JP5516711B2 - Multi-speed transmission - Google Patents

Description

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

  In a vehicle, a multi-stage transmission using a plurality of planetary gear units and engaging elements, such as a clutch and a brake, for coupling elements constituting them to select a plurality of predetermined gear ratios or gears Is frequently used. For example, Patent Document 1 discloses a multi-speed transmission capable of multi-speed shifting with 8 forward speeds. In the multi-speed transmission disclosed in Patent Document 1 and capable of eight forward speeds, the gear ratio step can be designed appropriately.

JP 2001-182785 A

  In recent years, even higher gear ratios may be required. However, if an attempt is made to achieve a further high gear ratio in the multi-stage transmission of Patent Document 1, the first gear shifts to a lower gear, and the gear ratio step between the first gear and the second gear increases, resulting in a balance. There has been a problem that it is difficult to achieve a gear ratio that can be removed.

  The present invention has been made in the background of the above circumstances, and an object thereof is to provide a multi-stage transmission capable of achieving a high gear ratio while obtaining a balanced gear ratio. It is in.

The first invention that achieves such an object has (a) a first transmission unit having a front gear unit that decelerates and transmits the rotation of the input rotary member, and (b) two sets of rear planetary gear units. A multi-stage transmission including a second transmission unit configured by a plurality of rotating elements formed by connecting some of the elements of the two rear planetary gear units to each other, and (c) In the first transmission unit, an input element to which the rotation of the input rotation member is input at the same speed and an output element of the front gear device among the plurality of rotation elements of the second transmission unit are selectively coupled. An output element connected to the specific rotating element, and a fixed element connected to the non-rotating member, and switches between a shift state and an idle state in which the rotation of the input rotating member is shifted and transmitted to the specific rotating element A possible front planetary gear unit, and (d) the second transmission unit includes: The rotation of the input rotation member, the rotation of the output element of the front gear device, and the rotation of the output element of the front planetary gear device are all selectively transmitted, and (e) The front planetary gear unit is configured to decelerate and transmit the rotation of the input rotation member to the specific rotation element in the shift state, and (f) the second transmission unit includes four rotation elements. Then, on the collinear chart in which the rotational speeds of the four rotating elements can be represented on a straight line, the four rotating elements are arranged in order from one end to the other end in the order of the first rotating element, the second rotating element, and the third rotating element. When the rotating element is the fourth rotating element, (g) the first rotating element is connected to the output element of the front gear device via the third clutch element to be the specific rotating element, and (h) the second rotating element and the input via a second clutch element Rolling and the member is connected, (i) and an output element of the front置歯vehicle device and the fourth rotating element via the first clutch element is connected, (j) said first rotated through the fourth clutch element And (k) the first rotating element and the non-rotating member are connected via a first brake element, and (l) the second rotating element is connected via a second brake element. The rotating element and the non-rotating member are connected to each other.

According to a second aspect of the present invention, in the multi-stage transmission according to the first aspect of the present invention, the first planetary gear device is idled and the first clutch element and the second brake element are engaged so that the largest speed ratio is obtained. The first shift stage is established, the front planetary gear device is in the idling state, and the first clutch element and the first brake element are engaged , whereby the second shift stage having a smaller gear ratio than the first shift stage. Is established, the front planetary gear device is idled, and the first and third clutch elements are engaged to establish a third shift stage having a smaller gear ratio than the second shift stage. , the front planetary gear and idles, passed a fourth gear position gear ratio is smaller than the third speed stage by engaging said first clutch element and the fourth clutch element, before Before a planetary idle state gearing, passed a fifth gear position the speed ratio is smaller than the fourth speed stage by engaging said first clutch element and the second clutch element, the front planetary A sixth gear that is smaller in speed than the fifth gear is established by engaging the second clutch element and the fourth clutch element with the gear device idling, and the front planetary gear device is The idling state is established, and the second clutch element and the third clutch element are engaged to establish a seventh shift stage having a gear ratio smaller than that of the sixth shift stage, and the front planetary gear unit is set in the deceleration state. And engaging the second clutch element to establish an eighth shift stage having a gear ratio smaller than that of the seventh shift stage, causing the front planetary gear device to idle, and the second clutch element and Serial than the eighth gear position by engaging the first brake element, characterized in that to establish a ninth gear position gear ratio is small.

According to a third aspect of the present invention, in the multi-stage transmission according to the first aspect of the invention, the first planetary gear device is idled and the first clutch element and the second brake element are engaged, so The first shift stage is established, the front planetary gear device is in the idling state, and the first clutch element and the first brake element are engaged , whereby the second shift stage having a smaller gear ratio than the first shift stage. Is established, the front planetary gear device is brought into a decelerating state, and the first clutch element is engaged to establish a third gear stage having a smaller gear ratio than the second gear stage. The device is idled, and the first and third clutch elements are engaged to establish a fourth gear stage having a gear ratio smaller than that of the third gear stage, and the front planetary gear device is idled. Condition And then, the passed a fifth gear position the speed ratio is smaller than the fourth gear position by first engaging the clutch element and the fourth clutch element, and idles the front planetary gear set, wherein By engaging the first clutch element and the second clutch element , a sixth shift stage having a gear ratio smaller than that of the fifth shift stage is established, the front planetary gear unit is set in the idling state, and the second clutch By engaging an element and the fourth clutch element, a seventh shift stage having a gear ratio smaller than that of the sixth shift stage is established, the front planetary gear unit is set in an idle state, the second clutch element, It passed a eighth gear position the speed ratio is smaller than the seventh gear position by engaging the third clutch element, the front planetary gear and idles, the second clutch element and Serial than the eighth gear position by engaging the first brake element, characterized in that to establish a ninth gear position gear ratio is small.

According to a fourth aspect of the present invention, in the multi-stage transmission according to the first aspect of the present invention, the first planetary gear unit is idled and the first clutch element and the second brake element are engaged, so The first shift stage is established, the front planetary gear device is in the idling state, and the first clutch element and the first brake element are engaged , whereby the second shift stage having a smaller gear ratio than the first shift stage. Is established, the front planetary gear device is idled, and the first and third clutch elements are engaged to establish a third shift stage having a smaller gear ratio than the second shift stage. The front planetary gear unit is decelerated, and the first clutch element is engaged to establish a fourth shift stage having a gear ratio smaller than that of the third shift stage, and the front planetary gear unit is idled. Condition And then, the passed a fifth gear position the speed ratio is smaller than the fourth gear position by first engaging the clutch element and the fourth clutch element, and idles the front planetary gear set, wherein By engaging the first clutch element and the second clutch element , a sixth shift stage having a gear ratio smaller than that of the fifth shift stage is established, the front planetary gear unit is set in the idling state, and the second clutch By engaging an element and the fourth clutch element, a seventh shift stage having a gear ratio smaller than that of the sixth shift stage is established, the front planetary gear unit is set in an idle state, the second clutch element, It passed a eighth gear position the speed ratio is smaller than the seventh gear position by engaging the third clutch element, the front planetary gear and idles, the second clutch element and Serial than the eighth gear position by engaging the first brake element, characterized in that to establish a ninth gear position gear ratio is small.

According to a fifth aspect of the present invention, in the multi-stage transmission according to the first aspect, the first planetary gear unit is idled and the first clutch element and the second brake element are engaged, so that the largest speed ratio is obtained. The first shift stage is established, the front planetary gear device is in the idling state, and the first clutch element and the first brake element are engaged , whereby the second shift stage having a smaller gear ratio than the first shift stage. Is established, the front planetary gear device is idled, and the first and third clutch elements are engaged to establish a third shift stage having a smaller gear ratio than the second shift stage. , the front planetary gear and idles, passed a fourth gear position gear ratio is smaller than the third speed stage by engaging said first clutch element and the fourth clutch element, before Before a planetary idle state gearing, passed a fifth gear position the speed ratio is smaller than the fourth speed stage by engaging said first clutch element and the second clutch element, the front planetary A sixth gear that is smaller in speed than the fifth gear is established by engaging the second clutch element and the fourth clutch element with the gear device idling, and the front planetary gear device is A seventh shift stage having a gear ratio smaller than that of the sixth shift stage is established by engaging the second clutch element in a decelerating state, the front planetary gear device is idled, and the second clutch element and passed a eighth gear position the speed ratio is smaller than the seventh gear position by engaging the third clutch element, the front planetary gear and idles, the second clutch element and Serial than the eighth gear position by engaging the first brake element, characterized in that to establish a ninth gear position gear ratio is small.

According to a sixth aspect of the present invention, in the multi-stage transmission of the first aspect, the first planetary gear device is in an idling state, and the first speed change with the largest speed ratio is achieved by engaging the first clutch element and the second brake element. A first gear is established, the front planetary gear unit is idled, and the first clutch element and the first brake element are engaged to establish a second gear having a smaller gear ratio than the first gear. The front planetary gear unit is decelerated and the first clutch element is engaged to establish a third gear stage having a smaller gear ratio than the second gear stage, and the front planetary gear unit is By making the idling state, engaging the first clutch element and the third clutch element establishes a fourth gear stage having a gear ratio smaller than that of the third gear stage, and putting the front planetary gear device in the idling state. Wherein it is established a fifth gear position the speed ratio is smaller than the fourth gear position by first engaging the clutch element and the fourth clutch element, the front planetary gear and idles, the first By engaging the clutch element and the second clutch element , a sixth shift stage having a smaller gear ratio than the fifth shift stage is established, the front planetary gear device is put in an idle state, the second clutch element and Engaging the fourth clutch element establishes a seventh shift stage having a gear ratio smaller than that of the sixth shift stage, causing the front planetary gear device to run idle, and the second clutch element and the third clutch passed a eighth gear position the speed ratio is smaller than the seventh gear position by engaging the clutch element, the front planetary gear and the deceleration state, engage child said second clutch element To establish a ninth gear stage having a gear ratio smaller than that of the eighth gear stage, causing the front planetary gear device to idle, and engaging the second clutch element and the first brake element. A tenth shift stage having a smaller gear ratio than the ninth shift stage is established.

According to a seventh aspect of the present invention, in the multi-stage transmission according to the first aspect, the first planetary gear unit is idled and the first speed change with the largest speed ratio is achieved by engaging the first clutch element and the second brake element. A first gear is established, the front planetary gear unit is idled, and the first clutch element and the first brake element are engaged to establish a second gear having a smaller gear ratio than the first gear. The first planetary gear unit is in an idle state, and the third gear stage having a smaller gear ratio than the second gear stage is established by engaging the first clutch element and the third clutch element, the front planetary gear set to the deceleration state, the passed a fourth gear position gear ratio is smaller than the third speed stage by engaging the first clutch element, the front planetary gear and idles Wherein it is established a fifth gear position the speed ratio is smaller than the fourth gear position by first engaging the clutch element and the fourth clutch element, the front planetary gear and idles, the first By engaging the clutch element and the second clutch element , a sixth shift stage having a smaller gear ratio than the fifth shift stage is established, the front planetary gear device is put in an idle state, the second clutch element and Engaging the fourth clutch element establishes a seventh shift stage having a smaller gear ratio than the sixth shift stage, sets the front planetary gear device in a decelerating state, and engages the second clutch element. the seventh than gear position is established the eighth gear position gear ratio is small, the front and planetary gear idling state, the second clutch element and engaging child said third clutch element by To establish a ninth gear stage having a gear ratio smaller than that of the eighth gear stage, causing the front planetary gear device to idle, and engaging the second clutch element and the first brake element. A tenth shift stage having a smaller gear ratio than the ninth shift stage is established.

  According to an eighth aspect of the present invention, in the multi-stage transmission according to the first aspect, the first transmission unit includes a single pinion type first planetary gear unit as the front planetary gear unit, and a double pinion type as the front gear unit. The second planetary gear device includes a sun gear coupled to a non-rotating member, a carrier coupled to the input rotating member, a ring gear serving as an output element, and the first planetary gear device comprising: The sun gear is connected to the input rotating member via the carrier of the second planetary gear unit to be an input element, the carrier is connected to the specific rotating element to be an output element, and the ring gear is selectively used as a non-rotating member. And a fixed element.

  According to a ninth aspect of the present invention, in the multi-stage transmission according to the first aspect, the first transmission unit includes a double pinion type first planetary gear unit as the front gear unit, and a single pinion type as the front planetary gear unit. The first planetary gear device includes a sun gear coupled to the input rotating member, a carrier coupled to the non-rotating member, a ring gear serving as an output element, and the second planetary gear device comprising: The sun gear is connected to the non-rotating member as a fixed element, the carrier is connected to the specific rotating element as an output element, and the ring gear is selectively connected to the input rotating member as an input element. It is characterized by.

  According to a tenth aspect of the present invention, in the multi-stage transmission according to the first aspect, the first transmission portion includes a double pinion type second planetary gear device as the front gear device and a single pinion type as the front planetary gear device. The second planetary gear device includes a sun gear coupled to a non-rotating member, a carrier coupled to the input rotating member, a ring gear serving as an output element, and the first planetary gear device comprising: A sun gear is selectively connected to the non-rotating member to be a fixed element, a carrier is connected to the specific rotating element to be an output element, and a ring gear is connected to the input rotating member via the carrier of the second planetary gear unit. It is connected to as an input element.

  An eleventh aspect of the present invention is the multi-stage transmission according to the first aspect, wherein the second transmission unit includes a double pinion type first rear planetary gear unit and a single pinion type second rear planetary gear unit, The carrier of the rear planetary gear device and the sun gear of the second rear planetary gear device are connected to each other to constitute the first rotating element, and the ring gear of the first rear planetary gear device and the second rear planetary gear device. The carrier of the planetary gear device is connected to each other to constitute the second rotating element, the ring gear of the second rear planetary gear device constitutes the third rotating element, and the first rear planetary gear device includes The fourth rotating element is constituted by a sun gear.

  A twelfth aspect of the invention that achieves such an object includes: (a) a first transmission unit having a front gear unit that decelerates and transmits rotation of an input rotary member; and (b) two sets of rear planetary gear units. A multi-stage transmission comprising: a second transmission unit configured to form a plurality of rotating elements by connecting some of the elements of the two rear planetary gear units to each other; (c) In the first transmission unit, an input element to which the rotation of the input rotation member is input as it is, and an output element of the front gear device among the plurality of rotation elements of the second transmission unit are selectively used. An output element coupled to the specific rotating element coupled to the non-rotating member and a fixed element coupled to the non-rotating member, and a speed change state and an idling state in which rotation of the input rotational member is shifted and transmitted to the specific rotational element A front planetary gear unit capable of switching between, and (d) the second speed change The rotation of the input rotation member, the rotation of the output element of the front gear device, and the rotation of the output element of the front planetary gear device are all selectively transmitted. (e) The front planetary gear device is characterized in that in the speed change state, the rotation of the input rotation member is reversed and transmitted to the specific rotation element.

The thirteenth aspect of the present invention is the multi-stage transmission according to the twelfth aspect of the present invention, wherein the second speed change portion comprises four rotating elements, and the rotational speeds of the four rotating elements can be represented on a straight line. In the above, when the four rotating elements are defined as a first rotating element, a second rotating element, a third rotating element, and a fourth rotating element in order from one end to the other end, the first rotating element passes through a speed reduction clutch . The specific rotation element is connected to the output element of the front gear device, and the second rotation element and the input rotation member are connected via the second clutch element, and the first clutch element The fourth rotating element and the output element of the front gear device are connected via a first clutch element, the first rotating element and the input rotating member are connected via a fourth clutch element, and the first brake element Through the first rotation And iodine and non-rotating members are connected, characterized in that said through the second brake element second rotating element and the non-rotating member is coupled.

According to a fourteenth aspect of the present invention, in the multi-stage transmission according to the thirteenth aspect of the present invention, the first planetary gear unit is idled and the first clutch element and the second brake element are engaged, so The first shift stage is established, the front planetary gear device is in the idling state, and the first clutch element and the first brake element are engaged , whereby the second shift stage having a smaller gear ratio than the first shift stage. To establish the third planetary gear stage having a gear ratio smaller than that of the second gear stage by engaging the speed reduction clutch and the first clutch element. before a planetary idle state gearing, it passed a fourth gear position gear ratio is smaller than the third speed stage by engaging said first clutch element and the fourth clutch element, before Before a planetary idle state gearing, passed a fifth gear position the speed ratio is smaller than the fourth speed stage by engaging said first clutch element and the second clutch element, the front planetary A sixth gear that is smaller in speed than the fifth gear is established by engaging the second clutch element and the fourth clutch element with the gear device idling, and the front planetary gear device is The idling state is established, and the reduction gear and the second clutch element are engaged to establish a seventh speed step having a gear ratio smaller than that of the sixth speed step, the front planetary gear unit is made to idle, By engaging the second clutch element and the first brake element, an eighth shift stage having a gear ratio smaller than that of the seventh shift stage is established, the front planetary gear device is set in a reverse rotation state, Than the eighth gear position by engaging the second clutch element, characterized in that to establish a ninth gear position gear ratio is small.

According to a fifteenth aspect of the invention, in the multi-stage transmission of the thirteenth aspect of the invention, the first planetary gear device having the largest gear ratio is established by bringing the front planetary gear device into a reverse rotation state and engaging the second brake element. The first planetary gear device is idled, and the first clutch element and the second brake element are engaged to establish a second shift stage having a smaller speed ratio than the first shift stage, and the front The stationary planetary gear device is idled, and the first gear element is engaged with the first clutch element and the first brake element to establish a third gear stage having a smaller gear ratio than the second gear stage. the apparatus was idles, the reduction clutch and than the third gear position by engaging the first clutch element is established a fourth gear position gear ratio is small, like idle the front planetary gear And then, the passed a fifth gear position the speed ratio is smaller than the fourth gear position by first engaging the clutch element and the fourth clutch element, and idles the front planetary gear set, wherein By engaging the first clutch element and the second clutch element , a sixth shift stage having a gear ratio smaller than that of the fifth shift stage is established, the front planetary gear unit is set in the idling state, and the second clutch By engaging an element and the fourth clutch element, a seventh shift stage having a gear ratio smaller than that of the sixth shift stage is established, the front planetary gear device is idled, and the speed reduction clutch and the second clutch Engaging the clutch element establishes an eighth shift stage having a gear ratio smaller than that of the seventh shift stage, causing the front planetary gear device to idle, and causing the second clutch element and the Than the eighth gear position by engaging the first brake element, characterized in that to establish a ninth gear position gear ratio is small.

According to a sixteenth aspect of the present invention, in the multi-stage transmission according to the thirteenth aspect of the present invention, the first planetary gear device is idled and the first clutch element and the second brake element are engaged, so The first shift stage is established, the front planetary gear device is set in a reverse rotation state, and the first clutch element is engaged to establish a second shift stage having a smaller gear ratio than the first shift stage, and the front The stationary planetary gear device is idled, and the first gear element is engaged with the first clutch element and the first brake element to establish a third gear stage having a smaller gear ratio than the second gear stage. the apparatus was idles, the reduction clutch and than the third gear position by engaging the first clutch element is established a fourth gear position gear ratio is small, like idle the front planetary gear And then, the passed a fifth gear position the speed ratio is smaller than the fourth gear position by first engaging the clutch element and the fourth clutch element, and idles the front planetary gear set, wherein By engaging the first clutch element and the second clutch element , a sixth shift stage having a gear ratio smaller than that of the fifth shift stage is established, the front planetary gear unit is set in the idling state, and the second clutch By engaging an element and the fourth clutch element, a seventh shift stage having a gear ratio smaller than that of the sixth shift stage is established, the front planetary gear device is idled, and the speed reduction clutch and the second clutch Engaging the clutch element establishes an eighth shift stage having a gear ratio smaller than that of the seventh shift stage, causing the front planetary gear device to idle, and causing the second clutch element and the Than the eighth gear position by engaging the first brake element, characterized in that to establish a ninth gear position gear ratio is small.

According to a seventeenth aspect of the present invention, in the multi-stage transmission of the thirteenth aspect, the first planetary gear device having the largest gear ratio is established by bringing the front planetary gear device into a reverse rotation state and engaging the second brake element. The front planetary gear unit is set in a reverse rotation state, and the first clutch element is engaged to establish a second shift stage having a gear ratio smaller than that of the first shift stage, and the front planetary gear unit is idled. And a third gear stage having a gear ratio smaller than that of the second gear stage is established by engaging the first clutch element and the first brake element, and the front planetary gear device is in an idling state, the reduction clutch and than the third gear position by engaging the first clutch element is established a fourth gear position gear ratio is small, the front planetary gear and idles, the first clutch main And passed a fifth gear position the speed ratio is smaller than the fourth speed stage by engaging the fourth clutch element, the front planetary gear and idles, the first clutch element and the first Engaging the two clutch elements establishes a sixth shift stage having a gear ratio smaller than that of the fifth shift stage, causing the front planetary gear device to idle, and the second clutch element and the fourth clutch element. Is engaged to establish a seventh shift stage having a gear ratio smaller than that of the sixth shift stage, causing the front planetary gear device to idle, and engaging the reduction clutch and the second clutch element. To establish an eighth gear position having a smaller gear ratio than the seventh gear position, to cause the front planetary gear device to idle, and to engage the second clutch element and the first brake element. Characterized in that to establish a ninth gear position the speed ratio is smaller than the eighth gear position by the.

According to an eighteenth aspect of the present invention, in the multi-stage transmission according to the thirteenth aspect of the invention, the first planetary gear unit having the largest gear ratio is established by bringing the front planetary gear device into a reverse rotation state and engaging the first clutch element. The first planetary gear unit is idled, and the first clutch element and the first brake element are engaged to establish a second shift stage having a smaller speed ratio than the first shift stage, The stationary planetary gear device is idled, and the third planetary gear having a smaller gear ratio than the second gear is established by engaging the speed reduction clutch and the first clutch element. and idles, the passed a fourth gear position gear ratio is smaller than the third gear position by first engaging the clutch element and the fourth clutch element, like idling the front planetary gear And then, the passed a fifth gear position the speed ratio is smaller than the fourth gear position by first engaging the clutch element and said second clutch element, and idles the front planetary gear set, wherein By engaging the second clutch element and the fourth clutch element, a sixth shift stage having a gear ratio smaller than that of the fifth shift stage is established, the front planetary gear unit is set in the idling state, the reduction clutch, Engaging the second clutch element establishes a seventh shift stage having a gear ratio smaller than that of the sixth shift stage, causing the front planetary gear device to idle, and causing the second clutch element and the first clutch Engaging the brake element establishes an eighth shift stage having a smaller gear ratio than the seventh shift stage, sets the front planetary gear device in a reverse rotation state, and engages the second clutch element. Characterized in that to establish a ninth gear position the speed ratio is smaller than the eighth gear position by the.

According to a nineteenth aspect of the present invention, in the multi-stage transmission according to the thirteenth aspect of the invention, the first planetary gear unit having the largest gear ratio is established by bringing the front planetary gear device into a reverse rotation state and engaging the second brake element. The first planetary gear device is idled, and the first clutch element and the second brake element are engaged to establish a second shift stage having a smaller speed ratio than the first shift stage, and the front The stationary planetary gear device is idled, and the first gear element is engaged with the first clutch element and the first brake element to establish a third gear stage having a smaller gear ratio than the second gear stage. the apparatus was idles, the reduction clutch and than the third gear position by engaging the first clutch element is established a fourth gear position gear ratio is small, like idle the front planetary gear And then, the passed a fifth gear position the speed ratio is smaller than the fourth gear position by first engaging the clutch element and the fourth clutch element, and idles the front planetary gear set, wherein By engaging the first clutch element and the second clutch element , a sixth shift stage having a gear ratio smaller than that of the fifth shift stage is established, the front planetary gear unit is set in the idling state, and the second clutch By engaging an element and the fourth clutch element, a seventh shift stage having a gear ratio smaller than that of the sixth shift stage is established, the front planetary gear device is idled, and the speed reduction clutch and the second clutch Engaging the clutch element establishes an eighth shift stage having a gear ratio smaller than that of the seventh shift stage, causing the front planetary gear device to idle, and causing the second clutch element and the By engaging one brake element, a ninth shift stage having a smaller gear ratio than the eighth shift stage is established, the front planetary gear unit is brought into a reverse rotation state, and the second clutch element is engaged. A tenth shift stage having a smaller gear ratio than the ninth shift stage is established.

According to a twentieth aspect of the present invention, in the multi-stage transmission according to the thirteenth aspect of the invention, the front planetary gear unit is in an idle state and the first clutch element and the second brake element are engaged, so The first shift stage is established, the front planetary gear device is set in a reverse rotation state, and the first clutch element is engaged to establish a second shift stage having a smaller gear ratio than the first shift stage, and the front The stationary planetary gear device is idled, and the first gear element is engaged with the first clutch element and the first brake element to establish a third gear stage having a smaller gear ratio than the second gear stage. the apparatus was idles, the reduction clutch and than the third gear position by engaging the first clutch element is established a fourth gear position gear ratio is small, like idle the front planetary gear And then, the passed a fifth gear position the speed ratio is smaller than the fourth gear position by first engaging the clutch element and the fourth clutch element, and idles the front planetary gear set, wherein By engaging the first clutch element and the second clutch element , a sixth shift stage having a gear ratio smaller than that of the fifth shift stage is established, the front planetary gear unit is set in the idling state, and the second clutch By engaging an element and the fourth clutch element, a seventh shift stage having a gear ratio smaller than that of the sixth shift stage is established, the front planetary gear device is idled, and the speed reduction clutch and the second clutch Engaging the clutch element establishes an eighth shift stage having a gear ratio smaller than that of the seventh shift stage, causing the front planetary gear device to idle, and causing the second clutch element and the By engaging one brake element, a ninth shift stage having a smaller gear ratio than the eighth shift stage is established, the front planetary gear unit is brought into a reverse rotation state, and the second clutch element is engaged. A tenth shift stage having a smaller gear ratio than the ninth shift stage is established.

According to a twenty-first aspect, in the multi-stage transmission according to the thirteenth aspect, the first planetary gear is established with the largest gear ratio by bringing the front planetary gear device into a reverse rotation state and engaging the second brake element. The front planetary gear unit is set in a reverse rotation state, and the first clutch element is engaged to establish a second shift stage having a gear ratio smaller than that of the first shift stage, and the front planetary gear unit is idled. And a third gear stage having a gear ratio smaller than that of the second gear stage is established by engaging the first clutch element and the first brake element, and the front planetary gear device is in an idling state, the reduction clutch and than the third gear position by engaging the first clutch element is established a fourth gear position gear ratio is small, the front planetary gear and idles, the first clutch main And passed a fifth gear position the speed ratio is smaller than the fourth speed stage by engaging the fourth clutch element, the front planetary gear and idles, the first clutch element and the first Engaging the two clutch elements establishes a sixth shift stage having a gear ratio smaller than that of the fifth shift stage, causing the front planetary gear device to idle, and the second clutch element and the fourth clutch element. Is engaged to establish a seventh shift stage having a gear ratio smaller than that of the sixth shift stage, causing the front planetary gear device to idle, and engaging the reduction clutch and the second clutch element. To establish an eighth gear position having a smaller gear ratio than the seventh gear position, to cause the front planetary gear device to idle, and to engage the second clutch element and the first brake element. To establish a ninth gear stage having a smaller gear ratio than the eighth gear stage, to reverse the front planetary gear device, and to engage the second clutch element, so that the ninth planetary gear apparatus is engaged. A tenth shift stage having a small gear ratio is established.

