JP6230264B2 - Multi-speed transmission - Google Patents

Description

The present invention relates to an automatic transmission (AT) that is an automatic transmission for a vehicle that controls a planetary gear using a hydraulic clutch and a brake, and more particularly to a multi-stage transmission that exceeds 10 forward speeds.

Conventionally, as a multi-stage transmission having a shift speed exceeding 10 forward speeds, an MT (Manual Transmission) having 16 forward speeds has been put to practical use. These are mainly used for heavy duty trucks and heavy vehicles as heavy vehicles that require a large traction force, and a gear ratio width (Gear Range) obtained by dividing the speed ratio of the lowest speed stage by the speed ratio of the highest speed stage is 15. It is about. As a transmission means for MT used in heavy vehicles, a shift system by switching a counter gear is used, and a large bending load is applied to a counter shaft holding a plurality of counter gears, so that the shaft length cannot be greatly extended. Also, because of the strength problem due to the suspension system of the transmission that is cantilevered on the prime mover, split-type transmissions with reduced axial length by adding Hi-Lo mechanisms before and after the main transmission mechanism are used. Yes. However, when shifting, in addition to the complexity of shifting both the main transmission mechanism and the Hi-Lo mechanism in some cases, the transmission ratio is a geometric series, and a structure that does not necessarily provide a good transmission ratio.

  On the other hand, for MTs for light vehicles such as passenger cars, the forward 5th and 6th gears are the mainstream, but traveling on rough terrain (Off Road, Rough Terrain) is also possible, and the forward 5th and 6th gears that become the main transmission mechanism. In addition, forward 10 and 12-speed multi-speed transmissions to which a Hi-Lo auxiliary transmission mechanism is added have also been put into practical use.

  As an automatic transmission for a light vehicle such as a passenger car, 4AT with 4 forward speeds has become widespread. In addition, since the step value of each gear stage cannot be as small as MT, it is limited to use a torque converter with poor transmission efficiency in a locked-up manner, resulting in poor fuel consumption. For this reason, CVT (Continuously Variable Transmission), which can be used with the torque converter locked up at times other than when starting, has been used in many cases. automated mechanical transmission) has also started to spread. DCT is a structure that eliminates the unpleasant sensation of shifting the power by turning off the power of SCT (Single Clutch Automated Mechanical Transmission) that automates the conventional MT by switching the clutch to a transmission gear prepared in advance, Shifting over gears is the same phenomenon as SCT, and the shifting characteristics are still inferior to AT.

As automatic transmissions for heavy vehicles such as commercial vehicles, forward 3, 4, 5 and 6-speed automatic transmissions are widespread, such as specially equipped vehicles and buses where safety and good operability are important, It is installed in military vehicles and construction vehicles that can run on All Terrain including rough terrain, including retarders that serve as brakes other than foot brakes. Especially in Europe and America, 100% of city buses are ATs. For construction vehicles only, 7-speed forward gear shift and 6-speed counter gear type power shift transmissions with planetary gears arranged in 5 rows are also used. For Heavy Duty Truck, SCT with automated MT is mainly used, and DCT is also used for Light Duty vehicles. However, multi-stage ATs with good shifting characteristics are not progressing.

  In recent years, multi-stage ATs have been used in passenger cars with the same 5th and 6th forward gear ranges as MT, and the 7th and 8th forward gears have been introduced to improve fuel economy and driving performance. Is planned. This is triggered by the improvement of the conventional 6AT for trucks and buses to a new 6AT. The conventional 6AT for trucks and buses used a system in which five rotating elements using three rows of planetary gears were controlled by six fastening elements, but a good gear ratio was not obtained and the structure was simple. Therefore, 6AT (A type) controlled by GM (Allison) in the 1970s with 3 rows of planetary gears and 5 fastening elements was devised and disclosed in Patent Document 1, and similar to Rupertier in the 1980s for passenger cars 6AT (B type) of Patent Literature 2 and 5AT (C type) of Patent Literature 3 were continuously devised by Benz in the 1990s, A type 6AT was used as a track bus, A, B type 6AT and C type 5AT Has been put to practical use in passenger cars.

In any of the A, B, and C types, at the forward speed reduction stage, the rotation of the input shaft or the front shift is applied to the main component of the four components including the two planetary gear trains of the main transmission mechanism. This is the same method for selectively inputting the decelerated rotation of the input shaft obtained from one planetary gear train of the mechanism, but there is a difference in the input rotation, which causes differences in characteristics. In the forward deceleration stage, the rotation input to the main component of the main transmission mechanism is the rotation of the input shaft for the A type, the deceleration rotation of the input shaft for the B type, and the rotation of the input shaft for the C type. , And reduced rotation of the input shaft.

  The A type 6AT has a mode in which only 20 to 30% of the input power is input to the passive component of the main transmission mechanism at the third and fifth forward speeds, and the input shaft is decelerated and rotated. There is no need to increase the capacity, and the meshing efficiency of the planetary gear is most improved. However, since the main drive side of the main transmission mechanism is not decelerated, the gear ratio tends to swing to the high speed side. On the other hand, the B type 6AT decelerates the main drive side of the main transmission mechanism, so there is no bias in the transmission ratio, but the power transmission loss of the front transmission mechanism is the largest in all the forward deceleration stages, and the main transmission mechanism The planetary gear that can be used in the above is limited to the Ravigne planetary gear, which is disadvantageous in terms of transmission efficiency and strength of the gear, and the capacity of the clutch that transmits the reduced speed rotation is increased. The C type 5AT has the most appropriate gear ratio because both the deceleration and non-deceleration rotations are input to the main driving side of the main transmission mechanism, and the main component on the main driving side decelerates and rotates only at the first speed. Is not effective, the meshing efficiency of the planetary gear is worse than that of the A type 6AT, but an efficiency comparable to that of the B type 6AT can be ensured. In the C type 5AT, since the decelerated rotation is input to the main drive side component through the brake at the first forward speed, the capacity of the clutch that transmits the decelerated rotation as in the B type 6AT is required. However, a large deceleration torque is input to the main drive side component of the main transmission mechanism. Therefore, the C type 5AT uses a Simpson planetary gear for the main transmission mechanism and uses a ring gear as a component on the main drive side. Therefore, even if a large torque is input, the tooth surface load can be reduced and two powers can be used. The planetary gear train can be distributed to the other planetary gear trains, and there is no problem in strength unlike the B type 6AT.

Based on the A, B type 6AT and C type 5AT, a multistage type has been devised. Examples of the practical use include C type 7AT (7 forward speed and 2 reverse speed) of Benz Corporation described in Patent Document 4 and SAE PAPER 2004-01-0649, and Patent Document 5 and SAE PAPER 2007-01-. 1108, Toyota B type 8AT (8 forward speed, 2 reverse speed). The C type 7AT has a reduction planetary gear added to the C type 5AT, and a larger reduction rotation is input to the ring gear, which is a main component of the Simpson planetary gear, by means of a brake. And 6 fastening elements. In addition, the B type 8AT adds a clutch to the B type 6AT, inputs the rotation of the input shaft to the passive side component of the main transmission mechanism via the clutch, and further increases the deceleration rotation to the main drive of the Ravigne planetary gear. It is input to the sun gear, which is a side component, and consists of three planetary gear trains and six fastening elements. However, the smaller the number of gears, the smaller the drawbacks. The B type 8AT has further reduced transmission efficiency, and the gear range cannot be increased in terms of strength. Disadvantages that become complicated are conspicuous.

A special type of multi-stage transmission (developed as a D type) has been devised that shifts the A, B, and C type ATs by recombining the components of planetary gear trains arranged in three or more rows. Yes. In the old days, there is 5AT of Borg Warner Co. according to US Pat. No. 3,385,134, and in recent years, 6AT (SAE PAPER 2007-01-1095) of GM Corp. according to US Pat. It became. Furthermore, 8AT (8 forward speed, 1 reverse speed) composed of four planetary gear trains and five fastening elements, which provide excellent meshing efficiency of planetary gears, was devised and put into practical use in Patent Document 6 from ZF. . In this method, since the components of the planetary gear train are recombined with the clutch, the clutch is often arranged between the planetary gears, and there is a drawback that it is difficult to make it compact. Although it is possible to convert the A, B, and C types to the D type method, the structure becomes complicated and there is no advantage.

The structure, speed diagram, and gear ratio of these 7, 8ATs are shown as “B-Type TOYOTA 8AT” in FIG. 27, “C-Type BENZ 7AT” in FIG. 28, and “D-Type” in FIG. Presented as “ZF 8AT”. In the schematic diagram, “B-Type TOYOTA 8AT” is the simplest and most compact. However, the capacity of the clutch C1 must be increased and the gear width of the Ravigne planetary gear must be increased. The difference is not as big as 8AT and the schematic diagram. Note that GEAR EFF in these figures represents the meshing efficiency of the planetary gear, and is calculated by the applicant of the present application. This efficiency calculation calculates the relative rotation of all gears to which power is transmitted minus torque and planet carrier rotation, and the meshing loss between the ring gear and the planet gear that reduces the slip of the tooth surface, and the sun gear and planet gear. The meshing loss of each gear is calculated and summed as 40% of the meshing loss of the gears, so that appropriate comparative evaluation can be performed. Although the fuel efficiency depends on the gear ratio, it is important to improve the efficiency of planetary gear meshing, which deteriorates due to multistage gearing. Therefore, in this application, all the multistage automatic transmissions presented here are engaged in planetary gear meshing. Expressed efficiency.

Comparing the 7AT and 8AT that have been put to practical use, C type 7AT> B type 8AT> D type 8AT for the gear ratio series, B type 8AT> D type 8AT> C type 7AT for simplicity, and the meshing efficiency of the planetary gear It can be determined that the order of D type 8AT> C type 7AT> B type 8AT is good. However, if the number of gears is increased in this way, the gear range obtained by dividing the gear ratio of the first forward gear, which is the lowest gear, by the gear ratio, which is the highest gear, is set to 8 or more to further reduce the rotation of the prime mover. Although it is desirable to improve fuel efficiency, the gear range value is small for the gear ratio, such as 7.3 for D type 8AT, 6.7 for B type 8AT, 6.0 for C type 7AT, and gear ratio. The step value is too cross in the middle speed range, and the gear ratio is not suitable for a multi-speed transmission. It is structurally difficult to increase the gear range with these multi-stage transmissions, including the strength. In addition, in B type 8AT, the meshing efficiency in the forward 1st to 4th gears is too bad. In D type 8AT, the arrangement position of the clutch complicates the structural design. In C type 7AT, the number of parts is reduced. However, there are drawbacks in that the number of gears cannot be obtained for a large number of gears, and the performance corresponding to the complexity of the power train cannot be obtained.

A multi-stage transmission that can evolve the C type 7AT and increase the gear range with respect to these three kinds of 7,8ATs was proposed by ZF in Patent Documents 7 and 8. This eliminates the disadvantage of the C type 7AT, in which the number of gears is reduced by one despite the fact that there is one more planetary gear train than the B type 8AT. 9AT (9 forward speeds, 1 reverse speed) is realized with a single fastening element. In Patent Documents 7 and 8, the planetary gear trains of the front transmission mechanism and the main transmission mechanism to be used are limited, and each component part is not arranged compactly. Arrangements are proposed in Japanese Patent Application No. 2012-005766 and Japanese Patent Application No. 2012-143656. The C type 9AT can be applied to the main transmission mechanism and the front transmission mechanism using the Simpson planetary gear, which is advantageous in terms of efficiency and strength, and the compact planetary gear train that can be arranged in the axial direction, with efficiency and strength. Thus, it is possible to configure a planetary gear train that is compact and advantageous for multistage operation. However, the gear ratio is 5 to 0.5, and the gear ratio at the highest speed is smaller than that of MT, and the gear meshing efficiency at the highest speed is slightly deteriorated. There is a drawback that the value becomes slightly larger. However, the transmission efficiency is much better than CVT, which has a gear ratio of 2.5 to 0.5, and the step value is not inferior to B type or D type 8AT.

  As described in the paragraph “0002” at the beginning, the gear ratio of the heavy duty truck, its specially equipped vehicles, and military vehicles and construction vehicles that can run on the All Terrain requires a gear range of about 15, but from the lowest gear The step value to the next stage is about 1.5 and the gear ratio step value to the highest speed stage is about 1.15, and the step value gradually decreases as the speed shifts to the higher speed stage. No AT has this speed ratio characteristic. C type 9AT, which is advantageous for multi-stage, has a gear ratio of about 5 to 0.5 and can be applied to some of these vehicles, but the gear range is about 10 and is not sufficient. If this C type 9AT is improved and used, the gear ratio is set to 7.5 to 0.5, the step value from the lowest gear to the next gear is about 1.5, and the gear ratio step to the highest gear is performed. The value must be about 1.15, and the multi-stage transmission must have a gear range of 15 with the step value gradually decreasing as the speed shifts to a higher speed. In addition to the gear range of 15, heavy vehicles need durability against a large load frequency and compact enough to be suspended on a prime mover, and light vehicles such as passenger cars need simplicity and weight reduction.

  Since the AT with a gear range of about 15 does not have many target vehicles, it is necessary to share parts with the C type 9AT. Naturally, a vehicle that can run on All Terrain must be equipped with a drive mechanism and a retarder that can select differential and non-differential in 2WD, 4WD, and 4WD.

  By the way, in AT and CVT put into practical use, a torque converter is used as a starting device. In order to effectively use the torque amplification effect, this torque converter is set to match near the rotation at which the maximum torque of the prime mover is generated, and the rotation of the prime mover is too high in a general start state that does not require the maximum output. This causes discomfort and causes fuel consumption deterioration. Multi-speed AT and CVT with gear range equal to or higher than MT can provide sufficient traction even if the torque converter capacity is increased to improve the fuel efficiency of the prime mover. However, if the capacity is increased, the stall condition during idling This makes the motor unreasonable and makes the rotation unstable. Although a measure to increase the capacity by sliding the lock-up clutch of the torque converter at the time of starting is conceivable, as shown in Japanese Patent Application Laid-Open No. 2009-236234, the friction members arranged alternately in the brake that is engaged at the starting stage A means for providing a plurality of through holes in the central circumferential portion of the same diameter and controlling the slip by flowing oil from the inside to the brake friction material at the start is also effective. In that case, the Off Load and Rough Terrain specifications are used in combination with a torque converter with an increased capacity, but the On Load specifications can eliminate the torque converter and achieve a simple structure superior to the DCT. Even in the HEV system using a motor generator as a starting device, if the brake can be used as a starting device, the safety can be further improved.

JP 52-149562 A JP-A-4-219553 US 5,435,791 JP 2000-266138 A JP 2001-182785 A Special table 2008-527267 JP2011-513661 JP2011-51662A

The first problem of the present invention is that the gear meshing efficiency is good, the step value from the lowest speed stage to the next stage is about 1.5, and the step value of the gear ratio from the highest speed stage is about 1.15. This is to establish a multi-stage transmission with a step value that gradually decreases as the gear shifts and a gear range value of about 15 can be established by the AT system that controls the planetary gear using a hydraulic clutch and a brake.

