertical line Y2 is "1", and the rotational speed at the vertical line Y5 is N1. Thus, the rotational speed at the vertical line Y4 becomes “4th”, and the fourth speed stage is established.

  When the first synchromesh mechanism S1, the second hydraulic multi-plate clutch C2 and the first switching clutch Cx are engaged, the rotational speed at the vertical line Y3 is “1”, and the rotational speed at the vertical line Y5 is N1. Thus, the rotational speed at the vertical line Y4 becomes “5th”, and the fifth speed stage is established.

  When the second hydraulic multi-plate clutch C2, the first switching clutch Cx, and the second switching clutch Cy are engaged, the second planetary gear 5 is in a locked state in which each element cannot be relatively rotated. Both the rotational speed and the rotational speed at the vertical line Y5 are “1”, the rotational speed at the vertical line Y4 is also “6th”, which is 1, and the sixth gear is established.

  When the first hydraulic multi-plate clutch C1, the second hydraulic multi-plate clutch C2 and the second switching clutch Cy are engaged, the rotational speed at the vertical line Y1 is N1, and the rotational speed at the vertical line Y2 is “1”. ”And the rotational speed on the vertical line Y4 becomes“ 7th ”, and the seventh gear is established.

  When the first hydraulic multi-plate clutch C1, the second switching clutch Cy, and the first brake B1 are engaged, the rotational speed at the vertical line Y1 is N1, the rotational speed at the vertical line Y2 is "0", The rotational speed on the line Y4 becomes negative “Rev”, and the reverse gear is established.

  FIG. 12 (b) is a diagram summarizing and displaying the relationship between the above-described shift speeds and the engagement states of the first synchronous meshing mechanism S 1, the clutches C 1, C 2, Cx, Cy, and the brake B 1. Represents engagement. FIG. 12B shows the case where the gear ratio i of the first planetary gear 4 is 2.0, the gear ratio j of the second planetary gear 5 is 2.0, and the gear ratio k of the third planetary gear 6 is 2.0. 4 also shows the gear ratio of each gear stage (the rotational speed of the input shaft 2 / the rotational speed of the output member 3). According to this, the common ratio (ratio of gear ratios between the respective gears) and ratio orange (ratio of gear ratios of the first gear and the seventh gear (the gear ratio of the first gear in FIG. Display)) is appropriate.

  Also, the number of disengagement column in FIG. 12 (b) shows a disengaged state (a state where the connection is broken) among engagement mechanisms composed of a hydraulic multi-plate clutch and a brake that generate drag torque at the time of disengagement. The number (number of releases) of each is shown for each gear position. According to this, the number of releases is 3 or less at all gear positions, and the number of releases is 2, especially at the 6th speed, 7th speed, and reverse speed, and the first hydraulic multi-plate even at the 3rd speed. If the clutch C1 is engaged, the number of releases can be made two.

  According to the automatic transmission of the seventh embodiment, the friction loss in the high speed range is reduced, the reduction in the transmission efficiency is suppressed, and the first synchronous meshing mechanism S1 has a small torque difference between the fifth speed and the sixth speed. Therefore, the shift can be performed smoothly, and the design change from the conventional product is easy, so that the manufacturing cost can be reduced.

In the seventh embodiment, the first planetary gear 4 for input is output by decelerating the rotation of the input shaft 2. However, the present invention is not limited to this, and the first planetary gear 4 is rotated by the input shaft 2. The output may be increased. In this case, for example, the ring gear Ra of the first planetary gear 4 is connected to the input shaft 2 as an input element, the sun gear Sa is fixed to the transmission case 1 as a fixed element, and the carrier Ca is used as an output element.
[Eighth Embodiment]
Next, an eighth embodiment of the automatic transmission according to the present invention will be described with reference to FIGS. The automatic transmission according to the eighth embodiment includes an input shaft 2 that is rotatably supported in a transmission case 1 and connected to a power source such as an engine (not shown), and an output that is arranged concentrically with the input shaft 2. And an output member 3 composed of a gear. The rotation of the output member 3 is transmitted to the left and right drive wheels of the vehicle via a differential gear (not shown).

  In the transmission case 1, an input first planetary gear 4 and a shift planetary gear PG are arranged around the input shaft 2. The first planetary gear 4 is a single-pinion planetary gear that includes a sun gear Sa, a ring gear Ra, and a carrier Ca that pivotally supports and rotates a pinion Pa that meshes with the sun gear Sa and the ring gear Ra.

  The sun gear Sa of the first planetary gear 4 is connected to the input shaft 2 to be an input element, the ring gear Ra is fixed to the transmission case 1 to be a fixed element, and the carrier Ca is an output element. The speed diagram of the first planetary gear 4 is shown in the upper part of FIG. In the velocity diagram of the first planetary gear 4, the lower horizontal line indicates that the rotational speed is “0”, and the upper horizontal line indicates that the rotational speed is the same as “1” with the rotation of the input shaft being “1”. It is shown that. Assuming that the gear ratio of the first planetary gear 4 (the number of teeth of the ring gear / the number of teeth of the sun gear) is i, the first planetary gear 4 reduces the rotational speed “1” of the input shaft 2 to 1 / (i + 1) as an output element. Output from the carrier Ca. That is, the rotation speed N1 of the carrier Ca as an output element is 1 / (i + 1).