According to a twenty-second aspect of the present invention, in the multi-stage transmission of the thirteenth aspect, the first planetary gear unit is established in the reverse rotation state by engaging the second brake element. The first planetary gear device is idled, and the first clutch element and the second brake element are engaged to establish a second shift stage having a smaller speed ratio than the first shift stage, and the front A stationary planetary gear unit is set in a reverse rotation state, a third gear stage having a gear ratio smaller than the second gear stage is established by engaging the first clutch element , and the front planetary gear unit is set in an idling state; wherein by first engaging the clutch element and the first brake element than the third gear position is established the fourth speed gear ratio is small, and the front planetary gear idles, the speed reduction clutch And passed a fifth gear position the speed ratio is smaller than the fourth speed stage by engaging said first clutch element, the front planetary gear and idles, the first clutch element and the first Engaging the four clutch elements establishes a sixth shift stage having a gear ratio smaller than that of the fifth shift stage, causing the front planetary gear device to idle, and the first clutch element and the second clutch element Is engaged to establish a seventh shift stage having a gear ratio smaller than that of the sixth shift stage, the front planetary gear device is idled, and the second clutch element and the fourth clutch element are engaged. the seventh than gear position is established the eighth gear position gear ratio is small, the front planetary gear and idles, engaging the reduction gear clutch and the second clutch element by To establish a ninth gear stage having a gear ratio smaller than that of the eighth gear stage, to cause the front planetary gear device to idle, and to engage the second clutch element and the first brake element. By establishing a tenth gear stage having a gear ratio smaller than that of the ninth gear stage, bringing the front planetary gear device in a reverse rotation state and engaging the second clutch element, the gear ratio is greater than that of the tenth gear stage. A small eleventh shift speed is established.

  The twenty-third invention is the multi-stage transmission according to the twelfth or thirteenth invention, wherein the first transmission portion is a single pinion type first planetary gear device as the front planetary gear device, and the front gear. A double pinion type second planetary gear device as a device, wherein the second planetary gear device has a sun gear coupled to a non-rotating member, a carrier coupled to the input rotating member, and a ring gear serving as an output element; In the first planetary gear device, the sun gear is connected to the input rotation member via the carrier of the second planetary gear device to be an input element, and the carrier is selectively connected to the non-rotation member to be a fixed element. A ring gear is connected to the specific rotation element as an output element.

  According to a twenty-fourth aspect of the present invention, in the multi-stage transmission according to the twelfth or thirteenth aspect of the present invention, the first transmission unit is a single pinion type first planetary gear unit as the front planetary gear unit, and the front gear. A double pinion type second planetary gear device as a device, wherein the second planetary gear device has a sun gear coupled to a non-rotating member, a carrier coupled to the input rotating member, and a ring gear serving as an output element; In the first planetary gear device, the sun gear is connected to the input rotation member via the carrier of the second planetary gear device to be an input element, and the carrier is selectively connected to the non-rotation member to be a fixed element. A ring gear is connected to the specific rotation element as an output element, and the sun gear and the ring gear can be selectively connected.

  According to a twenty-fifth aspect of the present invention, in the multi-stage transmission according to the thirteenth aspect of the present invention, the second transmission unit includes a double pinion type first rear planetary gear unit and a single pinion type second rear planetary gear unit, The carrier of the first rear planetary gear device and the sun gear of the second rear planetary gear device are connected to each other to constitute the first rotating element, and the ring gear of the first rear planetary gear device and the second gear The carrier of the rear planetary gear device is connected to each other to form the second rotating element, the ring gear of the second rear planetary gear device forms the third rotating element, and the first rear planetary gear is configured. The fourth rotating element is constituted by a sun gear of the device.

  According to a twenty-sixth aspect of the present invention, in the multi-stage transmission according to the thirteenth aspect of the invention, the second transmission unit includes a single pinion type first rear planetary gear device and a double pinion type second rear planetary gear device, The first rotating element is constituted by the sun gear of the first rear planetary gear device, and the carrier of the first rear planetary gear device and the carrier of the second rear planetary gear device are connected to each other, whereby the second A rotating element is configured, the third rotating element is configured by a ring gear of the second rear planetary gear device, and a ring gear of the first rear planetary gear device and a sun gear of the second rear planetary gear device are connected to each other Thus, the fourth rotating element is configured.

According to a twenty-seventh aspect of the present invention, in the multi-stage transmission according to the twelfth aspect of the invention, the second transmission unit includes four rotation elements, and the collinear diagram can represent the rotation speeds of the four rotation elements on a straight line. In the above, when the four rotating elements are defined as a first rotating element, a second rotating element, a third rotating element, and a fourth rotating element in order from one end to the other end, the first rotating element passes through a speed reduction clutch . The specific rotation element is connected to the output element of the front gear device, and the second rotation element and the input rotation member are connected via the second clutch element, and the first clutch element The fourth rotating element and the input rotating member are coupled via the first brake element, the first rotating element and the non-rotating member are coupled via the first brake element, and the first rotating element is coupled via the second brake element. 2-rotating element and non-rotating member There, characterized in that it is connected.

According to a twenty-eighth aspect of the present invention, in the multi-stage transmission according to the twenty-seventh aspect of the present invention, the first planetary gear unit having the largest gear ratio is established by bringing the front planetary gear device into a reverse rotation state and engaging the second brake element. The first planetary gear device is idled, and the first clutch element and the second brake element are engaged to establish a second shift stage having a smaller speed ratio than the first shift stage, and the front A stationary planetary gear unit is set in a reverse rotation state, a third gear stage having a gear ratio smaller than the second gear stage is established by engaging the first clutch element , and the front planetary gear unit is set in an idling state; wherein by first engaging the clutch element and the first brake element than the third gear position is established the fourth speed gear ratio is small, and the front planetary gear idles, the speed reduction clutch And passed a fifth gear position the speed ratio is smaller than the fourth speed stage by engaging said first clutch element, the front planetary gear and idles, the first clutch element and the first Engaging the two clutch elements establishes a sixth shift stage having a gear ratio smaller than that of the fifth shift stage, causing the front planetary gear device to idle, and engaging the speed reduction clutch and the second clutch element. By combining, the seventh shift stage having a gear ratio smaller than that of the sixth shift stage is established, the front planetary gear device is idled, and the second clutch element and the first brake element are engaged. To establish an eighth shift stage having a gear ratio smaller than that of the seventh shift stage, bring the front planetary gear device in a reverse rotation state, and engage the second clutch element to thereby establish the eighth shift stage. Characterized in that also to establish a ninth gear position gear ratio is small.

  According to a twenty-ninth aspect of the present invention, in the multi-stage transmission according to the twelfth or twenty-seventh aspect, the first transmission unit is a single pinion type first planetary gear unit serving as the front planetary gear unit, and the front gear. A double pinion type second planetary gear device as a device, wherein the second planetary gear device has a sun gear coupled to a non-rotating member, a carrier coupled to the input rotating member, and a ring gear serving as an output element; In the first planetary gear device, the sun gear is connected to the input rotation member via the carrier of the second planetary gear device to be an input element, and the carrier is selectively connected to the non-rotation member to be a fixed element. A ring gear is connected to the specific rotation element as an output element.

  In a thirtieth aspect of the present invention, in the multi-stage transmission according to the twenty-seventh aspect, the second transmission unit includes a single pinion type first rear planetary gear unit and a single pinion type second rear planetary gear unit, The first rotating element is constituted by the sun gear of the first rear planetary gear device, and the carrier of the first rear planetary gear device and the ring gear of the second rear planetary gear device are connected to each other, thereby the second gear. A rotating element is configured, and a ring gear of the first rear planetary gear device and a carrier of the second rear planetary gear device are connected to each other to configure the third rotating element, and the second rear planetary gear. The fourth rotating element is constituted by a sun gear of the device.

  Further, in a thirty-first aspect, in the multi-stage transmission according to the twenty-seventh aspect, the second transmission unit includes a double pinion type first rear planetary gear unit and a single pinion type second rear planetary gear unit, The carrier of the first rear planetary gear device and the sun gear of the second rear planetary gear device are connected to each other to constitute the first rotating element, and the ring gear of the first rear planetary gear device and the second gear The carrier of the rear planetary gear device is connected to each other to form the second rotating element, the ring gear of the second rear planetary gear device forms the third rotating element, and the first rear planetary gear is configured. The fourth rotating element is constituted by a sun gear of the device.

  The thirty-second invention is the multi-stage transmission according to the twenty-seventh invention, wherein the second transmission unit includes a single pinion type first rear planetary gear unit and a double pinion type second rear planetary gear unit, The first rotating element is constituted by the sun gear of the first rear planetary gear device, and the carrier of the first rear planetary gear device and the carrier of the second rear planetary gear device are connected to each other, whereby the second A rotating element is configured, and a ring gear of the first rear planetary gear device and a ring gear of the second rear planetary gear device are connected to each other to configure the third rotating element, and the second rear planetary gear. The fourth rotating element is constituted by a sun gear of the device.

  According to the first invention, the twelfth invention, the thirteenth invention, and the twenty-seventh invention, in the first transmission portion, the front gear device makes a reduced speed rotation, and the front planetary gear device is put in a speed change state. Thus, another speed reduction or reverse rotation is created, and both of the two rotation speeds and the rotation speed of the input rotation member are selectively transmitted to the second transmission unit, and the second transmission unit further shifts the speed. As a result, a multi-stage transmission capable of achieving a high gear ratio while obtaining a balanced gear ratio is possible.

  Further, according to the second to fifth inventions, the fourteenth to eighteenth inventions, and the twenty-eighth invention, the first to ninth shift stages having a balanced gear ratio are possible, and the ninth shift stage is changed. A high gear ratio can be obtained.

  Further, according to the sixth invention, the seventh invention, and the nineteenth invention to the twenty-first invention, it is possible to achieve the forward tenth speed stage having a balanced gear ratio and a high gear ratio.

  According to the twenty-second aspect, the eleventh forward speed having a balanced gear ratio is possible, and the gear ratio of the first gear can be set to a very low gear.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a main part configuration of a multistage transmission according to a first embodiment of the present invention. It is a collinear diagram explaining the action | operation of the transmission of FIG. FIG. 2 is an operation table showing a relationship between a shift stage of the transmission of FIG. 1 and an operation of a hydraulic friction engagement device necessary to establish it. It is a figure which illustrates the signal input into the electronic controller for controlling the transmission of 1st Example, and the signal output from the electronic controller. It is a skeleton diagram explaining the structure of the transmission of 2nd Example of this invention. In the transmission of 2nd Example, it is an alignment chart which can represent the rotational speed of each rotation element with a straight line. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 2nd Example, and operation | movement of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton diagram explaining the structure of the transmission of 3rd Example of this invention. In the transmission of 3rd Example, it is an alignment chart which can represent the rotational speed of each rotation element with a straight line. It is a skeleton diagram explaining the structure of the transmission of 4th Example of this invention. In the transmission of 4th Example, it is an alignment chart which can represent the rotational speed of each rotation element with a straight line. FIG. 10 is a skeleton diagram illustrating a configuration of a transmission according to a fifth embodiment of the present invention. In the transmission of 5th Example, it is an alignment chart which can represent the rotational speed of each rotation element with a straight line. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 5th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton diagram explaining the structure of the transmission of 6th Example of this invention. In the transmission of 6th Example, it is an alignment chart which can represent the rotational speed of each rotation element with a straight line. It is a skeleton diagram explaining the structure of the transmission of 7th Example of this invention. In the transmission of 7th Example, it is an alignment chart which can represent the rotational speed of each rotation element with a straight line. It is a skeleton figure explaining the structure of the transmission of 8th Example of this invention. In the transmission of 8th Example, it is a collinear diagram which can represent the rotational speed of each rotation element with a straight line. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 8th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton diagram explaining the structure of the transmission of 9th Example of this invention. In the transmission of 9th Example, it is a collinear diagram which can represent the rotational speed of each rotation element with a straight line. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 9th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton diagram explaining the structure of the transmission of 10th Example of this invention. In the transmission of 10th Example, it is an alignment chart which can represent the rotational speed of each rotation element with a straight line. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 10th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton diagram explaining the structure of the transmission of 11th Example of this invention. In the transmission of 11th Example, it is a collinear diagram which can represent the rotational speed of each rotation element with a straight line. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 11th Example, and operation | movement of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton diagram explaining the structure of the transmission of 12th Example of this invention. In the transmission of 12th Example, it is an alignment chart which can represent the rotational speed of each rotation element with a straight line. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 12th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton drawing explaining the structure of the transmission of 13th Example of this invention. In the transmission of 13th Example, it is an alignment chart which can represent the rotational speed of each rotation element with a straight line. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 13th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton drawing explaining the structure of the transmission of 14th Example of this invention. In the transmission of 14th Example, it is an alignment chart which can represent the rotational speed of each rotation element with a straight line. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 14th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton drawing explaining the structure of the transmission of 15th Example of this invention. In the transmission of 15th Example, it is an alignment chart which can represent the rotational speed of each rotation element with a straight line. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 15th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton drawing explaining the structure of the transmission of 16th Example of this invention. In the transmission of 16th Example, it is an alignment chart which can represent the rotational speed of each rotation element with a straight line. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 16th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton drawing explaining the structure of the transmission of 17th Example of this invention. In the transmission of 17th Example, it is an alignment chart which can represent the rotational speed of each rotation element with a straight line. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 17th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. In the transmission of 17th Example, it is the other collinear chart which can represent the rotational speed of each rotation element with a straight line. It is another operation | movement table | surface which shows the relationship between the gear position of the transmission of 17th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton diagram explaining the structure of the transmission of 18th Example of this invention. In the transmission of 18th Example, it is a collinear diagram which can represent the rotational speed of each rotation element with a straight line. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 18th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. In the transmission of 18th Example, it is another alignment chart which can represent the rotational speed of each rotation element with a straight line. It is another operation | movement table | surface which shows the relationship between the gear position of the transmission of 18th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton diagram explaining the structure of the transmission of 19th Example of this invention. In the transmission of 19th Example, it is a collinear chart which can represent the rotational speed of each rotation element with a straight line. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 19th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. In the transmission of 19th Example, it is the other collinear chart which can represent the rotational speed of each rotation element with a straight line. It is another operation | movement table | surface which shows the relationship between the gear stage of the transmission of 19th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. In the transmission of 19th Example, it is the other collinear chart which can represent the rotational speed of each rotation element with a straight line. It is another operation | movement table | surface which shows the relationship between the gear stage of the transmission of 19th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. In the transmission of 19th Example, it is the other collinear chart which can represent the rotational speed of each rotation element with a straight line. It is another operation | movement table | surface which shows the relationship between the gear stage of the transmission of 19th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. In the transmission of 19th Example, it is the other collinear chart which can represent the rotational speed of each rotation element with a straight line. It is another operation | movement table | surface which shows the relationship between the gear stage of the transmission of 19th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton figure explaining the structure of the transmission of 20th Example of this invention. In the transmission of 20th Example, it is a collinear diagram which can represent the rotational speed of each rotation element with a straight line. It is an operation | movement table | surface which shows the relationship between the gear stage of the transmission of 20th Example, and the action | operation of the hydraulic frictional engagement apparatus required in order to establish it. It is a skeleton diagram explaining the structure of the transmission of 21st Example of this invention. It is a collinear chart which can represent the rotational speed of each rotation element in the transmission of 21st Example with a straight line. It is a skeleton figure explaining the structure of the transmission of 22nd Example of this invention. In the transmission of 22nd Example, it is an alignment chart which can represent the rotational speed of each rotation element with a straight line.

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

  The transmission may be one that automatically switches the gear position according to the driving state such as the accelerator operation amount and the vehicle speed, or may be one that switches the gear position according to the driver's switch operation (up / down operation or the like).

  As the clutch element and the brake element, a hydraulic friction engagement device such as a multi-plate type, a single plate type, or a belt type that is frictionally engaged by a hydraulic cylinder is preferably used. An apparatus can also be employed. In order to facilitate the shift control, a one-way clutch can be provided in parallel or in series with the brakes and clutches.

  The first transmission unit and the second transmission unit may be arranged on the same axis, but the first transmission unit is arranged on the first shaft and the second transmission unit is parallel to the first axis. It arrange | positions on an axis | shaft and the 1st axis | shaft and the 2nd axis | shaft may be connected by the counter gear pair.

  As the front gear device, a planetary gear device can be used, but the transmission is provided with two shaft centers parallel to each other, and a pair of shafts respectively disposed on the two shaft centers. A counter gear pair composed of gears can also be used. Further, when a planetary gear device is used as the front gear device, the planetary gear device cannot be switched, that is, the relative rotational speed ratio of the rotating elements constituting the planetary gear device to the input rotating member is always constant. The planetary gear device may be switched by providing an engagement device that selectively connects at least one of the rotating elements constituting the planetary gear device with a predetermined rotating member or a non-rotating member. It may be possible. However, the non-switchable configuration is preferable to the switchable configuration in that the number of engagement devices can be reduced.

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

  The transmission according to the present invention can achieve the 9th to 11th shift speeds by using the shift speed according to any one of the 2nd to 7th inventions, the 14th to 22nd inventions, and the 28th invention. However, the present invention is not necessarily limited to these modes, and any mode may be used as long as a shift is performed using a plurality of forward shift stages in the forward rotation direction.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

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

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

  In the second planetary gear device 20, the second sun gear S2 is connected to the case 12 and is always stopped from rotating, and the second carrier CA2 is connected to the input shaft 16 and driven to rotate. The second ring gear R2 is an output element or an output rotating member, and is always driven to rotate at a constant reduction ratio with respect to the input shaft 16. The second planetary gear device 20 configured in this manner functions as a front gear device in the present embodiment.

  On the other hand, in the first planetary gear unit 18, the first carrier CA 1 is an input element, and the speed increasing clutch C 0 and the second carrier arranged between the first planetary gear unit 18 and the second planetary gear unit 20. The rotation of the input shaft 16 is selectively input at the same speed through the CA 2, and the first sun gear S 1 is a fixed element and is connected to the case 12 and is always stopped from rotating. Then, when the first ring gear R1 is an output element and the speed increasing clutch C0 is engaged, the first planetary gear unit 18 is in a speed increasing state, that is, a speed changing state, and the rotational speed of the input shaft 16 is increased to increase the first speed. It is transmitted from the ring gear R1 to the second transmission unit 30. On the other hand, when the speed increasing clutch C0 is released, the first planetary gear unit 18 is idled.

  The first transmission unit 28 further includes a first clutch C1 functioning as a first clutch element between the first planetary gear device 18 and the second planetary gear device 20, and the second planetary gear device 20 includes: The second ring gear R2, which is an output element, is selectively connected to a later-described third sun gear S3 via the first clutch C1, and the first ring gear R1, which is the output element of the first planetary gear unit 18, is It is connected to the third sun gear S3. Therefore, the third sun gear S3 is the specific rotating element RES in the present embodiment, and the first planetary gear unit 18 functions as a front planetary gear unit.

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

  In the second transmission unit 30, the third carrier CA3 and the fourth sun gear S4 are connected to each other to form the first rotating element RE1, and the third ring gear R3 and the fourth carrier CA4 are connected to each other to form the second The rotation element RE2 is configured, the fourth ring gear R4 configures the third rotation element RE3, and the third sun gear S3 configures the fourth rotation element RE4. As described above, the third sun gear S3, that is, the fourth rotation element RE4 is the specific rotation element RES.

  The second transmission unit 30 includes a second clutch C2 that functions as a second clutch element, a third clutch C3 that functions as a third clutch element, a fourth clutch C4 that functions as a fourth clutch element, and first and second clutch elements. The first and second brakes B1 and B2 functioning as two brake elements are provided. The second clutch C2 and the fourth clutch C4 are arranged on the output shaft 26 side with respect to the fourth planetary gear unit 24, and the third clutch C3 The first brake B1 is disposed closer to the first transmission unit 28 than the third planetary gear device 22, and the second brake B2 is disposed between the third planetary gear device 22 and the fourth planetary gear device 24. . The first to fourth clutches C1 to C4 and the first and second brakes B1 and B2 are all hydraulic friction engagement devices such as a multi-plate type that are frictionally engaged by a hydraulic cylinder.

  The second clutch C2 selectively connects the input shaft 16 and the second rotating element RE2 (R3, CA4), and the third clutch C3 selects the second ring gear R2 and the first rotating element RE1 (CA3, S4). The fourth clutch C4 selectively connects the input shaft 16 and the first rotation element RE1 (CA3, S4). The first brake B1 selectively connects the first rotating element RE1 (CA3, S4) to the case 12 to stop the rotation, and the second brake B2 selectively selects the second rotating element RE2 (R3, CA4). It is connected to the case 12 and stopped rotating. The third rotation element RE3 (R4) is coupled to the output shaft 26.

  The rotation of the input shaft 16 is selectively transmitted to the second transmission unit 30 configured as described above by releasing the engagement of the second clutch C2 or the fourth clutch C4, and releasing the engagement of the first clutch C1 or the third clutch C3. Thus, the rotation of the second ring gear R2 (that is, the output element of the front planetary gear device) is selectively transmitted, and the engagement of the speed increasing clutch C0 releases the rotation of the first ring gear R1 (that is, the output element of the front planetary gear device). Is selectively transmitted.

  FIG. 2 is a collinear chart in which the rotational speeds of the rotating elements of the first transmission unit 28 and the second transmission unit 30 can be represented by straight lines. The lower horizontal line X1 is the rotational speed “0”, The horizontal line X2 is the rotational speed “1.0”, that is, the same rotational speed as the input shaft 16. Each vertical line of the first transmission unit 28 represents the first sun gear S1 and the second sun gear S2, the first carrier CA1, the first ring gear R1, the second ring gear R2, and the second carrier CA2 in order from the left side. The rotational speed of each element of the planetary gear device on the side that functions as the front gear device (that is, the second planetary gear device 20 in the first embodiment) is indicated by the intersection of the straight line L2 and the vertical line. The rotational speed of each element of the planetary gear device (that is, the first planetary gear device 18 in the first embodiment) is the intersection of the straight line L1 and the vertical line when the rotational speed in the accelerated state where the speed increasing clutch C0 is engaged. The rotation speed when the first clutch C1 is engaged is indicated by a straight line L2. Further, the interval between the vertical lines is set to “1” between the sun gear and the carrier, so that the distance between the carrier and the ring gear becomes ρ, and the gears of the first planetary gear unit 18 and the second planetary gear unit 20 are set. It is determined in accordance with the ratio (= the number of teeth of the sun gear / the number of teeth of the ring gear) ρ1, ρ2.

  In addition, the four vertical lines of the second transmission unit 30 indicate the first rotation element RE1 (CA3, S4), the second rotation element RE2 (R3, CA4), the third rotation element RE3 (R4), in order from the left side. The fourth rotation element RE4, that is, the specific rotation element RES (S3) is represented, and the interval between them is determined according to the gear ratio ρ3 of the third planetary gear device 22 and the gear ratio ρ4 of the fourth planetary gear device 24. The rotational speed of the fourth rotating element RE4 is the horizontal line XH (> 1) when the speed increasing clutch C0 is engaged, and the horizontal line XL (<1) when the first clutch C1 is engaged. It becomes. Note that at least one of the speed increasing clutch C0 and the first clutch C1 is always released.

  Next, the gear position of the transmission 10 will be described based on this alignment chart. First, the speed increasing clutch C0 is released and the first planetary gear unit 18 is idled, and the first clutch C1 is engaged to cause the fourth rotating element RE4 to rotate at a reduced speed with respect to the input shaft 16. When the second rotation element RE2 is connected to the second ring gear R2 and the second brake B2 is engaged to stop the rotation of the second rotation element RE2, the third rotation element RE3 connected to the output shaft 26 is “ The first speed stage “1st” with the largest speed ratio (= the rotational speed of the input shaft 16 / the rotational speed of the output shaft 26) is established.

  Further, the first planetary gear unit 18 is idled and the first clutch C1 is engaged, whereby the fourth rotating element RE4 is rotated at a reduced speed with respect to the input shaft 16 to the second ring gear R2. When the first rotation element RE1 is stopped by being coupled and the first brake B1 is engaged, the third rotation element RE3 is rotated at the rotation speed indicated by “2nd”, and the first gear position is set. A second gear stage “2nd” having a smaller gear ratio than “1st” is established.

  Further, when the first planetary gear unit 18 is idled and the first clutch C1 and the third clutch C3 are engaged, both the fourth rotating element RE4 and the first rotating element RE1 are connected to the input shaft 16. When coupled to the second ring gear R2 that has been rotated at a reduced speed, the third rotation element RE3 is rotated at a rotational speed indicated by “3rd”, and the speed ratio is smaller than that of the second gear stage “2nd”. The third shift stage “3rd” is established.

  Further, the first planetary gear unit 18 is idled and the first clutch C1 is engaged, whereby the fourth rotating element RE4 is rotated at a reduced speed with respect to the input shaft 16 to the second ring gear R2. When the first rotation element RE1 is connected to the input shaft 16 by being connected and the fourth clutch C4 is engaged, the third rotation element RE3 is rotated at the rotation speed indicated by “4th”, and the first rotation element RE1 is rotated. A fourth speed “4th” having a smaller speed ratio than the third speed “3rd” is established.

  Further, the first planetary gear unit 18 is idled and the first clutch C1 is engaged, whereby the fourth rotating element RE4 is rotated at a reduced speed with respect to the input shaft 16 to the second ring gear R2. When the second rotation element RE2 is connected to the input shaft 16 by being connected and the second clutch C2 is engaged, the third rotation element RE3 is rotated at the rotation speed indicated by “5th”, and the second rotation element RE3 is rotated. A fifth shift speed “5th” having a lower speed ratio than the fourth shift speed “4th” is established.

  In addition, the first planetary gear unit 18 is idled and the second clutch C2 and the fourth clutch C4 are engaged, so that both the first rotation element RE1 and the second rotation element RE2 are connected to the input shaft 16. When connected, the third rotation element RE3 is rotated at the rotation speed indicated by “6th”, and the sixth shift stage “6th” having a smaller gear ratio than the fifth shift stage “5th” is established.