  A second problem of the present invention is to provide a structure capable of mounting the multi-stage transmission of the first problem in a simple and compact form for heavy vehicles and passenger cars.

The third problem of the present invention is to make the component part of the multi-stage transmission of the first problem common to the component part of the multi-speed transmission of the ninth forward speed that can take a gear range value of about 10. .

The present invention according to claim 1 relates to a basic configuration of a multi-stage transmission apparatus having a gear range value of about 15, and is a means for solving the first problem. On a common speed diagram, The fourth component of the main transmission mechanism including the first and second planetary gear trains (10, 20) in which the first, second, third, and fourth components are arranged in order is the third brake (B3). The second component and the input shaft can be connected by the third clutch (C3), and the output component of the front transmission mechanism including the first component and a plurality of planetary gear trains can be connected by the connecting shaft (7). A multi-stage shift in which the third component obtains a plurality of shift stages with respect to the input shaft by coupling and selectively regulating the rotational speed of any two of the first, second and fourth components The front transmission mechanism is a third and fourth idler composed of four components. One component of the star gear train (30, 40) is connected to the input shaft by the first and second clutches (C1, C2) using one of the other three components as an output component of the front transmission mechanism. The first and second brakes (B1, B2) can be braked, and one component of the fifth planetary gear train (50) composed of three components can be used as an output component of the front transmission mechanism. And any one of the other two is connected to the input shaft, or is connected to a component connected to the first clutch (C1) of the third and fourth planetary gear trains (30, 40), The remaining one can be braked by the fourth brake (B4), and the first and second clutches (C1, C2) and the first and second brakes (B1, B2) are engaged by engaging the front. There are two types of output components of the speed change mechanism: the same rotational speed as the input shaft, zero rotational speed The decelerating rotation of the input shaft and the reverse rotation speed of one type of input shaft can be selectively obtained, and the fourth clutch (B4) is engaged or the first clutch (C1). And the fourth brake (B4) can be engaged to selectively obtain different types of reduced speed rotation of the input shaft .

The present invention according to claim 2 relates to the structure of the front transmission mechanism according to claim 1, and is means for solving the first problem. The front transmission mechanism is represented by A on a common speed diagram. , B, E, C and D are composed of a plurality of planetary gear trains arranged in order, and the components A and D and the input shaft can be connected by the first and second clutches (C1, C2). The components C, D and E can be braked by the first, second and fourth brakes (B1, B2, B4), and the first and second clutches (C1, C2) and the first, second and second brakes By selectively fastening any two of the four brakes (B1, B2, B4), the component B that is the output component has the same rotational speed as the input shaft, zero rotational speed, and three types of The main transmission is designed to obtain reduced rotation of the input shaft and reverse rotation speeds of the two input shafts. By selectively engaging the third clutch (C3) and the third brake (B3), the rotational speed of any two of the first, second and fourth components of the main transmission mechanism is selectively selected. Regulations have been made so that the third component has 12 forward speeds and 2 reverse speeds.

The present invention according to claim 3 relates to the specifications of the planetary gear train of the front transmission mechanism of the multi-stage transmission device that obtains the 12th forward speed and the second reverse speed according to claims 1 and 2, and has the first problem. The pre-transmission mechanism is a means for solving the problem, and the third and fourth planetary gear trains (30, 30) in which four components A, B, C, and D are arranged in order on a common speed diagram. 40) and a fifth planetary gear train (50) in which one component of the three components including the component E is connected to the component B, and the remaining one component is connected to the component A. It came to consist of.

The present invention according to claim 4 relates to the specifications of the planetary gear train of the front transmission mechanism of the multi-stage transmission according to claim 1 different from those of claims 2 and 3, and means for solving the first problem The front transmission mechanism has a third and fourth planetary gear trains (30, 40) in which four constituent elements A, B, C, and D are arranged in order on a common speed diagram, A fifth planetary gear train (50) in which one component of the three components including the element E is connected to the component B and the remaining one component is connected to the input shaft. The elements A and D and the input shaft can be connected by the first and second clutches (C1, C2), and the components C, D, and E are braked by the first, second, and fourth brakes (B1, B2, B4). What is possible with the first and second clutches (C1, C2) and the first and second brakes (B1, B2) By selectively fastening the two, the component B that is the output component has the same rotational speed as the input shaft, zero rotational speed, reduced rotation of the two input shafts, and one input In addition to obtaining the reverse rotation speed of the shaft, the fourth brake (B4) is selectively engaged to obtain a different type of reduced speed rotation of the input shaft, and the third clutch ( C3) and the third brake (B3) are selectively engaged to selectively restrict the rotational speed of any two of the first, second and fourth components of the main transmission mechanism, Three components now provide 11 forward speeds and 1 reverse speed.

The present invention according to claim 5 relates to a specification different from claim 4 of the planetary gear train of the front transmission mechanism of the multi-stage transmission apparatus according to claim 1, which is different from claims 2 and 3. The front transmission mechanism has a third speed gear train (30 and a fourth planetary gear train (30) in which four components A, B, C and D are arranged in order on a common speed diagram. 40), and a fifth planetary gear train (50) in which one component of the three components including the component E is connected to the component C and the remaining one component is connected to the input shaft. The components A and B and the input shaft can be connected by the first and second clutches (C1, C2), and the components D, B, and E are connected to the first, second, and fourth brakes (B1, B2, B4) enables braking, and the first and second clutches (C1, C2) and the first and second brakes (B , B2) by selectively fastening any two of them, the component C that is the output component can have the same rotational speed as the input shaft, zero rotational speed, and reduced rotation of the two input shafts. In addition to obtaining a reverse rotation speed of one type of input shaft and selectively engaging the fourth brake (B4), a different type of reduced speed rotation of the input shaft can be obtained, and the main transmission mechanism By selectively engaging the third clutch (C3) and the third brake (B3), the rotational speed of any two of the first, second and fourth components of the main transmission mechanism is selectively selected. Regulations have been made so that the third component has 11 forward speeds and 1 reverse speed.

According to a sixth aspect of the present invention, there is provided a multi-stage transmission that obtains the forward 12th speed and the second reverse speed, or the forward 11th speed and the first reverse speed in the third, fourth and fifth aspects. It shows a concrete structure for making it simple and compact so that it can be shared with the multi-speed transmission that obtains the first speed, and it solves the second problem and takes into account the third problem. And the input shaft is arranged at the center of rotation, and the third and fourth planetary gear trains (30, 40) of the front transmission mechanism and the first and second planetary gear trains of the main transmission mechanism are arranged radially outward of the input shaft. (10, 20) are arranged side by side in the axial direction, and the first and second sides of the third and fourth planetary gear trains (30, 40) are arranged on one side away from the first and second planetary gear trains (10, 20). The clutches (C1, C2) are arranged and connected to the input shafts, and the first and second planetary gear trains (10, 20) And a third clutch (C3) disposed on one side away from the fourth planetary gear train (30, 40) and connected to the input shaft, and the third and fourth planetary gear trains (30, 40) and the first and first planetary gear trains (30, 40). The fifth planetary gear train (50) is arranged between the two planetary gear trains (10, 20) in the axial direction, and the fifth planetary gear train (50) is a simple planetary gear and the constituent elements of the fifth planetary gear train (50). The ring gear (R5) to be E can be braked by the fourth brake (B4), and the planet carrier (P5) is the component B or C that is the output component of the third and fourth planetary gear trains (30, 40). To the connecting shaft (7) connected to the first component of the first and second planetary gear trains (10, 20) and the sun gear (S5) to the input shaft or the third and fourth It connects with the component A of the planetary gear train (30, 40).

The present invention according to claim 7 relates to the arrangement of a brake for supplementing claim 6 showing a specific structure for making it simple and compact, and solves the second problem and the third problem. The friction members of the first, second, and fourth brakes (B1, B2, B4) of the front transmission mechanism are used as the third, fourth, and fifth planetary gear trains of the front transmission mechanism. (30, 40, 50) and the first and second clutches (C1, C2) are arranged radially outside.

  The present invention according to claim 8 is a multi-stage transmission that obtains 9 forward speeds and 1 reverse speed by arranging a specific planetary gear train, clutch, and brake of a main transmission mechanism that can fulfill claim 1. The first and second planetary gear trains (10, 20) of the main transmission mechanism are means for solving the first and second problems and considering the third problem. ) Has the first and second planetary gear trains (10, 20) as simple planetary gears, the ring gear (R2) of the second planetary gear train (20) as the first component, and the first planetary gear train (10 ) Ring gear (R1) and the planet carrier (P2) of the second planetary gear train (20) are connected as the second component, and the planet carrier (P1) of the first planetary gear train (10) is the third component. And the mutual support of the first and second planetary gear trains (10, 20). The gears (S1, S2) are connected to form a fourth component, or the first and second planetary gear trains (10, 20) are used as simple planetary gears, and the ring gear ( R1) and the sun gear (S2) of the second planetary gear train (20) are connected to form a first component, and the planet carriers (P1, P2) of the first and second planetary gear trains (10, 20) are connected to each other. Connected as the second component, the ring gear (R2) of the second planetary gear train (20) as the third component, the sun gear (S1) of the first planetary gear train (10) as the fourth component, The second planetary gear is arranged with the second planetary gear train (20) arranged radially outside the first planetary gear train (10), or with the first and second planetary gear trains (10, 20) as simple planetary gears. The sun gear (S2) in the row (20) is the first component, and the first The ring gear (R1) of the star gear train (10) and the planet carrier (P2) of the second planetary gear train (20) are connected as a second component, and the planet carrier (P1 of the first planetary gear train (10) is connected. ) And the ring gear (R2) of the second planetary gear train (20) are connected as the third component, and the sun gear (S1) of the first planetary gear train (10) is the fourth component, or The first planetary gear train (10) is a double planetary gear, the second planetary gear train (20) is a simple planetary gear, the ring gear (R) and the planet carrier (P) are shared, and the first planetary gear becomes a double planetary gear. The second planetary gear train (20) is a so-called Ravigne planetary gear in which the pinion gear meshing with the ring gear (R) of the gear train (10) is a long pinion and meshed with the sun gear (S2) of the second planetary gear train (20). of The sun gear (S2) is the first component, the shared planet carrier (P) is the second component, the shared ring gear (R) is the third component, and the sun gear of the first planetary gear train (10) (S1) is the fourth component, or the first planetary gear train (10) is a double planetary gear, the second planetary gear train (20) is a simple planetary gear, the ring gear (R) and the planet carrier ( P) is shared, and the pinion gear that meshes with the ring gear (R) of the first planetary gear train (10) serving as a double planetary gear is meshed with the sun gear (S2) of the second planetary gear train (20) as a long pinion. As a so-called Ravigneaux planetary gear, the sun gear (S1) of the first planetary gear train (10) is a first component, the shared ring gear (R) is a second component, and a shared planet carrier is used. A (P) is the third component and the sun gear (S2) of the second planetary gear train (20) is the fourth component, or the first and second planetary gear trains (10, 20) are simple planets. As gears, the sun gear (S2) of the second planetary gear train (20) is the first component, the ring gear (R1) of the first planetary gear train (10) is the second component, and the first and second planets. The planet carriers (P1, P2) of the gear train (10, 20) are connected to form a third component, and the sun gear (S1) of the first planetary gear train (10) and the second planetary gear train (20) The planetary gear train comprising the first, second, third, and fourth components according to claim 1, wherein the ring gear (R2) is connected to form a fourth component, and the input shaft is arranged at the center of rotation. The main shaft shifts the input shaft on one side of the first and second planetary gear trains (10, 20). The third clutch (C3) is connected to the clutch drum and the input shaft and the second component can be connected via the third clutch (C3). A connecting shaft (7) extending from the other side of the planetary gear train (10, 20) is disposed and connected to the first component, and a fourth component is disposed radially outside the connecting shaft (7). The other side of the first and second planetary gear trains (10, 20) is connected to the third brake (B3) of the main transmission mechanism to enable braking, and the third brake (B3) and the third clutch (C3) The third component was output from between.

  The present invention according to claim 9 relates to a specific planetary gear train, clutch, and brake arrangement of the front transmission mechanism that can establish claims 1, 3, and 4. It is arranged so as to be in common with a multi-stage transmission that obtains a stage, solves the first and second problems, and takes into consideration the third problem, and the third and fourth of the front transmission mechanism. The planetary gear train (30, 40) uses the third and fourth planetary gear trains (30, 40) as simple planetary gears, the ring gear (R3) of the third planetary gear train (30) and the fourth planetary gear train ( 40) the sun gear (S4) is connected to form component A, the planet carriers (P3, P4) of the third and fourth planetary gear trains (30, 40) are connected to form component B, and the fourth The ring gear (R4) of the planetary gear train (40) is the component C, and the third planetary gear The fourth planetary gear train (40) is arranged on the radially outer side of the third planetary gear train (30) with the sun gear (S3) of (30) as the component D, or the third and fourth planetary gear trains ( 30 and 40) are simple planetary gears, the ring gear (R4) of the fourth planetary gear train (40) is the component A, the ring gear (R3) of the third planetary gear train (30) and the fourth planetary gear train. The planet carrier (P4) of (40) is connected to be a component B, the planet carrier (P3) of the third planetary gear train (30) is a component C, and the third and fourth planetary gear trains (30, 40 ) To connect each other's sun gear (S3, S4) into a component D, or the third planetary gear train (30) as a double planetary gear and the fourth planetary gear train (40) as a simple planetary gear, Ring gear (R) and planet carrier P) is shared, and the pinion gear that meshes with the ring gear (R) of the third planetary gear train (30) serving as a double planetary gear is engaged with the sun gear (S4) of the fourth planetary gear train (40) as a long pinion. As the so-called Ravigneaux planetary gear, the sun gear (S3) of the third planetary gear train (30) is the component A, the shared ring gear (R) is the component B, and the shared planet carrier (P) is the component C. The fourth planetary gear train (30) includes the sun gear (S4) of the fourth planetary gear train (40) as a component D, or the third and fourth planetary gear trains (30, 40) as simple planetary gears. The sun gear (S3) of the fourth planetary gear train (40) is connected to the ring gear (R4) and the planet carrier (P3) of the third planetary gear train (30) to form the component B, The planet carrier (P4) of the four planetary gear train (40) and the ring gear (R3) of the third planetary gear train (30) are connected to form a component C, and the sun gear (S4) of the fourth planetary gear train (40). A planetary gear train comprising four components A, B, C and D according to claim 3 and 4, wherein the input shaft is arranged at the center of rotation, and the third and First and second clutches forming a double clutch sharing a clutch drum having an input shaft on one side of the four planetary gear trains (30, 40) and a friction member disposed in a circumferential direction or a double in the axial direction (C1, C2) is coupled to the clutch drum, and the input shaft and the components A and D can be coupled via the first and second clutches (C1, C2), and the first and second components C and D are coupled to the first and second components. 2 brakes (B1, B2) are arranged to enable braking, and component B Output from the other side of the third and fourth planetary gear trains (30, 40), a fifth planetary gear train (50) is arranged on the other side of the third and fourth planetary gear trains (30, 40), Using the fifth planetary gear train (50) as a simple planetary gear, the ring gear (R5) as the component E of the fifth planetary gear train (50) can be braked by the fourth brake (B4), and the planet carrier (P5) A connecting shaft (connected to the first component of the first and second planetary gear trains (10, 20) as well as connected to the component B serving as an output component of the third and fourth planetary gear trains (30, 40). 7) and the sun gear (S5) is connected to the input shaft or the component A of the third and fourth planetary gear trains (30, 40).