  The speed change planetary gear PG includes a second planetary gear 5 and a third planetary gear 6. The second planetary gear 5 is configured by a single pinion type planetary gear including a sun gear Sb, a ring gear Rb, and a carrier Cb that rotatably and revolves a pinion Pb that meshes with the sun gear Sb and the ring gear Rb.

  The third planetary gear 6 is composed of a single pinion type planetary gear that includes a sun gear Sc, a ring gear Rc, and a carrier Cc that rotatably and revolves a pinion Pc that meshes with the sun gear Sc and the ring gear Rc.

  The ring gear Rb of the second planetary gear 5 and the sun gear Sc of the third planetary gear 6 are connected to each other to form a connected body Rb, Sc. The ring gear Rc of the third planetary gear 6 is connected to the output member 3.

  Referring to the velocity diagram shown in the middle stage of FIG. 15, the three elements including the sun gear Sb, the carrier Cb, and the ring gear Rb of the second planetary gear 5 are arranged in the order of arrangement at intervals corresponding to the gear ratio in the velocity diagram. Are the first element, the second element, and the third element, respectively, the first element is the sun gear Sb, the second element is the carrier Cb, and the third element is the ring gear Rb. The ratio between the distance between the sun gear Sb and the carrier Cb and the distance between the carrier Cb and the ring gear Rb is set to j: 1 where j is the gear ratio of the second planetary gear 5.

  Further, the three elements including the sun gear Sc, the carrier Cc, and the ring gear Rc of the third planetary gear 6 are arranged in order from the left side in the order corresponding to the gear ratio in the speed diagram, respectively, the fourth element, the fifth element, and the sixth element. As elements, the fourth element is a ring gear Rc, the fifth element is a carrier Cc, and the sixth element is a sun gear Sc. The ratio between the distance between the sun gear Sc (vertical line Y5) and the carrier Cc (vertical line Y3) and the distance between the carrier Cc (vertical line Y3) and the ring gear Rc (vertical line Y2) is the gear of the third planetary gear 6. The ratio is set to k: 1, where k is the ratio.

  Further, the automatic transmission according to the eighth embodiment includes, as an engagement mechanism, a switching synchronous engagement mechanism Sy that is an engagement mechanism as a first engagement element, and a first hydraulic multi-plate clutch C1 that is a second engagement element. The second hydraulic multi-plate clutch C2 as the third engagement element, the first switching clutch Cx as the fourth engagement element, the first brake B1 as the fifth engagement element, and the third as the sixth engagement element And a hydraulic multi-plate clutch C3. The first switching clutch Cx and the first brake B1 are constituted by a hydraulic multi-plate clutch and a hydraulic multi-plate brake.

  The switching synchronous meshing mechanism Sy releasably connects the carrier Cb as the second element of the second planetary gear 5 and the carrier Cc as the fifth element of the third planetary gear 6. The first hydraulic multi-plate clutch C1 releasably connects the carrier Ca, which is the output element of the first planetary gear 4, and the carrier Cb, which is the second element of the second planetary gear 5.

  The second hydraulic multi-plate clutch C2 releasably connects the sun gear Sb, which is the first element of the second planetary gear 5, and the input shaft 2. The first switching clutch Cx releasably connects the sun gear Sb as the first element of the second planetary gear 5 and the carrier Cc as the fifth element of the third planetary gear 6. The first brake B1 fixes the sun gear Sb as the first element of the second planetary gear 5 to the transmission case 1 so as to be releasable.

  As described above, by connecting the ring gear Rb of the second planetary gear 5 and the sun gear Sc of the third planetary gear 6 to form the coupling bodies Rb and Sc, in the velocity diagram shown in the lower part of FIG. The ring gear Rb is always located on the same vertical line Y5 as the sun gear Sc of the third planetary gear 6. On the other hand, the positions on the velocity diagram of the sun gear Sb and the carrier Cb of the second planetary gear 5 are different between when the first switching clutch Cx is engaged and when the switching synchronous meshing mechanism Sy is engaged.

  More specifically, when the first switching clutch Cx is engaged, the sun gear Sb of the second planetary gear 5 is positioned on the same vertical line Y3 as the carrier Cc of the third planetary gear 6, and the carrier Cb of the second planetary gear 5 is located. Is located on a vertical line Y4 that is separated from the vertical line Y3 to the right by the distance j / (j + 1) between the vertical lines Y3 and Y5. When the switching synchronous meshing mechanism Sy is engaged, the carrier Cb of the second planetary gear 5 is positioned on the vertical line Y3, and the sun gear Sb of the second planetary gear 5 is separated from the distance between the vertical line Y3 and the vertical line Y5. Is located on the vertical line Y1 that is separated from the vertical line Y3 to the left so that the ratio to the distance between the two is j: j + 1.

  When the switching synchronous meshing mechanism Sy, the third hydraulic multi-plate clutch C3 and the first brake B1 are engaged, the rotational speed of the sun gear Sb (vertical line Y1) of the second planetary gear 5 is "0", and the vertical line Y5. Is the output speed N1 of the first planetary gear 4, and the rotation speed of the third planetary gear 6 connected to the output member 3 at the vertical line Y2 at which the ring gear Rc is located is "1st". A stage is established.