  Further, the speed increasing clutch C0 is engaged, and the first ring gear R1 and the fourth rotating element RE4 coupled thereto are rotated at an increased speed with respect to the input shaft 16, and the second clutch C2 is engaged. When the second rotation element RE2 is coupled to the input shaft 16, the third rotation element RE3 is rotated at a rotation speed indicated by "7th", and the seventh speed change stage having a lower speed ratio than the sixth speed change "6th". “7th” is established.

  Further, the first planetary gear unit 18 is idled, and the second clutch C2 is engaged, whereby the second rotating element RE2 is connected to the input shaft 16 and the third clutch C3 is engaged. As a result, when the first rotating element RE1 is connected to the second ring gear R2 that is rotated at a reduced speed with respect to the input shaft 16, the third rotating element RE3 is rotated at the rotation speed indicated by "8th" An eighth shift stage “8th” having a smaller speed ratio than the seventh shift stage “7th” is established.

  Further, the first planetary gear unit 18 is idled, and the second clutch C2 is engaged, whereby the second rotating element RE2 is connected to the input shaft 16 and the first brake B1 is engaged. Accordingly, when the first rotation element RE1 is stopped from rotating, the third rotation element RE3 is rotated at the rotation speed indicated by “9th”, and the ninth shift speed is smaller than the eighth shift speed “8th”. “9th” is established.

  Further, the first planetary gear unit 18 is idled and the third clutch C3 is engaged, whereby the first rotating element RE1 is rotated at a reduced speed with respect to the input shaft 16 to the second ring gear R2. When the second rotation element RE2 is stopped by being connected and the second brake B2 is engaged, the third rotation element RE3 is reversely rotated at the rotation speed indicated by “Rev1”, and the first reverse travel is performed. The gear stage “Rev1” is established.

  Further, the first planetary gear unit 18 is idled, and the fourth clutch C4 is engaged, whereby the first rotating element RE1 is connected to the input shaft 16 and the second brake B2 is engaged. When the second rotation element RE2 is stopped by the rotation, the third rotation element RE3 is reversely rotated at the rotation speed indicated by “Rev2”, and the second speed ratio is smaller than that of the first reverse shift stage “Rev1”. The reverse shift stage “Rev2” is established.

  FIG. 3 is an operation table for explaining the engagement elements and the gear ratios at the time when the above-described gears are established. “◯” indicates engagement, and blanks indicate release. By appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 18, the second planetary gear device 20, the third planetary gear device 22, and the fourth planetary gear device 24, the gear ratios of the respective speed stages shown in FIG. Is obtained. In the one shown in FIG. 3, the gear ratio (gear ratio) of the ninth gear stage is 0.652, which is a high gear ratio, and the gear ratios and gear ratio steps of other gear stages (between each gear stage). The ratio of the transmission ratio) is also substantially appropriate, and the total transmission ratio width (= 5.195 / 0.652) is as large as about 7.966, which is an appropriate transmission ratio characteristic as a whole. Further, the gear ratio step between the overdrive shift stages (that is, between the seventh shift stage and the eighth shift stage and between the eighth shift stage and the ninth shift stage) becomes relatively small.

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

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

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

  As described above, in the transmission 10 of the present embodiment described above, the first planetary gear device 18 is rotated at a reduced speed by the second planetary gear device 20 and the first planetary gear device 18 is in a speed-up state in the first transmission unit 28. Are generated, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second transmission unit 30 and further shifted by the second transmission unit 30. A 9-speed shift can be achieved while obtaining a balanced gear ratio, and a high gear ratio can be achieved.

  Further, the transmission 10 of this embodiment has a good balance between the number of clutches C and the number of brakes B, and the positions thereof are relatively dispersed in the axial direction of the transmission 10. In addition, oil passage arrangement to the brake B is also facilitated.

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

  FIG. 5 is a skeleton diagram illustrating the configuration of the transmission 50 according to the second embodiment of the present invention. Similarly to the transmission 10 of the first embodiment, the transmission 50 also includes a first transmission unit 52 and a second transmission unit 54 that are coaxially arranged in that order between the torque converter 14 and the output shaft 26. .

  The first transmission unit 52 is mainly composed of a double pinion type first planetary gear unit 56 and a second planetary gear unit 58, which are arranged in order from the torque converter 14 side. Also in the second embodiment, the second planetary gear device 58 functions as a front gear device, the second sun gear S2 is connected to the input shaft 16 and driven to rotate, and the second carrier CA2 is the first carrier CA1. Since the first carrier CA1 is connected to the case 12, the second carrier CA2 is always stopped from rotating. The second ring gear R2 is an output element, and is always driven to rotate at a constant reduction ratio with respect to the input shaft 16.

  On the other hand, in the first planetary gear device 56, the first ring gear R1 is an input element, and the input shaft 16 is connected via a speed increasing clutch C0 disposed between the first planetary gear device 56 and the torque converter 14. The rotation is selectively input at the same speed, and the first carrier CA1 is a fixed element, and is connected to the case 12 and is always stopped. When the first sun gear S1 is an output element and the speed increasing clutch C0 is engaged, the first planetary gear unit 56 is in a speed increasing state, that is, a speed changing state, and the rotational speed of the input shaft 16 is increased to increase the first speed. It is transmitted from the sun gear S1 to the second transmission 54. On the other hand, when the speed increasing clutch C0 is released, the first planetary gear unit 56 is idling.

  The first transmission unit 52 further includes a first clutch C1 functioning as a first clutch element on the second transmission unit 54 side of the second planetary gear unit 58, and an output element of the second planetary gear unit 58. The second ring gear R2 is selectively coupled to a third sun gear S3 of a third planetary gear device 60, which will be described later, via the first clutch C1, and is also an output element of the first planetary gear device 56. One sun gear S1 is connected to the third sun gear S3. Accordingly, also in the second embodiment, the third sun gear S3 is the specific rotation element RES, and the first planetary gear unit 56 functions as a front planetary gear unit.

  The second transmission 54 is mainly composed of a double pinion type third planetary gear device 60 as a first rear planetary gear device and a single pinion type fourth planetary gear device 62 as a second rear planetary gear device. Similar to the first embodiment, the second clutch C2, the third clutch C3, the fourth clutch C4, and the first and second brake elements function as the second to fourth clutch elements. First and second brakes B1 and B2 are provided. Since the elements of the third planetary gear device 60 and the fourth planetary gear device 62, and the mutual connection and mutual positional relationship of the clutches C2 to C4 and the brakes B1 and B2 are the same as those in the first embodiment, the description will be made. Is omitted.

  FIG. 6 is a collinear diagram that can represent the rotational speed of each rotating element in a straight line in the transmission 50 of the second embodiment. In FIG. 6, the vertical lines of the first transmission unit 52 are, in order from the left side, the first carrier CA1 and the second carrier CA2, the first ring gear R1, the first sun gear S1, the second ring gear R2, and the second sun gear S2. is there. In addition, the four vertical lines of the second transmission unit 54 each represent the same rotating element RE as in the first embodiment.

  6 is compared with the shift speeds shown in the alignment chart of FIG. 2, the shift speeds except for the seventh shift speed “7th” and the eighth shift speed “8th” are the same. This is established by the engagement of the clutch C and the brake B. On the other hand, in the seventh shift stage “7th”, the first planetary gear unit 56 is idled and the second clutch C2 is engaged, whereby the second rotating element RE2 is connected to the input shaft 16 and The third clutch C3 is engaged, so that the first rotation element RE1 is established by being connected to the second ring gear R2 that is rotated at a reduced speed with respect to the input shaft 16, and the eighth shift stage “8th” is established. The speed increasing clutch C0 is engaged to cause the fourth rotating element RE4 to rotate at a higher speed with respect to the input shaft 16, and the second clutch C2 is engaged to cause the second rotating element RE2 to be rotated to the input shaft 16. It is established by being connected to.

  FIG. 7 is an operation table for explaining the engagement elements and the gear ratios when the respective gear positions are established in the second embodiment. By appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 56, the second planetary gear device 58, the third planetary gear device 60, and the fourth planetary gear device 62, the gear ratios of the respective speed stages shown in FIG. Is obtained. The gear ratio (gear ratio) of the ninth gear stage is also 0.648, which is the high gear ratio, and the gear ratio steps and gear ratio steps (gear ratios between the gear stages) are also shown in FIG. The value of the ratio) is also substantially appropriate, and the total speed ratio width (= 5.389 / 0.648) is as large as about 8.311, which is an appropriate speed ratio characteristic as a whole. Further, the gear ratio step between the overdrive shift stages (that is, between the seventh shift stage and the eighth shift stage and between the eighth shift stage and the ninth shift stage) becomes relatively small.

  As described above, also in the second embodiment, in the first transmission unit 52, the second planetary gear device 58 generates a reduced speed rotation, and the first planetary gear device 56 is brought into a speed-up state. Are created, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second transmission unit 54 and further shifted by the second transmission unit 54. A 9-speed shift can be achieved while obtaining a balanced gear ratio, and a high gear ratio can be achieved.

  The transmission 50 of the second embodiment also has a good balance between the number of clutches C and the number of brakes B, and their positions are relatively dispersed in the axial direction of the transmission 50. Oil passage arrangement to C and brake B is also facilitated.

  Next, a third embodiment of the present invention will be described. FIG. 8 is a skeleton diagram illustrating the configuration of the transmission 70 according to the third embodiment of the present invention. The transmission 70 of the third embodiment includes a first transmission unit 72 and a second transmission unit 54 having the same configuration as that of the second embodiment, which are the same as those of the first and second embodiments described above. Further, they are arranged in this order between the torque converter 14 and the output shaft 26.

  The first transmission unit 72 is mainly configured by a double pinion type first planetary gear unit 74 and a second planetary gear unit 76, which are arranged in order from the torque converter 14 side. In the third embodiment, the first planetary gear device 74 functions as a front gear device, the first sun gear S1 is connected to the input shaft 16 and driven to rotate, and the first carrier CA1 is connected to the case 12. The rotation is always stopped. The first ring gear R1 is an output element and is always driven to rotate at a constant reduction ratio with respect to the input shaft 16.

  On the other hand, in the second planetary gear device 76, the second ring gear R2 is an input element, and the input shaft 16 is connected to the input shaft 16 via the speed increasing clutch C0 disposed closer to the second transmission unit 54 than the second planetary gear device 76. The second sun gear S2 is a fixed element and is connected to the case 12 via the first carrier CA1 and is always stopped from rotating. Then, when the second carrier CA2 is an output element and the speed increasing clutch C0 is engaged, the second planetary gear device 76 enters a speed increasing state, that is, a speed changing state, and the rotational speed of the input shaft 16 is increased to increase the second speed. It is transmitted from the carrier CA2 to the second transmission unit 54. On the other hand, when the speed increasing clutch C0 is released, the second planetary gear unit 76 is idled.

  The first transmission unit 72 further includes a first clutch C1 functioning as a first clutch element on the second transmission unit 54 side of the second planetary gear unit 76, and the first planetary gear unit 74 (that is, the front planetary gear unit 74). The first ring gear R1 that is an output element of the gear device is selectively coupled to the third sun gear S3 via the first clutch C1, and the second carrier CA2 that is the output element of the second planetary gear device 76. Is connected to the third sun gear S3. Therefore, in the third embodiment, the third sun gear S3 is the specific rotation element RES, and the second planetary gear device 76 functions as a front planetary gear device.

  FIG. 9 is a collinear diagram that can represent the rotational speed of each rotary element in a straight line in the transmission 70 of the third embodiment. In FIG. 9, each vertical line of the first transmission unit 72 indicates, in order from the left side, the first carrier CA1 and the second sun gear S2, the second ring gear R2, the first ring gear R1 and the second carrier CA2, and the first sun gear S1. Represents. The first transmission portion 72 in FIG. 9 is the same as that in FIG. 6 with the rotation element as a reference. As described above, the second transmission unit 54 is the same as that of the second embodiment. Therefore, the alignment chart is the same as that of the second embodiment based on the rotation element. Further, since the nomographs are the same, the operation table for explaining the engagement elements and the gear ratios when the respective gear positions are established is as shown in FIG. 7 described above. Therefore, the third embodiment can obtain the same effect as the second embodiment.

  Next, a fourth embodiment of the present invention will be described. FIG. 10 is a skeleton diagram illustrating the configuration of the transmission 80 according to the fourth embodiment of the present invention. A transmission 80 according to the fourth embodiment includes a first transmission unit 82 and a second transmission unit 54 having the same configuration as that of the second embodiment, which are similar to those of the above-described embodiment. And the output shaft 26 are arranged in that order.

  The first transmission unit 82 is mainly configured by a double pinion type first planetary gear unit 84 and a second planetary gear unit 86, which are arranged in order from the torque converter 14 side. In the fourth embodiment, the first planetary gear device 84 functions as a front gear device, the first carrier CA1 is connected to the input shaft 16 and driven to rotate, and the first sun gear S1 is the second carrier CA2. Since the second carrier CA2 is connected to the case 12, the first sun gear S1 is always stopped from rotating. The first ring gear R1 is an output element and is always driven to rotate at a constant reduction ratio with respect to the input shaft 16.

  On the other hand, in the second planetary gear device 86, the second ring gear R2 is an input element, and input via a speed increasing clutch C0 disposed between the first planetary gear device 84 and the second planetary gear device 86. The rotation of the shaft 16 is selectively input at the same speed, and the second carrier CA2 is a fixed element, and is connected to the case 12 and is always stopped from rotating. Then, when the second sun gear S2 is an output element and the speed increasing clutch C0 is engaged, the second planetary gear device 86 enters a speed increasing state, that is, a speed changing state, and the rotational speed of the input shaft 16 is increased to increase the second speed. It is transmitted from the sun gear S2 to the second transmission 54. On the other hand, when the speed increasing clutch C0 is released, the second planetary gear device 86 is idled.

  The first transmission unit 82 further includes a first clutch C1 that functions as a first clutch element on the second transmission unit 54 side of the second planetary gear unit 86, and the first planetary gear unit 84 (ie, the front planetary gear unit 84). The first ring gear R1 that is an output element of the gear device is selectively coupled to the third sun gear S3 via the first clutch C1, and the second sun gear S2 that is the output element of the second planetary gear device 86. Is connected to the third sun gear S3. Accordingly, in the fourth embodiment, the third sun gear S3 is the specific rotation element RES, and the second planetary gear device 86 functions as a front planetary gear device.

  FIG. 11 is a collinear chart that can represent the rotational speed of each rotating element in a straight line in the transmission 80 of the fourth embodiment. In FIG. 11, each vertical line of the first transmission unit 82 indicates the first sun gear S1, the second carrier CA2, the second ring gear R2, the first ring gear R1, the second sun gear S2, and the first carrier CA1 in order from the left side. Represents. The first transmission portion 82 in FIG. 11 is the same as that in FIG. 6 with reference to the rotating element. As described above, the second transmission unit 54 is the same as that of the second embodiment. Therefore, the alignment chart is the same as that of the second embodiment based on the rotation element. Further, since the nomographs are the same, the operation table for explaining the engagement elements and the gear ratios when the respective gear positions are established is as shown in FIG. 7 described above. Therefore, the fourth embodiment can obtain the same effect as the second embodiment.

  Next, a fifth embodiment of the present invention will be described. FIG. 12 is a skeleton diagram illustrating the configuration of the transmission 90 according to the fifth embodiment of the present invention. The transmission 90 also includes a first transmission unit 92 and a second transmission unit 94 coaxially in that order between the torque converter 14 and the output shaft 26, as in the above-described embodiment.

  The first transmission unit 92 is mainly composed of a double pinion type first planetary gear unit 96 and a second planetary gear unit 98, which are arranged in order from the torque converter 14 side. In the fifth embodiment, the second planetary gear device 98 functions as a front gear device, the second sun gear S2 is connected to the input shaft 16 and driven to rotate, and the second carrier CA2 is driven by the first carrier CA1. Since the first carrier CA1 is connected to the case 12, the second carrier CA2 is constantly stopped from rotating. The second ring gear R2 is an output element, and is always driven to rotate at a constant reduction ratio with respect to the input shaft 16.

  On the other hand, in the first planetary gear device 96, the first ring gear R1 is an input element, and the input shaft 16 is connected via a speed increasing clutch C0 disposed between the first planetary gear device 96 and the torque converter 14. The rotation is selectively input at the same speed, and the first carrier CA1 is a fixed element, and is connected to the case 12 and is always stopped. When the first sun gear S1 is an output element and the speed increasing clutch C0 is engaged, the first planetary gear device 96 enters the speed increasing state, that is, the speed changing state, and the rotational speed of the input shaft 16 is increased to increase the first speed. It is transmitted from the sun gear S1 to the second transmission unit 94. On the other hand, when the speed increasing clutch C0 is released, the first planetary gear device 96 is idled.

  The first transmission unit 92 further includes a first clutch C1 functioning as a first clutch element on the second transmission unit 94 side of the second planetary gear unit 98, and an output element of the second planetary gear unit 98. The second ring gear R2 is selectively coupled to a third sun gear S3 of a third planetary gear device 100, which will be described later, via the first clutch C1, and is also an output element of the first planetary gear device 96. One sun gear S1 is connected to the third sun gear S3. Therefore, also in the fifth embodiment, the third sun gear S3 is the specific rotation element RES, and the first planetary gear device 96 functions as a front planetary gear device.

  The second transmission unit 94 is mainly composed of a double pinion type third planetary gear unit 100 as a first rear planetary gear unit and a single pinion type fourth planetary gear unit 102 as a second rear planetary gear unit. Similar to the first embodiment, the second clutch C2, the third clutch C3, the fourth clutch C4, and the first and second brake elements function as the second to fourth clutch elements. First and second brakes B1 and B2 are provided. The elements of the third planetary gear device 100 and the fourth planetary gear device 102, the clutches C2 to C4, the brakes B1 and B2, and the mutual connection and mutual positional relationship are the same as in the first embodiment. Is omitted.

  FIG. 13 is a collinear diagram in which the rotational speed of each rotary element in the transmission 90 of the fifth embodiment can be represented by a straight line. In FIG. 13, each vertical line of the first transmission unit 92 and the second transmission unit 94 represents the same rotation element RE as in the collinear diagram (FIG. 6) of the second embodiment. However, the intervals between the vertical lines are different from those in FIG.

  13 is compared with the shift speeds shown in the alignment chart of FIG. 6, the shift speeds except for the eighth shift speed “8th” and the ninth shift speed “9th” are the same. This is established by the engagement of the clutch C and the brake B. On the other hand, in the eighth gear stage “8th”, the first planetary gear device 96 is idled, and the second clutch C2 is engaged, whereby the second rotating element RE2 is connected to the input shaft 16, and The first rotation element RE1 is stopped by the engagement of the first brake B1, and the ninth shift stage “9th” is engaged by the speed increasing clutch C0 and the fourth rotation element. This is established by causing RE4 to rotate at an increased speed relative to the input shaft 16 and engaging the second clutch C2 to connect the second rotating element RE2 to the input shaft 16.

  FIG. 14 is an operation table for explaining the engagement elements and the gear ratios when the respective gear positions are established in the fifth embodiment. The gear ratios of the gears shown in FIG. 14 are determined by appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 96, the second planetary gear device 98, the third planetary gear device 100, and the fourth planetary gear device 102. Is obtained. In the example shown in FIG. 14 as well, the gear ratio (transmission ratio) of the ninth gear stage is 0.611, which is a high gear ratio, and the gear ratios and gear ratio steps of other gear stages (shifts between the respective gear stages). The ratio ratio) is also substantially appropriate, and the total transmission ratio width (= 4.709 / 0.611) is as large as about 7.709, which is an appropriate transmission ratio characteristic as a whole. Further, the gear ratio step between the overdrive shift stages (that is, between the seventh shift stage and the eighth shift stage and between the eighth shift stage and the ninth shift stage) becomes relatively small.

  As described above, also in the fifth embodiment, in the first transmission unit 92, the second planetary gear unit 98 generates a reduced speed rotation, and the first planetary gear unit 96 is brought into a speed increasing state. Are generated, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second transmission unit 94 and further shifted by the second transmission unit 94, A 9-speed shift can be achieved while obtaining a balanced gear ratio, and a high gear ratio can be achieved.

  The transmission 90 of the fifth embodiment also has a good balance between the number of clutches C and the number of brakes B, and their positions are relatively dispersed in the axial direction of the transmission 90. Oil passage arrangement to C and brake B is also facilitated.

  Next, a sixth embodiment of the present invention will be described. FIG. 15 is a skeleton diagram illustrating the configuration of the transmission 110 according to the sixth embodiment of the present invention. The transmission 110 of the sixth embodiment includes a first transmission unit 112 and a second transmission unit 94 having the same configuration as that of the fifth example. They are arranged in that order between the converter 14 and the output shaft 26.

  The first transmission unit 112 is mainly composed of a double pinion type first planetary gear unit 114 and a second planetary gear unit 116, and also functions as a speed increasing clutch C0 and a first clutch element. A clutch C1 is provided. The first and second planetary gear devices 114 and 116, and the clutches C0 and C1 are connected to each other in the same manner as in the third embodiment. Therefore, in the sixth embodiment, the first planetary gear device 114 functions as a front gear device, and the second planetary gear device 116 functions as a front planetary gear device.

  FIG. 16 is a collinear diagram in which the rotational speed of each rotary element in the transmission 110 of the sixth embodiment can be represented by a straight line. In FIG. 16, the vertical lines of the first transmission unit 112 indicate the first carrier CA1 and the second sun gear S2, the second ring gear R2, the first ring gear R1 and the second carrier CA2, and the first sun gear S1 in order from the left side. Represents. The first transmission section 112 in FIG. 16 is the same as FIG. 13 which is a collinear diagram of the fifth embodiment, with the rotation element as a reference. Further, as described above, the second transmission unit 94 is the same as that of the fifth embodiment. Accordingly, the alignment chart is the same as that of the fifth embodiment based on the rotation element. Further, since the nomographs are the same, the operation table for explaining the engagement elements and the gear ratios when the respective gears are established is as shown in FIG. Therefore, the sixth embodiment can obtain the same effect as the fifth embodiment.

  Next, a seventh embodiment of the present invention will be described. FIG. 17 is a skeleton diagram illustrating the configuration of the transmission 120 according to the seventh embodiment of the present invention. The transmission 120 of the seventh embodiment includes a first transmission unit 122 and a second transmission unit 94 having the same configuration as that of the fifth example, and these are similar to the above-described fifth example. They are arranged in that order between the converter 14 and the output shaft 26.

  The first transmission unit 122 is mainly composed of a double pinion type first planetary gear unit 124 and a second planetary gear unit 126, and also functions as a speed increasing clutch C0 and a first clutch element. A clutch C1 is provided. The first and second planetary gear units 124 and 126, and the clutches C0 and C1 are connected to each other in the same manner as in the fourth embodiment. Accordingly, in the seventh embodiment, the first planetary gear device 124 functions as a front gear device, and the second planetary gear device 126 functions as a front planetary gear device.

  FIG. 18 is a collinear diagram in which the rotational speed of each rotary element in the transmission 120 of the seventh embodiment can be represented by a straight line. In FIG. 18, each vertical line of the first transmission unit 122 indicates the first sun gear S1, the second carrier CA2, the second ring gear R2, the first ring gear R1, the second sun gear S2, and the first carrier CA1 in order from the left side. Represents. The first transmission portion 122 in FIG. 18 is the same as FIG. 13 which is a collinear diagram of the fifth embodiment with reference to the rotating element. Further, as described above, the second transmission unit 94 is the same as that of the fifth embodiment. Accordingly, the alignment chart is the same as that of the fifth embodiment based on the rotation element. Further, since the nomographs are the same, the operation table for explaining the engagement elements and the gear ratios when the respective gears are established is as shown in FIG. Therefore, the seventh embodiment can obtain the same effect as the fifth embodiment.

  Next, an eighth embodiment of the present invention will be described. FIG. 19 is a skeleton diagram illustrating the configuration of the transmission 130 according to the eighth embodiment of the present invention. The transmission 130 also includes a first transmission portion 132 and a second transmission portion 134 coaxially in that order between the torque converter 14 and the output shaft 26, as in the above-described embodiment.

  The first transmission unit 132 is mainly composed of a double pinion type first planetary gear device 136 and a single pinion type second planetary gear device 138, which are arranged in order from the torque converter 14 side. In the eighth embodiment, the first planetary gear device 136 functions as a front gear device, the first sun gear S1 is connected to the input shaft 16 and driven to rotate, and the first carrier CA1 is connected to the case 12. The rotation is always stopped. The first ring gear R1 is an output element and is always driven to rotate at a constant reduction ratio with respect to the input shaft 16.

  On the other hand, in the second planetary gear device 138, the second ring gear R2 is an input element, and the input shaft 16 is connected to the input shaft 16 via a reduction clutch C0 disposed on the second transmission unit 134 side of the second planetary gear device 138. The rotation is selectively input at the same speed, and the second sun gear S2 is a fixed element, and is connected to the case 12 via the first carrier CA1 and is always stopped. When the second carrier CA2 is an output element and the reduction clutch C0 is engaged, the first planetary gear device 136 is in a decelerating state, that is, a speed change state, and the rotational speed of the input shaft 16 is the same as that of the first planetary gear device 136. The gears are decelerated at different reduction ratios and transmitted from the second carrier CA2 to the second transmission unit 134. On the other hand, when the speed reduction clutch C0 is released, the second planetary gear unit 138 is in an idle state.

  The first transmission unit 132 further includes a first clutch C1 functioning as a first clutch element between the first planetary gear device 136 and the second planetary gear device 138. The first ring gear R1, which is an output element, is selectively connected to a third sun gear S3 of a third planetary gear device 140, which will be described later, via the first clutch C1, and is an output element of the second planetary gear device 138. A certain second carrier CA2 is connected to the third sun gear S3. Therefore, also in the eighth embodiment, the third sun gear S3 is the specific rotation element RES, and the second planetary gear device 138 functions as a front planetary gear device.

  The second transmission 134 is mainly composed of a double pinion type third planetary gear unit 140 as a first rear planetary gear unit and a single pinion type fourth planetary gear unit 142 as a second rear planetary gear unit. It is configured. The third carrier CA3 and the fourth sun gear S4 are connected to each other to form a first rotating element RE1, and the third ring gear R3 and the fourth carrier CA4 are connected to each other to form a second rotating element RE2. The fourth ring gear R4 constitutes the third rotating element RE3, and the third sun gear S3 constitutes the fourth rotating element RE4. As described above, the third sun gear S3, that is, the fourth rotation element RE4 is the specific rotation element RES.

  Further, the second transmission unit 134 includes a second clutch C2, a third clutch C3, a fourth clutch C4 that function as second to fourth clutch elements, and a first and second clutch element that function as first and second brake elements. Two brakes B1 and B2 are provided. The positional relationship between the clutches C2 to C4 and the brakes B1 and B2 with respect to the third planetary gear device 140 and the fourth planetary gear device 142, and the connection relationship with respect to the clutches C2 to C4 and the brakes B1 and B2 rotation elements RE are as described above. Since this is the same as the first embodiment, the description thereof is omitted.