  According to a tenth aspect of the present invention, a specific planetary gear train, clutch, and brake arrangement of the front transmission mechanism that can establish the first and fifth aspects is obtained, and the ninth forward speed and the first reverse speed are obtained. The third and fourth planetary gear trains of the front transmission mechanism are arranged so as to be in common with the multi-stage transmission, solve the first and second problems, and consider the third problem. (30, 40) uses the third and fourth planetary gear trains (30, 40) as simple planetary gears, the ring gear (R4) of the fourth planetary gear train (40) as the component A, and the third planetary gears. The ring gear (R3) in the row (30) and the planet carrier (P4) in the fourth planetary gear train (40) are connected to form the component B, and the planet carrier (P3) in the third planetary gear train (30) is constructed. Element C and each of the third and fourth planetary gear trains (30, 40) The sun gear (S3, S4) is connected to form the component D, or the third and fourth planetary gear trains (30, 40) are used as simple planetary gears, and the sun gear (S4) of the fourth planetary gear train (40). Is the component A, the ring gear (R3) of the third planetary gear train (30) and the planet carrier (P4) of the fourth planetary gear train (40) are connected to form component B, and the third planetary gear train ( 30) the planet carrier (P3) and the ring gear (R4) of the fourth planetary gear train (40) are connected to form a component C, and the sun gear (S3) of the third planetary gear train (30) is connected to the component D. Alternatively, the fourth planetary gear train (40) is a double planetary gear, the third planetary gear train (30) is a simple planetary gear, the ring gear (R) and the planet carrier (P) are shared, and the double planetary gear is used. 4th planetary gear As a so-called Ravigne planetary gear meshed with the sun gear (S3) of the third planetary gear train (30) as a long pinion, the pinion gear meshed with the ring gear (R) of the train (40) is the fourth planetary gear train (40). The sun gear (S4) is the component A, the shared ring gear (R) is the component B, the shared planet carrier (P) is the component C, and the sun gear (S3) of the third planetary gear train (30) is The component D, or the third and fourth planetary gear trains (30, 40) as simple planetary gears, the sun gear (S4) of the fourth planetary gear train (40) and the third planetary gear train (30). The ring gear (R3) is connected to form the component A, and the planet carriers (P3, P4) of the third and fourth planetary gear trains (30, 40) are connected to form the component B to form the fourth planetary gear. Column ( 40) The ring gear (R4) of 40) is the component C, and the sun gear (S3) of the third planetary gear train (30) is the component D. The planetary gear train is composed of the following components: the input shaft is disposed at the center of rotation, the input shaft is disposed on one side of the third and fourth planetary gear trains (30, 40), and the friction member is disposed in the circumferential direction, or The first and second clutches (C1, C2) that form a double clutch that shares a double clutch drum in the axial direction are coupled to the clutch drums, and the input shaft and the components A and B are It can be connected via the second clutch (C1, C2), the first and second brakes (B1, B2) can be arranged on the components D and B to enable braking, and the component C can be connected to the third and fourth components. Output from the other side of the planetary gear train (30, 40), the third and fourth planetary gears The fifth planetary gear train (50) is arranged on the other side of the train (30, 40), and the fifth planetary gear train (50) is used as a simple planetary gear and becomes a component E of the fifth planetary gear train (50). The gear (R5) can be braked by the fourth brake (B4), the planet carrier (P5) is connected to the component C serving as the output component of the third and fourth planetary gear trains (30, 40), and the first The sun gear (S5) is connected to the input shaft by connecting to the connecting shaft (7) connected to the first component of the first and second planetary gear trains (10, 20).

According to the eleventh aspect of the present invention, the arrangement of the specific components of the multi-speed transmission that obtains the 12th forward speed and the second reverse speed, or the 11th forward speed and the first reverse speed, It is arranged so as to be in common with the multi-speed transmission that obtains the first speed stage, and is a means for solving the first, second, and third problems. A, B, In the third and fourth planetary gear trains (30, 40) in which the four components C and D are arranged in order, the components A and D and the input shaft are connected to the first and second clutches (C1, C2). The components C and D can be braked by the first and second brakes (B1, B2), or the components A and B and the input shaft are connected by the first and second clutches (C1, C2). The components D and B can be braked by the first and second brakes (B1, B2), and the first And the second clutch (C1, C2) and any two of the first and second brakes (B1, B2) are selectively engaged, so that the same rotational speed as the input shaft, zero rotational speed, 2 The output component of the front transmission mechanism that outputs the component B or C that obtains the decelerated rotation of the input shaft of one kind and the reverse rotation speed of the one input shaft, and the common speed diagram, The fourth component of the first and second planetary gear trains (10, 20) in which the first, second, third and fourth components are arranged in order can be braked by the third brake (B3), and the second The component and the input shaft can be connected by the third clutch (C3), the first component of the main transmission mechanism that outputs the third component is connected by the connecting shaft (7), and the first, By selectively regulating the rotational speed of any two of the second and fourth components, the ninth forward speed The arrangement of the components in the multi-stage transmission that obtains the first reverse speed is arranged such that the input shaft is arranged at the center of rotation, and the third and fourth planetary gear trains (30, 40) of the front transmission mechanism are arranged radially outward of the input shaft. ) And the first and second planetary gear trains (10, 20) of the main transmission mechanism are arranged side by side in the axial direction, and the first and second planetary gear trains (3, 4) of the third and fourth planetary gear trains (30, 40) ( 10, 20) are arranged on one side away from the first and second clutches (C1, C2) and connected to the input shaft, respectively, and the first and second clutches (C1, C2) and the third and fourth planetary gears. Friction members of the first and second brakes (B1, B2) of the front transmission mechanism are arranged on the radially outer side of the row (30, 40), and the third of the first and second planetary gear rows (10, 20). And the third clutch (C3) is arranged on one side away from the fourth planetary gear train (30, 40) and connected to the input shaft. The third brake (B3) of the main transmission mechanism is arranged between the first and second planetary gear trains (10, 20) and the third and fourth planetary gear trains (30, 40), and is arranged around the input shaft. A third stage of the multi-stage transmission is provided with a connecting shaft (7) for connecting the output component of the front transmission mechanism and the first component of the main transmission mechanism to obtain nine forward speeds and one reverse speed. The fifth planetary gear train (50) is arranged between the fourth planetary gear train (30, 40) and the first and second planetary gear trains (10, 20) in the axial direction. Is a simple planetary gear, the ring gear (R5), which is the component E of the fifth planetary gear train (50), can be braked by the fourth brake (B4), and the planet carrier (P5) is used for the third and fourth planetary gear trains. (30, 40) connected to the component B or C, which is the output component, and the first and second games The sun gear (S5) is connected to the connecting shaft (7) connected to the first component of the gear train (10, 20), and the sun gear (S5) is used as the input shaft or the third and fourth planetary gear trains (30, 40). A multi-stage transmission that obtains at least the first, second, and third clutches (C1, C2, C3) and the second brake (B2), the ninth forward speed and the first reverse speed. A commonality was given.

  According to a twelfth aspect of the present invention, the forward 12th speed and the reverse 2nd speed, or the forward 11th speed, intended for a light vehicle such as a passenger car capable of satisfying the first, third, fourth, eighth and ninth aspects. The arrangement of the specific components of the multi-stage transmission that obtains the first speed and the reverse first speed is arranged so as to make common with the multi-speed transmission that obtains the ninth forward speed and the first reverse speed. It is means for solving the second and third problems, and the front transmission mechanism and the main transmission mechanism are arranged at the center in the axial direction of the transmission case (1) serving as a main housing that houses the front transmission mechanism and the main transmission mechanism. A first partition (100a) for separating the transmission mechanism is detachably disposed on the transmission case (1), and the third and fourth planetary gear trains (30, 40) are disposed on the front transmission mechanism side of the first partition (100a). The first brake (B1) and the first one-way clutch (OW) that brake the component C of 1), a third brake (B3) for braking the fourth component of the first and second planetary gear trains (10, 20) on the main transmission mechanism side of the first partition wall (100a) and a second one-way clutch ( The multi-stage transmission device having the OWC 2) and obtaining the ninth forward speed and the first reverse speed according to claim 11 is provided with a second partition (100b) instead of the first partition (100a), The fifth planetary gear train (50) is disposed on the front transmission mechanism side of the partition wall (100b), and the third and fourth planetary gear trains (30, 40) are disposed on the front transmission mechanism side of the second partition wall (100b). A first brake (B1) that brakes the component C is provided, a fourth brake (B4) that brakes the ring gear (R5) of the fifth planetary gear train (50) is provided, and the main brake of the second partition wall (100b) is provided. The fourth component of the first and second planetary gear trains (10, 20) is installed on the transmission mechanism side. A third brake for moving (B3) is provided, the transmission casing (1) and none for use in common with the forward 9 speed and one reverse speed obtaining mechanical transmission.

According to the first aspect of the present invention, the first and second planetary gear trains (10, 20) are arranged on the common velocity diagram in which the first, second, third and fourth components are arranged in order. The fourth component of the speed change mechanism can be braked by the third brake (B3), the second component and the input shaft can be connected by the third clutch (C3), and the first component and the plurality of planetary gear trains can be connected. The output component of the front transmission mechanism is connected by the connecting shaft (7), and the rotational speed of any two of the first, second and fourth components is selectively restricted, thereby A three-stage transmission device in which three components obtain a plurality of gear stages with respect to the input shaft, and the front transmission mechanism is one of the third and fourth planetary gear trains (30, 40) comprising four components. One of the other three elements is the first and second clutches, with the other element as the output element of the front transmission mechanism. (C1, C2) can be connected to the input shaft and can be braked by the first and second brakes (B1, B2), and one configuration of the fifth planetary gear train (50) including three components. The element is connected to the output component of the front transmission mechanism and any one of the other two is connected to the input shaft, or the first clutch (C1) of the third and fourth planetary gear trains (30, 40). ) And the other one can be braked by the fourth brake (B4), and the first and second clutches (C1, C2) and the first and second brakes (B1, B2) By fastening any two, the output components of the front transmission mechanism are the same rotational speed as the input shaft, zero rotational speed, decelerated rotation of the two input shafts, and the reverse of the one input shaft. The rotation speed can be selectively obtained, and the fourth brake (B4 By entering into, or by engaging the first clutch (C1) and the fourth brake (B4), it was no so can further different one and decelerating the rotation of the input shaft, a selectively obtained Therefore, the shift stage on the deceleration side of the input shaft is increased by one stage from the front transmission mechanism of the multi-stage transmission that obtains the ninth forward speed and the first reverse speed, and the speed reduction ratio can be increased, and the speed can be changed even on the high speed side The stage can be increased by one stage, the step value from the lowest speed stage to the next stage is about 1.5, and the gear ratio step value from the highest speed stage is about 1.15. A multi-stage transmission with a small step value and a gear range value of about 15 can be realized. Note that the gear meshing efficiency is improved because the multi-speed transmission that obtains the ninth forward speed and the first reverse speed with good gear meshing efficiency is used as a base.

  According to a second aspect of the present invention, the front transmission mechanism is composed of a plurality of planetary gear trains in which five components A, B, E, C, and D are arranged in order on a common speed diagram. The elements A and D and the input shaft can be connected by the first and second clutches (C1, C2), and the components C, D, and E are braked by the first, second, and fourth brakes (B1, B2, B4). It becomes possible to become an output component by selectively engaging any one of the first and second clutches (C1, C2) and the first, second and fourth brakes (B1, B2, B4). The component B is configured to obtain the same rotational speed as the input shaft, zero rotational speed, three types of input shaft decelerated rotation, and two types of reverse rotational speed of the input shaft. By selectively engaging the third clutch (C3) and the third brake (B3), the first and second main transmission mechanisms are And the rotational speed of any two of the fourth constituent elements is selectively restricted, and the third constituent element is configured to obtain the 12th forward speed and the second reverse speed, so that the five constituent elements A front transmission mechanism with various planetary gear trains can be prepared.

In the configuration according to claim 3, the front transmission mechanism has third and fourth planetary gear trains (30, 30) in which four components A, B, C, and D are arranged in order on a common speed diagram. 40) and a fifth planetary gear train (50) in which one component of the three components including the component E is connected to the component B, and the remaining one component is connected to the component A. Therefore, it is possible to provide a transmission that obtains 12 forward speeds and 2 reverse speeds by a front transmission mechanism that is a combination of two planetary gear trains and one planetary gear train.

In the configuration according to claim 4, the front transmission mechanism has third and fourth planetary gear trains (30, 30) in which four components A, B, C, and D are arranged in order on a common speed diagram. 40), and a fifth planetary gear train (50) in which one component of the three components including the component E is connected to the component B, and the remaining one component is connected to the input shaft. The components A and D and the input shaft can be connected by the first and second clutches (C1, C2), and the components C, D, and E are connected to the first, second, and fourth brakes (B1, B2). , B4) can be braked, and by selectively engaging either one of the first and second clutches (C1, C2) and the first and second brakes (B1, B2), an output component is obtained. Component B has the same rotational speed as the input shaft, zero rotational speed, two types of reduced speed rotation of the input shaft, and one type In addition to obtaining the reverse rotation speed of the input shaft, the fourth brake (B4) is selectively engaged to obtain a different type of reduced speed rotation of the input shaft, and the third clutch of the main transmission mechanism. By selectively engaging (C3) and the third brake (B3), the rotational speed of any two of the first, second and fourth components of the main transmission mechanism is selectively restricted, Since the three components obtain the 11th forward speed and the first reverse speed, the front transmission mechanism is a combination of two planetary gear trains and one independent planetary gear train. A transmission capable of obtaining the first reverse speed has been made possible.

In the configuration of claim 5, the front transmission mechanism has third and fourth planetary gear trains (30, 30) in which four components A, B, C, and D are arranged in order on a common speed diagram. 40), and the fifth planetary gear train (50) in which one component of the three components including the component E is connected to the component C and the remaining one component is connected to the input shaft. The components A and B and the input shaft can be connected by the first and second clutches (C1, C2), and the components D, B, and E are connected to the first, second, and fourth brakes (B1, B2, B4). ) Can be braked, and a component that becomes an output component by selectively engaging either one of the first and second clutches (C1, C2) and the first and second brakes (B1, B2). C is the same rotational speed as the input shaft, zero rotational speed, two types of reduced speed rotation of the input shaft, and one type of input. In addition to obtaining the reverse rotation speed of the shaft, the fourth brake (B4) is selectively engaged to obtain a different type of reduced speed rotation of the input shaft, and the third clutch ( C3) and the third brake (B3) are selectively engaged to selectively restrict the rotational speed of any two of the first, second, and fourth components of the main transmission mechanism, Since the constituent elements obtain 11 forward speeds and 1 reverse speed, the front transmission mechanism is a combination of two planetary gear trains and one independent planetary gear train different from the fourth embodiment. Thus, a multi-speed transmission that can obtain 11 forward speeds and 1 reverse speed is made possible.