  When the switching synchronous meshing mechanism Sy, the first hydraulic multi-plate clutch C1, and the first brake B1 are engaged, the rotational speed of the sun gear Sb (vertical line Y1) of the second planetary gear 5 is "0", and the vertical line Y3. Becomes the output speed N1 of the first planetary gear 4, and the rotation speed at the vertical line Y2 where the ring gear Rc of the third planetary gear 6 connected to the output member 3 is located is "2nd". A stage is established.

  When the switching synchronous meshing mechanism Sy, the first hydraulic multi-plate clutch C1 and the third hydraulic multi-plate clutch C3 are engaged, the elements of the second and third planetary gears 5 and 6 are locked so that they cannot rotate relative to each other. And the rotational speed at the vertical line Y2 at which the ring gear Rc of the third planetary gear 6 connected to the output member 3 is also N3 is “3rd”, and the third speed is Established.

  When the switching synchronous meshing mechanism Sy, the first hydraulic multi-plate clutch C1 and the second hydraulic multi-plate clutch C2 are engaged, the rotational speed of the sun gear Sb (vertical line Y1) of the second planetary gear 5 is “1”. The rotational speed at the vertical line Y3 becomes the output speed N1 of the first planetary gear 4, and the rotational speed at the vertical line Y2 at which the ring gear Rc of the third planetary gear 6 connected to the output member 3 is located is "4th". Thus, the fourth gear is established.

  When the switching synchronous meshing mechanism Sy, the second hydraulic multi-plate clutch C2 and the third hydraulic multi-plate clutch C3 are engaged, the rotational speed of the sun gear Sb (vertical line Y1) of the second planetary gear 5 is "1". The rotational speed at the vertical line Y5 becomes the output speed N1 of the first planetary gear 4, and the rotational speed at the vertical line Y2 at which the ring gear Rc of the third planetary gear 6 connected to the output member 3 is located is "5th". Thus, the fifth gear is established.

  When the switching synchronous meshing mechanism Sy, the second hydraulic multi-plate clutch C2 and the first switching clutch Cx are engaged, the elements of the second and third planetary gears 5 and 6 are in a locked state in which relative rotation is impossible. At the same time, it rotates at a speed of “1”, and the rotational speed at the vertical line Y2 where the ring gear Rc of the third planetary gear 6 connected to the output member 3 is also “6th”, which is “1”. Is established.

  When the second hydraulic multi-plate clutch C2, the third hydraulic multi-plate clutch C3 and the first switching clutch Cx are engaged, the rotational speed at the vertical line Y3 is "1", and the rotational speed at the vertical line Y5 is The output speed N1 of the first planetary gear 4 is reached, the rotational speed of the third planetary gear 6 connected to the output member 3 at the vertical line Y2 where the ring gear Rc is located is “7th”, and the seventh speed stage is established. .

  When the first hydraulic multi-plate clutch C1, the second hydraulic multi-plate clutch C2 and the first switching clutch Cx are engaged, the rotational speed at the vertical line Y3 is "1", and the rotational speed at the vertical line Y4 is The output speed N1 of the first planetary gear 4 is reached, the rotational speed at the vertical line Y2 where the ring gear Rc of the third planetary gear 6 connected to the output member 3 is located is “8th”, and the eighth speed stage is established. .

  When the third hydraulic multi-plate clutch C3, the first switching clutch Cx, and the first brake B1 are engaged, the rotational speed at the vertical line Y5 is the output speed N1 of the first planetary gear 4, and the rotational speed at the vertical line Y3. Becomes “0”, the rotational speed of the third planetary gear 6 connected to the output member 3 at the vertical line Y2 where the ring gear Rc is located is negative “Rev1”, and the first reverse speed is established.

  When the first hydraulic multi-plate clutch C1, the first switching clutch Cx and the first brake B1 are engaged, the rotational speed at the vertical line Y4 is the rotational speed at the output speed N1 of the first planetary gear 4 and the rotational speed at the vertical line Y3. Becomes “0”, the rotational speed of the third planetary gear 6 connected to the output member 3 at the vertical line Y2 where the ring gear Rc is located is negative “Rev2”, and the second reverse speed is established.

  FIG. 14 (b) is a diagram summarizing and displaying the relationship between the above-described shift speeds and the engagement state of the switching synchronous mesh mechanism Sy, the clutches C 1, C 2, C 3, Cx, and the brake B 1. Represents engagement. FIG. 14B shows the case where the gear ratio i of the first planetary gear 4 is 1.4, the gear ratio j of the second planetary gear 5 is 1.4, and the gear ratio k of the third planetary gear 6 is 3.0. 4 also shows the gear ratio of each gear stage (the rotational speed of the input shaft 2 / the rotational speed of the output member 3). According to this, the common ratio (ratio of gear ratios between the respective gears) and the ratio orange (ratio of gear ratios of the first gear and the eighth gear (displayed in the first gear common ratio column in FIG. 14B)). ) Is appropriate.

  Also, the number of disengagement column in FIG. 14 (b) shows a disengaged state (a state in which the connection is broken) among the engagement mechanisms constituted by a hydraulic multi-plate clutch and a brake that generate drag torque at the time of disengagement. The number (number of releases) of each is shown for each gear position. According to this, the number of releases is 3 or less at all gear positions, and in particular, the number of releases is 2 at the seventh speed, the eighth speed, the first reverse speed, and the second reverse speed. .