  FIG. 20 is a collinear chart that can represent the rotational speed of each rotary element in a straight line in the transmission 130 of the eighth embodiment. In FIG. 20, each vertical line of the first transmission unit 132 indicates, in order from the left side, the first carrier CA1 and the second sun gear S2, the first ring gear R1 and the second carrier CA2, the second ring gear R2, and the first sun gear S1. The rotational speed of each element of the planetary gear device functioning as the front gear device (that is, the first planetary gear device 136 in the eighth embodiment) is indicated by the intersection of the straight line L2 and the vertical line, The rotational speed of each element of the front planetary gear device (that is, the second planetary gear device 138 in the eighth embodiment) is the intersection of the straight line L1 and the vertical line when the rotational speed in the reduced state with the reduction clutch C0 engaged. The rotation speed when the first clutch C1 is engaged is indicated by a straight line L2.

  Further, the four vertical lines of the second transmission unit 134 indicate the first rotation element RE1 (CA3, S4), the second rotation element RE2 (R3, CA4), the third rotation element RE3 (R4), in order from the left side. 4th rotation element RE4, ie, specific rotation element RES (S3), is represented. The rotational speed of the fourth rotating element RE4 is the horizontal line XL1 (<1) when the deceleration clutch C0 is engaged, and the horizontal line XL2 (<XL1) when the first clutch C1 is engaged. Become. Note that at least one of the deceleration clutch C0 and the first clutch C1 is always released.

  Next, the gear position of the transmission 130 will be described based on this alignment chart. First, the speed reduction clutch C0 is released to put the second planetary gear device 138 in the idling state, and the first clutch C1 is engaged, so that the fourth rotation element RE4 is the second speed reduction speed indicated by the horizontal line XL2. When the second rotation element RE2 is stopped by being connected to the first ring gear R1 that has been decelerated and rotated by the second brake B2, the third rotation connected to the output shaft 26 is performed. The element RE3 rotates at the rotation speed indicated by “1st”, and the first gear stage “1st” with the largest gear ratio is established.

  Further, the second planetary gear device 138 is idled and the first clutch C1 is engaged so that the fourth rotating element RE4 is rotated at a reduced speed at the second reduction rotational speed indicated by the horizontal line XL2. When the first rotation element RE1 is stopped by being connected to the first ring gear R1 and the first brake B1 is engaged, the third rotation element RE3 is rotated at the rotation speed indicated by “2nd”. Thus, the second shift stage “2nd” having a smaller speed ratio than the first shift stage “1st” is established.

  Further, the second planetary gear device 138 is idled and the first clutch C1 and the third clutch C3 are engaged, whereby the fourth rotating element RE4 and the first rotating element RE1 are both indicated by a horizontal line XL2. 3rd rotating element RE3 is rotated at the rotational speed indicated by “3rd” and is connected to the second gear stage “2nd”. A third shift stage “3rd” with a small gear ratio is established.

  Further, the second planetary gear device 138 is idled and the first clutch C1 is engaged so that the fourth rotating element RE4 is rotated at a reduced speed at the second reduction rotational speed indicated by the horizontal line XL2. When the first rotating element RE1 is connected to the input shaft 16 by being connected to the first ring gear R1 and the fourth clutch C4 being engaged, the third rotating element RE3 is rotated at a rotational speed indicated by “4th”. The fourth speed “4th”, which is smaller than the third speed “3rd” and is smaller than the third speed, is established.

  Further, the second planetary gear device 138 is idled and the first clutch C1 is engaged so that the fourth rotating element RE4 is rotated at a reduced speed at the second reduction rotational speed indicated by the horizontal line XL2. When the second rotating element RE2 is connected to the input shaft 16 by being connected to the first ring gear R1 and the second clutch C2 being engaged, the third rotating element RE3 is at a rotation speed indicated by “5th”. The fifth shift stage “5th”, which is rotated and has a smaller speed ratio than the fourth shift stage “4th”, is established.

  In addition, the speed reduction clutch C0 is engaged, and the second carrier CA2 and the fourth rotation element RE4 connected thereto are decelerated and rotated at the first speed reduction speed indicated by the horizontal line XL1, and the second clutch C2 is engaged. When the second rotation element RE2 is coupled to the input shaft 16, the third rotation element RE3 is rotated at the rotation speed indicated by “6th”, and the speed ratio is smaller than that of the fifth gear stage “5th”. Six shift stages “6th” are established.

  In addition, the second planetary gear device 138 is idled and the second clutch C2 and the fourth clutch C4 are engaged, whereby the second rotating element RE2 and the first rotating element RE1 are connected to the input shaft 16. Then, the third rotation element RE3 is rotated at the rotation speed indicated by “7th”, and the seventh shift stage “7th” having a smaller gear ratio than the sixth shift stage “6th” is established.

  In addition, the second planetary gear device 138 is idled, and the second clutch C2 is engaged, whereby the second rotating element RE2 is connected to the input shaft 16 and the third clutch C3 is engaged. As a result, when the first rotation element RE1 is decelerated and rotated at the second reduction rotation speed indicated by the horizontal line XL2, the third rotation element RE3 is rotated at the rotation speed indicated by "8th", and the seventh shift stage "7th The eighth gear position “8th” having a smaller gear ratio than “is established.

  In addition, the second planetary gear device 138 is idled, and the second clutch C2 is engaged, whereby the second rotating element RE2 is connected to the input shaft 16 and the first brake B1 is engaged. Accordingly, when the first rotation element RE1 is stopped from rotating, the third rotation element RE3 is rotated at the rotation speed indicated by “9th”, and the ninth shift speed is smaller than the eighth shift speed “8th”. “9th” is established.

  Further, the second planetary gear device 138 is idled and the third clutch C3 is engaged, whereby the first rotating element RE1 is decelerated and rotated at the second reduction rotational speed indicated by the horizontal line XL2, and When the second rotation element RE2 is stopped due to the engagement of the second brake B2, the third rotation element RE3 is reversely rotated at the rotation speed indicated by “Rev1”, and the first reverse shift speed “Rev1” Is established.

  Further, the second planetary gear device 138 is idled, and the fourth clutch C4 is engaged, whereby the first rotating element RE1 is connected to the input shaft 16 and the second brake B2 is engaged. When the second rotation element RE2 is stopped by the rotation, the third rotation element RE3 is reversely rotated at the rotation speed indicated by “Rev2”, and the second speed ratio is smaller than that of the first reverse shift stage “Rev1”. The reverse shift stage “Rev2” is established.

  FIG. 21 is an operation table for explaining the engagement elements and the gear ratios when the gears are established. By appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 136, the second planetary gear device 138, the third planetary gear device 140, and the fourth planetary gear device 142, the gear ratios of the respective speed stages shown in FIG. Is obtained. In the one shown in FIG. 21, the gear ratio (gear ratio) of the ninth gear stage is 0.654, which is a high gear ratio, and the gear ratios and gear ratio steps of other gear stages (between each gear stage). The ratio of the transmission ratio) is also substantially appropriate, and the total transmission ratio width (= 4.771 / 0.654) is as large as about 7.299, so that the transmission ratio characteristics are appropriate as a whole.

  As described above, also in the eighth embodiment, the first transmission gear unit 132 is decelerated and rotated by the first planetary gear unit 136 and the second planetary gear unit 138 is decelerated. Different rotational speeds are created, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second transmission unit 134 and further shifted by the second transmission unit 134, thereby achieving balance. A 9-speed shift can be achieved while obtaining a clear gear ratio, and a high gear ratio can be achieved.

  The transmission 130 of the eighth embodiment also has a good balance between the number of clutches C and the number of brakes B, and their positions are relatively dispersed in the axial direction of the transmission 130. Oil passage arrangement to C and brake B is also facilitated.

  Next, a ninth embodiment of the present invention will be described. FIG. 22 is a skeleton diagram illustrating the configuration of the transmission 150 according to the ninth embodiment of the present invention. The transmission 150 also includes a first transmission unit 152 and a second transmission unit 154 coaxially in that order between the torque converter 14 and the output shaft 26, as in the above-described embodiment.

  The first transmission unit 152 is mainly configured by a double pinion type first planetary gear unit 156 and a single pinion type second planetary gear unit 158, and further includes a speed reduction clutch C0 and a first clutch C1. . The second transmission unit 154 is mainly composed of a double pinion type third planetary gear device 160 and a single pinion type fourth planetary gear device 162, and further includes second to fourth clutches C2 to C4, And first and second brakes B1 and B2.

  The transmission 150 is the same as that of the above-described eighth embodiment as a skeleton diagram. Accordingly, the first planetary gear device 156 functions as a front gear device, the second planetary gear device 158 functions as a front planetary gear device, and the first clutch C1 functions as a first clutch element. The third planetary gear device 160 and the fourth planetary gear device 162 are the first and second rear planetary gear devices, respectively, the third sun gear S3 is the specific rotation element RES, and the second to fourth clutches C2 to C2 are used. C4 is the second to fourth clutch elements, and the first and second brakes B1 and B2 are the first and second brake elements.

  FIG. 23 is a collinear diagram that can represent the rotational speeds of the rotary elements with straight lines in the transmission 150 according to the ninth embodiment. In FIG. 23, each vertical line of the first transmission unit 152 and the second transmission unit 154 represents the same rotation element RE as the collinear diagram (FIG. 20) of the eighth embodiment. 23 is compared with the shift speeds shown in the alignment chart of FIG. 20, the shift speeds other than the second to fifth shift speeds are the same for the same clutch C and brake B. Established by engagement.

  On the other hand, in the second gear stage “2nd”, the speed reduction clutch C0 is engaged, and the second carrier CA2 and the fourth rotation element RE4 connected thereto are decelerated and rotated at the first speed reduction speed indicated by the horizontal line XL1. At the same time, the second brake B2 is engaged and the second rotation element RE2 is stopped.

  Further, in the third speed “3rd”, the speed reduction clutch C0 is engaged, and the second carrier CA2 and the fourth rotation element RE4 coupled thereto are decelerated and rotated at the first speed reduction speed indicated by the horizontal line XL1. At the same time, the first rotation element RE1 is stopped when the first brake B1 is engaged.

  In the fourth speed “4th”, the speed reduction clutch C0 is engaged, and the second carrier CA2 and the fourth rotation element RE4 connected thereto are decelerated and rotated at the first speed reduction speed indicated by the horizontal line XL1. At the same time, the third clutch C3 is engaged and the first rotating element RE1 is rotated at a second rotational speed indicated by the horizontal line XL2 at a reduced speed.

  Further, in the fifth shift stage “5th”, the speed reduction clutch C0 is engaged, and the second carrier CA2 and the fourth rotation element RE4 coupled thereto are decelerated and rotated at the first speed reduction speed indicated by the horizontal line XL1. At the same time, the fourth clutch C4 is engaged and the first rotating element RE1 is connected to the input shaft 16, and this is established.

  FIG. 24 is an operation table for explaining the engagement elements and the gear ratios when the respective gear positions are established in the ninth embodiment. The gear ratios of the gears shown in FIG. 24 are determined by appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 156, the second planetary gear device 158, the third planetary gear device 160, and the fourth planetary gear device 162. Is obtained. 24, the gear ratio (gear ratio) of the ninth gear stage is 0.685, which is a high gear ratio, and the gear ratios and gear ratio steps of other gear stages (gear shifts between the gear stages). The ratio ratio ratio is also substantially appropriate, and the total transmission ratio width (= 4.797 / 0.685) is as large as about 7.264, which is an appropriate transmission ratio characteristic as a whole.

  As described above, also in the ninth embodiment, in the first transmission unit 152, the first planetary gear device 156 generates a reduced speed rotation, and the second planetary gear device 158 is brought into a reduced speed state. Different rotational speeds are created, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second transmission unit 154 and further shifted by the second transmission unit 154, so that the balance is achieved. A 9-speed shift can be achieved while obtaining a clear gear ratio, and a high gear ratio can be achieved.

  The transmission 150 of the ninth embodiment also has a good balance between the number of clutches C and the number of brakes B, and their positions are relatively dispersed in the axial direction of the transmission 150. Oil passage arrangement to C and brake B is also facilitated.

  Next, a tenth embodiment of the present invention will be described. FIG. 25 is a skeleton diagram illustrating the configuration of the transmission 170 according to the tenth embodiment of the present invention. The transmission 170 also includes a first transmission 172 and a second transmission 174 coaxially in that order between the torque converter 14 and the output shaft 26, as in the above-described embodiment.

  The first transmission unit 172 is mainly configured by a single pinion type first planetary gear unit 176 and a double pinion type second planetary gear unit 178, which are arranged in order from the torque converter 14 side. In the tenth embodiment, the second planetary gear device 178 functions as a front gear device, the second carrier CA2 is connected to the input shaft 16 and driven to rotate, and the second sun gear S2 is connected to the case 12. The rotation is always stopped. The second ring gear R2 is an output element, and is always driven to rotate at a constant reduction ratio with respect to the input shaft 16.

  On the other hand, in the first planetary gear device 176, the first sun gear S1 is an input element, and the rotation of the input shaft 16 is selectively input at the same speed via the second carrier CA2, and the first ring gear R1 is It is a fixed element and is selectively connected to the case 12 via the deceleration brake B0. When the first carrier CA1 is an output element and the deceleration brake B0 is engaged, the first planetary gear unit 176 enters a decelerating state, that is, a gear shifting state, and the rotational speed of the input shaft 16 is decelerated, so that the first carrier CA1 It is transmitted to the second transmission unit 174. On the other hand, when the deceleration brake B0 is released, the first planetary gear unit 176 is in an idle state.

  The first transmission unit 172 further includes a third clutch C3 functioning as a first clutch element on the second transmission unit 174 side of the second planetary gear unit 178, and an output element of the second planetary gear unit 178. The second ring gear R2 is selectively connected to a first rotating element RE1 of a second transmission unit 174, which will be described later, via the third clutch C3, and is an output element of the first planetary gear unit 176. One carrier CA1 is connected to the first rotating element RE1. Accordingly, in the tenth embodiment, the first rotation element RE1 is the specific rotation element RES, and the first planetary gear device 176 functions as a front planetary gear device.

  The second transmission unit 174 is mainly composed of a double pinion type third planetary gear unit 180 as a first rear planetary gear unit and a single pinion type fourth planetary gear unit 182 as a second rear planetary gear unit. Similarly to the above-described embodiment, the third carrier CA3 and the fourth sun gear S4 are connected to each other to form the first rotating element RE1, and the third ring gear R3 and the fourth carrier CA4 are connected to each other. Thus, the second rotating element RE2 is configured, the third ring element R3 is configured by the fourth ring gear R4, and the fourth rotating element RE4 is configured by the third sun gear S3. As described above, in the tenth embodiment, the first rotation element RE1 is the specific rotation element RES.

  The second transmission unit 174 includes a second clutch C2 that functions as a second clutch element, a first clutch C1 that functions as a third clutch element, a fourth clutch C4 that functions as a fourth clutch element, The first and second brakes B1 and B2 functioning as second brake elements are provided, and the first clutch C1 is disposed closer to the first transmission unit 172 than the third planetary gear device 180, while the second and second brakes are disposed. The four clutches C2 and C4 are disposed closer to the output shaft 26 than the fourth planetary gear unit 182.

  The first clutch C1 selectively connects the fourth rotating element RE4 and the second ring gear R2, the second clutch C2 selectively connects the input shaft 16 and the second rotating element RE2, and the fourth clutch C4 The input shaft 16 and the first rotation element RE1 are selectively connected. Further, the first brake B1 selectively connects the first rotating element RE1 to the case 12 to stop the rotation, and the second brake B2 selectively connects the second rotating element RE2 to the case 12 to stop the rotation. Let The third rotation element RE3 is connected to the output shaft 26.

  FIG. 26 is a collinear diagram in which the rotation speed of each rotation element in the transmission 170 of the tenth embodiment can be represented by a straight line. In FIG. 26, the vertical lines of the first transmission unit 172 are, in order from the left side, the second sun gear S2, the first ring gear R1, the first carrier CA1 and the second ring gear R2, the first sun gear S1 and the second carrier CA2. The rotational speed of each element of the planetary gear device functioning as the front gear device (that is, the second planetary gear device 178 in the tenth embodiment) is indicated by the intersection of the straight line L2 and the vertical line. The rotational speed of each element of the planetary gear device (that is, the first planetary gear device 176 in the tenth embodiment) is indicated by the intersection of the straight line L1 and the vertical line in the deceleration state where the deceleration brake B0 is engaged. The rotation speed when the third clutch C3 is engaged is indicated by a straight line L2.

  The four vertical lines of the second transmission unit 174 indicate the first rotation element RE1, that is, the specific rotation element RES (CA3, S4), the second rotation element RE2 (R3, CA4), and the third rotation element in order from the left side. RE3 (R4) and the fourth rotation element RE4 (S3) are shown. The rotation speed of the first rotation element RE1 is the horizontal line XL2 (<1) when the deceleration brake B0 is engaged, and the horizontal line XL1 (> XL2) when the third clutch C3 is engaged. Become. Note that at least one of the deceleration brake B0 and the third clutch C3 is always released.

  Next, the gear position of the transmission 170 will be described based on this alignment chart. 26 is compared with the shift speeds shown in the collinear chart of FIG. 20, the forward shift speeds except for the sixth to eighth shift speeds are the same in clutch C and brake B. It is established by the engagement.

  On the other hand, in the sixth shift stage “6th”, the first planetary gear unit 176 is idled, and the second clutch C2 and the fourth clutch C4 are engaged so that the second rotation element RE2 and the first rotation element are engaged. It is established when both RE1 are connected to the input shaft 16.

  Further, in the seventh shift stage “7th”, the first planetary gear device 176 is idled and the second clutch C2 is engaged, whereby the second rotating element RE2 is connected to the input shaft 16, and This is established by engaging the third clutch C3 and connecting the first rotating element RE1 to the second ring gear R2 and rotating it at the first reduction rotational speed indicated by the horizontal line XL1.

  Further, in the eighth shift stage “8th”, when the deceleration brake B0 is engaged, the first carrier CA1 and the first rotation element RE1 coupled thereto are rotated at the second deceleration rotational speed indicated by the horizontal line XL2. At the same time, the second rotation element RE2 is connected to the input shaft 16 by engaging the second clutch C2.

  In the tenth embodiment, three reverse shift speeds are possible, and the first reverse shift speed “Rev1” having the largest speed ratio is applied to the first carrier CA1 and the first carrier CA1 by the reduction brake B0 being engaged. This is established when the connected first rotating element RE1 is rotated at the second reduction rotational speed indicated by the horizontal line XL2 and the second rotating element RE2 is stopped by being engaged by the second brake B2. . Further, the second reverse shift speed “Rev2” and the third reverse shift speed “Rev3” are established by the same engagement patterns as the first reverse shift speed and the second reverse shift speed of the eighth embodiment, respectively.

  FIG. 27 is an operation table for explaining the engagement elements and the gear ratios when the gears are established in the tenth embodiment. The gear ratios of the gears shown in FIG. 27 are determined by appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 176, the second planetary gear device 178, the third planetary gear device 180, and the fourth planetary gear device 182. Is obtained. The gear ratio (gear ratio) of the ninth gear stage is also 0.630, which is the high gear ratio, and the gear ratio steps and gear ratio steps (gear ratios between the gear stages) are also shown in FIG. The value of the ratio) is also substantially appropriate, and the total speed ratio width (= 4.457 / 0.630) is as large as about 7.079, which is an appropriate speed ratio characteristic as a whole. Further, the gear ratio step between the overdrive shift stages (that is, between the seventh shift stage and the eighth shift stage and between the eighth shift stage and the ninth shift stage) becomes relatively small.

  As described above, also in the tenth embodiment, in the first transmission unit 172, the second planetary gear device 178 generates a reduced speed rotation, and the first planetary gear device 176 is brought into a speed increasing state. Are created, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second transmission unit 174, and further shifted by the second transmission unit 174. A 9-speed shift can be achieved while obtaining a balanced gear ratio, and a high gear ratio can be achieved.

  The transmission 170 of the tenth embodiment also has a good balance between the number of clutches C and the number of brakes B, and their positions are relatively dispersed in the axial direction of the transmission 170. Oil passage arrangement to C and brake B is also facilitated.

  Next, an eleventh embodiment of the present invention will be described. FIG. 28 is a skeleton diagram illustrating the configuration of the transmission 190 according to the eleventh embodiment of the present invention. The transmission 190 also includes a first transmission portion 192 and a second transmission portion 194 coaxially in that order between the torque converter 14 and the output shaft 26, as in the above-described embodiment.

  The first transmission unit 192 is mainly configured by a single pinion type first planetary gear unit 196 and a double pinion type second planetary gear unit 198, and further includes a deceleration brake B0 and a third clutch C3. . The second transmission unit 194 is mainly composed of a double-pinion type third planetary gear device 200 and a single-pinion type fourth planetary gear device 202, and further includes first, second, and fourth clutches C1. , C2, C4, and first and second brakes B1, B2.

  The transmission 190 is the same as the tenth embodiment described above as a skeleton diagram. Accordingly, the first planetary gear device 196 functions as a front planetary gear device, and the second planetary gear device 198 functions as a front gear device. The third planetary gear device 200 and the fourth planetary gear device 202 are the first and second rear planetary gear devices, respectively, the first rotating element RE1 (CA3, S4) is the specific rotating element RES, and the third The clutch C3 is a first clutch element, the second clutch C2, the first clutch C1, and the fourth clutch C4 are first, second, and fourth clutch elements, respectively, and the first and second brakes B1 and B2 are first. 1 and 2nd brake elements.

  FIG. 29 is a collinear diagram in which the rotational speed of each rotary element in the transmission 190 of the eleventh embodiment can be represented by a straight line. In FIG. 29, each vertical line of the first transmission unit 192 and the second transmission unit 194 represents the same rotation element RE as the collinear diagram (FIG. 26) of the tenth embodiment. 29 is compared with the shift speeds shown in the alignment chart of FIG. 26, the first, second and ninth shift speeds and the first to third reverse speeds are the same in the clutch C. It is established by the engagement of the brake B.

  On the other hand, in the third shift stage “3rd”, the deceleration brake B0 is engaged, and the first carrier CA1 and the first rotation element RE1 coupled thereto are rotated at the second deceleration rotation speed indicated by the horizontal line XL2. When the first clutch C1 is engaged, the fourth rotation element RE4 is connected to the second ring gear R2 and is rotated at the first reduction rotational speed indicated by the horizontal line XL1.

  In the fourth gear stage “4th”, the first planetary gear unit 196 is idled and the first clutch C1 and the third clutch C3 are engaged, so that the fourth rotation element RE4 and the first rotation are performed. This is established when both elements RE1 are rotated at the first reduction rotational speed indicated by the horizontal line XL1.

  In the fifth shift stage “5th”, the first planetary gear unit 196 is idled and the first clutch C1 is engaged, whereby the fourth rotation element RE4 is indicated by the horizontal line XL1. It is established when the first rotation element RE1 is connected to the input shaft 16 by being rotated at the rotation speed and engaging the fourth clutch C4.

  In the sixth shift stage “6th”, the first planetary gear unit 196 is idled and the first clutch C1 is engaged, so that the fourth rotation element RE4 is indicated by the horizontal line XL1. The second rotation element RE2 is established by being connected to the input shaft 16 by being rotated at a rotational speed and by engaging the second clutch C2.

  In the seventh shift stage “7th”, the first planetary gear unit 196 is idled, and the second clutch C2 and the fourth clutch C4 are engaged, so that the second rotation element RE2 and the first rotation are performed. It is established when both elements RE1 are connected to the input shaft 16.

  In the eighth shift stage “8th”, the first planetary gear unit 196 is idled and the second clutch C2 is engaged to connect the second rotating element RE2 to the input shaft 16. This is established by engaging the third clutch C3 and rotating the first rotating element RE1 at the first reduction rotational speed indicated by the horizontal line XL1.

  FIG. 30 is an operation table illustrating the engagement elements and the gear ratios when the respective gear positions are established in the eleventh embodiment. By appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 196, the second planetary gear device 198, the third planetary gear device 200, and the fourth planetary gear device 202, the gear ratios of the respective speed stages shown in FIG. Is obtained. In the example shown in FIG. 30 as well, the gear ratio (transmission ratio) of the ninth gear stage is 0.625, which is a high gear ratio, and the gear ratios and gear ratio steps of other gear stages (shifts between the respective gear stages). The ratio ratio) is also substantially appropriate, and the total transmission ratio width (= 4.996 / 0.625) is as large as about 7.993, which is an appropriate transmission ratio characteristic as a whole.

  As described above, also in the eleventh embodiment, the first planetary gear device 196 is decelerated and rotated by the second planetary gear device 198 in the first transmission unit 192, and the first planetary gear device 196 is decelerated. Different rotational speeds are created, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second speed changer 194 and further shifted by the second speed changer 194. A 9-speed shift can be achieved while obtaining a clear gear ratio, and a high gear ratio can be achieved.

  The transmission 190 of the eleventh embodiment also has a good balance between the number of clutches C and the number of brakes B, and their positions are relatively dispersed in the axial direction of the transmission 190. Oil passage arrangement to C and brake B is also facilitated.

  Next, a twelfth embodiment of the present invention will be described. FIG. 31 is a skeleton diagram illustrating the configuration of the transmission 191 of the twelfth embodiment of the present invention. The transmission 191 also includes a first transmission portion 193 and a second transmission portion 195 coaxially in that order between the torque converter 14 and the output shaft 26 as in the above-described embodiment.

  The first transmission unit 193 is mainly configured by a single pinion type first planetary gear unit 197 and a double pinion type second planetary gear unit 199, and further includes a deceleration brake B0 and a third clutch C3. . The second transmission unit 195 is mainly configured by a double pinion type third planetary gear unit 201 and a single pinion type fourth planetary gear unit 203, and further, the first, second, and fourth clutches C1. , C2, C4, and first and second brakes B1, B2.

  The transmission 191 is the same as the eleventh embodiment described above as a skeleton diagram. Accordingly, the first planetary gear device 197 functions as a front planetary gear device, and the second planetary gear device 199 functions as a front gear device. Further, the third planetary gear device 201 and the fourth planetary gear device 203 are the first and second rear planetary gear devices, respectively, the first rotating element RE1 (CA3, S4) is the specific rotating element RES, and the third The clutch C3 is a first clutch element, the second clutch C2, the first clutch C1, and the fourth clutch C4 are second, third, and fourth clutch elements, respectively, and the first and second brakes B1 and B2 are first. 1 and 2nd brake elements.

  FIG. 32 is a collinear diagram that can represent the rotational speed of each rotary element as a straight line in the transmission 191 of the twelfth embodiment. In FIG. 32, each vertical line of the first transmission unit 193 and the second transmission unit 195 represents the same rotation element RE as the collinear diagram (FIG. 29) of the eleventh embodiment. 32 is compared with the shift speeds shown in the collinear chart of FIG. 29, the first to eighth shift speeds and the first to third reverse speed speeds are the same in the clutch C, This is established by the engagement of the brake B.