In the configuration according to claim 6, the input shaft is arranged at the center of rotation, and the third and fourth planetary gear trains (30, 40) of the front transmission mechanism and the first of the main transmission mechanism are arranged radially outward of the input shaft. And the second planetary gear train (10, 20) arranged side by side in the axial direction, and one side of the third and fourth planetary gear trains (30, 40) away from the first and second planetary gear trains (10, 20). The first and second clutches (C1, C2) are connected to the input shaft, respectively, and the third and fourth planetary gear trains (30, 40) of the first and second planetary gear trains (10, 20) are arranged. A third clutch (C3) is arranged on one side away from the shaft and connected to the input shaft, and the shafts of the third and fourth planetary gear trains (30, 40) and the first and second planetary gear trains (10, 20) A fifth planetary gear train (50) is arranged between the directions, and the fifth planetary gear train (5) is used as a simple planetary gear. The ring gear (R5), which is the component E), can be braked by the fourth brake (B4), and the planet carrier (P5) is the output component of the third and fourth planetary gear trains (30, 40). Connected to the element B or C, connected to the connecting shaft (7) connected to the first component of the first and second planetary gear trains (10, 20), and the sun gear (S5) to the input shaft or the first Since it is connected to the component A of the 3rd and 4th planetary gear trains (30, 40), it is simple and compact for the 12th forward speed and the 2nd reverse speed, or the 11th forward speed and the 1st reverse speed. A multi-stage transmission is possible.

According to the seventh aspect of the present invention, the friction members of the first, second, and fourth brakes (B1, B2, B4) of the front transmission mechanism are used as the third, fourth, and fifth planetary gear trains of the front transmission mechanism. (30, 40, 50) and the first and second clutches (C1, C2) are arranged on the outer side in the radial direction, so that the more compact 12th forward speed and 2nd reverse speed or 11th forward speed Thus, a multi-speed transmission with a first reverse speed is possible.

In the configuration according to claim 8, the first and second planetary gear trains (10, 20) of the main transmission mechanism are the second planetary gears using the first and second planetary gear trains (10, 20) as simple planetary gears. The ring gear (R2) in the row (20) is the first component, and the ring gear (R1) in the first planetary gear train (10) and the planet carrier (P2) in the second planetary gear train (20) are connected. As the second component, the planet carrier (P1) of the first planetary gear train (10) is the third component, and the sun gears (S1, S2) of the first and second planetary gear trains (10, 20) are each other. Connected to form a fourth component, or using the first and second planetary gear trains (10, 20) as simple planetary gears, the ring gear (R1) and the second planetary gear of the first planetary gear train (10). Connecting the sun gear (S2) of the row (20) to the first component Then, the planet carriers (P1, P2) of the first and second planetary gear trains (10, 20) are connected to form a second component, and the ring gear (R2) of the second planetary gear train (20) is used. As the third component, the second planetary gear train (20) is arranged radially outside the first planetary gear train (10) with the sun gear (S1) of the first planetary gear train (10) as the fourth component. Alternatively, the first and second planetary gear trains (10, 20) are simple planetary gears, the sun gear (S2) of the second planetary gear train (20) is the first component, and the first planetary gear train (10). The ring gear (R1) and the planet carrier (P2) of the second planetary gear train (20) are connected as a second component, and the planet carrier (P1) and the second planetary gear of the first planetary gear train (10) are connected. Connecting the ring gear (R2) of the row (20) to the third structure The first planetary gear train (10) is the fourth component, or the first planetary gear train (10) is the double planetary gear, and the second planetary gear train (20) is simple. The planetary gear, the ring gear (R) and the planet carrier (P) are shared, and the second planetary gear is a pinion gear that meshes with the ring gear (R) of the first planetary gear train (10) that is a double planetary gear. As a so-called Ravigneaux planetary gear meshed with the sun gear (S2) of the row (20), the sun gear (S2) of the second planetary gear row (20) is the first component and the shared planet carrier (P) is the second component. And the shared ring gear (R) is the third component, and the sun gear (S1) of the first planetary gear train (10) is the fourth component, or the first planetary gear train (10) is The first planetary gear train (10) is a double planetary gear, the second planetary gear train (20) is a simple planetary gear, the ring gear (R) and the planet carrier (P) are shared, and the first planetary gear train (10) is a double planetary gear. As the so-called Ravigne planetary gear which is engaged with the sun gear (S2) of the second planetary gear train (20) using the pinion gear meshing with (R) as a long pinion, the sun gear (S1) of the first planetary gear train (10) is the first. The shared ring gear (R) is the second component, the shared planet carrier (P) is the third component, and the sun gear (S2) of the second planetary gear train (20) is the fourth component. Alternatively, the first planetary gear train (10, 20) is a simple planetary gear, the sun gear (S2) of the second planetary gear train (20) is a first component, and the first planetary gear. The ring gear (R1) of the row (10) is the second component, and the planet carriers (P1, P2) of the first and second planetary gear rows (10, 20) are connected to form the third component. The first and second gears according to claim 1, wherein the sun gear (S1) of the first planetary gear train (10) and the ring gear (R2) of the second planetary gear train (20) are connected to form a fourth component. A planetary gear train comprising two, third and fourth components, the input shaft being disposed at the center of rotation, and the input shaft being the main shift on one side of the first and second planetary gear trains (10, 20) It is connected to the clutch drum of the third clutch (C3) of the mechanism, and the input shaft and the second component can be connected via the third clutch (C3). A connecting shaft (7) extending from the other side of the planetary gear train (10, 20) is arranged to provide the first structure. The third brake (B3) of the main transmission mechanism on the other side of the first and second planetary gear trains (10, 20). Since the third component is output from between the third brake (B3) and the third clutch (C3), it is possible to use six different planetary gear trains for the main transmission mechanism. It can be arranged compactly. Among the various types of planetary gear trains, there are some that are particularly excellent in strength, compactness, and gear meshing efficiency, and can be appropriately handled according to use conditions.

  In the configuration according to claim 9, the third and fourth planetary gear trains (30, 40) of the front transmission mechanism are the third planetary gears with the third and fourth planetary gear trains (30, 40) as simple planetary gears. The ring gear (R3) of the gear train (30) and the sun gear (S4) of the fourth planetary gear train (40) are connected to form a component A, and the third and fourth planetary gear trains (30, 40) are mutually connected. The planet carriers (P3, P4) are connected to form a component B, the ring gear (R4) of the fourth planetary gear train (40) as the component C, and the sun gear (S3) of the third planetary gear train (30). As the component D, the fourth planetary gear train (40) is arranged on the radially outer side of the third planetary gear train (30), or the third and fourth planetary gear trains (30, 40) are used as simple planetary gears. The ring gear (R4) of the fourth planetary gear train (40) The ring gear (R3) of the third planetary gear train (30) and the planet carrier (P4) of the fourth planetary gear train (40) are connected to form the component B, and the planet of the third planetary gear train (30) The carrier (P3) is the component C and the sun gears (S3, S4) of the third and fourth planetary gear trains (30, 40) are connected to form the component D, or the third planetary gear train ( 30) is the double planetary gear, the fourth planetary gear train (40) is the simple planetary gear, the ring gear (R) and the planet carrier (P) are shared, and the third planetary gear train (30) becomes the double planetary gear. As a so-called Ravigne planetary gear that meshes with the sun gear (S4) of the fourth planetary gear train (40) as a long pinion, the pinion gear that meshes with the ring gear (R) of the third planetary gear train (30). ) As the component A, the shared ring gear (R) as the component B, the shared planet carrier (P) as the component C, and the sun gear (S4) of the fourth planetary gear train (40) as the component D. Alternatively, the third and fourth planetary gear trains (30, 40) are simple planetary gears, the sun gear (S3) of the third planetary gear train (30) is the component A, and the fourth planetary gear train (40 ) Ring gear (R4) and the planet carrier (P3) of the third planetary gear train (30) are connected to form component B, and the planet carrier (P4) and the third planetary gear of the fourth planetary gear train (40) A and B according to claims 3 and 4, wherein the ring gear (R3) of the row (30) is connected to form a component C and the sun gear (S4) of the fourth planetary gear row (40) is a component D. , C and D This is a star gear train, the input shaft is arranged at the center of rotation, the input shaft is placed on one side of the third and fourth planetary gear trains (30, 40), and the friction member is doubled circumferentially or axially. Are connected to the clutch drums of the first and second clutches (C1, C2) forming a double clutch that shares the clutch drum arranged on the input shaft, and the input shaft and the components A and B are connected to the first and second clutches (C1). , C2), and the first and second brakes (B1, B2) are arranged on the components C and D so that they can be braked, and the component B is connected to the third and fourth planetary gear trains (30, 30). 40), the fifth planetary gear train (50) is arranged on the other side of the third and fourth planetary gear trains (30, 40), and the fifth planetary gear train (50) is a simple planetary gear. The ring gear (R5) that is the component E of the fifth planetary gear train (50) The rake (B4) can be braked, and the planet carrier (P5) is connected to the component B serving as the output component of the third and fourth planetary gear trains (30, 40), and the first and second planetary gear trains. The sun gear (S5) is connected to the input shaft or the component A of the third and fourth planetary gear trains (30, 40). Since it is connected, four kinds of planetary gear trains are used as the front transmission mechanism of both the 12-speed forward gear and the reverse 2nd gear speed, or the multi-speed transmission that obtains the 11th forward speed and the 1st reverse gear speed. The same two rows of planetary gear trains can be used and can be arranged compactly. As with various planetary gear trains that can be used for the main transmission mechanism, there are four types of planetary gear trains that can be used for the front transmission mechanism in terms of strength, compactness, and gear meshing efficiency. Some are particularly excellent, and can be appropriately handled according to the conditions of use.

In the configuration according to claim 10, the third and fourth planetary gear trains (30, 40) of the front transmission mechanism are the fourth planetary gears with the third and fourth planetary gear trains (30, 40) as simple planetary gears. The ring gear (R4) of the gear train (40) is a component A, and the ring gear (R3) of the third planetary gear train (30) and the planet carrier (P4) of the fourth planetary gear train (40) are connected. The component B is the planet carrier (P3) of the third planetary gear train (30), and the component C is the sun gear (S3, S4) of the third and fourth planetary gear trains (30, 40). Or the third planetary gear train (30, 40) as a simple planetary gear and the sun gear (S4) of the fourth planetary gear train (40) as the component A to form a third planet. Ring gear (R3) of gear train (30) and fourth planet The planet carrier (P4) in the row (40) is connected to form a component B, and the planet carrier (P3) in the third planetary gear train (30) and the ring gear (R4) in the fourth planetary gear train (40). Connected as component C, sun gear (S3) of third planetary gear train (30) as component D, or fourth planetary gear train (40) as double planetary gear, and third planetary gear train ( 30) is a simple planetary gear, the ring gear (R) and the planet carrier (P) are shared, and the pinion gear that meshes with the ring gear (R) of the fourth planetary gear train (40) that is a double planetary gear is a long pinion. As a so-called Ravigne planetary gear meshed with the sun gear (S3) of the third planetary gear train (30), the sun gear (S4) of the fourth planetary gear train (40) is the component A, and the ring gear is shared. R) is the component B, the shared planet carrier (P) is the component C, and the sun gear (S3) of the third planetary gear train (30) is the component D, or the third and fourth planetary gears. The row (30, 40) is a simple planetary gear, the sun gear (S4) of the fourth planetary gear train (40) and the ring gear (R3) of the third planetary gear train (30) are connected to form a component A, The planet carriers (P3, P4) of the third and fourth planetary gear trains (30, 40) are connected to form a component B, and the ring gear (R4) of the fourth planetary gear train (40) is a component C. A planetary gear train comprising four components A, B, C and D according to claim 5, wherein the sun gear (S3) of the third planetary gear train (30) is a component D, and the input shaft At the center of rotation, the third and fourth planetary gear trains (30, 40) clutches of the first and second clutches (C1, C2) that form a double clutch sharing a clutch drum in which the input shaft is disposed on one side and the friction member is disposed in the circumferential direction or in the axial direction. In addition to being connected to the drum, the input shaft and the components A and B can be connected via the first and second clutches (C1, C2), and the first and second brakes (B1, B2) are connected to the components D and B. The component C is output from the other side of the third and fourth planetary gear trains (30, 40), and the component C is output to the other side of the third and fourth planetary gear trains (30, 40). The fifth planetary gear train (50) is arranged, the fifth planetary gear train (50) is a simple planetary gear, and the ring gear (R5), which is the component E of the fifth planetary gear train (50), is used as the fourth brake (B4). To make the planet carrier (P5) third and The connecting shaft (7) is connected to the component B or C as an output component of the planetary gear train (30, 40) and is connected to the first component of the first and second planetary gear trains (10, 20). Since the sun gear (S5) is connected to the input shaft, a multi-stage gear shift that obtains 11 forward speeds and 1 reverse speed is achieved by using four types of planetary gear trains different from those in claim 9. It can be used for the front transmission mechanism of the apparatus and can be compactly arranged. As with the various planetary gear trains that can be used for the main transmission mechanism, the four types of planetary gear trains that can be used for the front transmission mechanism include strength, compactness, and gear meshing efficiency. Is particularly excellent, and can respond appropriately depending on the use conditions.