  According to the automatic transmission of the eighth embodiment, the friction loss in the high speed range is reduced, the reduction in transmission efficiency is suppressed, and the switching synchronous meshing mechanism Sy has a small torque difference between the sixth speed and the seventh speed. Therefore, the shift can be performed smoothly, and the design change from the conventional product is easy, so that the manufacturing cost can be reduced.

In the eighth embodiment, the first planetary gear 4 for input is output by decelerating the rotation of the input shaft 2. However, the present invention is not limited to this, and the first planetary gear 4 is rotated by the input shaft 2. The output may be increased. In this case, for example, the carrier Ca of the first planetary gear 4 may be connected to the input shaft 2 as an input element, the ring gear Ra may be fixed to the transmission case 1 as a fixed element, and the sun gear Sa may be used as an output element.
[Ninth Embodiment]
Next, a ninth embodiment of the automatic transmission according to the present invention will be described with reference to FIGS. In the automatic transmission according to the ninth embodiment, the first element of the second planetary gear 5 is the ring gear Rb, the third element is the sun gear Sb, the sun gear Sb that is the third element of the second planetary gear 5 and the sixth element of the third planetary gear 6. The connecting sun gear Sc is connected to form connecting bodies Sb and Sc, and the connecting bodies Sb and Sc are releasably fixed to the transmission case 1 instead of the third hydraulic multi-plate clutch C3 of the eighth embodiment. It differs from the automatic transmission of the eighth embodiment in that it includes a second brake B2 that is a sixth engagement mechanism.

  In this case, when the first switching clutch Cx is engaged, the ring gear Rb as the first element of the second planetary gear 5 is positioned on the same vertical line Y3 as the carrier Cc as the fifth element of the third planetary gear 6, and the second planetary gear. The carrier Cb as the second element of 5 is located on the vertical line Y4 that is separated from the vertical line Y3 to the right side by 1 / (j + 1) of the interval between the vertical line Y3 and the vertical line Y5.

  When the switching synchronous meshing mechanism Sy is engaged, the carrier Cb as the second element of the second planetary gear 5 is positioned on the vertical line Y3, and the ring gear Rb as the first element of the second planetary gear 5 is connected to the vertical line Y3. Is located on the vertical line Y1 that is separated to the left from the vertical line Y3 so that the ratio of the distance between the vertical line Y5 and the distance between the vertical line Y5 is 1: j + 1. Other configurations are the same as those of the automatic transmission of the eighth embodiment.

  In the automatic transmission according to the ninth embodiment, when the switching synchronous meshing mechanism Sy, the first hydraulic multi-plate clutch C1, and the first brake B1 are engaged, the ring gear Rb (vertical line Y1) of the second planetary gear 5 is engaged. The rotational speed is “0”, the rotational speed at the vertical line Y3 is the output speed N1 of the first planetary gear 4, and the rotational speed at the vertical line Y2 at which the ring gear Rc of the third planetary gear 6 connected to the output member 3 is located. Becomes “1st” and the first gear is established.

  When the switching synchronous meshing mechanism Sy, the first hydraulic multi-plate clutch C1 and the first switching clutch Cx are engaged, the elements of the second and third planetary gears 5 and 6 are in a locked state in which relative rotation is impossible. At the same time, it rotates at the speed of N1, and the rotational speed at the vertical line Y2 where the ring gear Rc of the third planetary gear 6 connected to the output member 3 is also “2nd”, which is N1, becomes the second speed stage. .

  When the switching synchronous meshing mechanism Sy, the first hydraulic multi-plate clutch C1 and the second brake B2 are engaged, the rotational speed at the vertical line Y3 is the rotational speed at the output speed N1 of the first planetary gear 4 and the vertical line Y5. The speed becomes “0”, the rotational speed of the third planetary gear 6 connected to the output member 3 at the vertical line Y2 where the ring gear Rc is located is “3rd”, and the third speed stage is established.

  When the switching synchronous meshing mechanism Sy, the first hydraulic multi-plate clutch C1 and the second hydraulic multi-plate clutch C2 are engaged, the rotational speed of the ring gear Rb (vertical line Y1) of the second planetary gear 5 is “1”. The rotational speed at the vertical line Y3 becomes the output speed N1 of the first planetary gear 4, and the rotational speed at the vertical line Y2 at which the ring gear Rc of the third planetary gear 6 connected to the output member 3 is located is "4th". Thus, the fourth gear is established.

  When the switching synchronous meshing mechanism Sy, the second hydraulic multi-plate clutch C2 and the second brake B2 are engaged, the rotational speed of the ring gear Rb (vertical line Y1) of the second planetary gear 5 is “1”, and the vertical line Y5. At the vertical line Y2 where the ring gear Rc of the third planetary gear 6 connected to the output member 3 is located is "5th", and the fifth gear is established.

  When the switching synchronous meshing mechanism Sy, the second hydraulic multi-plate clutch C2 and the first switching clutch Cx are engaged, the elements of the second and third planetary gears 5 and 6 enter a locked state in which relative rotation is impossible. At the same time, it rotates at a speed of “1”, and the rotational speed at the vertical line Y2 where the ring gear Rc of the third planetary gear 6 connected to the output member 3 is also “6th”, which is “1”. Is established.

  When the second hydraulic multi-plate clutch C2, the first switching clutch Cx and the second brake B2 are engaged, the rotational speed of the ring gear Rb (vertical line Y3) of the second planetary gear 5 is "1", and the vertical line Y5. The rotational speed of the third planetary gear 6 connected to the output member 3 becomes “7th” at the vertical line Y2 where the ring gear Rc is located, and the seventh speed stage is established.