  On the other hand, in the ninth shift stage “9th”, the deceleration brake B0 is engaged, and the first carrier CA1 and the first rotation element RE1 coupled thereto are rotated at the second deceleration rotational speed indicated by the horizontal line XL2. The second rotation element RE2 is connected to the input shaft 16 by engaging the second clutch C2.

  Further, in the tenth gear stage “10th”, the first planetary gear device 197 is idled and the second clutch C2 is engaged, whereby the second rotating element RE2 is connected to the input shaft 16 and This is established by stopping the rotation of the first rotating element RE1 by engaging one brake B1.

  FIG. 33 is an operation table for explaining the engagement elements and the gear ratios when the respective gear positions are established in the twelfth embodiment. The gear ratios of the gears shown in FIG. 33 are determined by appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 197, the second planetary gear device 199, the third planetary gear device 201, and the fourth planetary gear device 203. Is obtained. 33, the gear ratio (transmission ratio) of the tenth gear stage is 0.630, which is a high gear ratio, and the gear ratios and gear ratio steps of other gear stages (shifts between the respective gear stages). The ratio ratio) is also substantially appropriate, and the total speed ratio width (= 4.767 / 0.630) is as large as about 7.571, which is an appropriate speed ratio characteristic as a whole.

  As described above, even in the twelfth embodiment, the first planetary gear device 197 is decelerated and rotated by the second planetary gear device 199 and the first planetary gear device 197 is decelerated in the first transmission unit 193. Different rotational speeds are created, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second transmission unit 195 and further shifted by the second transmission unit 195, so that the balance is achieved. A 10-speed shift can be achieved while obtaining a clear gear ratio, and a high gear ratio can be achieved.

  The transmission 191 of the twelfth embodiment also has a good balance between the number of clutches C and the number of brakes B, and their positions are relatively dispersed in the axial direction of the transmission 191. Oil passage arrangement to C and brake B is also facilitated.

  Next, a thirteenth embodiment of the present invention will be described. FIG. 34 is a skeleton diagram illustrating the configuration of the transmission 205 according to the thirteenth embodiment of the present invention. The transmission 205 also includes a first transmission unit 207 and a second transmission unit 209 coaxially in that order between the torque converter 14 and the output shaft 26, as in the above-described embodiment.

  The first transmission unit 207 is mainly configured by a single pinion type first planetary gear unit 211 and a double pinion type second planetary gear unit 213, which are arranged in order from the torque converter 14 side. In the thirteenth embodiment, the second planetary gear device 213 functions as a front gear device, the second carrier CA2 is connected to the input shaft 16 and driven to rotate, and the second sun gear S2 is connected to the case 12. The rotation is always stopped. The second ring gear R2 is an output element, and is always driven to rotate at a constant reduction ratio with respect to the input shaft 16.

  On the other hand, in the first planetary gear device 211, the first ring gear R1 is an input element, and the rotation of the input shaft 16 is selectively input at the same speed through the second carrier CA2, and the first sun gear S1 is fixed. This is an element and is selectively connected to the case 12 via the deceleration brake B0. When the first carrier CA1 is an output element and the deceleration brake B0 is engaged, the first planetary gear device 211 is in a decelerating state, that is, a gear shifting state, and the rotational speed of the input shaft 16 is decelerated, and from the first carrier CA1. It is transmitted to the second transmission unit 209. On the other hand, when the deceleration brake B0 is released, the first planetary gear unit 211 is in an idle state.

  The first transmission unit 207 further includes a third clutch C3 functioning as a first clutch element on the second transmission unit 209 side of the second planetary gear unit 213, and an output element of the second planetary gear unit 213. The second ring gear R2 is selectively connected to a first rotation element RE1 of a second transmission unit 209, which will be described later, via the third clutch C3, and is an output element of the first planetary gear unit 211. One carrier CA1 is connected to the first rotating element RE1. Accordingly, in the thirteenth embodiment, the first rotation element RE1 is the specific rotation element RES, and the first planetary gear device 211 functions as a front planetary gear device.

  The second transmission unit 209 is mainly composed of a double pinion type third planetary gear device 215 as a first rear planetary gear device and a single pinion type fourth planetary gear device 217 as a second rear planetary gear device. Similarly to the above-described embodiment, the third carrier CA3 and the fourth sun gear S4 are connected to each other to form the first rotating element RE1, and the third ring gear R3 and the fourth carrier CA4 are connected to each other. Thus, the second rotating element RE2 is configured, the third ring element R3 is configured by the fourth ring gear R4, and the fourth rotating element RE4 is configured by the third sun gear S3. As described above, in the thirteenth embodiment, the first rotation element RE1 is the specific rotation element RES.

  The second transmission unit 209 includes a second clutch C2 that functions as a second clutch element, a first clutch C1 that functions as a third clutch element, a fourth clutch C4 that functions as a fourth clutch element, The first and second brakes B1 and B2 functioning as the second brake element are provided, and the first clutch C1 is disposed closer to the first transmission unit 207 than the third planetary gear unit 215, while the second and second brakes are arranged. The four clutches C2 and C4 are disposed closer to the output shaft 26 than the fourth planetary gear unit 217.

  The first clutch C1 selectively connects the fourth rotating element RE4 and the second ring gear R2, the second clutch C2 selectively connects the input shaft 16 and the second rotating element RE2, and the fourth clutch C4 The input shaft 16 and the first rotation element RE1 are selectively connected. The first brake B1 selectively connects the first rotating element RE1 to the case 12 and stops rotating, and the second brake B2 selectively connects the second rotating element RE2 to the case 12 and stops rotating. The third rotation element RE3 is connected to the output shaft 26.

  FIG. 35 is a collinear diagram that can represent the rotational speed of each rotary element as a straight line in the transmission 205 of the thirteenth embodiment. In FIG. 35, the vertical lines of the first transmission unit 207 are, in order from the left side, the first sun gear S1, the second sun gear S2, the first carrier CA1, the second ring gear R2, the first ring gear R1, and the second carrier CA2. Yes, the rotational speed of each element of the planetary gear device functioning as the front gear device (that is, the second planetary gear device 213 in the thirteenth embodiment) is indicated by the intersection of the straight line L2 and the vertical line. The rotation speed of each element of the planetary gear device (that is, the first planetary gear device 211 in the thirteenth embodiment) is indicated by the intersection of the straight line L1 and the vertical line in the deceleration state where the deceleration brake B0 is engaged. The rotation speed when the third clutch C3 is engaged is indicated by a straight line L2.

  The four vertical lines of the second transmission unit 209 indicate the first rotation element RE1, that is, the specific rotation element RES (CA3, S4), the second rotation element RE2 (R3, CA4), and the third rotation element in order from the left side. RE3 (R4) and the fourth rotation element RE4 (S3) are shown. The rotation speed of the first rotation element RE1 is the horizontal line XL1 (<1) when the deceleration brake B0 is engaged, and the horizontal line XL2 (<XL1) when the third clutch C3 is engaged. Become. Note that at least one of the deceleration brake B0 and the third clutch C3 is always released.

  Next, the gear position of the transmission 205 will be described based on this alignment chart. 35 are compared with the shift speeds shown in the alignment chart of FIG. 32, the third shift speed, the fourth shift speed, the eighth shift speed, the ninth shift speed, and the first shift speed are shown. The shift speeds other than the reverse gear stage and the second reverse gear stage are established by the engagement of the same clutch C and brake B.

  On the other hand, in the third gear stage “3th”, the first planetary gear device 211 is idled and the fourth clutch RE is connected to the second ring gear R2 by engaging the first clutch C1. The first rotation element RE1 is connected to the second ring gear R2 by being rotated at the second reduction rotation speed indicated by the horizontal line XL2 and the third clutch C3 is engaged, and the second reduction rotation rotation indicated by the horizontal line XL2. It is established by being rotated at a speed.

  Further, in the fourth shift stage “4th”, when the deceleration brake B0 is engaged, the first carrier CA1 and the first rotation element RE1 coupled thereto are rotated at the first deceleration rotation speed indicated by the horizontal line XL1. At the same time, when the first clutch C1 is engaged, the fourth rotation element RE4 is connected to the second ring gear R2 and is rotated at the second reduction rotational speed indicated by the horizontal line XL2.

  In the eighth shift stage “8th”, when the deceleration brake B0 is engaged, the first carrier CA1 and the first rotation element RE1 coupled thereto are rotated at the first deceleration rotation speed indicated by the horizontal line XL1. In addition, the second rotation element RE2 is connected to the input shaft 16 by engaging the second clutch C2.

  In the ninth gear stage “9th”, the first planetary gear device 211 is idled and the second clutch C2 is engaged to connect the second rotating element RE2 to the input shaft 16. The first rotation element RE1 is connected to the second ring gear R2 by being engaged with the third clutch C3, and is rotated at the second reduction rotational speed indicated by the horizontal line XL2.

  In the first reverse shift speed “Rev1”, the third clutch C3 is engaged, whereby the first rotation element RE1 is rotated at the second reduction rotational speed indicated by the horizontal line XL2, and the second brake B2 is operated. This is established when the second rotation element RE2 is stopped by being engaged.

  Further, in the second reverse shift stage “Rev2”, when the deceleration brake B0 is engaged, the first carrier CA1 and the first rotation element RE1 coupled thereto are rotated at the first deceleration rotational speed indicated by the horizontal line XL1. And the second rotation element RE2 is stopped by the engagement of the second brake B2.

  FIG. 36 is an operation table for explaining the engagement elements and the gear ratios when the respective gear positions are established in the thirteenth embodiment. The gear ratios of the respective speed stages shown in FIG. 36 are determined by appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 211, the second planetary gear device 213, the third planetary gear device 215, and the fourth planetary gear device 217. Is obtained. The gear ratio (gear ratio) of the tenth gear stage is also 0.658, which is the high gear ratio, and the gear ratio steps and gear ratio steps (gear ratios between the gear stages) are also shown in FIG. The value of the ratio) is also substantially appropriate, and the total speed ratio width (= 5.123 / 0.658) is as large as about 7.787, which is an appropriate speed ratio characteristic as a whole. Further, the gear ratio step between the overdrive shift stages (that is, between the eighth shift stage and the ninth shift stage and between the ninth shift stage and the tenth shift stage) becomes relatively small.

  As described above, also in the thirteenth embodiment, in the first transmission unit 207, the second planetary gear device 213 generates a reduced speed rotation, and the first planetary gear device 211 is set in a decelerated state. Different rotational speeds are created, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second transmission unit 209 and further shifted by the second transmission unit 209, thereby achieving a balance. A 10-speed shift can be achieved while obtaining a clear gear ratio, and a high gear ratio can be achieved.

  The transmission 205 of the thirteenth embodiment also has a good balance between the number of clutches C and the number of brakes B, and their positions are relatively dispersed in the axial direction of the transmission 205. Oil passage arrangement to C and brake B is also facilitated.

  Next, a fourteenth embodiment of the present invention will be described. FIG. 37 is a skeleton diagram illustrating the configuration of the transmission 210 according to the fourteenth embodiment of the present invention. The transmission 210 also includes a first transmission unit 212 and a second transmission unit 214 coaxially in that order between the torque converter 14 and the output shaft 26, as in the above-described embodiment.

  The first transmission unit 212 is mainly configured by a double pinion type first planetary gear device 216 and a single pinion type second planetary gear device 218, which are arranged in order from the torque converter 14 side. Further, the first transmission unit 212 includes a reduction clutch C0 on the second transmission unit 214 side of the second planetary gear device 218, and a third gear between the first planetary gear device 216 and the second planetary gear device 218. A clutch C3 is provided. When this first speed change part 212 is compared with the first speed change part 132 of the eighth embodiment, only the first clutch C1 is replaced by the third clutch C3, and the other parts have the same configuration. . Accordingly, the first planetary gear device 216 functions as a front gear device, the second planetary gear device 218 functions as a front planetary gear device, and the third clutch C3 functions as a first clutch element.

  The second transmission 214 is mainly composed of a double pinion type third planetary gear device 220 as a first rear planetary gear device and a single pinion type fourth planetary gear device 222 as a second rear planetary gear device. Similarly to the above-described embodiment, the third carrier CA3 and the fourth sun gear S4 are connected to each other to form the first rotating element RE1, and the third ring gear R3 and the fourth carrier CA4 are connected to each other. Thus, the second rotating element RE2 is configured, the third ring element R3 is configured by the fourth ring gear R4, and the fourth rotating element RE4 is configured by the third sun gear S3. In the twelfth embodiment, the first rotating element RE1 is a specific rotating element RES, and the first rotating element RE1 is connected to a second carrier CA2 that is an output element of the second planetary gear device 218. The third rotation element RE3 (R4) is coupled to the output shaft 26.

  Further, the second transmission unit 214 includes a first clutch C1 that functions as a third clutch element on the first transmission unit 212 side relative to the third planetary gear unit 220, and is on the output shaft 26 side relative to the fourth planetary gear unit 222. The second and fourth clutches C2 and C4 function as second and fourth clutch elements. Furthermore, the first and second brakes B1 and B2 functioning as the first and second brake elements are provided. The connection relationship of the second and fourth clutches C2 and C4 and the first and second brakes B1 and B2 to the rotating element RE is the same as that in the eighth embodiment. The first clutch C1 selectively connects the fourth rotating element RE4 (S3) and the first ring gear R1.

  FIG. 38 is a collinear diagram that can represent the rotational speeds of the rotary elements with straight lines in the transmission 210 of the fourteenth embodiment. In FIG. 38, each vertical line of the first transmission unit 212 and the second transmission unit 214 represents the same rotation element RE as in the alignment chart (FIG. 20) of the eighth embodiment. 32 is compared with the gears shown in the collinear diagram of FIG. 20, the gears other than the fourth to sixth gears are the same for the same clutch C and brake B. Established by engagement.

  On the other hand, in the fourth shift stage “4th”, the speed reduction clutch C0 is engaged, and the second carrier CA2 and the first rotation element RE1 connected thereto are decelerated and rotated at the first speed reduction speed indicated by the horizontal line XL1. At the same time, the first clutch C1 is engaged and the fourth rotating element RE4 is connected to the first ring gear R1 rotated at the second reduction rotational speed indicated by the horizontal line XL2.

  Further, in the fifth shift stage “5th”, the second planetary gear device 218 is idled, the first clutch C1 is engaged, and the fourth rotation element RE4 is the second reduced speed rotation indicated by the horizontal line XL2. It is established by being connected to the first ring gear R1 rotated at a speed and engaging the fourth clutch C4 to connect the first rotating element RE1 to the input shaft 16.

  In the sixth shift stage “6th”, the second planetary gear device 218 is idled, the first clutch C1 is engaged, and the fourth rotation element RE4 is the second reduced speed rotation indicated by the horizontal line XL2. It is established by being connected to the first ring gear R1 rotated at a speed and engaging the second clutch C2 to connect the second rotating element RE2 to the input shaft 16.

  FIG. 39 is an operation table for explaining the engagement elements and the gear ratios when the gears are established in the fourteenth embodiment. The gear ratios of the gears shown in FIG. 39 are determined by appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 216, the second planetary gear device 218, the third planetary gear device 220, and the fourth planetary gear device 222. Is obtained. 39, the gear ratio (gear ratio) of the ninth gear stage is 0.658, which is a high gear ratio, and the gear ratios and gear ratio steps of other gear stages (gear shifts between the gear stages). The ratio ratio) is also substantially appropriate, and the total transmission ratio width (= 5.780 / 0.658) is as large as about 8.786, which is an appropriate transmission ratio characteristic as a whole.

  As described above, also in the fourteenth embodiment, the first planetary gear device 216 generates a reduced speed rotation in the first transmission unit 212, and the second planetary gear device 218 is set in a decelerated state. Different rotational speeds are created, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second speed changer 214 and further shifted by the second speed changer 214 to achieve balance. A 9-speed shift can be achieved while obtaining a clear gear ratio, and a high gear ratio can be achieved.

  The transmission 210 of the fourteenth embodiment also has a good balance between the number of clutches C and the number of brakes B, and their positions are relatively dispersed in the axial direction of the transmission 210. Oil passage arrangement to C and brake B is also facilitated.

  Next, a fifteenth embodiment of the present invention is described. FIG. 40 is a skeleton diagram illustrating the configuration of the transmission 219 according to the fifteenth embodiment of the present invention. The transmission 219 also includes a first transmission unit 221 and a second transmission unit 223 coaxially in that order between the torque converter 14 and the output shaft 26 as in the above-described embodiment.

  The first transmission unit 221 is mainly configured by a double pinion type first planetary gear device 225 and a single pinion type second planetary gear device 227, and further includes a speed reduction clutch C0 and a third clutch C3. . The second transmission unit 223 is mainly configured by a double-pinion type third planetary gear device 229 and a single-pinion type fourth planetary gear device 231. Furthermore, the first, second, and fourth clutches C1. , C2, C4, and first and second brakes B1, B2.

  The transmission 219 is the same as that of the fourteenth embodiment described above. Therefore, the first planetary gear device 225 functions as a front gear device, and the second planetary gear device 227 functions as a front planetary gear device. Further, the third planetary gear device 229 and the fourth planetary gear device 231 are the first and second rear planetary gear devices, respectively, the first rotation element RE1 (CA3, S4) is the specific rotation element RES, and the third The clutch C3 is a first clutch element, the second clutch C2, the first clutch C1, and the fourth clutch C4 are second, third, and fourth clutch elements, respectively, and the first and second brakes B1 and B2 are first. 1 and 2nd brake elements.

  FIG. 41 is a collinear diagram that can represent the rotational speed of each rotary element as a straight line in the transmission 219 of the fifteenth embodiment. In FIG. 41, each vertical line of the first transmission unit 221 and the second transmission unit 223 represents the same rotation element RE as the collinear diagram (FIG. 38) of the fourteenth embodiment. 41 is compared with the shift speeds shown in the collinear chart of FIG. 38, the shifts excluding the eighth to the tenth shift speeds, the second reverse gear speed, and the third reverse gear speed. The stage is established by the engagement of the same clutch C and brake B.

  On the other hand, in the eighth shift stage “8th”, the speed reduction clutch C0 is engaged, and the second carrier CA2 and the first rotation element RE1 connected thereto are rotated at the first speed reduction speed indicated by the horizontal line XL1. The second rotation element RE2 is connected to the input shaft 16 by engaging the second clutch C2.

  In the ninth shift stage “9th”, the second planetary gear unit 227 is idled, the second clutch C2 is engaged, the second rotating element RE2 is connected to the input shaft 16, and the third This is established when the clutch C3 is engaged and the first rotation element is rotated at the second reduced rotation speed indicated by the horizontal line XL2.

  In the 10th gear stage “10th”, the second planetary gear unit 227 is idled and the second clutch C2 is engaged to connect the second rotating element RE2 to the input shaft 16 and This is established by stopping the rotation of the first rotating element RE1 by engaging one brake B1.

  Further, the second reverse shift speed “Rev2” causes the second carrier CA2 and the first rotation element RE1 connected thereto to rotate at the first reduction rotational speed indicated by the horizontal line XL1 by engaging the reduction clutch C0. And the second rotation element RE2 is stopped by the engagement of the second brake B2.

  Further, the third reverse shift speed “Rev3” is the second rotation speed when the fourth clutch C4 is engaged and the first rotation element RE1 is connected to the input shaft 16 and the second brake B2 is engaged. This is established when the rotation of the element RE2 is stopped.

  FIG. 42 is an operation table for explaining the engagement elements and the gear ratios when the respective gear positions are established in the fifteenth embodiment. The gear ratios of the gears shown in FIG. 42 are determined by appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 225, the second planetary gear device 227, the third planetary gear device 229, and the fourth planetary gear device 231. Is obtained. Also in the example shown in FIG. 42, the gear ratio (transmission ratio) of the tenth gear stage is 0.658, which is a high gear ratio. The ratio ratio) is also substantially appropriate, and the total speed ratio width (= 4.738 / 0.658) is as large as about 7.202, which is an appropriate speed ratio characteristic as a whole.

  As described above, also in the fifteenth embodiment, the first planetary gear device 225 causes the first planetary gear device 225 to make a reduced speed rotation and the second planetary gear device 227 is brought into a decelerated state. Different rotational speeds are created, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second speed changer 223 and further shifted by the second speed changer 223, thereby achieving a balance. A 10-speed shift can be achieved while obtaining a clear gear ratio, and a high gear ratio can be achieved.

  Further, the transmission 219 of the fifteenth embodiment also has a good balance between the number of clutches C and the number of brakes B, and their positions are relatively dispersed in the axial direction of the transmission 219. Oil passage arrangement to C and brake B is also facilitated.

  Next, a sixteenth embodiment of the present invention will be described. FIG. 43 is a skeleton diagram illustrating the configuration of the transmission 230 according to the sixteenth embodiment of the present invention. The transmission 230 also includes a first transmission unit 232 and a second transmission unit 234 coaxially in that order between the torque converter 14 and the output shaft 26, as in the above-described embodiment.

  The first transmission unit 232 is mainly configured by a double pinion type first planetary gear device 236 and a single pinion type second planetary gear device 238, and further includes a speed reduction clutch C0 and a third clutch C3. . The second transmission unit 234 is mainly composed of a double pinion type third planetary gear device 240 and a single pinion type fourth planetary gear device 242. Further, the first, second, and fourth clutches C1. , C2, C4, and first and second brakes B1, B2.

  The transmission 230 is the same as the above-described fourteenth embodiment as a skeleton diagram. Accordingly, the first planetary gear device 236 functions as a front gear device, and the second planetary gear device 238 functions as a front planetary gear device. Further, the third planetary gear device 240 and the fourth planetary gear device 242 are the first and second rear planetary gear devices, respectively, the first rotation element RE1 (CA3, S4) is the specific rotation element RES, and the third The clutch C3 is a first clutch element, the second clutch C2, the first clutch C1, and the fourth clutch C4 are second, third, and fourth clutch elements, respectively, and the first and second brakes B1 and B2 are first. 1 and 2nd brake elements.

  FIG. 44 is a collinear diagram in which the rotational speed of each rotary element in the transmission 230 of the 116th embodiment can be represented by a straight line. In FIG. 44, each vertical line of the first transmission unit 232 and the second transmission unit 234 represents the same rotation element RE as in the collinear diagram (FIG. 38) of the fourteenth embodiment. 38 is compared with the shift speeds shown in the alignment chart of FIG. 44, the shift speeds except for the fourth to seventh shift speeds are engaged with the same clutch C and brake B. It is established by.

  On the other hand, in the fourth gear stage “4th”, the first planetary gear device 236 is idled, the first clutch C1 is engaged, and the fourth rotation element RE4 is the second reduced speed rotation indicated by the horizontal line XL2. It is established by being connected to the first ring gear R1 rotated at a speed and engaging the fourth clutch C4 to connect the first rotating element RE1 to the input shaft 16.

  In the fifth shift stage “5th”, the first planetary gear device 236 is idled, the first clutch C1 is engaged, and the fourth rotation element RE4 is the second reduced speed rotation indicated by the horizontal line XL2. It is established by being connected to the first ring gear R1 rotated at a speed and engaging the second clutch C2 to connect the second rotating element RE2 to the input shaft 16.

  In the sixth shift stage “6th”, the first planetary gear device 236 is idled and the second clutch C2 and the fourth clutch C4 are engaged, so that the second rotation element RE2 and the first rotation are performed. It is established when both elements RE1 are connected to the input shaft 16.

  In the seventh shift stage “7th”, the speed reduction clutch C0 is engaged, and the second carrier CA2 and the first rotation element RE1 coupled thereto are rotated at the first speed reduction speed indicated by the horizontal line XL1. The second rotation element RE2 is connected to the input shaft 16 by engaging the second clutch C2.

  FIG. 45 is an operation table for explaining the engagement elements and the gear ratios when the respective gear positions are established in the sixteenth embodiment. The gear ratios of the gears shown in FIG. 36 are determined by appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 236, the second planetary gear device 238, the third planetary gear device 240, and the fourth planetary gear device 242. Is obtained. 36, the gear ratio (transmission ratio) of the ninth gear stage is 0.658, which is a high gear ratio, and the gear ratios and gear ratio steps of other gear stages (shifts between the respective gear stages). The ratio ratio) is also substantially appropriate, and the total speed ratio width (= 4.816 / 0.658) is as large as about 7.321, which is an appropriate speed ratio characteristic as a whole.

  As described above, also in the sixteenth embodiment, the first planetary gear device 236 generates a reduced speed rotation in the first transmission unit 232 and the second planetary gear device 238 is brought into a decelerated state. Different rotational speeds are created, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second speed changer 234 and further shifted by the second speed changer 234, so that the balance is achieved. A 9-speed shift can be achieved while obtaining a clear gear ratio, and a high gear ratio can be achieved.

  The transmission 230 of the sixteenth embodiment also has a good balance between the number of clutches C and the number of brakes B, and their positions are relatively dispersed in the axial direction of the transmission 230. Oil passage arrangement to C and brake B is also facilitated.

  Next, a seventeenth embodiment of the present invention will be described. FIG. 46 is a skeleton diagram illustrating the configuration of the transmission 250 according to the seventeenth embodiment of the present invention. The transmission 250 also includes a first transmission unit 252 and a second transmission unit 254 coaxially in that order between the torque converter 14 and the output shaft 26.

  The first transmission unit 252 is mainly configured by a single pinion type first planetary gear unit 256 and a double pinion type second planetary gear unit 258, which are sequentially arranged from the torque converter 14 side. In the seventeenth embodiment, the second planetary gear device 258 functions as a front gear device, the second carrier CA2 is connected to the input shaft 16 and driven to rotate, and the second sun gear S2 is connected to the case 12. The rotation is always stopped. The second ring gear R2 is an output element, and is always rotated at a constant reduction ratio with respect to the input shaft 16.

  On the other hand, in the first planetary gear unit 256, the first sun gear S1 connected to the second carrier CA2 is an input element, and the rotation of the input shaft 16 is selected at the same speed via the second carrier CA2. The first carrier CA1 is a fixed element and is selectively connected to the case 12 via the reverse brake B0. When the first ring gear R1 is an output element and the reverse brake B0 is engaged, the first planetary gear unit 256 is in a reverse rotation state in which the first ring gear R1 that is the output element is reversely rotated with respect to the input shaft 16. That is, the speed change state is established, and the rotation of the input shaft 16 is reversed and transmitted from the first ring gear R1 to the second speed change portion 254. On the other hand, when the reverse brake B0 is released, the first planetary gear unit 256 is idled.