  In the structure of Claim 11, the structure of the 3rd and 4th planetary gear train (30, 40) which arranged four components of A, B, C, and D in order on the common velocity diagram. The elements A and D and the input shaft can be connected by the first and second clutches (C1, C2), and the components C and D can be braked by the first and second brakes (B1, B2). A and B can be connected to the input shaft by the first and second clutches (C1, C2), and the components D and B can be braked by the first and second brakes (B1, B2). By selectively engaging either one of the clutch (C1, C2) and the first and second brakes (B1, B2), the same rotational speed as the input shaft, zero rotational speed, and two types of inputs A component B or C that obtains a decelerated rotation of the shaft and a reverse rotation speed of one type of input shaft. The first and second planetary gear trains (10, 10) in which the first, second, third and fourth components are arranged in order on the output component of the front transmission mechanism and the common speed diagram. 20), the fourth component can be braked by the third brake (B3), the second component and the input shaft can be connected by the third clutch (C3), and the third component is output. The first component is connected by the connecting shaft (7), and the forward speed is increased by selectively regulating the rotational speed of any one of the first, second and fourth components of the main transmission mechanism. The arrangement of the components in the multi-speed transmission that obtains the ninth speed and the first reverse speed is arranged such that the input shaft is arranged at the center of rotation, and the third and fourth planetary gear trains of the front transmission mechanism are arranged radially outside the input shaft. (30, 40) and the first and second planetary gear trains (10, 20) of the main transmission mechanism are arranged side by side in the axial direction, and the third First and second clutches (C1, C2) on one side of the fourth and fourth planetary gear trains (30, 40) away from the first and second planetary gear trains (10, 20), respectively, and connected to the input shaft. The first and second clutches (C1, C2) and the third and fourth planetary gear trains (30, 40) are frictionally applied to the first and second brakes (B1, B2) of the front transmission mechanism on the radially outer side. And a third clutch (C3) on one side of the first and second planetary gear trains (10, 20) away from the third and fourth planetary gear trains (30, 40). The third brake (B3) of the main transmission mechanism is arranged between the first and second planetary gear trains (10, 20) and the third and fourth planetary gear trains (30, 40). A connecting shaft (7) for connecting the output component of the front transmission mechanism and the first component of the main transmission mechanism is arranged around. The fifth gear between the third and fourth planetary gear trains (30, 40) and the first and second planetary gear trains (10, 20) of the multi-stage transmission that obtains the ninth forward speed and the first reverse speed. The planetary gear train (50) is arranged, the fifth planetary gear train (50) is a simple planetary gear, and the ring gear (R5) that is the component E of the fifth planetary gear train (50) is provided by the fourth brake (B4). The planetary carrier (P5) is connected to B or C as an output component of the third and fourth planetary gear trains (30, 40), and the first and second planetary gear trains (10, 20) are made brakeable. The sun gear (S5) is connected to the input shaft or the component A of the third and fourth planetary gear trains (30, 40). , At least the first, second and third clutches (C1, C2, C3) and the first Since the brake (B2) has a commonality with the multi-speed transmission that obtains the ninth forward speed and the first reverse speed, the 12th forward speed and the 2nd reverse speed or the 11th forward speed described in claim 3 to 10. In all of the multi-stage transmissions for obtaining the first speed and the reverse speed, the multi-speed transmission for obtaining the ninth forward speed and the first reverse speed by removing the fifth planetary gear train (50) and the fourth brake (B4). This can be realized, and the multi-stage transmission and its constituent parts can be shared.

In the structure of Claim 12, the 1st partition which isolate | separates a front transmission mechanism and a main transmission mechanism in the axial direction center part of transmission case (1) used as the main housing which accommodates a front transmission mechanism and a main transmission mechanism. (100a) is detachably disposed on the transmission case (1), and the components C of the third and fourth planetary gear trains (30, 40) are braked on the front transmission mechanism side of the first partition (100a). A first brake (B1) and a first one-way clutch (OWC1) are provided to brake the fourth component of the first and second planetary gear trains (10, 20) on the main transmission mechanism side of the first partition (100a). Instead of the first partition (100a) of the multi-speed transmission for obtaining the ninth forward speed and the reverse first speed stage according to claim 11, wherein the third brake (B3) and the second one-way clutch (OWC2) are provided. The second partition wall (100b) is disposed, and the second partition wall (10b The fifth planetary gear train (50) is arranged on the front transmission mechanism side of b), and the third and fourth planetary gear trains (30, 40) are arranged on the front transmission mechanism side of the second partition wall (100b). A first brake (B1) for braking C, a fourth brake (B4) for braking the ring gear (R5) of the fifth planetary gear train (50), and a main transmission mechanism for the second partition wall (100b) A third brake (B3) for braking the fourth component of the first and second planetary gear trains (10, 20) is provided on the side, and the transmission case (1) is connected to the ninth forward speed and the first reverse speed. Since the multi-speed transmission is used in common with the multi-speed transmission to obtain, the multi-speed transmission for obtaining the 12th forward speed and the second reverse speed, or the 11th forward speed and the first reverse speed, the ninth forward speed and the first reverse speed. The main parts can be shared with the obtained multi-stage transmission.

The speed diagram showing the transmission form of the main transmission mechanism and the C1 type front transmission mechanism, which is 12AT of the present invention, and the fastening elements at each gear stage. The speed diagram showing the transmission form of the main transmission mechanism and the C1 type front transmission mechanism, which is 11AT of the present invention, and the fastening elements at each gear stage. The speed diagram showing the transmission mode of the main transmission mechanism and the C1 type front transmission mechanism, which is the base of the present invention, and the fastening elements at each gear stage. The speed diagram showing the transmission form of the main transmission mechanism and the C2 type front transmission mechanism, which is 11AT of the present invention, and the fastening elements at each gear stage. The speed diagram showing the transmission form of the main transmission mechanism and the C2-type front transmission mechanism, which is the base of the present invention, and the fastening elements at each gear stage. 6 types of skeleton diagrams showing combinations of two planetary gear trains of the main transmission mechanism of the present invention; 4 types of schematic diagrams showing combinations of two planetary gear trains and one planetary gear train of a C1 type front transmission mechanism that is 12AT of the present invention. 4 types of schematic diagrams showing combinations of two planetary gear trains and an independent planetary gear train of a C1 type front transmission mechanism that is 11AT of the present invention. 4 types of schematic diagrams showing combinations of two planetary gear trains and an independent planetary gear train of a C2 type front transmission mechanism that is 11AT of the present invention. 4 types of schematic diagrams showing a combination of two planetary gear trains of a C1 type front transmission mechanism, which is the base of the present invention, 9AT. 4 types of schematic diagrams showing a combination of two planetary gear trains of a C2 type front transmission mechanism, which is a base of the present invention, 9AT. The table | surface which shows the schematic diagram and speed diagram of C1-1 which show the Example of 12AT of this invention, and the meshing efficiency of a gear ratio and a gearwheel. FIG. 13 is a structural diagram for a heavy vehicle in the schematic diagram of FIG. 12. The table | surface which shows the schematic diagram and speed diagram of C1-2 which show the Example of 12AT of this invention, and the gear ratio and the meshing efficiency of a gearwheel. FIG. 15 is a structural diagram for a heavy vehicle in the schematic diagram of FIG. 14. FIG. 15 is a schematic diagram and a speed diagram of 9AT serving as a base of FIG. 14 and a table showing a gear ratio and a meshing efficiency of a gear, showing an example of 12AT of the present invention. FIG. 17 is a structural diagram for a heavy vehicle in the schematic diagram of FIG. 16. The schematic diagram which made FR specification of FIG. 14 and FIG. 16 into FF specification. The table | surface which shows the schematic diagram and speed diagram of C1-3 which show the Example of 11AT of this invention, and the meshing efficiency of a gear ratio and a gearwheel. FIG. 20 is a structural diagram for a light vehicle such as a passenger car in the schematic diagram of FIG. 19. FIG. 20 is a schematic diagram and a speed diagram of 9AT serving as a base of FIG. 19 and a table showing a gear ratio and a gear meshing efficiency, showing an example of 11AT of the present invention. FIG. 22 is a structural diagram for a light vehicle such as a passenger car in the schematic diagram of FIG. 21. The table | surface which shows the schematic diagram and speed diagram of C2-1 which show the Example of 11AT of this invention, and the meshing efficiency of a gear ratio and a gearwheel. FIG. 24 is a structural diagram for a medium and small-sized commercial vehicle in the schematic diagram of FIG. 23. The schematic which shows the example of 11AT of this invention, 9AT used as a base of FIG. 23, the speed diagram, and the table | surface which shows the gear ratio and the meshing efficiency of a gearwheel. FIG. 26 is a structural diagram for a medium and small-sized commercial vehicle in the schematic diagram of FIG. 25. The table | surface which shows the schematic diagram and speed diagram of the B type 8AT of TOYOTA used as a prior art example, and the gear ratio and the meshing efficiency of a gear. The table | surface which shows the schematic diagram and speed diagram, gear ratio, and gear meshing efficiency of C type 7AT of BENZ which is a conventional example. The table which shows the schematic diagram, speed diagram, gear ratio, and gear meshing efficiency of D type 8AT of ZF as a conventional example. The table | surface which shows the schematic diagram, speed diagram, gear ratio, and gear meshing efficiency of C type 9AT by patent document 8 used as a prior art example.

According to the present invention, the gear meshing efficiency is good, the step value from the lowest gear to the next gear is about 1.5, and the gear ratio step value from the highest gear is about 1.15. The present invention relates to a multi-stage transmission that gradually decreases in step value and can take a gear range value of about 15, and its basic shift mode and outline of the structure are shown in FIGS. The front transmission mechanism of the present invention includes C1 type and C2 type, which are based on 9AT (multi-speed transmission with 9 forward speeds and 1 reverse speed), and the C1 type is 12AT (12 forward speeds). It can be deployed in 2 reverse gears (multi-speed transmission) and 11AT (multi-speed transmission with 11 forward speeds and 1 reverse speed), and the C2 type is 11AT (multi-speed transmission with 11 forward speeds and 1 reverse speed). Can be deployed. As described in the paragraph “0006” of “Background Art”, the C type is a component on the main driving side of the four components including two planetary gear trains of the main transmission mechanism. This means a mode of inputting rotation and decelerated rotation of the input shaft, and the main transmission mechanism is common to 9AT, 11AT and 12AT.

FIGS. 1 and 2 show basic shift modes of 12AT and 11AT using a C1 type front transmission mechanism, and FIG. 3 shows a basic shift mode of 9AT as a base. Further, FIG. 4 shows a basic shift mode of 11AT using a C2 type pre-shift mechanism different from the C1 type, and FIG. 5 shows a basic shift mode of 9AT as a base. That is, the speed change mode of the C1 type front transmission mechanism is shown in FIG. 3, and the speed change mode of the C2 type front speed change mechanism is shown in FIG.

The main transmission mechanism and the front transmission mechanism of the present invention each have two planetary gear trains, and the arrangement of the clutches and brakes that are the engagement elements that control them is the same for 9AT, 11AT, and 12AT. 6 types of planetary gear trains of the mechanism are shown in FIG. 6, 4 types of planetary gear trains of the C1 type front transmission mechanism are shown in FIGS. 7 and 8, and 4 types of planetary gears of the C2 type front transmission mechanism are shown. The train is shown in FIG. 9, and the four planetary gear trains of the 9AT C1 and C2 type front transmission mechanisms as the base are shown in FIGS.

Next, as an embodiment suitable for three actual types of vehicles, two types of C1 type 12AT and one type of 9AT, one type of C1 type 11AT and 9AT, one type of C2 type 11AT and 9AT, FIG. 26. Using the front transmission mechanism of the C1 type, the mounting part with the prime mover was designed as a NOE housing for SAE for FR (Front Engine Rear Wheel Drive) for heavy vehicles or RR for Real Bus (Real Engine Rear Wheel Drive). There are two types, 12AT (C1-1) in FIGS. 12 and 13, which is advantageous for the strength of the planetary gear, and 12AT (C1-2) in FIGS. 14 and 15 which are compact, and 12AT (C1) in FIGS. -2) shows a schematic diagram, speed diagram, gear ratio, and structure of 9AT (C1-2) using the same two planetary gear trains. FIG. 18 shows a schematic diagram applied as a front engine front wheel drive (FF) AT for passenger cars using 12AT (C1-2) and 9AT (C1-2) power trains that are compact. Examples of 11AT (C1-3) and 9AT (C1-3) with high gear efficiency suitable for FR passenger cars having two planetary gear trains having the same speed change mode of the C1 type front transmission mechanism 19 and 21 show a schematic diagram, a speed diagram, and a gear ratio, and FIGS. Furthermore, using the C2 type front transmission mechanism, compact 11AT (C2-1) and 9AT (C2-1) for HEV suitable for FR for medium and small commercial vehicles or RR for medium and small buses The schematic diagram, speed diagram, and gear ratio of the embodiment are shown in FIGS. 23 and 25, and the structure is shown in FIGS.

  FIG. 27 to FIG. 30 are reference specification diagrams of the multi-stage automatic transmission described as the prior art for comparison with the present invention. 27, 28, and 29 are multi-stage automatic transmissions that have been published in SAE PAPER and magazines and put into practical use. GEAR EFF described in FIG. 27 to FIG. 30 is the meshing efficiency of the planetary gear and is calculated by the applicant of the present application.

GEAR EFF (meshing efficiency of planetary gears) is a total of meshing loss of planetary gears that transmit power, and is for comparing the superiority of planetary gear trains. In the simple planetary gear, the planetary pinion gear held by the planetary carrier meshes with the sun gear and the ring gear, and in the double planetary gear, the planetary pinion gear meshes with the planetary pinion gear held by the planetary carrier in addition to the planetary pinion gear. Meshing loss occurs. The meshing loss is mainly the rolling and sliding loss of the tooth surface, and is affected by the gear ratio, the module, the gear accuracy, the shift amount, and the like of the meshing gears. Therefore, since these conditions cannot be compared unless they are constant, the calculation was performed by modeling. By the way, the meshing loss between the planetary pinion gear and the ring gear is because the tooth surface of the involute curve part meshes in the same direction, so the surface pressure is low and slippage is reduced, and the planetary pinion with which the tooth surface of the involute curve part counters and meshes. It is as low as 40% of the gear and sun gear. Since the meshing loss is proportional to the passing power, the rotational speed of each gear that transmits power is obtained from the speed diagram, and the relative speed is set to the meshing speed in consideration of the rotation of the planet carrier. The transmission torque is obtained by balancing the forces of the constituent elements. The power transmission of the planetary gear train is often distributed because the planetary gear train is connected. Therefore, the ring gear receives a greater force than the sun gear in the same direction as the gear ratio of the sun gear, and the planetary carrier receives the force of adding the sun gear and the ring gear in the opposite direction. Thus, the load torque of each gear can be obtained. In this way, the loss of the gears meshed with each other is obtained, and the total meshing efficiency of the planetary gears is obtained.

Claim 1 of the present invention relates to the transmission modes of the main transmission mechanism (MAIN GEAR) and the front transmission mechanism (FRONT GEAR) shown in the velocity diagrams of FIGS. FIG. 1 shows a transmission mode of a front transmission mechanism (FRONT GEAR). From the output components of the front transmission mechanism of FIGS. 1, 2, and 4, the same rotational speed as the input shaft, zero rotational speed, It is possible to selectively obtain reduced rotation of three types of input shafts and reverse rotation speed of at least one type of input shafts.

Claim 2 of the present invention represents the velocity diagram of FIG. 1 and includes the components A, B, E, C, and D, the first and second clutches (C1 and C2), and the first and second components. As long as the second and fourth brakes (B1, B2, B4) can be arranged as shown in the speed diagram of the front transmission mechanism, any combination of planetary gear trains may be used. In the present application, a combination of the third and fourth planetary gear trains (30, 40) and the fifth planetary gear train (50) as shown in claim 3 is used. For example, two double planetary gears sharing a planet carrier The second aspect includes all of these planetary gear trains. Claim 3 of the present invention is a combination of the third and fourth planetary gear trains (30, 40) and the fifth planetary gear train (50) shown in FIG. That is, in claims 1, 2 and 3 shown in FIG. 1 and FIG. 7, the component B has the same rotational speed as that of the input shaft depending on the speed change mode of the C1 type front transmission mechanism having the component B as the output component. 12AT (multi-stage of 12 forward speeds and 2 reverse speeds) that can selectively obtain zero rotation speed, decelerated rotation of the three input shafts, and reverse rotation speed of the two input shafts A transmission).