  When the first hydraulic multi-plate clutch C1, the second hydraulic multi-plate clutch C2 and the first switching clutch Cx are engaged, the rotational speed of the second planetary gear 5 at the ring gear Rb (vertical line Y3) is “1”. The rotational speed at the vertical line Y4 becomes the output speed N1 of the first planetary gear 4, and the rotational speed at the vertical line Y2 at which the ring gear Rc of the third planetary gear 6 connected to the output member 3 is located is “8th”. Thus, the eighth gear is established.

  When the first hydraulic multi-plate clutch C1, the first switching clutch Cx and the first brake B1 are engaged, the rotational speed at the vertical line Y4 is the rotational speed at the output speed N1 of the first planetary gear 4 and the rotational speed at the vertical line Y3. Becomes “0”, the rotational speed of the third planetary gear 6 connected to the output member 3 at the vertical line Y2 where the ring gear Rc is located is negative “Rev”, and the reverse speed is established.

  FIG. 16 (b) is a diagram summarizing and displaying the relationship between the above-described shift speeds and the engagement state of the switching synchronous meshing mechanism Sy, the clutches C 1, C 2, Cx, and the brakes B 1, B 2. Represents engagement. FIG. 16B shows the case where the gear ratio i of the first planetary gear 4 is 1.7, the gear ratio j of the second planetary gear 5 is 1.4, and the gear ratio k of the third planetary gear 6 is 3.3. 4 also shows the gear ratio of each gear stage (the rotational speed of the input shaft 2 / the rotational speed of the output member 3). According to this, the common ratio (ratio of the gear ratio between the respective gears) and the ratio orange (ratio of the gear ratio of the first gear to the eighth gear (displayed in the column of the first gear common ratio in FIG. 16B)) ) Is appropriate.

  Also, the number of disengagement column in FIG. 16B shows a disengaged state (disengaged state) among engagement mechanisms constituted by a hydraulic multi-plate clutch and a brake that generate drag torque at the time of disengagement. The number (number of releases) of each is shown for each gear position. According to this, it can be seen that the number of releases is 3 or less at all the gears, and in particular, the number of releases is 2 at the seventh speed, the eighth speed, and the reverse speed.

  According to the automatic transmission of the ninth embodiment, the friction loss in the high speed range is reduced, the reduction in transmission efficiency is suppressed, and the switching synchronous meshing mechanism Sy has a small torque difference between the 6th speed stage and the 7th speed stage. Therefore, the shift can be performed smoothly, and the design change from the conventional product is easy, so that the manufacturing cost can be reduced.

  Further, in the automatic transmission of the ninth embodiment, the third hydraulic multi-plate clutch C3 having many components arranged on the input shaft 2 is provided on the input shaft 2 as compared with the eighth embodiment. Since the second brake B2 having few components is arranged, the shaft length of the automatic transmission can be shortened.

  In the eighth embodiment, the first planetary gear 4 for input is output by decelerating the rotation of the input shaft 2. However, the present invention is not limited to this, and the first planetary gear 4 is rotated by the input shaft 2. The output may be increased. In this case, for example, the carrier Ca of the first planetary gear 4 may be connected to the input shaft 2 as an input element, the ring gear Ra may be fixed to the transmission case 1 as a fixed element, and the sun gear Sa may be used as an output element.

  In each of the above-described embodiments, the description has been made using the synchronous meshing mechanism (synchromesh mechanism) having a rotation synchronization function by frictional friction as the meshing mechanism of the present invention. However, the meshing mechanism is not limited to the synchronous meshing mechanism. Alternatively, a dog clutch mechanism that does not have a rotation synchronization function may be used, and the effect of the present invention can be obtained in this way as well.

DESCRIPTION OF SYMBOLS 1 ... Transmission case, 2 ... Input shaft, 3 ... Output member, 4 ... 1st planetary gear, Sa ... Sun gear, Ra ... Ring gear, Pa ... Pinion, Ca ... Carrier, PG ... Planetary gear for transmission, 5 ... 2nd planetary gear , Sb ... sun gear, Rb ... ring gear, Pb, Pb '... pinion, Cb ... carrier, 6 ... third planetary gear, Sc ... sun gear, Rc ... ring gear, Pc ... pinion, Cc ... carrier, 7 ... fourth planetary gear, Sd ... Sun gear, Rd ... ring gear, Pd ... pinion, Cd ... carrier, S1 ... first synchronous meshing mechanism, Sy ... switching synchronous meshing mechanism, C1 ... first hydraulic multi-plate clutch, C2 ... second hydraulic multi-plate clutch, C3: third hydraulic multi-plate clutch, Cx: first switching clutch, Cy: second switching clutch, B1: first brake, B2: second brake , F1 ... one-way clutch, TC ... fluid torque converter, G1 ... first gear train, G2 ... second gear train.