  The first transmission unit 252 further includes a reduction clutch C0 that functions as a first clutch element on the second transmission unit 254 side of the second planetary gear unit 258, and is an output element of the second planetary gear unit 258. The second ring gear R2 that is decelerated and rotated with respect to the input shaft 16 is selectively connected to a first rotating element RE1 of a second transmission unit 254, which will be described later, via the decelerating clutch C0. The first ring gear R1, which is an output element of the one planetary gear device 256, is connected to the first rotating element RE1. Accordingly, in the seventeenth embodiment, the first rotation element RE1 is the specific rotation element RES, and the first planetary gear device 256 functions as a front planetary gear device.

  The second transmission unit 254 is mainly composed of a double pinion type third planetary gear unit 260 as a first rear planetary gear unit and a single pinion type fourth planetary gear unit 262 as a second rear planetary gear unit. It is configured. The third carrier CA3 and the fourth sun gear S4 are connected to each other to form a first rotating element RE1, and the third ring gear R3 and the fourth carrier CA4 are connected to each other to form a second rotating element RE2. The fourth ring gear R4 constitutes the third rotating element RE3, and the third sun gear S3 constitutes the fourth rotating element RE4. As described above, in the present embodiment, the first rotation element RE1 is the specific rotation element RES.

  The second transmission unit 254 includes a second clutch C2 that functions as a second clutch element, a first clutch C1 that functions as a third clutch element, a fourth clutch C4 that functions as a fourth clutch element, and first, first, and second clutch elements. The first and second brakes B1 and B2 functioning as two brake elements are provided, and the second clutch C2 and the fourth clutch C4 are disposed closer to the output shaft 26 than the fourth planetary gear unit 262, and the first clutch C1 The first brake B1 is disposed closer to the first transmission unit 252 than the third planetary gear device 260, and the second brake B2 is disposed between the third planetary gear device 260 and the fourth planetary gear device 262. .

  The second clutch C2 selectively connects the input shaft 16 and the second rotating element RE2 (R3, CA4), and the first clutch C1 selectively connects the second ring gear R2 and the fourth rotating element RE4 (S3). The fourth clutch C4 selectively connects the input shaft 16 and the first rotation element RE1 (CA3, S4). The first brake B1 selectively connects the first rotating element RE1 (CA3, S4) to the case 12 to stop the rotation, and the second brake B2 selectively selects the second rotating element RE2 (R3, CA4). It is connected to the case 12 and stopped rotating. The third rotation element RE3 (R4) is coupled to the output shaft 26.

  FIG. 47 is a collinear diagram in which the rotational speed of each rotary element in the transmission 250 of the seventeenth embodiment can be represented by a straight line. In FIG. 47, each vertical line of the first transmission unit 252 indicates the second sun gear S2, the first ring gear R1, the second ring gear R2, the first carrier CA1, the first sun gear S1, and the second carrier CA2 in order from the left side. The rotational speed of each element of the planetary gear device that functions as the front gear device (that is, the second planetary gear device 258 in the seventeenth embodiment) is indicated by the intersection of the straight line L2 and the vertical line, The rotational speed of each element of the front planetary gear device (that is, the first planetary gear device 256 in the seventeenth embodiment) is the intersection of the straight line L1 and the vertical line when the reverse rotation speed with the reverse rotation brake B0 engaged. The rotational speed when the deceleration clutch C0 is engaged is indicated by a straight line L2.

  Further, the four vertical lines of the second transmission unit 254 indicate the first rotation element RE1, that is, the specific rotation element RES (CA3, S4), the second rotation element RE2 (R3, CA4), and the third rotation element in order from the left side. RE3 (R4) and the fourth rotation element RE4 (S3) are shown. Further, the rotation speed of the first rotation element RE1 becomes the horizontal line XR (<0) when the reverse brake B0 is engaged, and becomes the horizontal line XL (<1) when the deceleration clutch C0 is engaged. . Note that at least one of the reverse brake B0 and the deceleration clutch C0 is always released.

  Next, the gear position of the transmission 250 will be described based on this alignment chart. First, the reverse brake B0 is released and the first planetary gear unit 256 is idled, and the first clutch C1 is engaged, whereby the fourth rotating element RE4 rotates at the reduced rotational speed indicated by the horizontal line XL. When the second rotating element RE2 is connected to the second ring gear R2 and the second brake B2 is engaged to stop the rotation of the second rotating element RE2, the third rotating element RE3 connected to the output shaft 26 is The first speed “1st” with the largest speed ratio is established by rotating at the rotational speed indicated by “1st”.

  Further, the reverse rotation brake B0 is released, the first planetary gear device 256 is idled, and the first clutch C1 is engaged, whereby the fourth rotating element RE4 rotates at the reduced rotational speed indicated by the horizontal line XL. When the first rotation element RE1 is stopped by being connected to the second ring gear R2 being engaged and the first brake B1 is engaged, the rotation speed indicated by “2nd” is the third rotation element RE3. And the second shift stage “2nd” having a smaller gear ratio than the first shift stage “1st” is established.

  Further, the reverse rotation brake B0 is released and the first planetary gear unit 256 is idled, and the reduction clutch C0 and the first clutch C1 are engaged, whereby the first rotation element RE1 and the fourth rotation element RE4 are engaged. When both are connected to the second ring gear R2 that is rotated at the reduced rotational speed indicated by the horizontal line XL, the third rotational element RE3 is rotated at the rotational speed indicated by “3rd”, and the second shift stage “2nd”. The third speed “3rd” having a smaller gear ratio is established.

  Further, the reverse rotation brake B0 is released, the first planetary gear device 256 is idled, and the first clutch C1 is engaged, whereby the fourth rotating element RE4 rotates at the reduced rotational speed indicated by the horizontal line XL. When the first rotation element RE1 is connected to the input shaft 16 by being engaged with the second ring gear R2 being engaged and the fourth clutch C4 being engaged, the third rotation element RE3 is “4th”. The fourth shift speed “4th” is established, which is rotated at the rotational speed indicated, and has a lower speed ratio than the third shift speed “3rd”.

  Further, the reverse rotation brake B0 is released, the first planetary gear device 256 is idled, and the first clutch C1 is engaged, whereby the fourth rotating element RE4 rotates at the reduced rotational speed indicated by the horizontal line XL. When the second rotating element RE2 is connected to the input shaft 16 by being connected to the second ring gear R2 being engaged and the second clutch C2 being engaged, the third rotating element RE3 is “5th”. The fifth shift speed “5th” is established with a lower speed ratio than the fourth shift speed “4th”.

  Further, the reverse rotation brake B0 is released to make the first planetary gear device 256 idle, and the second clutch C2 and the fourth clutch C4 are engaged, whereby the second rotation element RE2 and the first rotation element RE1. Are coupled to the input shaft 16, the third rotation element RE3 is rotated at the rotational speed indicated by "6th", and the sixth shift stage "6th" having a gear ratio smaller than that of the fifth shift stage "5th" is established. To establish.

  Further, the reverse brake B0 is released and the first planetary gear device 256 is idled, and the speed reduction clutch C0 is engaged, and the first rotation element RE1 is rotated at a speed reduction speed indicated by the horizontal line XL. When the second rotating element RE2 is connected to the input shaft 16 by being connected to the second ring gear R2 and the second clutch C2 being engaged, the third rotating element RE3 is rotated by “7th”. The seventh shift stage “7th”, which is rotated at a speed and has a smaller speed ratio than the sixth shift stage “6th”, is established.

  Further, the reverse brake B0 is released, the first planetary gear unit 256 is idled, and the second clutch C2 is engaged, whereby the second rotating element RE2 is connected to the input shaft 16, and the first When the rotation of the first rotation element RE1 is stopped by engaging the one brake B1, the third rotation element RE3 is rotated at the rotation speed indicated by “8th”, and the speed is changed from the seventh shift stage “7th”. The eighth shift speed “8th” with a small ratio is established.

  Further, when the reverse brake B0 is engaged, the first ring gear R1 and the first rotating element RE1 connected thereto are rotated reversely with respect to the input shaft 16, and the second clutch C2 is engaged. When the second rotation element RE2 is connected to the input shaft 16, the third rotation element RE3 is rotated at the rotation speed indicated by “9th”, and the ninth shift speed is smaller than the eighth shift speed “8th”. “9th” is established.

  Further, the reverse brake B0 is released and the first planetary gear unit 256 is idled, and the speed reduction clutch C0 is engaged, and the first rotation element RE1 is rotated at a speed reduction speed indicated by the horizontal line XL. When the second rotation element RE2 is stopped by being engaged with the second ring gear R2 and the second brake B2 is engaged, the third rotation element RE3 is reversed at the rotation speed indicated by “Rev1”. The first reverse shift speed “Rev1” is established.

  Further, the reverse brake B0 is released, the first planetary gear device 256 is idled, and the fourth clutch C4 is engaged, whereby the first rotating element RE1 is connected to the input shaft 16, and the first When the second brake element RE2 is stopped due to the engagement of the two brakes B2, the third rotary element RE3 is reversely rotated at the rotational speed indicated by “Rev2”, and from the first reverse shift stage “Rev1” In this case, the second reverse shift stage “Rev2” having a small speed ratio is established.

  FIG. 48 is an operation table for explaining the engagement elements and the gear ratios when the gears are established. The gear ratios of the gears shown in FIG. 48 are determined by appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 256, the second planetary gear device 258, the third planetary gear device 260, and the fourth planetary gear device 262. Is obtained. 48, the gear ratio (gear ratio) of the ninth gear stage is 0.588, which is a high gear ratio, and the gear ratios and gear ratio steps of other gear stages (between each gear stage). The ratio of the transmission gear ratio) is also substantially appropriate, and the total transmission gear ratio width (= 4.776 / 0.588) is as large as about 8.119, which is an appropriate gear ratio characteristic as a whole.

  As described above, also in the seventeenth embodiment, the first planetary gear device 256 is rotated at a reduced speed by the second planetary gear device 258 and the first planetary gear device 256 is reversely rotated in the first transmission unit 252. Different rotational speeds are created, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second transmission unit 254 and further shifted by the second transmission unit 254, so that the balance is achieved. A 9-speed shift can be achieved while obtaining a clear gear ratio, and a high gear ratio can be achieved.

  The transmission 250 of the seventeenth embodiment also has a good balance between the number of clutches C and the number of brakes B, and their positions are relatively dispersed in the axial direction of the transmission 250. Oil passage arrangement to C and brake B is also facilitated.

  Here, the transmission 250 can establish a shift speed of 9 forward speeds and 2 reverse speeds based on the alignment chart shown in FIG. 49. When the alignment chart shown in FIG. 49 is compared with the above alignment chart (FIG. 47), the second to ninth shift speeds, the first reverse shift speed and the second reverse shift speed are the same clutch. And is established by the engagement of the brake.

  On the other hand, in the first shift stage “1st”, the reverse brake B0 is engaged, the first ring gear R1 and the first rotating element RE1 connected thereto are rotated in reverse with respect to the input shaft 16, and the first This is established by engaging the clutch C1 to connect the fourth rotating element RE4 to the second ring gear R2 that is rotated at the reduced rotational speed indicated by the horizontal line XL.

  FIG. 50 is an operation table for explaining the engagement elements and the gear ratios when the gears are established based on the alignment chart of FIG. The gear ratios of the gears shown in FIG. 50 are determined by appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 256, the second planetary gear device 258, the third planetary gear device 260, and the fourth planetary gear device 262. Is obtained. The gear ratio (gear ratio) of the ninth gear stage is also a relatively high gear ratio of 0.599 as shown in FIG. 50, and the gear ratios and gear ratio steps of other gear stages (between each gear stage) The ratio of the gear ratio) is also substantially appropriate, and the total gear ratio width (= 4.262 / 0.599) is relatively large at about 7.120, which is an appropriate gear ratio characteristic as a whole. Further, the gear ratio step between the overdrive shift stages (that is, between the seventh shift stage and the eighth shift stage and between the eighth shift stage and the ninth shift stage) becomes relatively small.

  Accordingly, the first planetary gear device 258 generates a reduced speed rotation in the first transmission unit 252 by appropriately determining the combination of engagement as described above and the gear ratio of each planetary gear device. When the planetary gear device 256 is in the reverse rotation state, a different rotational speed is created, and both the two rotational speeds and the rotational speed of the input shaft 16 are selectively transmitted to the second transmission unit 254, By further shifting with the second transmission unit 254, a nine-speed shift can be achieved while obtaining a balanced gear ratio, and a high gear ratio can be achieved.

  Next, an eighteenth embodiment of the present invention will be explained. FIG. 51 is a skeleton diagram illustrating the configuration of the transmission 270 of the eighteenth embodiment of the present invention. The transmission 270 also includes a first transmission portion 272 and a second transmission portion 274 coaxially in that order between the torque converter 14 and the output shaft 26, as in the above-described embodiment.

  The first transmission unit 272 is mainly configured by a single pinion type first planetary gear unit 276 and a double pinion type second planetary gear unit 278, and further includes a deceleration brake B0 and a third clutch C3. . The second transmission unit 274 is mainly composed of a double-pinion type third planetary gear device 280 and a single-pinion type fourth planetary gear device 282, and further includes a reduction clutch C0, first, second, A fourth clutch C1, C2, C4 and a reverse brake B0, first and second brakes B1, B2 are provided.

  The transmission 270 is the same as that of the seventeenth embodiment described above as a skeleton diagram. Accordingly, the first planetary gear device 276 functions as a front planetary gear device, and the second planetary gear device 278 functions as a front gear device. The third planetary gear device 280 and the fourth planetary gear device 282 are the first and second rear planetary gear devices, respectively, the first rotating element RE1 (CA3, S4) is the specific rotating element RES, and the reduction clutch C0 is the first clutch element, the second clutch C2, the first clutch C1, and the fourth clutch C4 are the second, third, and fourth clutch elements, respectively, and the first and second brakes B1 and B2 are the first. , A second brake element.

  FIG. 52 is a collinear diagram in which the rotational speed of each rotary element in the transmission 270 of the eighteenth embodiment can be represented by a straight line. In FIG. 52, each vertical line of the first transmission unit 272 and the second transmission unit 274 represents the same rotation element RE as in the alignment chart (FIG. 47) of the seventeenth embodiment. 52 is compared with the shift speeds shown in the alignment chart of FIG. 47, the first and second reverse shift speeds are established by the engagement of the same clutch C and brake B. . The second to ninth gears are established by the same clutch C and brake B engagement as the first to eighth gears in the fourteenth embodiment, respectively.

  On the other hand, in the first gear stage “1st”, the reverse rotation brake B0 is engaged, and the first ring gear R1 and the first rotating element RE1 connected thereto rotate in reverse with respect to the input shaft 16 at the speed indicated by the horizontal line XR. This is established by engaging the second brake B2 and stopping the rotation of the second rotating element RE2.

  FIG. 53 is an operation table for explaining the engagement elements and the gear ratios when the gears are established in the eighteenth embodiment. The gear ratios of the respective gear stages shown in FIG. 53 are determined by appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 276, the second planetary gear device 278, the third planetary gear device 280, and the fourth planetary gear device 282. Is obtained. 53, the gear ratio (gear ratio) of the ninth gear stage is 0.649, which is a high gear ratio, and the gear ratios and gear ratio steps of other gear stages (gear shifts between the gear stages). The ratio of the ratio) is also substantially appropriate, and the total transmission ratio width (= 4.971 / 0.649) is as large as about 7.656, which is an appropriate transmission ratio characteristic as a whole.

  As described above, also in the eighteenth embodiment, the first planetary gear device 278 is decelerated by the second planetary gear device 278 and the first planetary gear device 276 is reversely rotated in the first transmission unit 272. Different rotational speeds are created, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second transmission unit 274 and further shifted by the second transmission unit 274, so that the balance is achieved. A 9-speed shift can be achieved while obtaining a clear gear ratio, and a high gear ratio can be achieved.

  The transmission 270 of the eighteenth embodiment also has a good balance between the number of clutches C and the number of brakes B, and their positions are relatively dispersed in the axial direction of the transmission 270. Oil passage arrangement to C and brake B is also facilitated.

  Further, in the transmission 270 of the eighteenth embodiment, the tenth shift speed that is a higher gear ratio can be established. The collinear diagram shown in FIG. 54 is obtained by adding the tenth shift speed to the collinear diagram of the eighteenth embodiment (FIG. 52).

  In the tenth shift speed “10th”, the second clutch C2 is engaged, the second rotation element RE2 is connected to the input shaft 16, the reverse brake B0 is engaged, and the first ring gear R1 is connected to it. The first rotation element RE1 is established by being reversely rotated with respect to the input shaft 16.

  FIG. 55 is an engagement operation table to which the tenth shift speed is added. The engagement and the gear ratio of the first to ninth gears are the same as those in FIG. In the 10th gear position, the gear ratio is 0.574, which is even higher gear, and the total gear ratio width (= 4.971 / 0.574) associated therewith is even larger, about 8.656, Since the gear ratio step between the ninth gear and the tenth gear is as small as about 1.131, the gear ratio characteristic is appropriate as a whole.

  Next, a nineteenth embodiment of the present invention is described. FIG. 56 is a skeleton diagram illustrating the configuration of the transmission 290 of the nineteenth embodiment of the present invention. The transmission 290 also includes a first transmission unit 292 and a second transmission unit 294 coaxially in that order between the torque converter 14 and the output shaft 26 as in the above-described embodiment.

  The first transmission unit 292 is mainly configured by a single pinion type first planetary gear device 296 and a double pinion type second planetary gear device 298, which are arranged in order from the torque converter 14 side. In the nineteenth embodiment, the second planetary gear device 298 functions as a front gear device, the second carrier CA2 is connected to the input shaft 16 and driven to rotate, and the second sun gear S2 is connected to the case 12. The rotation is always stopped. The second ring gear R2 is an output element, and is always driven to rotate at a constant reduction ratio with respect to the input shaft 16.

  On the other hand, in the first planetary gear device 296, the first sun gear S1 is an input element, and the rotation of the input shaft 16 is selectively input at the same speed through the second carrier CA2, and the first carrier CA1 is It is a fixed element and is selectively connected to the case 12 via the reverse brake B0. When the first ring gear R1 is an output element and the reverse brake B0 is engaged, the first planetary gear device 296 is in the reverse rotation state in which the first ring gear R1 as the output element is rotated reversely with respect to the input shaft 16. That is, the speed is changed, and the rotation of the input shaft 16 is reversed and transmitted from the first ring gear R1 to the second transmission 294. On the other hand, when the reverse brake B0 is released, the first planetary gear unit 296 is in an idling state.

  The first transmission unit 292 further includes a reduction clutch C0 that functions as a first clutch element on the second transmission unit 294 side of the second planetary gear unit 298, and is an output element of the second planetary gear unit 298. A certain second ring gear R2 is selectively coupled to the first rotating element RE1 of the second transmission unit 294 via the reduction clutch C0, and the first ring gear R1 that is the output element of the first planetary gear unit 296 is It is connected to the first rotation element RE1. Accordingly, in the sixteenth embodiment, the first rotation element RE1 is the specific rotation element RES, and the first planetary gear device 296 functions as a front planetary gear device.

  Further, the first transmission unit 292 includes a fourth clutch C4 that functions as a fourth clutch element between the first planetary gear device 296 and the second planetary gear device 298. However, the fourth clutch C4 is functionally included in the second transmission unit 294. The fourth clutch C4 selectively connects the second carrier CA2 and the first rotating element RE1, and since the second carrier CA2 is connected to the input shaft 16, the fourth clutch C4 causes the first clutch C4 to The rotating element RE1 is selectively connected to the input shaft 16.

  The second transmission unit 294 is mainly composed of a single pinion type third planetary gear device 300 as a first rear planetary gear device and a double pinion type fourth planetary gear device 302 as a second rear planetary gear device. It is configured. The third sun gear S3 constitutes the first rotation element RE1, the third carrier CA3 and the fourth carrier CA4 are connected to each other to constitute the second rotation element RE2, and the fourth ring gear R4 constitutes the third rotation element RE3. And the third ring gear R3 and the fourth sun gear S4 are connected to each other to form a fourth rotating element RE4.

  The second transmission unit 294 includes a second clutch C2 that functions as a second clutch element, a first clutch C1 that functions as a third clutch element, and first and second functions that function as first and second brake elements. Brakes B1 and B2 are provided, and the first clutch C1 is disposed closer to the first transmission unit 292 than the third planetary gear device 300, while the second clutch C2 is output shaft 26 more than the fourth planetary gear device 302. Arranged on the side.

  The first clutch C1 selectively connects the fourth rotating element RE4 and the second ring gear R2, and the second clutch C2 selectively connects the input shaft 16 and the second rotating element RE2. The first brake B1 selectively connects the first rotating element RE1 to the case 12 and stops rotating, and the second brake B2 selectively connects the second rotating element RE2 to the case 12 and stops rotating. The third rotation element RE3 is connected to the output shaft 26.

  FIG. 57 is a collinear chart in which the rotational speed of each rotary element in the transmission 290 of the nineteenth embodiment can be represented by a straight line. In FIG. 57, the vertical lines of the first transmission unit 292 are, in order from the left side, the second sun gear S2, the first ring gear R1 and the second ring gear R2, the first carrier CA1, the first sun gear S1, and the second carrier CA2. The rotational speed of each element of the planetary gear device functioning as the front gear device (ie, the second planetary gear device 298 in the nineteenth embodiment) is indicated by the intersection of the straight line L2 and the vertical line. The rotation speed of each element of the planetary gear device (that is, the first planetary gear device 296 in the nineteenth embodiment) is indicated by the intersection of the straight line L1 and the vertical line in the reverse rotation state where the reverse rotation brake B0 is engaged. The rotational speed when the deceleration clutch C0 is engaged is indicated by a straight line L2.

  In addition, the four vertical lines of the second transmission unit 294 indicate the first rotation element RE1, that is, the specific rotation element RES (S3), the second rotation element RE2 (CA3, CA4), and the third rotation element RE3 (in order from the left side). R4), the fourth rotation element RE4 (R3, S4). The rotational speed of the first rotating element RE1 is the horizontal line XR (<0) when the reverse brake B0 is engaged, and the horizontal line XL (0 <XL <1) when the deceleration clutch C0 is engaged. ) Note that at least one of the reverse brake B0 and the deceleration clutch C0 is always released.

  Next, the gear position of the transmission 290 will be described based on this alignment chart. When the gears shown in FIG. 57 are compared with the gears shown in the collinear diagram (FIG. 47) of the seventeenth embodiment, the first gear is obtained by engaging the same clutch C and brake B. To establish. The third to ninth shift speeds are established by engagement of the clutch C and the brake B, which are the same as those of the second to eighth shift speeds in the eighteenth embodiment. Further, the reverse shift speed “Rev” is established by the engagement of the clutch C and the brake B which are the same as those of the second reverse shift speed in the eighteenth embodiment.

  On the other hand, in the second shift stage “2nd”, the reverse rotation brake B0 is engaged, and the first ring gear R1 and the first rotating element RE1 coupled thereto rotate in reverse with respect to the input shaft 16 at the speed indicated by the horizontal line XR. In addition, the first clutch C1 is engaged and the fourth rotating element RE4 is connected to the second ring gear R2 that is rotated at a reduced speed with respect to the input shaft 16.

  FIG. 58 is an operation table for explaining the engagement elements and the gear ratios when the gears are established in the nineteenth embodiment. The gear ratios of the gears shown in FIG. 58 are determined by appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 296, the second planetary gear device 298, the third planetary gear device 300, and the fourth planetary gear device 302. Is obtained. The gear ratio (gear ratio) of the ninth gear stage is also a relatively high gear ratio of 0.843, as shown in FIG. 58, and the gear ratios and gear ratio steps of other gear stages (between each gear stage) The ratio of the transmission ratio is also substantially appropriate, and the total transmission ratio width (= 5.690 / 0.843) is also relatively large at about 6.748, which is an appropriate transmission ratio characteristic as a whole. Further, the gear ratio step between the overdrive shift stages (that is, between the seventh shift stage and the eighth shift stage and between the eighth shift stage and the ninth shift stage) becomes relatively small.

  As described above, also in the nineteenth embodiment, the first planetary gear device 296 is decelerated and rotated by the second planetary gear device 298 in the first transmission unit 292, and the first planetary gear device 296 is in the reverse rotation state. Different rotational speeds are created, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second speed changer 294 and further shifted by the second speed changer 294 to achieve balance. A 9-speed shift can be achieved while obtaining a clear gear ratio, and a high gear ratio can be achieved.

  Further, the transmission 290 of the nineteenth embodiment also has a good balance between the number of clutches C and the number of brakes B, and their positions are relatively dispersed in the axial direction of the transmission 290. Oil passage arrangement to C and brake B is also facilitated.

  Further, in the transmission 290 of the nineteenth embodiment, the tenth shift speed that is a higher gear ratio can be established. The collinear chart shown in FIG. 59 is obtained by adding the tenth shift speed to the collinear chart (FIG. 57).

  In the tenth shift speed “10th”, the second clutch C2 is engaged, the second rotation element RE2 is connected to the input shaft 16, the reverse brake B0 is engaged, and the first ring gear R1 is connected to it. The first rotation element RE1 is established by being reversely rotated with respect to the input shaft 16.

  FIG. 60 is an engagement operation table to which the tenth shift speed is added. The engagements and gear ratios of the first through ninth gears are the same as in FIG. In the 10th gear position, the gear ratio is 0.777, which is even higher gear, and the total gear ratio width (= 5.690 / 0.777) associated therewith is even larger, about 7.326, Since the gear ratio step between the ninth gear and the tenth gear is as small as about 1.086, the gear ratio characteristic is appropriate as a whole.

  Here, the transmission 290 can establish the shift speeds of the ninth forward speed and the second reverse speed based on the alignment chart shown in FIG. When the alignment chart shown in FIG. 61 is compared with the alignment chart of the nineteenth embodiment (FIG. 57), the second to ninth shift speeds, the first reverse shift speed and the second reverse shift speed are shown. Is established by engagement of the same clutch and brake.

  On the other hand, in the first shift stage “1st”, the reverse brake B0 is engaged, the first ring gear R1 and the first rotating element RE1 coupled thereto are rotated in reverse with respect to the input shaft 16, and the second gear This is established when the rotation of the second rotation element RE2 is stopped by engaging the brake B2.

  FIG. 62 is an operation table for explaining the engagement elements and the gear ratios when the gears are established based on the alignment chart of FIG. The gear ratios of the gears shown in FIG. 62 are determined by appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 296, the second planetary gear device 298, the third planetary gear device 300, and the fourth planetary gear device 302. Is obtained. The gear ratio (gear ratio) of the ninth gear stage is 0.848, which is a relatively high gear ratio, and the gear ratio steps and gear ratio steps of the other gear stages (between each gear stage) are also shown in FIG. The ratio of the gear ratio) is also substantially appropriate, and the total gear ratio width (= 9.584 / 0.848) is relatively large at about 11.299, which is an appropriate gear ratio characteristic as a whole. Further, the gear ratio step between the overdrive shift stages (that is, between the seventh shift stage and the eighth shift stage and between the eighth shift stage and the ninth shift stage) becomes relatively small.