Claim 4 of the present invention represents the velocity diagrams of FIGS. As shown in the schematic diagram of FIG. 7, the third and fourth planetary gear trains (30, 40) constitute one component of the fifth planetary gear train (50) composed of three components. In the fourth aspect, as shown in the schematic diagram of FIG. 8, one component of the fifth planetary gear train (50) is connected to the input shaft. In the velocity diagrams of FIGS. 2 and 8, for convenience, one component of the fifth planetary gear train (50) is represented as being connected to the component A, but not the component A but the input shaft. It is directly connected. Therefore, simultaneous engagement of the second clutch (C2) and the fourth brake (B4) is impossible, and claims 1 and 4 shown in FIGS. 2 and 8 are of the C1 type with the component B as an output component. Component B selects the same rotational speed as the input shaft, zero rotational speed, three types of decelerated rotation of the input shaft, and one type of reverse rotational speed of the input shaft according to the speed change mode of the front transmission mechanism. 11AT (multi-speed transmission with 11 forward speeds and 1 reverse speed) can be obtained.

Claim 5 of the present invention represents the velocity diagrams of FIGS. 4 and 9. 4 and 9, the velocity diagrams of FIG. 4 and FIG. 9 show that one component of the fifth planetary gear train (50) is connected to the component A for convenience. It is directly connected to the input shaft instead of A. Therefore, simultaneous engagement of the second clutch (C2) and the fourth brake (B4) is impossible, and claims 1 and 5 shown in FIGS. 4 and 9 are of the C2 type in which the component C is an output component. Component C selects the same rotational speed as the input shaft, zero rotational speed, three types of decelerated rotation of the input shaft, and one type of reverse rotational speed of the input shaft according to the speed change mode of the front transmission mechanism. 11AT (multi-speed transmission with 11 forward speeds and 1 reverse speed) can be obtained.

Claim 6 of the present invention is that of FIG. 6 showing the configuration of the main transmission mechanism, FIG. 7 showing the configuration of the C1 type 12AT of the front transmission mechanism, FIG. 8 showing the configuration of the C1 type 11AT, or C2 type 11AT. FIG. 9 showing the configuration is synthesized. As a schematic diagram of the synthesized example, FIGS. 12, 14, and 18 for C1 type 12AT, FIG. 19 for C1 type 11AT, and FIG. 23 for C2 type 11AT. In addition, since Claim 7 which claimed the arrangement of the friction members of the first, second and fourth brakes (B1, B2, B4) in Claim 6 cannot be expressed accurately in the schematic diagram, the structure of the embodiment As a figure, C1 type 12AT is shown in FIGS. 13 and 15, C1 type 11AT is shown in FIG. 20, and C2 type 11AT is shown in FIG.

Claims 8, 9, and 10 of the present invention claim a combination and arrangement of a plurality of planetary gear trains of the main transmission mechanism and the front transmission mechanism. Claim 8 is the configuration and arrangement of the first and second planetary gear trains (10, 20) of the main transmission mechanism applicable to all of the C1, C2 type 9AT, 11AT, 12AT. And claim 9 shows the configuration and arrangement of the third and fourth planetary gear trains (30, 40) applicable to the C1 type front transmission mechanism. Four types of 12AT are shown in FIG. 7 and 11AT is shown in FIG. 10 is the configuration and arrangement of the 11AT third and fourth planetary gear trains (30, 40) applicable to the C2-type front transmission mechanism, and FIG. 9 shows four types.

In claim 11 of the present invention, since the commonality of 9AT, 11AT, and 12AT is important in the production of a multi-stage transmission, the components of 9AT, 11AT, and 12AT and their arrangements are claimed according to FIGS. is there. In addition, FIGS. 14 to 26 show an embodiment in which 9AT can be compared with 11AT and 12AT. Although claim 11 has the same contents as claim 6, claim 9 clearly defines 9AT that is not clearly defined in claim 6, and requests commonality with 11AT and 12AT. In claim 11, the C1 type configuration and arrangement of the 9AT front transmission mechanism are shown in FIGS. 3 and 10, the C2 type arrangement and arrangement are shown in FIGS. 5 and 11, and the C1 type 12AT configuration and arrangement are shown in FIG. 7, the configuration and arrangement of the C1 type 11AT are shown in FIGS. 2 and 8, and the configuration and arrangement of the C2 type 11AT are shown in FIGS. 4 and 9.

According to claim 12 of the present invention, the front transmission mechanism for passenger cars is limited to the C1 type and defines 9AT, and claims commonality with 11AT and 12AT. The content of claim 12 extends to 12AT. As examples, 9AT and 11AT are shown in FIGS. In particular, the contents of claim 12 are shown in FIG. 22 which is a structural diagram of 9AT and FIG. 20 which is a structural diagram of 11AT.

<C1 type 12AT>
FIG. 1 shows a speed diagram representing a shift mode of the C1 type 12AT and fastening elements at each shift stage. In the speed diagram of FIG. 1, the speed diagram is divided into a MAIN GEAR (main transmission mechanism) and a FRONT GEAR (front transmission mechanism). The speed diagram of the MAIN GEAR (main transmission mechanism) has the first, second, third, and fourth components arranged in order from the right side of the figure. The speed diagram of the FRONT GEAR (front transmission mechanism) is shown from the right side of the figure. The components A, B, E, C, and D are arranged in order, the first component and the component B are connected by the connecting shaft 7, and the third component is the output of the transmission. The vertical direction of the speed diagram represents the speed, the value written as 1 indicates the rotational speed of the input shaft, and the value written as 0 indicates zero speed. Here, the rotation of the input shaft can be input to the components A and D of the FRONT GEAR (front transmission mechanism) via the first and second clutches C1 and C2, and the MAIN via the third clutch (C3). Input to the second component of the GEAR (main transmission mechanism) is possible, and the components C, D, and E of the FRONT GEAR (front transmission mechanism) are the first, second, and fourth brakes (B1, B2, B4). The fourth component of the MAIN GEAR (main transmission mechanism) can be braked with the third brake (B3).

The rotation of the third component of the MAIN GEAR (main transmission mechanism) serving as the output of the transmission is determined by regulating the rotation of the two components of the first, second, and fourth components. The rotation of the component B of the front gear (front transmission mechanism) connected to the component by the connecting shaft 7 is determined by restricting the rotation of the two components A, C, D, and E. The speed change operation will be described with reference to the speed diagram of FIG. 1 and the table showing the fastening elements of the respective speed stages.
<First forward speed (1st)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the first clutch (C1) and the fourth brake (B4) are engaged, the rotation of the input shaft is input to the component A, the component E is braked, The component B is greatly decelerated, and the first component of the MAIN GEAR (main transmission mechanism) is also greatly decelerated via the connecting shaft 7. Since the fourth component is braked by the third brake (B3), the rotation of the third component is further decelerated.
<2nd forward speed (2nd)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the first clutch (C1) and the first brake (B1) are engaged, the rotation of the input shaft is input to the component A, the component C is braked, The component B is decelerated smaller than the first forward speed (1st), and the first component of the MAIN GEAR (main transmission mechanism) is also decelerated smaller than the first forward speed (1st) via the connecting shaft 7. Since the fourth component is braked by the third brake (B3), the rotation of the third component is further decelerated.
<Forward 3rd speed (3rd)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the first clutch (C1) and the second brake (B2) are engaged, the rotation of the input shaft is input to the component A, the component D is braked, The component B is decelerated smaller than the second forward speed (2nd), and the first component of the MAIN GEAR (main transmission mechanism) is also decelerated smaller than the second forward speed (2nd) via the connecting shaft 7. Since the fourth component is braked by the third brake (B3), the rotation of the third component is further decelerated.
<4th forward speed (4th)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the first clutch (C1) and the second clutch (C2) are engaged, and the rotation of the input shaft remains as it is through the connecting shaft 7 as the MAIN GEAR (main transmission mechanism). To the first component. Since the fourth component is braked by the third brake (B3), the rotation of the third component is decelerated.
<5th forward speed>
No power flows through the front gear (front transmission mechanism), and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission mechanism) via the third clutch (C3). Since the fourth component is braked by the third brake (B3), the rotation of the third component is decelerated. In this case, since the second stage on the deceleration and acceleration side is engaged with the second clutch (C2), generally, the second clutch (C2) of the front gear (C2) is engaged and prepared. Although it is appropriate in terms of shifting to the next stage, the front gear mechanism is not fastened here in order to provide freedom.
<6th forward speed (6th)>
The first clutch (C1) and the second clutch (C2) of the FRONT GEAR (front transmission mechanism) are engaged, and the rotation of the input shaft remains as it is through the connecting shaft 7 as the first component of the MAIN GEAR (main transmission mechanism). At the same time, the third clutch (C3) is engaged and transmitted to the second component of the MAIN GEAR (main transmission mechanism), so that all the planetary gears are locked and rotate the same as the input shaft.
<7th forward speed (7th)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the first clutch (C1) and the second brake (B2) are engaged, the rotation of the input shaft is input to the component A, the component D is braked, The component B is decelerated small, and the first component of the MAIN GEAR (main transmission mechanism) is also decelerated small via the connecting shaft 7. The third clutch (C3) is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission mechanism) via the third clutch (C3). FRONT GEAR (front transmission mechanism) is the same as the third forward speed (3rd), but drives the first component at the third forward speed (3rd), while braking at the seventh forward speed (7th). The rotation of the third component is increased.
<8th forward speed (8th)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the first clutch (C1) and the first brake (B1) are engaged, the rotation of the input shaft is input to the component A, the component C is braked, The component B is decelerated more than the seventh forward speed (7th), and the first component of the MAIN GEAR (main transmission mechanism) is also decelerated more than the seventh forward speed (7th) via the connecting shaft 7. The third clutch (C3) is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission mechanism) via the third clutch (C3). FRONT GEAR (front transmission mechanism) is the same as the second forward speed (2nd), but the first component is driven at the second forward speed (2nd), whereas braking is performed at the eighth forward speed (8th). The rotation of the third component is increased.
<9th forward speed (9th)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the first clutch (C1) and the fourth brake (B4) are engaged, the rotation of the input shaft is input to the component A, the component E is braked, The component B is decelerated more than the eighth forward speed (8th), and the first component of the MAIN GEAR (main transmission mechanism) is also decelerated more than the eighth forward speed (8th) via the connecting shaft 7. The third clutch (C3) is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission mechanism) via the third clutch (C3). The FRONT GEAR (front transmission mechanism) is the same as the first forward speed (1st), but drives the first component at the first forward speed (1st), while braking at the ninth forward speed (9th). The rotation of the third component is increased.
<10th forward speed (10th)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the first brake (B1) and the fourth brake (B4) are engaged, the component B is locked and fixed to the transmission housing, and the MAIN GEAR (main transmission) The first component of the mechanism is also fixed. The third clutch (C3) is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission mechanism) via the third clutch (C3). Accordingly, the rotation of the third component is increased. The component B is locked by engaging any two of the first brake (B1), the second brake (B2), and the fourth brake (B4), but the next forward 9th speed (9th) Since the fourth brake (B4) is engaged at the 11th forward speed (11th) and the first brake (B1) is engaged at the 8th forward speed (8th) and the 12th forward speed (12th), the speed change is one. In principle, the first brake (B1) and the fourth brake (B4) were engaged at 10th forward speed (10th).
<11th forward speed (11th)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the second clutch (C2) and the fourth brake (B4) are engaged, the rotation of the input shaft is input to the component D, the component E is braked, The component B is decelerated to reverse rotation, and the first component of the MAIN GEAR (main transmission mechanism) is also reversed via the connecting shaft 7. The third clutch (C3) is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission mechanism) via the third clutch (C3). Therefore, the rotation of the third component is greatly increased.
<12th forward speed (12th)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the second clutch (C2) and the first brake (B1) are engaged, the rotation of the input shaft is input to the component D, the component C is braked, The component B is rotated more backward than the eleventh forward speed (11th) and reversely rotated, and the first component of the MAIN GEAR (main transmission mechanism) is also rotated more than the eleventh forward speed (11th) via the connecting shaft 7. Reverse a little. The third clutch (C3) is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission mechanism) via the third clutch (C3). Therefore, the rotation of the third component is greatly increased.
<First reverse speed (Rev1)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the second clutch (C2) and the fourth brake (B4) are engaged as in the case of the 11th forward speed (11th), and the rotation of the input shaft is input to the component D Then, the component E is braked, the component B is decelerated to reverse rotation, and the first component of the MAIN GEAR (main transmission mechanism) is also reversed via the connecting shaft 7. Since the fourth component is braked by the third brake (B3), the rotation of the third component is further decelerated to the reverse rotation.
<Second reverse speed (Rev2)>
In the velocity diagram of FRONT GEAR (front transmission mechanism), the second clutch (C2) and the first brake (B1) are engaged as in the forward 12th speed (12th), and the rotation of the input shaft is input to the component D. Then, the component C is braked, the component B is rotated more backward than the first reverse speed (Rev1), and reversely rotated, and the first component of the MAIN GEAR (main transmission mechanism) is also connected to the reverse 1 through the connecting shaft 7. Reverses less than the speed (Rev1). Since the fourth component is braked by the third brake (B3), the rotation of the third component is further decelerated to the reverse rotation.

  In other words, in FIG. 1, the output component B of the front transmission mechanism is any two of the first and second clutches (C1, C2) and the first, second, and fourth brakes (B1, B2, B4). Can be selectively obtained with the same rotational speed as the input shaft, zero rotational speed, decelerated rotation of the three types of input shafts, and reverse rotational speed of the two types of input shafts, The output component of the front speed change mechanism according to claim 1 includes the same rotational speed as the input shaft, zero rotational speed, decelerated rotation of three types of input shafts, and reverse rotational speed of at least one type of input shafts. In the embodiment of 12AT, “the reverse rotation speed of at least one type of input shaft” is “the reverse rotation speed of two types of input shafts”.