Claims (9)

In an automatic transmission that shifts the rotation of an input shaft to a plurality of stages through a plurality of planetary gears arranged in a transmission case and outputs it from an output member,
Each planetary gear includes a plurality of elements,
When establishing all the gear of the low speed stage range from forward first speed over a predetermined medium speed stage, and one element of the planetary gear, the other elements or a state which connects the speed change transmission case A first engagement mechanism that is in a state of disconnecting the connection when establishing all the shift stages in the high speed range including the shift stages exceeding the predetermined medium speed stage,
The first engagement mechanism is constituted by a meshing mechanism,
Wherein the predetermined medium speed stage Ri der least fourth speed stage,
The plurality of planetary gears includes an input planetary gear and a shift planetary gear,
The planetary gear for input includes an input element connected to the input shaft, a fixed element fixed to the transmission case, and an output element. The rotation of the input shaft is shifted and output from the output element.
The first engagement mechanism releasably connects the output element and one element of a planetary gear for shifting,
The input planetary gear decelerates the rotation of the input shaft and outputs it from the output element,
The planetary gears for speed change constitute four rotating elements arranged at intervals corresponding to the gear ratio in the speed diagram, and these rotating elements are arranged in the order in the speed diagram, respectively, the first rotating element, the second rotating element, and the third rotating element. As the rotating element, the fourth rotating element, the second rotating element is connected to the output member,
As the engagement mechanism, the first engagement mechanism that releasably connects the output element of the input planetary gear and the first rotation element of the speed change planetary gear, and the third rotation element of the input shaft and the speed change planetary gear. A second engagement mechanism that releasably connects the output element, a third engagement mechanism that releasably connects the output element of the input planetary gear and the fourth rotation element of the speed change planetary gear, and a fourth rotation element. An automatic transmission comprising: a fourth engagement mechanism that is releasably fixed to the transmission case; and a fifth engagement mechanism that releasably fixes the third rotating element to the transmission case . The automatic transmission according to claim 1, further comprising a sixth engagement mechanism that releasably connects the input shaft and the fourth rotating element . In an automatic transmission that shifts the rotation of an input shaft to a plurality of stages through a plurality of planetary gears arranged in a transmission case and outputs it from an output member,
Each planetary gear includes a plurality of elements,
When establishing all the shift speeds in the low speed range from the first forward speed to the predetermined medium speed, one element of the planetary gear is connected to the other element or the transmission case, A first engagement mechanism that disconnects the connection when establishing all gears in a high-speed gear region that includes gears that exceed a predetermined medium gear;
The first engagement mechanism is constituted by a meshing mechanism,
The predetermined medium speed stage is 4th speed stage or more,
The first to fourth planetary gears are provided in the transmission case,
The three elements including the sun gear, the carrier, and the ring gear of the first planetary gear are set as the first element, the second element, and the third element in the order corresponding to the gear ratio in the velocity diagram, respectively, and the sun gear of the second planetary gear. The three elements consisting of the carrier and the ring gear are designated as the fourth element, the fifth element, and the sixth element, respectively, in order of arrangement at intervals corresponding to the gear ratio in the velocity diagram, and from the sun gear, carrier, and ring gear of the third planetary gear The three elements are the seventh element, the eighth element, and the ninth element in the arrangement order at intervals corresponding to the gear ratio in the velocity diagram, respectively, and the three elements including the sun gear, the carrier, and the ring gear of the fourth planetary gear As the tenth element, the eleventh element, and the twelfth element in the order of arrangement at intervals corresponding to the gear ratio in the velocity diagram,
The input shaft and the second element of the first planetary gear are coupled, the first element of the first planetary gear and the seventh element of the third planetary gear are coupled to form a first coupled body, and the third planetary gear third A second connected body is formed by connecting the element and the sixth element of the second planetary gear, a third connected body is formed by connecting the fourth element of the second planetary gear and the tenth element of the fourth planetary gear; An eighth element of the third planetary gear and a twelfth element of the fourth planetary gear are coupled to form a fourth coupling body, and an eleventh element of the fourth planetary gear and the output member are coupled;
As the engagement mechanism, the first engagement mechanism that releasably fixes the ninth element of the third planetary gear to the transmission case, and the second engagement mechanism that releasably connects the input shaft and the third connector. A third engagement mechanism for releasably connecting the fifth element of the second planetary gear and the eleventh element of the fourth planetary gear; and a fourth engagement for releasably connecting the second connection body and the third connection body mechanism and the automatic transmission, wherein the obtaining Bei the fifth engagement mechanism releasably securing the first coupling member to the transmission case. In an automatic transmission that shifts the rotation of an input shaft to a plurality of stages through a plurality of planetary gears arranged in a transmission case and outputs it from an output member,
Each planetary gear includes a plurality of elements,
When establishing all the shift speeds in the low speed range from the first forward speed to the predetermined medium speed, one element of the planetary gear is connected to the other element or the transmission case, A first engagement mechanism that disconnects the connection when establishing all gears in a high-speed gear region that includes gears that exceed a predetermined medium gear;
The first engagement mechanism is constituted by a meshing mechanism,
The predetermined medium speed stage is 4th speed stage or more,
A transmission case having a first planetary gear and a second planetary gear;
The three elements including the sun gear, the carrier, and the ring gear of the first planetary gear are set as the first element, the second element, and the third element in the order corresponding to the gear ratio in the velocity diagram, respectively. The sun gear of the second planetary gear , The three elements consisting of the carrier and the ring gear are respectively arranged as a fourth element, a fifth element and a sixth element in the order of arrangement at intervals corresponding to the gear ratio in the velocity diagram.