  Accordingly, the first planetary gear device 298 can reduce the rotational speed of the first transmission unit 292 by appropriately determining the combination of engagement as described above and the gear ratio of each planetary gear device. When the planetary gear device 296 is set in the reverse rotation state, another rotational speed is created, and both the two rotational speeds and the rotational speed of the input shaft 16 are selectively transmitted to the second transmission unit 294, By further shifting with the second transmission unit 294, a nine-speed shift can be achieved while obtaining a balanced gear ratio, and a high gear ratio can be achieved.

  Further, in the transmission 290 of the nineteenth embodiment, the tenth shift speed that is a higher gear ratio can be established. The collinear chart shown in FIG. 63 is obtained by adding the tenth shift speed to the collinear chart (FIG. 61).

  In the tenth shift speed “10th”, the second clutch C2 is engaged, the second rotation element RE2 is connected to the input shaft 16, the reverse brake B0 is engaged, and the first ring gear R1 is connected to it. The first rotation element RE1 is established by being reversely rotated with respect to the input shaft 16.

  FIG. 64 is an engagement operation table to which the tenth shift speed is added. The engagement and gear ratio of the first to ninth gears are the same as in FIG. In the 10th shift stage, the gear ratio is 0.779, which is even higher gear, and the total shift ratio width (= 9.584 / 0.779) associated therewith is even larger, about 12.299, Since the gear ratio step between the ninth gear and the tenth gear is as small as about 1.089, the gear ratio characteristic is appropriate as a whole.

  Here, the transmission 290 can establish the 11th forward speed and the second reverse speed based on the alignment chart shown in FIG. When the alignment chart shown in FIG. 65 is compared with the above alignment chart (FIG. 63), the third to eleventh shift speeds are the second to tenth shift speeds shown in the alignment chart of FIG. Corresponding to the shift speed, the first reverse shift speed and the second reverse shift speed are established by engagement of the same clutch and brake.

  On the other hand, in the first shift stage “1st”, the reverse brake B0 is engaged, the first ring gear R1 and the first rotating element RE1 coupled thereto are rotated in reverse with respect to the input shaft 16, and the second gear This is established when the rotation of the second rotation element RE2 is stopped by engaging the brake B2.

  In the second shift stage “2nd”, the reverse rotation brake B0 is released, the first planetary gear device 296 is idled, and the first clutch C1 is engaged, so that the fourth rotation element RE4 is in the horizontal line XL. This is established when the second rotation element RE2 is stopped by being connected to the second ring gear R2 that is rotated at the decelerated rotation speed shown and the second brake B2 is engaged.

  FIG. 66 is an operation table for explaining the engagement elements and the gear ratios when the gears are established based on the alignment chart of FIG. 66 by appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 296, the second planetary gear device 298, the third planetary gear device 300, and the fourth planetary gear device 302. Is obtained. The gear ratio (gear ratio) of the eleventh gear stage is 0.777, which is a relatively high gear ratio, and the gear ratio steps and gear ratio steps (between each gear stage) are also shown in FIG. The ratio of the gear ratio) is also substantially appropriate, and the total gear ratio width (= 9.854 / 0.777) is relatively large at about 12.688, which is an appropriate gear ratio characteristic as a whole. Further, the gear ratio step between the overdrive shift stages (that is, between the ninth shift stage and the tenth shift stage and between the tenth shift stage and the eleventh shift stage) becomes relatively small.

  Furthermore, in the transmission 290 of the present embodiment, the gear ratio of the first shift stage can be set to a very low gear “9.854”. Thus, for example, a conventional 4WD vehicle or the like has a low gear or high gear switching mechanism in the transfer, and a low gear lower than “1st” is used when running on rough roads or getting out of muddy conditions. Although the transfer was increased in size, leading to an increase in vehicle weight and deterioration in mountability, in the transmission 290 of the present embodiment, the first shift stage can be set to a very low gear, so this transfer switching mechanism Therefore, the transfer can be simplified and lightened.

  Next, a twentieth embodiment of the present invention will be explained. FIG. 67 is a skeleton diagram illustrating the configuration of the transmission 310 according to the twentieth embodiment of the present invention. The transmission 310 also includes a first transmission unit 312 and a second transmission unit 314 coaxially in that order between the torque converter 14 and the output shaft 26, as in the above-described embodiment.

  The first transmission unit 312 is mainly composed of a single-pinion type first planetary gear device 316 and a double-pinion type second planetary gear device 318, except that the fourth clutch C4 is not provided. This has the same configuration as the nineteenth embodiment. Accordingly, the first planetary gear device 316 is a front planetary gear device, the second planetary gear device 318 is a front gear device, and the reduction clutch C0 functions as a first clutch element.

  The second transmission unit 314 is mainly composed of a single pinion type third planetary gear unit 320 as a first rear planetary gear unit and a single pinion type fourth planetary gear unit 322 as a second rear planetary gear unit. It is configured. The third sun gear S3 constitutes the first rotating element RE1, the third carrier CA3 and the fourth ring gear R4 are connected to each other to constitute the second rotating element RE2, and the third ring gear R3 and the fourth carrier CA4. Are connected to each other to form a third rotating element RE3, and the fourth sun gear S4 forms a fourth rotating element RE4. In the present embodiment, the first rotation element RE1 is the specific rotation element RES.

  The second transmission unit 314 includes a second clutch C2 that functions as a second clutch element, a first clutch C1 that functions as a third clutch element, and first and second functions that function as first and second brake elements. Brakes B1 and B2 are provided, and the first and second clutches C1 and C2 and the first brake B1 are disposed closer to the first transmission unit 312 than the third planetary gear unit 320.

  The first clutch C1 selectively connects the fourth rotating element RE4 and the input shaft 16, and the second clutch C2 selectively connects the second rotating element RE2 and the input shaft 16. Further, the first brake B1 selectively connects the first rotating element RE1 to the case 12 to stop the rotation, and the second brake B2 selectively connects the second rotating element RE2 to the case 12 to stop the rotation. Let The third rotating element RE3 is connected to the output shaft 26, and the first rotating element RE1 is connected to the first ring gear R1 and is connected to the second ring gear R2 via the speed reduction clutch C0.

  FIG. 68 is a collinear diagram that can represent the rotational speeds of the rotary elements with straight lines in the transmission 310 of the twentieth embodiment. In FIG. 68, the first transmission unit 312 is the same as the first transmission unit 292 in the alignment chart (FIG. 57) of the nineteenth embodiment except for the interval between the vertical lines.

  Further, the four vertical lines of the second transmission unit 314 indicate the first rotation element RE1, that is, the specific rotation element RES (S3), the second rotation element RE2 (CA3, R4), and the third rotation element RE3 (in order from the left side). R3, CA4) and the fourth rotation element RE4 (S4). The rotational speed of the first rotating element RE1 is the horizontal line XR (<0) when the reverse brake B0 is engaged, and the horizontal line XL (0 <XL <1) when the deceleration clutch C0 is engaged. ) Note that at least one of the reverse brake B0 and the deceleration clutch C0 is always released.

  Next, the gear position of the transmission 310 will be described based on this alignment chart. First, the reverse brake B0 is engaged and the first ring gear R1 and the first rotating element RE1 connected thereto are rotated in reverse with respect to the input shaft 16, and the second brake B2 is engaged and the second When the rotation element RE2 is stopped, the third rotation element RE3 connected to the output shaft 26 rotates at the rotation speed indicated by “1st”, and the first gear stage “1st” with the largest gear ratio is established.

  Further, the reverse brake B0 is released, the first planetary gear device 316 is idled, and the first clutch C1 is engaged, whereby the fourth rotating element RE4 is connected to the input shaft 16, and the first When the second brake element RE2 is stopped due to the engagement of the two brakes B2, the third rotary element RE3 is rotated at the rotational speed indicated by “2nd”, and the speed is changed from the first gear stage “1st”. The second shift stage “2nd” with a small ratio is established.

  Further, the reverse brake B0 is engaged, the first ring gear R1 and the first rotating element RE1 coupled thereto are rotated in the reverse direction with respect to the input shaft 16, and the first clutch C1 is engaged so that the first clutch C1 is engaged. When the four-rotation element RE4 is connected to the input shaft 16, the third rotation element RE3 is rotated at the rotation speed indicated by “3rd”, and the third gear stage “3” having a smaller gear ratio than the second gear stage “2nd”. 3rd "is established.

  Further, the reverse brake B0 is released, the first planetary gear device 316 is idled, and the first clutch C1 is engaged, whereby the fourth rotating element RE4 is connected to the input shaft 16, and the first When the first rotation element RE1 is stopped due to the engagement of the one brake B1, the third rotation element RE3 is rotated at the rotation speed indicated by “4th”, and the speed is changed from the third speed “3rd”. The fourth speed “4th” with a small ratio is established.

  Further, the reverse rotation brake B0 is released to bring the first planetary gear device 316 into the idling state, and the reduction clutch C0 is engaged to cause the first rotation element RE1 to rotate at the reduction rotation speed indicated by the horizontal line XL. When the fourth rotating element RE4 is connected to the input shaft 16 by being engaged with the second ring gear R2 and the first clutch C1 being engaged, the third rotating element RE3 is indicated by “5th”. A fifth speed “5th” is established, which is rotated at the rotational speed and has a smaller speed ratio than the fourth speed “4th”.

  Further, the reverse rotation brake B0 is released and the first planetary gear device 316 is idled, and the first clutch C1 and the second clutch C2 are engaged, whereby the fourth rotation element RE4 and the second rotation element RE2 are engaged. Is connected to the input shaft 16, the third rotation element RE3 is rotated at the rotational speed indicated by "6th", and the sixth shift stage "6th" having a smaller gear ratio than the fifth shift stage "5th" is established. To do.

  Further, the reverse brake B0 is released and the first planetary gear device 316 is idled, and the speed reduction clutch C0 is engaged so that the first rotation element RE1 is rotated at the speed reduction speed indicated by the horizontal line XL. When the second rotating element RE2 is connected to the input shaft 16 by being connected to the second ring gear R2 and the second clutch C2 being engaged, the third rotating element RE3 is rotated by “7th”. The seventh shift stage “7th”, which is rotated at a speed and has a smaller speed ratio than the sixth shift stage “6th”, is established.

  Further, the reverse rotation brake B0 is released to make the first planetary gear device 316 idle, and the second clutch C2 is engaged to connect the second rotation element RE2 to the input shaft 16, and When the rotation of the first rotation element RE1 is stopped by engaging the one brake B1, the third rotation element RE3 is rotated at the rotation speed indicated by “8th”, and the speed is changed from the seventh shift stage “7th”. The eighth shift speed “8th” with a small ratio is established.

  Further, when the reverse brake B0 is engaged, the first ring gear R1 and the first rotating element RE1 connected thereto are rotated reversely with respect to the input shaft 16, and the second clutch C2 is engaged. When the second rotation element RE2 is connected to the input shaft 16, the third rotation element RE3 is rotated at the rotation speed indicated by “9th”, and the ninth shift speed is smaller than the eighth shift speed “8th”. “9th” is established.

  Further, the reverse brake B0 is released and the first planetary gear device 316 is idled, and the speed reduction clutch C0 is engaged so that the first rotation element RE1 is rotated at the speed reduction speed indicated by the horizontal line XL. When the second rotation element RE2 is stopped by being engaged with the second ring gear R2 and the second brake B2 is engaged, the third rotation element RE3 is reversed at the rotation speed indicated by “Rev”. As a result, the reverse shift stage “Rev” is established.

  FIG. 69 is an operation table illustrating the engagement elements and the gear ratios when the respective gear positions are established in the twentieth embodiment. The gear ratios of the respective speed stages shown in FIG. 69 are determined by appropriately determining the gear ratios ρ1 to ρ4 of the first planetary gear device 316, the second planetary gear device 318, the third planetary gear device 320, and the fourth planetary gear device 322. Is obtained. The gear ratio (gear ratio) of the ninth gear stage is also a high gear ratio of 0.597, and the gear ratio steps and gear ratio steps (gear ratios between the gear stages) are also shown in FIG. The value of the ratio) is also substantially appropriate, and the total speed ratio width (= 4.822 / 0.597) is relatively large at about 8.075, which is an appropriate speed ratio characteristic as a whole. Further, the gear ratio step between the overdrive shift stages (that is, between the seventh shift stage and the eighth shift stage and between the eighth shift stage and the ninth shift stage) becomes relatively small.

  As described above, in the twentieth embodiment as well, the first transmission unit 312 is decelerated by the second planetary gear device 318, and the first planetary gear device 316 is in the reverse rotation state. Different rotational speeds are created, and the two rotational speeds and the rotational speed of the input shaft 16 are both selectively transmitted to the second transmission unit 314 and further shifted by the second transmission unit 314, so that the balance is achieved. A 9-speed shift can be achieved while obtaining a clear gear ratio, and a high gear ratio can be achieved.

  Next, a twenty-first embodiment of the present invention will be described. FIG. 70 is a skeleton diagram illustrating the configuration of the transmission 330 according to the twenty-first embodiment of the present invention. The transmission 330 includes a first transmission unit 312 and a second transmission unit 332 that are the same as those in the twentieth embodiment, in that order, coaxially between the torque converter 14 and the output shaft 26.

  The second transmission unit 332 mainly includes a double pinion type third planetary gear unit 334 as a first rear planetary gear unit and a single pinion type fourth planetary gear unit 336 as a second rear planetary gear unit. It is configured. The third carrier CA3 and the fourth sun gear S4 are connected to each other to form a first rotating element RE1, and the third ring gear R3 and the fourth carrier CA4 are connected to each other to form a second rotating element RE2. The fourth ring gear R4 constitutes the third rotating element RE3, and the third sun gear S3 constitutes the fourth rotating element RE4. In the present embodiment, the first rotation element RE1 is the specific rotation element RES.

  The second transmission unit 332 includes a second clutch C2 that functions as a second clutch element, a first clutch C1 that functions as a third clutch element, and first and second functions that function as first and second brake elements. Brakes B1 and B2 are provided, and the first and second clutches C1 and C2 and the first brake B1 are disposed closer to the first transmission unit 312 than the third planetary gear unit 334 is. The connection relationship of the first and second clutches C1 and C2 and the first and second brakes B1 to the rotating element RE is the same as that in the twentieth embodiment.

  FIG. 71 is a collinear diagram that can represent the rotational speeds of the rotary elements as straight lines in the transmission 330 of the twenty-first embodiment. 71, the first transmission unit 312 is the same as the collinear diagram (FIG. 68) of the twentieth embodiment, and the second transmission unit 332 is also the same as FIG. 68 if the rotation element is used as a reference. It is. Therefore, the alignment chart is the same as that of the twentieth embodiment based on the rotating element. Since the alignment charts are the same, the operation table for explaining the engagement elements and the gear ratios at the time of establishing each gear stage is as shown in FIG. 69 described above. Therefore, the twenty-first embodiment can obtain the same effects as the twentieth embodiment.

  Next, a twenty-second embodiment of the present invention is described. FIG. 72 is a skeleton diagram illustrating the configuration of the transmission 340 according to the twenty-second embodiment of the present invention. The transmission 340 includes a first transmission unit 312 and a second transmission unit 342 that are the same as those in the twentieth embodiment, in that order, coaxially between the torque converter 14 and the output shaft 26.

  The second transmission unit 342 is mainly composed of a double pinion type third planetary gear unit 344 as a first rear planetary gear unit and a single pinion type fourth planetary gear unit 346 as a second rear planetary gear unit. It is configured. The third planetary gear device 344 and the fourth planetary gear device 346 are of a so-called Ravigneaux type in which carriers and ring gears are connected to each other and shared. That is, the fourth planetary gear unit 346 includes the fourth sun gear S4, a plurality of pairs of fourth pinion gears P4 that mesh with each other, the fourth carrier CA4 that supports the fourth pinion gears P4 so as to rotate and revolve, and the fourth pinion gears P4. A fourth ring gear R4 meshing with the fourth sun gear S4 is provided, and the third planetary gear device 344 is common to any one of the third sun gear S3 and the fourth planetary gear P4 having a larger diameter than the fourth sun gear S4. The third planetary gear P3, the third carrier CA3 common to the fourth carrier CA4, and the fourth ring gear R4 meshing with the third sun gear S3 via the fourth planetary gear P4 are provided. Thus, since the 3rd planetary gear apparatus 344 and the 4th planetary gear apparatus 346 are made into the Ravigneaux type planetary gear train, the 2nd transmission part 342 becomes compact.

  In the second transmission unit 342, the first rotating element RE1 is configured by the third sun gear S3, and the second rotating element RE2 is configured by the shared third carrier CA3 and the fourth carrier CA4. The third ring element R3 and the fourth ring gear R4 constitute a third rotating element RE3, and the fourth sun gear S4 constitutes a fourth rotating element RE4. In the present embodiment, the first rotation element RE1 is the specific rotation element RES.

  The second transmission unit 342 includes a second clutch C2 that functions as a second clutch element, a first clutch C1 that functions as a third clutch element, and first and second functions that function as first and second brake elements. Brakes B1 and B2 are provided, and the first and second clutches C1 and C2 and the first brake B1 are arranged closer to the first transmission unit 312 than the third planetary gear unit 344. The connection relationship of the first and second clutches C1 and C2 and the first and second brakes B1 to the rotating element RE is the same as that in the twentieth embodiment.

  FIG. 73 is a collinear diagram that can represent the rotational speeds of the rotary elements with straight lines in the transmission 340 of the twenty-second embodiment. 73, the first transmission unit 312 is the same as the collinear diagram (FIG. 68) of the twentieth embodiment, and the second transmission unit 342 is the same as FIG. 68 if the rotation element is used as a reference. It is. Therefore, the alignment chart is the same as that of the twentieth embodiment based on the rotating element. Since the alignment charts are the same, the operation table for explaining the engagement elements and the gear ratios at the time of establishing each gear stage is as shown in FIG. 69 described above. Therefore, the 22nd embodiment can obtain the same effect as the 20th embodiment.

  As mentioned above, although the Example of this invention was described in detail based on drawing, what was mentioned above is one embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. can do.

10, 50, 70, 80, 90, 110, 120, 130, 150, 170, 190, 191, 205, 210, 219, 230, 250, 270, 290, 310, 330, 340: Multi-stage transmission 12: Transmission Case (non-rotating member)
16: Input shaft (input rotating member)
18, 56, 96, 176, 196, 197, 211, 256, 276, 296, 316: First planetary gear device (front planetary gear device)
20, 58, 98, 178, 198, 199, 213, 258, 278, 298, 318: second planetary gear device (front gear device)
22, 60, 100, 140, 160, 180, 200, 201, 215, 220, 229, 240, 260, 280, 300, 320, 334, 344: Third planetary gear device (first rear planetary gear device)
24, 62, 102, 142, 162, 182, 202, 203, 217, 222, 231, 242, 262, 282, 302, 322, 336, 346: Fourth planetary gear device (second rear planetary gear device)
26: Output shaft (output rotating member)
28, 52, 72, 82, 92, 112, 122, 132, 152, 172, 192, 193, 207, 212, 221, 232, 252, 272, 292, 312: First transmission 30, 30, 54, 94, 134, 154, 174, 194, 195, 209, 214, 223, 234, 254, 274, 294, 314, 332, 342: second transmission 74, 84, 114, 124, 136, 156, 216, 225, 236: First planetary gear device (front gear device)
76, 86, 116, 126, 138, 158, 218, 227, 238: second planetary gear device (front planetary gear device)

Claims (32)