<C1 type 11AT>
FIG. 2 shows a speed diagram representing the shift mode of the C1 type 11AT and the fastening elements at each shift stage. In the speed diagram of FIG. 2, the speed diagram is divided into a MAIN GEAR (main transmission mechanism) and a FRONT GEAR (front transmission mechanism). The speed diagram of the MAIN GEAR (main transmission mechanism) has the first, second, third, and fourth components arranged in order from the right side of the figure. The speed diagram of the FRONT GEAR (front transmission mechanism) is shown from the right side of the figure. The components A, B, E, C, and D are arranged in order, the first component and the component B are connected by the connecting shaft 7, and the third component is the output of the transmission. The arrangement of the components is the same as the C1 type 12AT in FIG. In the speed diagram of FRONT GEAR (front transmission mechanism) in FIG. 2, only the component B is associated with the component E, and is associated with the component A on the drawing. For convenience, the component E represents that it is directly connected to the input shaft. Accordingly, the component E is related only to the component B and the input shaft, is separated from the components A, C, and D, and the velocity diagram is partially different from that in FIG. The component B is greatly decelerated only by the fastening, and the reverse rotation of the component B is one kind. Since the reverse rotation of the component B becomes one type, the shifting modes of “11 forward speed (11th)” and “1 reverse speed (Rev1)” in FIG. 1 are eliminated, and the 11 forward speed and 1 reverse speed are eliminated. It becomes a multi-stage transmission. Since there are shift stages having different fastening elements from those in FIG. 1, only those shift stages will be described, and the other shift stages are the same as those in FIG.
<First forward speed (1st)>
In the velocity diagram of FRONT GEAR (front transmission mechanism), the input shaft is directly connected to the component related to the component E, the fourth brake (B4) is fastened, the component E is braked, and the component B is greatly decelerated, and the first component of the MAIN GEAR (main transmission mechanism) is also greatly decelerated via the connecting shaft 7. Since the fourth component is braked by the third brake (B3), the rotation of the third component is further decelerated.
<9th forward speed (9th)>
In the velocity diagram of FRONT GEAR (front transmission mechanism), the input shaft is directly connected to the component related to the component E, the fourth brake (B4) is fastened, the component E is braked, and the component B is decelerated more than the eighth forward speed (8th), and the first component of the MAIN GEAR (main transmission mechanism) is also decelerated more than the eighth forward speed (8th) via the connecting shaft 7. The third clutch (C3) is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission mechanism) via the third clutch (C3). The FRONT GEAR (front transmission mechanism) is the same as the first forward speed (1st), but drives the first component at the first forward speed (1st), while braking at the ninth forward speed (9th). The rotation of the third component is increased.
<10th forward speed (10th)>
In the speed diagram of the FRONT GEAR (front transmission mechanism), the first brake (B1) and the second brake (B2) are engaged, the component B is locked and fixed to the transmission housing, and the MAIN GEAR (main transmission) The first component of the mechanism is also fixed. The third clutch (C3) is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission mechanism) via the third clutch (C3). Accordingly, the rotation of the third component is increased.

In other words, in FIG. 2, the output component B of the front transmission mechanism is engaged with either the first or second clutch (C1, C2) and the first or second brake (B1, B2). In addition to being able to selectively obtain the same rotational speed as the input shaft, zero rotational speed, decelerated rotation of the two input shafts, and reverse rotational speed of the one input shaft, By engaging the brake (B4), another larger decelerated rotation of the input shaft can be obtained, and the output component of the front transmission mechanism has the same rotational speed as the input shaft and zero. This is an embodiment of the 11AT that can selectively obtain the rotational speed of the three types, the decelerated rotation of the three types of input shafts, and the reverse rotational speed of the at least one type of input shafts.

<C1 type 9AT>
FIG. 3 shows a speed diagram representing the shift mode of the C1 type 9AT and the fastening elements at each shift stage. Here, the name will be described. The C type is the basic of the main transmission mechanism and the front transmission mechanism described in the paragraph “0010” of “Background Art” at the beginning and “C-Type BENZ 7AT” in FIG. 28 of the present application. The speed change mode is the same. Among them, there are two basic transmission modes of the front transmission mechanism, and the mode of shifting by changing the brake at the forward deceleration stage is named C1, and the mode of shifting by changing the clutch is named C2. 1, 2, and 3 are C <b> 1 because the basic speed change mode of the front transmission mechanism shifts by changing the brake in the forward speed reduction stage. FIG. 3 is a diagram of the speed diagram of the FRONT GEAR (front transmission mechanism) shown in FIGS. 1 and 2 in which the component E and the fourth brake (B4) that brakes the component E are eliminated. Is the basis of Therefore, since there is no shift mode for engaging the fourth brake (B4) and braking the component E, the output component B of the front transmission mechanism includes the first, second clutches (C1, C2) and the first, By engaging any two of the second brakes (B1, B2), the same rotational speed as the input shaft, zero rotational speed, two types of input shaft decelerated rotation, and the reverse of one type of input shaft The rotation speed is selectively obtained. Since all the gear positions are the same as those in FIGS.

<C2 type 11AT>
FIG. 4 shows a speed diagram representing the shift mode of the C2 type 11AT and the fastening elements at each shift stage. At the forward speed reduction stage, the basic speed change mode of the front transmission mechanism is C2 because the speed is changed by changing the clutch. In the speed diagram of FIG. 4, the speed diagram is divided into a MAIN GEAR (main transmission mechanism) and a FRONT GEAR (front transmission mechanism). The speed diagram of the MAIN GEAR (main transmission mechanism) has the first, second, third, and fourth components arranged in order from the right side of the figure. The speed diagram of the FRONT GEAR (front transmission mechanism) is shown from the right side of the figure. The components A, B, C, E, and D are sequentially arranged, the first component and the component C are connected by the connecting shaft 7, and the third component is an output of the transmission. In the velocity diagram of FRONT GEAR (front transmission mechanism) in FIG. 4, only component C is associated with component E, and is associated with component A on the drawing. For convenience, the component E represents that it is directly connected to the input shaft. Therefore, the component E is related only to the component C and the input shaft, separated from the components A, B, and D, and the arrangement of the components in the velocity diagram may be considered to be the same as that in FIG. In FIG. 4, the component C is greatly decelerated most simply by engaging the fourth brake (B4), and the reverse rotation of the component C is one kind. Since the reverse rotation of the component C becomes one type, the shift mode of “11 forward speed (11th)” and “1 reverse speed (Rev1)” in FIG. 1 is eliminated, and the 11 forward speed and the 1 reverse speed are eliminated. It becomes a multi-stage transmission. The speed change operation will be described with reference to the speed diagram of FIG. 4 and the table showing the fastening elements of the respective speed stages.
<First forward speed (1st)>
In the velocity diagram of FRONT GEAR (front transmission mechanism), the input shaft is directly connected to the component related to the component E, the fourth brake (B4) is fastened, the component E is braked, and the component C is greatly decelerated, and the first component of the MAIN GEAR (main transmission mechanism) is also greatly decelerated via the connecting shaft 7. Since the fourth component is braked by the third brake (B3), the rotation of the third component is further decelerated.
<2nd forward speed (2nd)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the first clutch (C1) and the first brake (B1) are engaged, the rotation of the input shaft is input to the component A, the component D is braked, The component C is decelerated smaller than the first forward speed (1st), and the first component of the MAIN GEAR (main transmission mechanism) is also decelerated smaller than the first forward speed (1st) via the connecting shaft 7. Since the fourth component is braked by the third brake (B3), the rotation of the third component is further decelerated.
<Forward 3rd speed (3rd)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the second clutch (C2) and the first brake (B1) are engaged, the rotation of the input shaft is input to the component B, the component D is braked, The component C is decelerated smaller than the second forward speed (2nd), and the first component of the MAIN GEAR (main transmission mechanism) is also decelerated smaller than the second forward speed (2nd) via the connecting shaft 7. Since the fourth component is braked by the third brake (B3), the rotation of the third component is further decelerated.
<4th forward speed (4th)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the first clutch (C1) and the second clutch (C2) are engaged, and the rotation of the input shaft remains as it is through the connecting shaft 7 as the MAIN GEAR (main transmission mechanism). To the first component. Since the fourth component is braked by the third brake (B3), the rotation of the third component is decelerated.
<5th forward speed>
No power flows through the front gear (front transmission mechanism), and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission mechanism) via the third clutch (C3). Since the fourth component is braked by the third brake (B3), the rotation of the third component is decelerated.
<6th forward speed (6th)>
The first clutch (C1) and the second clutch (C2) of the FRONT GEAR (front transmission mechanism) are engaged, and the rotation of the input shaft remains as it is through the connecting shaft 7 as the first component of the MAIN GEAR (main transmission mechanism). At the same time, the third clutch (C3) is engaged and transmitted to the second component of the MAIN GEAR (main transmission mechanism), so that all the planetary gears are locked and rotate the same as the input shaft.
<7th forward speed (7th)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the second clutch (C2) and the first brake (B1) are engaged, the rotation of the input shaft is input to the component B, the component D is braked, The component C is decelerated slightly, and the first component of the MAIN GEAR (main transmission mechanism) is also decelerated slightly via the connecting shaft 7. The third clutch (C3) is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission mechanism) via the third clutch (C3). FRONT GEAR (front transmission mechanism) is the same as the third forward speed (3rd), but drives the first component at the third forward speed (3rd), while braking at the seventh forward speed (7th). The rotation of the third component is increased.
<8th forward speed (8th)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the first clutch (C1) and the first brake (B1) are engaged, the rotation of the input shaft is input to the component A, the component D is braked, The component C is decelerated more than the seventh forward speed (7th), and the first component of the MAIN GEAR (main transmission mechanism) is also decelerated more than the seventh forward speed (7th) via the connecting shaft 7. The third clutch (C3) is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission mechanism) via the third clutch (C3). FRONT GEAR (front transmission mechanism) is the same as the second forward speed (2nd), but the first component is driven at the second forward speed (2nd), whereas braking is performed at the eighth forward speed (8th). The rotation of the third component is increased.
<9th forward speed (9th)>
In the velocity diagram of FRONT GEAR (front transmission mechanism), the input shaft is directly connected to the component related to the component E, the fourth brake (B4) is fastened, the component E is braked, and the component C is decelerated more than the 8th forward speed (8th), and the first component of the MAIN GEAR (main transmission mechanism) is also decelerated more than the 8th forward speed (8th) via the connecting shaft 7. The third clutch (C3) is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission mechanism) via the third clutch (C3). The FRONT GEAR (front transmission mechanism) is the same as the first forward speed (1st), but drives the first component at the first forward speed (1st), while braking at the ninth forward speed (9th). The rotation of the third component is increased.
<10th forward speed (10th)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the first brake (B1) and the second brake (B2) are engaged, the component C is locked and fixed to the transmission housing, and the MAIN GEAR (main transmission) The first component of the mechanism is also fixed. The third clutch (C3) is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission mechanism) via the third clutch (C3). Accordingly, the rotation of the third component is increased.
<11th forward speed (11th)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the first clutch (C1) and the second brake (B2) are engaged, the rotation of the input shaft is input to the component A, the component B is braked, The component C is decelerated to reverse rotation, and the first component of the MAIN GEAR (main transmission mechanism) is also reversed via the connecting shaft 7. The third clutch (C3) is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission mechanism) via the third clutch (C3). Therefore, the rotation of the third component is greatly increased.
<Reverse (Rev)>
In the speed diagram of FRONT GEAR (front transmission mechanism), the first clutch (C1) and the second brake (B2) are engaged as in the case of the 11th forward speed (11th), and the rotation of the input shaft is input to the component A Then, the component B is braked, the component C is decelerated to reverse rotation, and the first component of the MAIN GEAR (main transmission mechanism) is also reversed via the connecting shaft 7. Since the fourth component is braked by the third brake (B3), the rotation of the third component is further decelerated to the reverse rotation.

As in FIG. 2 showing the C1 type 11AT, in FIG. 4 showing the C2 type 11AT, the output component C of the front transmission mechanism includes the first and second clutches (C1, C2) and the first and second brakes (B1, By selecting any two of B2), the same rotation speed as the input shaft, zero rotation speed, two types of input shaft decelerated rotation, and one type of input shaft reverse rotation speed are selected. In addition to the above, it is possible to obtain a larger decelerated rotation of the input shaft by engaging the fourth brake (B4). The element can selectively obtain the same rotational speed as the input shaft, zero rotational speed, decelerated rotation of three types of input shafts, and reverse rotational speed of at least one type of input shafts. , 11AT embodiment.

<C2 type 9AT>
FIG. 5 shows a speed diagram representing a shift mode of the C2 type 9AT and fastening elements at each shift stage. FIG. 5 shows C2 because the basic speed change mode of the front transmission mechanism shifts by changing the clutch at the forward deceleration stage. FIG. 5 is a velocity diagram of FRONT GEAR (front transmission mechanism) in FIG. 4 in which the component E and the fourth brake (B4) that brakes it are eliminated, and forms the basis of the speed change form in FIG. Is. Therefore, since there is no shift mode in which the fourth brake (B4) is engaged and the component E is braked, the output component C of the front transmission mechanism is the first, second clutch (C1, C2) and the first, By engaging any two of the second brakes (B1, B2), the same rotational speed as the input shaft, zero rotational speed, two types of input shaft decelerated rotation, and the reverse of one type of input shaft The rotation speed is selectively obtained. Since all the gear positions are the same as those in FIG.

<MAIN GEAR (Main transmission mechanism)>
FIG. 6 relates to a common MAIN GEAR (main transmission mechanism) in the C1 type 9, 11, 12AT and the C2 type 9, 11AT, and six types 2 forming the first, second, third, and fourth components. A schematic diagram and a speed diagram of a combination of planetary gear trains are shown. As described above, in FIG. 6, the first, second, third, and fourth constituent elements are arranged in order from the right, and the first constituent element is connected to the output component of the front gear (front transmission mechanism) via the connecting shaft 7. Several rotations can be selectively input, the rotation of the input shaft can be input to the second component via the third clutch (C3), and the fourth component is braked by the third brake (B3). It is possible. By defining the rotational speeds of the two constituent elements of the first, second, and fourth constituent elements, the rotational speed of the third constituent element that is the output constituent element is determined. That is, the first, second and fourth clutches (C1, C2), first, second, and fourth brakes of the front gear (the front transmission mechanism) that define the rotational speed of the first component of the MAIN GEAR (main transmission mechanism). (B1, B2, B4), selective engagement of the third clutch (C3) that defines the rotational speed of the second component, and the third brake (B3) that defines the rotational speed of the fourth component, The rotational speed of the third component will be determined. In FIG. 6, the four components of the MAIN GEAR (main transmission mechanism) are composed of two planetary gear trains, and six combinations thereof are acronyms of MAIN GEAR and “M-1” to “M-6”. "And is described in a schematic diagram. Each of the six combinations has its own characteristics and will be described together with the structure. Although there are combinations other than the planetary gear train described, there are many drawbacks in terms of meshing efficiency, strength, and the number of components, and they have not been applied. Here, the two planetary gear trains are the first and second planetary gear trains (10, 20), the sun gear of the first planetary gear train (10) is S1, the planet carrier is P1, the ring gear is R1, The sun gear of the two planetary gear train (20) is S2, the planet carrier is P2, and the ring gear is R2. The six types of combinations of the two planetary gear trains and the arrangement of the third clutch (C3) and the third brake (B3) are claimed in claim 8.