The first element is connected to the input shaft, the second element is connected to the output shaft, which is an output member arranged parallel to the input shaft, via the first gear train, and the sixth element is the first gear train. Are connected via a second gear train of different gear ratios,
As the engagement mechanism, the first engagement mechanism for releasably connecting the third element and the fifth element, the second engagement mechanism for releasably connecting the fourth element and the input shaft, and a fifth element A third engagement mechanism for releasably connecting the input shaft and the input shaft, a fourth engagement mechanism for releasably fixing the fourth element to the transmission case, and a fifth element releasably fixed to the transmission case. An automatic transmission comprising a fifth engagement mechanism . In an automatic transmission that shifts the rotation of an input shaft to a plurality of stages through a plurality of planetary gears arranged in a transmission case and outputs it from an output member,
Each planetary gear includes a plurality of elements,
When establishing all the shift speeds in the low speed range from the first forward speed to the predetermined medium speed, one element of the planetary gear is connected to the other element or the transmission case, A first engagement mechanism that disconnects the connection when establishing all gears in a high-speed gear region that includes gears that exceed a predetermined medium gear;
The first engagement mechanism is constituted by a meshing mechanism,
The predetermined medium speed stage is 4th speed stage or more,
The plurality of planetary gears includes an input planetary gear and a shift planetary gear,
The planetary gear for input includes an input element connected to the input shaft, a fixed element fixed to the transmission case, and an output element. The rotation of the input shaft is shifted and output from the output element.
The first engagement mechanism releasably connects the output element and one element of a planetary gear for shifting,
The planetary gear for input is the first planetary gear, and the planetary gear for shifting is composed of the second and third planetary gears,
The three elements including the sun gear, the carrier, and the ring gear of the first planetary gear are set as the first element, the second element, and the third element in the order corresponding to the gear ratio in the velocity diagram, respectively. The sun gear of the second planetary gear The three elements consisting of the carrier and the ring gear are designated as the fourth element, the fifth element, and the sixth element, respectively, in order of arrangement at intervals corresponding to the gear ratio in the velocity diagram, and from the sun gear, carrier, and ring gear of the third planetary gear. The six elements and the ninth element are connected as the seventh element, the eighth element, and the ninth element, respectively, in the arrangement order at intervals corresponding to the gear ratio in the velocity diagram, and the connected body is obtained. The eighth element is connected to the output member,
As an engagement mechanism, a first engagement mechanism that releasably connects a connecting body and the output element of the first planetary gear, and a second element that releasably connects the fourth element and the output element of the first planetary gear. An engagement mechanism; a third engagement mechanism that releasably connects the fifth element and the input shaft; a fourth engagement mechanism that releasably connects the fourth element and the seventh element; and a fifth element. An automatic transmission comprising: a fifth engagement mechanism that releasably connects the seventh element; and a sixth engagement mechanism that releasably fixes the fifth element to the transmission case . In an automatic transmission that shifts the rotation of an input shaft to a plurality of stages through a plurality of planetary gears arranged in a transmission case and outputs it from an output member,
Each planetary gear includes a plurality of elements,
When establishing all the shift speeds in the low speed range from the first forward speed to the predetermined medium speed, one element of the planetary gear is connected to the other element or the transmission case, A first engagement mechanism that disconnects the connection when establishing all gears in a high-speed gear region that includes gears that exceed a predetermined medium gear;
The first engagement mechanism is constituted by a meshing mechanism,
The predetermined medium speed stage is 4th speed stage or more,
A fluid torque converter having a lockup clutch for mechanically connecting a pump and a turbine and connected to a power source; and first to third planetary gears having three elements including a sun gear, a carrier, and a ring gear; The rotation of the input shaft to which the rotation of the power source is input via the fluid torque converter is shifted to a plurality of stages by the planetary gear and output to the output member,
The input shaft is composed of two first and second input shafts,
The first input shaft is coupled to the turbine;
The second input shaft is connected to the second input shaft disk interposed in the lockup clutch and any one of the planetary gears, and the rotation of the power source is transmitted by the engagement of the lockup clutch. And the transmission of the rotation of the power source is cut off by releasing the lock-up clutch,
The first planetary gear includes an input element coupled to the first input shaft, a fixed element fixed to the transmission case, and an output element.
The three elements including the sun gear, the carrier, and the ring gear of the first planetary gear are set as the first element, the second element, and the third element in the order corresponding to the gear ratio in the velocity diagram, respectively. The sun gear of the second planetary gear The three elements consisting of the carrier and the ring gear are designated as the fourth element, the fifth element, and the sixth element, respectively, in order of arrangement at intervals corresponding to the gear ratio in the velocity diagram, and from the sun gear, carrier, and ring gear of the third planetary gear. The fifth element is connected to the second input shaft as the seventh element, the eighth element, and the ninth element, respectively, in the arrangement order at intervals corresponding to the gear ratio in the velocity diagram, and the sixth element And the ninth element are connected to form a connected body, the eighth element is connected to the output member,
As an engagement mechanism, a first engagement mechanism that releasably connects a connecting body and the output element of the first planetary gear, and a second element that releasably connects the fourth element and the output element of the first planetary gear. An engagement mechanism; a third engagement mechanism for releasably connecting the fourth element and the seventh element; a fourth engagement mechanism for releasably connecting the fifth element and the seventh element; and a fifth element. And a fifth engagement mechanism for releasably fixing the transmission to the transmission case . In an automatic transmission that shifts the rotation of an input shaft to a plurality of stages through a plurality of planetary gears arranged in a transmission case and outputs it from an output member,