A first transmission unit having a front gear device that decelerates and transmits rotation of the input rotation member;
A multi-stage including two sets of rear planetary gear units, and a second transmission unit in which a plurality of rotating elements are configured by connecting some of the elements of the two rear planetary gear units to each other. A transmission,
In the first transmission unit, an input element to which the rotation of the input rotation member is input as it is, and an output element of the front gear device among the plurality of rotation elements of the second transmission unit are selectively used. An output element coupled to the specific rotating element coupled to the non-rotating member and a fixed element coupled to the non-rotating member, and a speed change state and an idling state in which rotation of the input rotational member is shifted and transmitted to the specific rotational element A front planetary gear unit that can be switched,
The rotation of the input rotation member, the rotation of the output element of the front gear device, and the rotation of the output element of the front planetary gear device are selectively transmitted to the second transmission unit. Configured,
The front planetary gear device is configured to decelerate and transmit the rotation of the input rotation member to the specific rotation element in the shift state.
The second transmission unit includes four rotating elements, and the four rotating elements are arranged in order from one end to the other end on a collinear diagram in which the rotation speed of the four rotating elements can be represented on a straight line. When the first rotating element, the second rotating element, the third rotating element, and the fourth rotating element are
The first rotation element is connected to the output element of the front gear device via a third clutch element to be the specific rotation element, and
The second rotating element and the input rotating member are connected via a second clutch element,
The fourth rotating element and the output element of the front gear device are connected via a first clutch element ,
The first rotating element and the input rotating member are connected via a fourth clutch element,
The first rotating element and the non-rotating member are connected via the first brake element,
The multi-stage transmission, wherein the second rotating element and the non-rotating member are connected via a second brake element. The multi-stage transmission according to claim 1,
The first planetary gear unit is idled, and the first gear stage having the largest gear ratio is established by engaging the first clutch element and the second brake element,
The first planetary gear device is idled, and the second gear having a smaller gear ratio than the first gear is established by engaging the first clutch element and the first brake element,
Bringing the front planetary gear device into an idling state and engaging the first clutch element and the third clutch element to establish a third shift stage having a smaller gear ratio than the second shift stage;
The fourth planetary gear stage having a gear ratio smaller than the third gear stage is established by engaging the first clutch element and the fourth clutch element with the front planetary gear set in an idle state.
The front planetary gear unit is idled, and the fifth shift stage having a gear ratio smaller than the fourth shift stage is established by engaging the first clutch element and the second clutch element ,
The sixth planetary gear stage having a gear ratio smaller than that of the fifth gear stage is established by engaging the second clutch element and the fourth clutch element with the front planetary gear set in an idle state.
The front planetary gear device is in an idle state, and the seventh gear stage having a smaller gear ratio than the sixth gear stage is established by engaging the second clutch element and the third clutch element ,
With the front planetary gear set in a decelerating state, by engaging the second clutch element, an eighth shift stage having a smaller gear ratio than the seventh shift stage is established.
The ninth planetary gear stage having a gear ratio smaller than that of the eighth gear stage is established by bringing the front planetary gear device into an idling state and engaging the second clutch element and the first brake element. Multi-stage transmission. The multi-stage transmission according to claim 1,
The first planetary gear unit is idled, and the first gear stage having the largest gear ratio is established by engaging the first clutch element and the second brake element,
The first planetary gear device is idled, and the second gear having a smaller gear ratio than the first gear is established by engaging the first clutch element and the first brake element,
The third planetary gear stage having a gear ratio smaller than the second gear stage is established by engaging the first clutch element with the front planetary gear set in a decelerating state,
The fourth planetary gear stage having a gear ratio smaller than the third gear stage is established by engaging the first clutch element and the third clutch element with the front planetary gear set in an idle state.
The front planetary gear device is idled, and the fifth gear having a smaller gear ratio than the fourth gear is established by engaging the first clutch element and the fourth clutch element,
The front planetary gear device is idled, and the sixth gear having a smaller gear ratio than the fifth gear is established by engaging the first clutch element and the second clutch element ,
The front planetary gear device is idled, and the seventh gear stage having a smaller gear ratio than the sixth gear stage is established by engaging the second clutch element and the fourth clutch element,
The front planetary gear unit is idled, and the eighth shift stage having a gear ratio smaller than the seventh shift stage is established by engaging the second clutch element and the third clutch element ,
The ninth planetary gear stage having a gear ratio smaller than that of the eighth gear stage is established by bringing the front planetary gear device into an idling state and engaging the second clutch element and the first brake element. Multi-stage transmission. The multi-stage transmission according to claim 1,
The first planetary gear unit is idled, and the first gear stage having the largest gear ratio is established by engaging the first clutch element and the second brake element,
The first planetary gear device is idled, and the second gear having a smaller gear ratio than the first gear is established by engaging the first clutch element and the first brake element,
Bringing the front planetary gear device into an idling state and engaging the first clutch element and the third clutch element to establish a third shift stage having a smaller gear ratio than the second shift stage;
The fourth planetary gear stage having a gear ratio smaller than the third gear stage is established by engaging the first clutch element with the front planetary gear set in a decelerating state,
The front planetary gear device is idled, and the fifth gear having a smaller gear ratio than the fourth gear is established by engaging the first clutch element and the fourth clutch element,
The front planetary gear device is idled, and the sixth gear having a smaller gear ratio than the fifth gear is established by engaging the first clutch element and the second clutch element ,
The front planetary gear device is idled, and the seventh gear stage having a smaller gear ratio than the sixth gear stage is established by engaging the second clutch element and the fourth clutch element,
The front planetary gear unit is idled, and the eighth shift stage having a gear ratio smaller than the seventh shift stage is established by engaging the second clutch element and the third clutch element ,
The ninth planetary gear stage having a gear ratio smaller than that of the eighth gear stage is established by bringing the front planetary gear device into an idling state and engaging the second clutch element and the first brake element. Multi-stage transmission. The multi-stage transmission according to claim 1,
The first planetary gear unit is idled, and the first gear stage having the largest gear ratio is established by engaging the first clutch element and the second brake element,
The first planetary gear device is idled, and the second gear having a smaller gear ratio than the first gear is established by engaging the first clutch element and the first brake element,
Bringing the front planetary gear device into an idling state and engaging the first clutch element and the third clutch element to establish a third shift stage having a smaller gear ratio than the second shift stage;
The fourth planetary gear stage having a gear ratio smaller than the third gear stage is established by engaging the first clutch element and the fourth clutch element with the front planetary gear set in an idle state.
The front planetary gear unit is idled, and the fifth shift stage having a gear ratio smaller than the fourth shift stage is established by engaging the first clutch element and the second clutch element ,
The sixth planetary gear stage having a gear ratio smaller than that of the fifth gear stage is established by engaging the second clutch element and the fourth clutch element with the front planetary gear set in an idle state.
By setting the front planetary gear device in a decelerating state and engaging the second clutch element, a seventh shift stage having a smaller gear ratio than the sixth shift stage is established,
The front planetary gear unit is idled, and the eighth shift stage having a gear ratio smaller than the seventh shift stage is established by engaging the second clutch element and the third clutch element ,
The ninth planetary gear stage having a gear ratio smaller than that of the eighth gear stage is established by bringing the front planetary gear device into an idling state and engaging the second clutch element and the first brake element. Multi-stage transmission. The multi-stage transmission according to claim 1,
The first planetary gear unit is idled, and the first gear stage having the largest gear ratio is established by engaging the first clutch element and the second brake element,
The first planetary gear device is idled, and the second gear having a smaller gear ratio than the first gear is established by engaging the first clutch element and the first brake element,
The third planetary gear stage having a gear ratio smaller than the second gear stage is established by engaging the first clutch element with the front planetary gear set in a decelerating state,
The fourth planetary gear stage having a gear ratio smaller than the third gear stage is established by engaging the first clutch element and the third clutch element with the front planetary gear set in an idle state.
The front planetary gear device is idled, and the fifth gear having a smaller gear ratio than the fourth gear is established by engaging the first clutch element and the fourth clutch element,
The front planetary gear device is idled, and the sixth gear having a smaller gear ratio than the fifth gear is established by engaging the first clutch element and the second clutch element ,
The front planetary gear device is idled, and the seventh gear stage having a smaller gear ratio than the sixth gear stage is established by engaging the second clutch element and the fourth clutch element,
The front planetary gear unit is idled, and the eighth shift stage having a gear ratio smaller than the seventh shift stage is established by engaging the second clutch element and the third clutch element ,
By setting the front planetary gear device in a decelerating state and engaging the second clutch element, a ninth shift stage having a smaller gear ratio than the eighth shift stage is established,
The tenth speed stage having a speed ratio smaller than that of the ninth speed stage is established by putting the front planetary gear device in an idle state and engaging the second clutch element and the first brake element. Multi-stage transmission. The multi-stage transmission according to claim 1,
The first planetary gear unit is idled, and the first gear stage having the largest gear ratio is established by engaging the first clutch element and the second brake element,
The first planetary gear device is idled, and the second gear having a smaller gear ratio than the first gear is established by engaging the first clutch element and the first brake element,
Bringing the front planetary gear device into an idling state and engaging the first clutch element and the third clutch element to establish a third shift stage having a smaller gear ratio than the second shift stage;
The fourth planetary gear stage having a gear ratio smaller than the third gear stage is established by engaging the first clutch element with the front planetary gear set in a decelerating state,
The front planetary gear device is idled, and the fifth gear having a smaller gear ratio than the fourth gear is established by engaging the first clutch element and the fourth clutch element,
The front planetary gear device is idled, and the sixth gear having a smaller gear ratio than the fifth gear is established by engaging the first clutch element and the second clutch element ,
The front planetary gear device is idled, and the seventh gear stage having a smaller gear ratio than the sixth gear stage is established by engaging the second clutch element and the fourth clutch element,
With the front planetary gear set in a decelerating state, by engaging the second clutch element, an eighth shift stage having a smaller gear ratio than the seventh shift stage is established.
The pre-planetary gear device is idled, and the ninth shift stage having a smaller gear ratio than the eighth shift stage is established by engaging the second clutch element and the third clutch element ,
The tenth speed stage having a speed ratio smaller than that of the ninth speed stage is established by putting the front planetary gear device in an idle state and engaging the second clutch element and the first brake element. Multi-stage transmission. The multi-stage transmission according to claim 1,
The first transmission unit includes a single pinion type first planetary gear device as the front planetary gear device, and a double pinion type second planetary gear device as the front gear device,
In the second planetary gear device, a sun gear is connected to a non-rotating member, a carrier is connected to the input rotating member, a ring gear is an output element,
In the first planetary gear device, a sun gear is connected to the input rotation member via a carrier of the second planetary gear device to be an input element, a carrier is connected to the specific rotation element to be an output element, and a ring gear Is a fixed element that is selectively connected to a non-rotating member. The multi-stage transmission according to claim 1,
The first transmission unit includes a double pinion type first planetary gear device as the front gear device, and a single pinion type second planetary gear device as the front planetary gear device,
In the first planetary gear device, a sun gear is connected to the input rotating member, a carrier is connected to a non-rotating member, and a ring gear is used as an output element.
In the second planetary gear device, a sun gear is connected to a non-rotating member as a fixed element, a carrier is connected to the specific rotating element as an output element, and a ring gear is selectively connected to the input rotating member. A multi-stage transmission characterized by being an input element. The multi-stage transmission according to claim 1,
The first transmission unit includes a double pinion type second planetary gear device as the front gear device, and a single pinion type first planetary gear device as the front planetary gear device,
In the second planetary gear device, a sun gear is connected to a non-rotating member, a carrier is connected to the input rotating member, a ring gear is an output element,
In the first planetary gear device, a sun gear is selectively connected to a non-rotating member to be a fixed element, a carrier is connected to the specific rotating element to be an output element, and a ring gear is a carrier of the second planetary gear device. A multi-stage transmission which is connected to the input rotation member via an input element and serves as an input element. The multi-stage transmission according to claim 1,
The second transmission unit includes a double pinion type first rear planetary gear device and a single pinion type second rear planetary gear device,
The carrier of the first rear planetary gear device and the sun gear of the second rear planetary gear device are connected to each other to constitute the first rotating element,
The ring gear of the first rear planetary gear device and the carrier of the second rear planetary gear device are connected to each other to constitute the second rotating element,
The third rotating element is constituted by a ring gear of the second rear planetary gear device,
The multi-stage transmission is characterized in that the fourth rotating element is constituted by a sun gear of the first rear planetary gear unit. A first transmission unit having a front gear device that decelerates and transmits rotation of the input rotation member;
A multi-stage including two sets of rear planetary gear units, and a second transmission unit in which a plurality of rotating elements are configured by connecting some of the elements of the two rear planetary gear units to each other. A transmission,
In the first transmission unit, an input element to which the rotation of the input rotation member is input as it is, and an output element of the front gear device among the plurality of rotation elements of the second transmission unit are selectively used. An output element coupled to the specific rotating element coupled to the non-rotating member and a fixed element coupled to the non-rotating member, and a speed change state and an idling state in which rotation of the input rotational member is shifted and transmitted to the specific rotational element A front planetary gear unit that can be switched,
The rotation of the input rotation member, the rotation of the output element of the front gear device, and the rotation of the output element of the front planetary gear device are selectively transmitted to the second transmission unit. Configured,
The front planetary gear device is characterized in that, in the shift state, the rotation of the input rotation member is reversely transmitted to the specific rotation element. The multi-stage transmission according to claim 12,
The second transmission unit includes four rotating elements, and the four rotating elements are arranged in order from one end to the other end on a collinear diagram in which the rotation speed of the four rotating elements can be represented on a straight line. When the first rotating element, the second rotating element, the third rotating element, and the fourth rotating element are
The first rotating element is connected to the output element of the front gear device via a speed reduction clutch to be the specific rotating element, and
The second rotating element and the input rotating member are connected via a second clutch element,
The fourth rotating element and the output element of the front gear device are connected via a first clutch element ,
The first rotating element and the input rotating member are connected via a fourth clutch element,
The first rotating element and the non-rotating member are connected via the first brake element,
The multi-stage transmission, wherein the second rotating element and the non-rotating member are connected via a second brake element. The multi-stage transmission according to claim 13,
The first planetary gear unit is idled, and the first gear stage having the largest gear ratio is established by engaging the first clutch element and the second brake element,
The first planetary gear device is idled, and the second gear having a smaller gear ratio than the first gear is established by engaging the first clutch element and the first brake element,
Bringing the front planetary gear device in an idling state and engaging the speed reduction clutch and the first clutch element to establish a third gear stage having a smaller gear ratio than the second gear stage;
The fourth planetary gear stage having a gear ratio smaller than the third gear stage is established by engaging the first clutch element and the fourth clutch element with the front planetary gear set in an idle state.
The front planetary gear unit is idled, and the fifth shift stage having a gear ratio smaller than the fourth shift stage is established by engaging the first clutch element and the second clutch element ,
The sixth planetary gear stage having a gear ratio smaller than that of the fifth gear stage is established by engaging the second clutch element and the fourth clutch element with the front planetary gear set in an idle state.
The front planetary gear device is in an idling state, and by engaging the speed reduction clutch and the second clutch element, a seventh speed stage having a smaller speed ratio than the sixth speed stage is established.
The front planetary gear device is idled and an eighth shift stage having a smaller gear ratio than the seventh shift stage is established by engaging the second clutch element and the first brake element,
The multi-stage transmission is characterized in that the ninth planetary gear stage having a gear ratio smaller than that of the eighth gear stage is established by setting the front planetary gear device in a reverse rotation state and engaging the second clutch element. The multi-stage transmission according to claim 13,
The first planetary gear device is brought into a reverse rotation state, and the first gear stage having the largest gear ratio is established by engaging the second brake element,
The first planetary gear device is idled, and a second gear having a smaller gear ratio than the first gear is established by engaging the first clutch element and the second brake element,
Bringing the front planetary gear device in an idling state and engaging the first clutch element and the first brake element to establish a third shift stage having a smaller speed ratio than the second shift stage;
The fourth planetary gear stage having a gear ratio smaller than that of the third gear stage is established by engaging the speed reduction clutch and the first clutch element with the front planetary gear set in an idle state.
The front planetary gear device is idled, and the fifth gear having a smaller gear ratio than the fourth gear is established by engaging the first clutch element and the fourth clutch element,
The front planetary gear device is idled, and the sixth gear having a smaller gear ratio than the fifth gear is established by engaging the first clutch element and the second clutch element ,
The front planetary gear device is idled, and the seventh gear stage having a smaller gear ratio than the sixth gear stage is established by engaging the second clutch element and the fourth clutch element,
The front planetary gear unit is idled and an eighth shift stage having a smaller gear ratio than the seventh shift stage is established by engaging the reduction clutch and the second clutch element,
The ninth planetary gear stage having a gear ratio smaller than that of the eighth gear stage is established by bringing the front planetary gear device into an idling state and engaging the second clutch element and the first brake element. Multi-stage transmission. The multi-stage transmission according to claim 13,
The first planetary gear unit is idled, and the first gear stage having the largest gear ratio is established by engaging the first clutch element and the second brake element,
The second planetary gear having a gear ratio smaller than that of the first gear is established by bringing the front planetary gear device into a reverse rotation state and engaging the first clutch element ;
Bringing the front planetary gear device in an idling state and engaging the first clutch element and the first brake element to establish a third shift stage having a smaller speed ratio than the second shift stage;
The fourth planetary gear stage having a gear ratio smaller than that of the third gear stage is established by engaging the speed reduction clutch and the first clutch element with the front planetary gear set in an idle state.
The front planetary gear device is idled, and the fifth gear having a smaller gear ratio than the fourth gear is established by engaging the first clutch element and the fourth clutch element,
The front planetary gear device is idled, and the sixth gear having a smaller gear ratio than the fifth gear is established by engaging the first clutch element and the second clutch element ,
The front planetary gear device is idled, and the seventh gear stage having a smaller gear ratio than the sixth gear stage is established by engaging the second clutch element and the fourth clutch element,
The front planetary gear unit is idled and an eighth shift stage having a smaller gear ratio than the seventh shift stage is established by engaging the reduction clutch and the second clutch element,
The ninth planetary gear stage having a gear ratio smaller than that of the eighth gear stage is established by bringing the front planetary gear device into an idling state and engaging the second clutch element and the first brake element. Multi-stage transmission. The multi-stage transmission according to claim 13,
The first planetary gear device is brought into a reverse rotation state, and the first gear stage having the largest gear ratio is established by engaging the second brake element,
The second planetary gear having a gear ratio smaller than that of the first gear is established by bringing the front planetary gear device into a reverse rotation state and engaging the first clutch element ;
Bringing the front planetary gear device in an idling state and engaging the first clutch element and the first brake element to establish a third shift stage having a smaller speed ratio than the second shift stage;
The fourth planetary gear stage having a gear ratio smaller than that of the third gear stage is established by engaging the speed reduction clutch and the first clutch element with the front planetary gear set in an idle state.
The front planetary gear device is idled, and the fifth gear having a smaller gear ratio than the fourth gear is established by engaging the first clutch element and the fourth clutch element,
The front planetary gear device is idled, and the sixth gear having a smaller gear ratio than the fifth gear is established by engaging the first clutch element and the second clutch element ,
The front planetary gear device is idled, and the seventh gear stage having a smaller gear ratio than the sixth gear stage is established by engaging the second clutch element and the fourth clutch element,
The front planetary gear unit is idled and an eighth shift stage having a smaller gear ratio than the seventh shift stage is established by engaging the reduction clutch and the second clutch element,
The ninth planetary gear stage having a gear ratio smaller than that of the eighth gear stage is established by bringing the front planetary gear device into an idling state and engaging the second clutch element and the first brake element. Multi-stage transmission. The multi-stage transmission according to claim 13,
The first planetary gear device is brought into a reverse rotation state, and the first gear stage having the largest gear ratio is established by engaging the first clutch element ,
The first planetary gear device is idled, and the second gear having a smaller gear ratio than the first gear is established by engaging the first clutch element and the first brake element,
Bringing the front planetary gear device in an idling state and engaging the speed reduction clutch and the first clutch element to establish a third gear stage having a smaller gear ratio than the second gear stage;
The fourth planetary gear stage having a gear ratio smaller than the third gear stage is established by engaging the first clutch element and the fourth clutch element with the front planetary gear set in an idle state.
The front planetary gear unit is idled, and the fifth shift stage having a gear ratio smaller than the fourth shift stage is established by engaging the first clutch element and the second clutch element ,
The sixth planetary gear stage having a gear ratio smaller than that of the fifth gear stage is established by engaging the second clutch element and the fourth clutch element with the front planetary gear set in an idle state.
The front planetary gear device is in an idling state, and by engaging the speed reduction clutch and the second clutch element, a seventh speed stage having a smaller speed ratio than the sixth speed stage is established.
The front planetary gear device is idled and an eighth shift stage having a smaller gear ratio than the seventh shift stage is established by engaging the second clutch element and the first brake element,
The multi-stage transmission is characterized in that the ninth planetary gear stage having a gear ratio smaller than that of the eighth gear stage is established by setting the front planetary gear device in a reverse rotation state and engaging the second clutch element. The multi-stage transmission according to claim 13,
The first planetary gear device is brought into a reverse rotation state, and the first gear stage having the largest gear ratio is established by engaging the second brake element,
The first planetary gear device is idled, and a second gear having a smaller gear ratio than the first gear is established by engaging the first clutch element and the second brake element,
Bringing the front planetary gear device in an idling state and engaging the first clutch element and the first brake element to establish a third shift stage having a smaller speed ratio than the second shift stage;
The fourth planetary gear stage having a gear ratio smaller than that of the third gear stage is established by engaging the speed reduction clutch and the first clutch element with the front planetary gear set in an idle state.
The front planetary gear device is idled, and the fifth gear having a smaller gear ratio than the fourth gear is established by engaging the first clutch element and the fourth clutch element,
The front planetary gear device is idled, and the sixth gear having a smaller gear ratio than the fifth gear is established by engaging the first clutch element and the second clutch element ,
The front planetary gear device is idled, and the seventh gear stage having a smaller gear ratio than the sixth gear stage is established by engaging the second clutch element and the fourth clutch element,
The front planetary gear unit is idled and an eighth shift stage having a smaller gear ratio than the seventh shift stage is established by engaging the reduction clutch and the second clutch element,
The pre-planetary gear device is idling, and by engaging the second clutch element and the first brake element, a ninth shift stage having a smaller gear ratio than the eighth shift stage is established.
The multi-stage transmission is characterized in that the front planetary gear unit is brought into a reverse rotation state and the second clutch element is engaged to establish a tenth shift stage having a gear ratio smaller than that of the ninth shift stage. The multi-stage transmission according to claim 13,
The first planetary gear unit is idled, and the first gear stage having the largest gear ratio is established by engaging the first clutch element and the second brake element,
The second planetary gear having a gear ratio smaller than that of the first gear is established by bringing the front planetary gear device into a reverse rotation state and engaging the first clutch element ;
Bringing the front planetary gear device in an idling state and engaging the first clutch element and the first brake element to establish a third shift stage having a smaller speed ratio than the second shift stage;
The fourth planetary gear stage having a gear ratio smaller than that of the third gear stage is established by engaging the speed reduction clutch and the first clutch element with the front planetary gear set in an idle state.
The front planetary gear device is idled, and the fifth gear having a smaller gear ratio than the fourth gear is established by engaging the first clutch element and the fourth clutch element,
The front planetary gear device is idled, and the sixth gear having a smaller gear ratio than the fifth gear is established by engaging the first clutch element and the second clutch element ,
The front planetary gear device is idled, and the seventh gear stage having a smaller gear ratio than the sixth gear stage is established by engaging the second clutch element and the fourth clutch element,
The front planetary gear unit is idled and an eighth shift stage having a smaller gear ratio than the seventh shift stage is established by engaging the reduction clutch and the second clutch element,
The pre-planetary gear device is idling, and by engaging the second clutch element and the first brake element, a ninth shift stage having a smaller gear ratio than the eighth shift stage is established.
The multi-stage transmission is characterized in that the front planetary gear unit is brought into a reverse rotation state and the second clutch element is engaged to establish a tenth shift stage having a gear ratio smaller than that of the ninth shift stage. The multi-stage transmission according to claim 13,
The first planetary gear device is brought into a reverse rotation state, and the first gear stage having the largest gear ratio is established by engaging the second brake element,
The second planetary gear having a gear ratio smaller than that of the first gear is established by bringing the front planetary gear device into a reverse rotation state and engaging the first clutch element ;
Bringing the front planetary gear device in an idling state and engaging the first clutch element and the first brake element to establish a third shift stage having a smaller speed ratio than the second shift stage;
The fourth planetary gear stage having a gear ratio smaller than that of the third gear stage is established by engaging the speed reduction clutch and the first clutch element with the front planetary gear set in an idle state.
The front planetary gear device is idled, and the fifth gear having a smaller gear ratio than the fourth gear is established by engaging the first clutch element and the fourth clutch element,
The front planetary gear device is idled, and the sixth gear having a smaller gear ratio than the fifth gear is established by engaging the first clutch element and the second clutch element ,
The front planetary gear device is idled, and the seventh gear stage having a smaller gear ratio than the sixth gear stage is established by engaging the second clutch element and the fourth clutch element,
The front planetary gear unit is idled and an eighth shift stage having a smaller gear ratio than the seventh shift stage is established by engaging the reduction clutch and the second clutch element,
The pre-planetary gear device is idling, and by engaging the second clutch element and the first brake element, a ninth shift stage having a smaller gear ratio than the eighth shift stage is established.
The multi-stage transmission is characterized in that the front planetary gear unit is brought into a reverse rotation state and the second clutch element is engaged to establish a tenth shift stage having a gear ratio smaller than that of the ninth shift stage. The multi-stage transmission according to claim 13,
The first planetary gear device is brought into a reverse rotation state, and the first gear stage having the largest gear ratio is established by engaging the second brake element,
The first planetary gear device is idled, and a second gear having a smaller gear ratio than the first gear is established by engaging the first clutch element and the second brake element,
The third planetary gear having a smaller gear ratio than the second gear is established by engaging the first clutch element with the front planetary gear set in the reverse rotation state,
The fourth planetary gear stage having a gear ratio smaller than the third gear stage is established by engaging the first clutch element and the first brake element with the front planetary gear set in an idle state.
The front planetary gear unit is idled, and a fifth gear having a smaller gear ratio than the fourth gear is established by engaging the speed reduction clutch and the first clutch element ,
The front planetary gear device is idled, and the sixth gear stage having a smaller gear ratio than the fifth gear stage is established by engaging the first clutch element and the fourth clutch element,
The front planetary gear unit is in an idle state, and the seventh gear stage having a smaller gear ratio than the sixth gear stage is established by engaging the first clutch element and the second clutch element ,
The front planetary gear device is idled and an eighth shift stage having a smaller gear ratio than the seventh shift stage is established by engaging the second clutch element and the fourth clutch element,
The ninth planetary gear stage having a gear ratio smaller than that of the eighth gear stage is established by engaging the front planetary gear device in an idle state and engaging the speed reduction clutch and the second clutch element,
Bringing the front planetary gear device in an idle state and engaging the second clutch element and the first brake element to establish a tenth shift stage having a smaller gear ratio than the ninth shift stage;
A multi-stage transmission characterized in that an eleventh shift stage having a smaller gear ratio than the tenth shift stage is established by setting the front planetary gear device in a reverse rotation state and engaging the second clutch element. The multi-stage transmission according to claim 12 or claim 13,
The first transmission unit includes a single pinion type first planetary gear device as the front planetary gear device, and a double pinion type second planetary gear device as the front gear device,
In the second planetary gear device, a sun gear is connected to a non-rotating member, a carrier is connected to the input rotating member, a ring gear is an output element,
In the first planetary gear device, a sun gear is connected to the input rotating member via a carrier of the second planetary gear device to be an input element, and a carrier is selectively connected to a non-rotating member to be a fixed element. The multi-stage transmission is characterized in that a ring gear is connected to the specific rotation element as an output element. The multi-stage transmission according to claim 12 or claim 13,
The first transmission unit includes a single pinion type first planetary gear device as the front planetary gear device, and a double pinion type second planetary gear device as the front gear device,
In the second planetary gear device, a sun gear is connected to a non-rotating member, a carrier is connected to the input rotating member, a ring gear is an output element,
In the first planetary gear device, a sun gear is connected to the input rotating member via a carrier of the second planetary gear device to be an input element, and a carrier is selectively connected to a non-rotating member to be a fixed element. The multi-stage transmission is characterized in that a ring gear is connected to the specific rotation element as an output element, and the sun gear and the ring gear can be selectively connected. The multi-stage transmission according to claim 13,
The second transmission unit includes a double pinion type first rear planetary gear device and a single pinion type second rear planetary gear device,
The carrier of the first rear planetary gear device and the sun gear of the second rear planetary gear device are connected to each other to constitute the first rotating element,
The ring gear of the first rear planetary gear device and the carrier of the second rear planetary gear device are connected to each other to constitute the second rotating element,
The third rotating element is constituted by a ring gear of the second rear planetary gear device,
The multi-stage transmission is characterized in that the fourth rotating element is constituted by a sun gear of the first rear planetary gear unit. The multi-stage transmission according to claim 13,
The second transmission unit includes a single pinion type first rear planetary gear unit and a double pinion type second rear planetary gear unit,
The first rotating element is constituted by a sun gear of the first rear planetary gear device,
The second rotating element is configured by connecting the carrier of the first rear planetary gear unit and the carrier of the second rear planetary gear unit to each other,
The third rotating element is constituted by a ring gear of the second rear planetary gear device,
The multi-stage transmission is characterized in that the fourth rotating element is configured by connecting a ring gear of the first rear planetary gear unit and a sun gear of the second rear planetary gear unit to each other. The multi-stage transmission according to claim 12,
The second transmission unit includes four rotating elements, and the four rotating elements are arranged in order from one end to the other end on a collinear diagram in which the rotation speed of the four rotating elements can be represented on a straight line. When the first rotating element, the second rotating element, the third rotating element, and the fourth rotating element are
The first rotating element is connected to the output element of the front gear device via a speed reduction clutch to be the specific rotating element, and
The second rotating element and the input rotating member are connected via a second clutch element,
The fourth rotating element and the input rotating member are coupled via the first clutch element ,
The first rotating element and the non-rotating member are connected via the first brake element,
The multi-stage transmission, wherein the second rotating element and the non-rotating member are connected via a second brake element. The multi-stage transmission according to claim 27,
The first planetary gear device is brought into a reverse rotation state, and the first gear stage having the largest gear ratio is established by engaging the second brake element,
The first planetary gear device is idled, and a second gear having a smaller gear ratio than the first gear is established by engaging the first clutch element and the second brake element,
The third planetary gear having a smaller gear ratio than the second gear is established by engaging the first clutch element with the front planetary gear set in the reverse rotation state,
The fourth planetary gear stage having a gear ratio smaller than the third gear stage is established by engaging the first clutch element and the first brake element with the front planetary gear set in an idle state.
The front planetary gear unit is idled, and a fifth gear having a smaller gear ratio than the fourth gear is established by engaging the speed reduction clutch and the first clutch element ,
The front planetary gear device is idled, and the sixth gear having a smaller gear ratio than the fifth gear is established by engaging the first clutch element and the second clutch element ,
The front planetary gear device is in an idling state, and by engaging the speed reduction clutch and the second clutch element, a seventh speed stage having a smaller speed ratio than the sixth speed stage is established.
The front planetary gear device is idled and an eighth shift stage having a smaller gear ratio than the seventh shift stage is established by engaging the second clutch element and the first brake element,
The multi-stage transmission is characterized in that the ninth planetary gear stage having a gear ratio smaller than that of the eighth gear stage is established by setting the front planetary gear device in a reverse rotation state and engaging the second clutch element. The multi-stage transmission according to claim 12 or claim 27,
The first transmission unit includes a single pinion type first planetary gear device as the front planetary gear device, and a double pinion type second planetary gear device as the front gear device,
In the second planetary gear device, a sun gear is connected to a non-rotating member, a carrier is connected to the input rotating member, a ring gear is an output element,
In the first planetary gear device, a sun gear is connected to the input rotating member via a carrier of the second planetary gear device to be an input element, and a carrier is selectively connected to a non-rotating member to be a fixed element. The multi-stage transmission is characterized in that a ring gear is connected to the specific rotation element as an output element. The multi-stage transmission according to claim 27,
The second transmission unit includes a single pinion type first rear planetary gear device and a single pinion type second rear planetary gear device,
The first rotating element is constituted by a sun gear of the first rear planetary gear device,
The carrier of the first rear planetary gear device and the ring gear of the second rear planetary gear device are connected to each other to constitute the second rotating element,
The third rotating element is configured by connecting the ring gear of the first rear planetary gear unit and the carrier of the second rear planetary gear unit to each other,
The multi-stage transmission, wherein the fourth rotating element is constituted by a sun gear of the second rear planetary gear unit. The multi-stage transmission according to claim 27,
The second transmission unit includes a double pinion type first rear planetary gear device and a single pinion type second rear planetary gear device,
The carrier of the first rear planetary gear device and the sun gear of the second rear planetary gear device are connected to each other to constitute the first rotating element,
The ring gear of the first rear planetary gear device and the carrier of the second rear planetary gear device are connected to each other to constitute the second rotating element,
The third rotating element is constituted by a ring gear of the second rear planetary gear device,
The multi-stage transmission is characterized in that the fourth rotating element is constituted by a sun gear of the first rear planetary gear unit. The multi-stage transmission according to claim 27,
The second transmission unit includes a single pinion type first rear planetary gear unit and a double pinion type second rear planetary gear unit,
The first rotating element is constituted by a sun gear of the first rear planetary gear device,
The second rotating element is configured by connecting the carrier of the first rear planetary gear unit and the carrier of the second rear planetary gear unit to each other,
The ring gear of the first rear planetary gear device and the ring gear of the second rear planetary gear device are connected to each other to constitute the third rotating element,
The multi-stage transmission, wherein the fourth rotating element is constituted by a sun gear of the second rear planetary gear unit.

Images