Each planetary gear includes a plurality of elements,
When establishing all the shift speeds in the low speed range from the first forward speed to the predetermined medium speed, one element of the planetary gear is connected to the other element or the transmission case, A first engagement mechanism that disconnects the connection when establishing all gears in a high-speed gear region that includes gears that exceed a predetermined medium gear;
The first engagement mechanism is constituted by a meshing mechanism,
The predetermined medium speed stage is 4th speed stage or more,
The plurality of planetary gears includes an input planetary gear and a shift planetary gear,
The planetary gear for input includes an input element connected to the input shaft, a fixed element fixed to the transmission case, and an output element. The rotation of the input shaft is shifted and output from the output element.
The first engagement mechanism releasably connects the output element and one element of a planetary gear for shifting,
The planetary gear for input is the first planetary gear, and the planetary gear for shifting is composed of the second and third planetary gears,
The three elements including the sun gear, the carrier, and the ring gear of the second planetary gear are set as the first element, the second element, and the third element in the order corresponding to the gear ratio in the velocity diagram, respectively, and the sun gear of the third planetary gear. The third element and the fifth element are connected as the fourth element, the fifth element, and the sixth element, respectively, in the order in which the three elements including the carrier and the ring gear are arranged at intervals corresponding to the gear ratio in the velocity diagram. To constitute a coupling body, the coupling body is coupled to the output member,
As the engagement mechanism, the first engagement mechanism that releasably connects the sixth element and the output element, the second engagement mechanism that releasably connects the first element and the output element, and the second element A third engagement mechanism for releasably connecting the input shaft, a fourth engagement mechanism for releasably connecting the first element and the fourth element, and a second element and the fourth element for releasable connection And a sixth engagement mechanism for releasably fixing the second element to the transmission case . In an automatic transmission that shifts the rotation of an input shaft to a plurality of stages through a plurality of planetary gears arranged in a transmission case and outputs it from an output member,
Each planetary gear includes a plurality of elements,
When establishing all the shift speeds in the low speed range from the first forward speed to the predetermined medium speed, one element of the planetary gear is connected to the other element or the transmission case, A first engagement mechanism that disconnects the connection when establishing all gears in a high-speed gear region that includes gears that exceed a predetermined medium gear;
The first engagement mechanism is constituted by a meshing mechanism,
The predetermined medium speed stage is 4th speed stage or more,
The first planetary gear for input disposed in the transmission case and the second and third planetary gears for transmission are provided. The first planetary gear is fixed to the transmission case and an input element connected to the input shaft. A fixed element and an output element,
The three elements including the sun gear, the carrier, and the ring gear of the second planetary gear are set as the first element, the second element, and the third element in the order corresponding to the gear ratio in the velocity diagram, respectively, and the sun gear of the third planetary gear. The third element and the sixth element are connected as the fourth element, the fifth element, and the sixth element, respectively, in the arrangement order of the three elements including the carrier and the ring gear at intervals corresponding to the gear ratio in the velocity diagram. To form a coupling body, the fourth element is coupled to the output member,
As the engagement mechanism, the first engagement mechanism that releasably connects the second element and the fifth element, and the second engagement mechanism that releasably connects the second element and the output element of the first planetary gear. A third engagement mechanism for releasably connecting the first element and the input shaft, a fourth engagement mechanism for releasably connecting the first element and the fifth element, and the first element as a transmission case An automatic transmission comprising: a fifth engagement mechanism that is releasably fixed to a first engagement mechanism; and a sixth engagement mechanism that releasably connects the coupling body and the output element of the first planetary gear . In an automatic transmission that shifts the rotation of an input shaft to a plurality of stages through a plurality of planetary gears arranged in a transmission case and outputs it from an output member,
Each planetary gear includes a plurality of elements,
When establishing all the shift speeds in the low speed range from the first forward speed to the predetermined medium speed, one element of the planetary gear is connected to the other element or the transmission case, A first engagement mechanism that disconnects the connection when establishing all gears in a high-speed gear region that includes gears that exceed a predetermined medium gear;
The first engagement mechanism is constituted by a meshing mechanism,
The predetermined medium speed stage is 4th speed stage or more,
The first planetary gear for input disposed in the transmission case and the second and third planetary gears for transmission are provided. The first planetary gear is fixed to the transmission case and an input element connected to the input shaft. A fixed element and an output element,
The three elements including the sun gear, the carrier, and the ring gear of the second planetary gear are set as the first element, the second element, and the third element in the order corresponding to the gear ratio in the velocity diagram, respectively, and the sun gear of the third planetary gear. The third element and the sixth element are connected as the fourth element, the fifth element, and the sixth element, respectively, in the arrangement order of the three elements including the carrier and the ring gear at intervals corresponding to the gear ratio in the velocity diagram. To form a coupling body, the fourth element is coupled to the output member,
As the engagement mechanism, the first engagement mechanism that releasably connects the second element and the fifth element, and the second engagement mechanism that releasably connects the second element and the output element of the first planetary gear. A third engagement mechanism for releasably connecting the first element and the input shaft, a fourth engagement mechanism for releasably connecting the first element and the fifth element, and the first element as a transmission case An automatic transmission comprising: a fifth engagement mechanism that is releasably fixed to the transmission case; and a sixth engagement mechanism that is releasably fixed to the transmission case .

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