  In addition, “Claim 6” claims the arrangement of the components of this multi-stage transmission, and the MAIN GEAR (main transmission mechanism) must also be adapted to this arrangement. Therefore, the input shaft is arranged at the center of rotation, the connection shaft 7 is arranged around the input shaft, the first and second planetary gear trains (10, 20) are arranged around the input shaft, and the input shaft is arranged as the first and One side of the second planetary gear train (10, 20) is connected to the second component via the third clutch (C3), the connecting shaft 7 is connected to the first component, and the fourth component is connected to the first component. And the second planetary gear train (10, 20) is connected to the third brake (B3) on the other side, and the first and second planetary gear trains (3) between the third clutch (C3) and the third brake (B3) ( 10 and 20) are arranged to output the third component from the outside in the radial direction, and "M-1" to "M-6" also satisfy this arrangement. Since this arrangement is obvious at a glance in FIG.

<M-1>
The first and second planetary gear trains (10, 20) are simple planetary gears, the ring gear R2 of the second planetary gear train (20) is the first component, and the ring gear R1 of the first planetary gear train (10). And the planet carrier P2 of the second planetary gear train (20) are connected to form the second component, the planet carrier P1 of the first planetary gear train (10) is the third component, and the first and second planetary gear trains. This is a combination in which the sun gears S1 and S2 of (10, 20) are connected to form a fourth component. Generally, it is a combination called Simpson planetary gear. In the C-type speed change mode, the first component is loaded with a large torque of the input shaft decelerated by the front gear (a front speed change mechanism). Since the first component is the ring gear R2 of the second planetary gear train (20) having a large diameter, the tooth surface is loaded by the ratio of the number of teeth of the ring gear and the sun gear as compared with the case where the torque acts on the sun gear having the small diameter. The load becomes smaller (tooth surface load = torque / engagement diameter). This load is transmitted to the first planetary gear train (10), and is synthesized and output from the planet carrier P1. Therefore, a large load does not act on the meshing tooth surfaces of each gear, and the combination is advantageous in terms of strength. This combination is characterized in that the meshing efficiency of the planetary gear is improved at the forward speed reduction stage, but is slightly worse at the speed increase stage.

<M-2>
The first and second planetary gear trains (10, 20) are used as simple planetary gears, and the ring gear R1 of the first planetary gear train (10) and the sun gear S2 of the second planetary gear train (20) are connected to form a first configuration. As an element, the planet carriers P1 and P2 of the first and second planetary gear trains (10, 20) are connected to form a second component, and the ring gear R2 of the second planetary gear train (20) is a third component. This is a combination in which the sun gear S1 of the first planetary gear train (10) is the fourth component. The feature of this combination is that the gear ratio of the ring gear R2 and the sun gear S2 of the second planetary gear train (20) is reduced from 1.3 to 1.6, and the upper part of the first planetary gear train (10) in the radial direction It is that the axial direction was made compact by arranging it on two floors. The first component is the ring gear R1 and the sun gear S2 having a large diameter as in “M-1”, but the value obtained by subtracting the load torque of the sun gear S2 from the load torque of the ring gear R1 from the balance of forces is the first component. Since the load torque of the element is increased, the strength of the second planetary gear train (20) is advantageous, but a load twice as large as "M-1" acts on the first planetary gear train (10). It is not advantageous. This combination is characterized in that the meshing efficiency of the planetary gear is slightly worse at “M-1” at the forward speed reduction stage, but is better at the speed increase stage.

<M-3>
The first and second planetary gear trains (10, 20) are simple planetary gears, the sun gear S2 of the second planetary gear train (20) is the first component, and the ring gear R1 of the first planetary gear train (10) The planet carrier P2 of the second planetary gear train (20) is connected as a second component, and the planet carrier P1 of the first planetary gear train (10) and the ring gear R2 of the second planetary gear train (20) are connected. The third component, and the combination of the sun gear S1 of the first planetary gear train (10) as the fourth component. It is often used in general 4AT, and the gear ratio can be freely set. Similar to “M-2”, this combination has a feature that the meshing efficiency of the planetary gear is slightly worse than that of “M-1” at the forward deceleration stage, but it is better at the acceleration stage.

<M-4>
The first planetary gear train (10) is a double planetary gear, the second planetary gear train (20) is a simple planetary gear, the ring gear R and the planet carrier P are shared, and the first planetary gear train (double planetary gear) As the so-called Ravigne planetary gear, the first gear of the sun gear S2 of the second planetary gear train (20) is configured as the first configuration. It is a combination in which the shared planet carrier P is the second component, the shared ring gear R is the third component, and the sun gear S1 of the first planetary gear train (10) is the fourth component. It is used for general 3AT, 4AT and B type 6AT, 8AT and has the advantage that the axial direction is compact. However, since a double planetary gear is used, there is a disadvantage that the meshing efficiency of the planetary gear is deteriorated. Further, in the B type 6AT and 8AT, a large torque is input to the sun gear S1 having a small diameter, which is disadvantageous in terms of strength. This combination is not suitable for C type 3 because it is difficult to obtain a good gear ratio.

<M-5>
The first planetary gear train (10) is a double planetary gear, the second planetary gear train (20) is a simple planetary gear, the ring gear R and the planet carrier P are shared, and the first planetary gear train (double planetary gear) 10) The sun gear S1 of the first planetary gear train (10) is a first configuration as a so-called Ravigne planetary gear that is meshed with the sun gear S2 of the second planetary gear train (20) as a long pinion. This is a combination in which the shared ring gear R is the second component, the shared planet carrier P is the third component, and the sun gear S2 of the second planetary gear train (20) is the fourth component. Although a good gear ratio can be obtained, the first component is a sun gear S1 having a small diameter, which is disadvantageous in terms of strength as compared with “M-1” and “M-2”.

<M-6>
The first and second planetary gear trains (10, 20) are simple planetary gears, the sun gear S2 of the second planetary gear train (20) is the first component, and the ring gear R1 of the first planetary gear train (10) is As the second component, the planet carriers P1, P2 of the first and second planetary gear trains (10, 20) are connected to each other as the third component, and the sun gear S1 of the first planetary gear train (10) and the first gear This is a combination in which the ring gear R2 of the two planetary gear train (20) is connected to form a fourth component. This combination is generally less advantageous than “M-1,” “M-2,” and “M-3”, which are combinations of simple planetary gears.

  Of the six combinations “M-1” to “M-6” composed of two planetary gear trains constituting the MAIN GEAR (main transmission mechanism), those that are suitable for practical use are “M-1”, “M -2 "and" M-3 ", but" M-3 "does not have particularly superior features for application to the vehicles mentioned at the beginning than" M-1 "and" M-2 ". “M-1” and “M-2” were used in Examples described later.

<FRONT GEAR (front transmission mechanism), C1 type 12AT>
FIG. 7 shows a fifth planetary gear train composed of two third and fourth planetary gear trains (30, 40) and a simple planetary gear constituting the front gear (C1 type 12AT) shown in FIG. 4 is an embodiment showing four types of schematic diagrams and velocity diagrams that form the components A, B, E, C, and D in combination with (50). In the velocity diagram, the component B that is an output component is connected to the connecting shaft 7, and the component B includes the first, second clutches (C1, C2), the first, second, and fourth brakes (B1, B2). , B4), the rotational speed is determined by any two fastenings. In FIG. 7, the four components A, B, C, and D of the FRONT GEAR (front transmission mechanism) are determined by the third and fourth planetary gear trains (30, 40). The component B is connected to the planet carrier P5 while being connected to the sun gear S5 in the row (50), and the fourth brake (B4) is arranged radially outward with the ring gear R5 as the component E. Therefore, the velocity diagram has a shape in which the component E is inserted between the component B and the component C of the four components A, B, C, and D. The advantage of this combination is that the largest reduction ratio can be freely determined by the five planetary gear train (50), and the degree of freedom of the gear ratio is high. The four types of combinations of the third and fourth planetary gear trains (30, 40) are named as “F-1” to “F-4” with the initials of FRONT GEAR, and are described in a schematic diagram. Each of the four combinations has its own characteristics, and will be described together with the structure. Although there are combinations other than the planetary gear train described, there are many drawbacks in terms of meshing efficiency, strength, and the number of components, and they have not been applied. Here, the sun gears of the third, fourth, and fifth planetary gear trains (30, 40, 50) are S3, S4, S5, the planet carriers are P3, P4, P5, the ring gears are R3, R4, R5. To do. The form of the combination of the third, fourth, and fifth planetary gear trains (30, 40, 50) is claimed in claim 3, and the third, fourth, and fifth planetary gear trains (30, 40, 50) are claimed. ), And the arrangement of the first and second clutches (C1, C2) and the first, second, and fourth brakes (B1, B2, B4) are claimed in claim 9. .

  In addition, “Claim 6” and “Claim 7” claim the arrangement of the components of this multi-stage transmission, and the front gear (FEAR GEAR) must also be adapted to this arrangement. Therefore, the input shaft is arranged at the center of rotation, the components A and D are arranged around it, and the first and second clutches are arranged on one side of the third and fourth planetary gear trains (30, 40). (C1, C2) are connected to the components A, D, and the components are arranged radially outside the first and second clutches (C1, C2) or the third and fourth planetary gear trains (30, 40). First and second brakes (B1, B2) are arranged on C and D, and a fifth planetary gear train (50) comprising simple planetary gears is provided on the other side of the third and fourth planetary gear trains (30, 40). The component A is connected to the sun gear S5, the component B is connected to the planet carrier P5, the fourth brake (B4) is arranged radially outside the ring gear R5, and the fifth planetary gear train (50). The connecting shaft 7 is arranged around the input shaft away from the first and second clutches (C1, C2). Becomes arrangement for coupling the planet carrier P5, "F-4" from the "F-1" is also assumed that satisfy this arrangement. Since this arrangement is obvious at a glance in FIG. However, the friction members of “first, second and fourth brakes (B1, B2, B4)” of “claim 7” are connected to the third, fourth and fifth planetary gear trains (30, 40, 50) and the first and second clutches (C1, C2) arranged radially outside of the friction member, and the friction member arrangement structure according to claim 9 in the circumferential direction or the axial direction. Since it is impossible to explain the structure of the two-branch clutch with the first and second clutches (C1, C2), which form a two-branch clutch sharing a double clutch drum, with only a schematic diagram. 7 will be described with reference to FIGS. 13, 16, and 20 described later.

<F-1>
Using the third and fourth planetary gear trains (30, 40) as simple planetary gears, the ring gear R3 of the third planetary gear train (30) and the sun gear S4 of the fourth planetary gear train (40) are connected to form a component A. The planet carriers P3 and P4 of the third and fourth planetary gear trains (30, 40) are connected to each other as a component B, and the ring gear R4 of the fourth planetary gear train (40) is a component C. This is a combination in which the sun gear S3 of the third planetary gear train (30) is a component D. The feature of this combination is the same as that of “M-2”, and the first planetary gear train (20) has the gear ratio of the ring gear R2 and the sun gear S2 decreased from 1.3 to 1.6. The axial direction is made compact by arranging the gear train (10) in the upper part in the radial direction in a two-story structure. Since the planet carriers (P3, P4) are output, the meshing teeth of the third and fourth planetary gear trains (30, 40) are not subjected to a large load, and the planetary gear meshing efficiency is good.

<F-2>
The third and fourth planetary gear trains (30, 40) are simple planetary gears, the ring gear R4 of the fourth planetary gear train (40) is a component A, and the ring gear R3 of the third planetary gear train (30) is The planet carrier P4 of the fourth planetary gear train (40) is connected to form the component B, the planet carrier P3 of the third planetary gear train (30) is the component C, and the third and fourth planetary gear trains (30, 40) the combination of the sun gears S3 and S4 of each other to form the component D. Generally, it is a combination called Simpson planetary gear. This Simpson planetary gear has good meshing efficiency and is most often used in 3AT. However, there is a drawback that the connection becomes a slightly complicated structure.

<F-3>
The third planetary gear train (30) is a double planetary gear, the fourth planetary gear train (40) is a simple planetary gear, the ring gear R and the planet carrier P are shared, and the third planetary gear train (double planetary gear) 30) The sun gear S3 of the third planetary gear train (30) is a component A as a so-called Ravigne planetary gear that meshes with the sun gear S4 of the fourth planetary gear train (40) as a long pinion. The shared ring gear R is a component B, the shared planet carrier P is a component C, and the sun gear S4 of the fourth planetary gear train (40) is a combination D. There is no strength advantage and the use of a double planetary gear results in poor meshing efficiency.

<F-4>
The third and fourth planetary gear trains (30, 40) are the simple planetary gears, the sun gear S4 of the fourth planetary gear train (40) is the component A, and the ring gear R4 of the fourth planetary gear train (40) is The planet carrier P3 of the three planetary gear train (30) is connected to form a component B, and the planet carrier P4 of the fourth planetary gear train (40) and the ring gear R3 of the third planetary gear train (30) are connected. The element C is a combination in which the sun gear S4 of the fourth planetary gear train (40) is the component D. There is a high degree of freedom in the gear ratio, and the desired gear ratio can be obtained, but there is no advantage in strength, and the axial length cannot be shortened.

  FRONT GEAR (front transmission mechanism) constituting the C1 type 12AT has an input shaft arranged at the center of rotation and components A and D arranged around it. There is only. In addition, since “F-1” meshes with the Simpson planetary gear of “F-2” in terms of efficiency and strength, “F-1” is replaced with “FRONT” in FIGS. 13 and 15 which are examples of the C1 type 12AT. Used for GEAR (front transmission mechanism).

<FRONT GEAR (front transmission mechanism), C1 type 11AT>
FIG. 8 shows a fifth planetary gear train composed of two third and fourth planetary gear trains (30, 40) and a simple planetary gear constituting the front gear mechanism of the C1 type 11AT shown in FIG. 4 is an embodiment showing four types of schematic diagrams and velocity diagrams that form the components A, B, E, C, and D in combination with (50). The arrangement order of the components A, B, E, C, and D is the same as that of the C1 type 12AT of FIG. 7, but FIG. 7 shows that the sun gear S5 of the fifth planetary gear train (50) is connected to the component A. FIG. 8 is different from FIG. 8 in that it is connected to the input shaft. The velocity diagram representing the fifth planetary gear train (50) shares only the component B, the sun gear S5 is connected to the input shaft, and the ring gear R5 is the component E. There is no relative positional relationship with the components A, C, and D. The component E is determined at the position where the sun gear S5 is connected to the input shaft. For convenience, the position of the sun gear S5 connected to the input shaft is the component A, so the positions of the components in FIGS. 8 and 7 are the same. became. Accordingly, in FIG. 7, the component E is related to the rotation speed of the other components, but in FIG. 8, only the rotation speed of the component B is affected, and the velocity diagram is not the same as FIG. 7. However, the third and fourth planetary gear trains (30, 40) for determining the four components A, B, C, D are the same as the C1 type 12AT of FIG. 7, and the first and second clutches ( The speed change mode in which the rotational speed is determined by engaging any one of the first and second brakes (C1, C2) and the first and second brakes (B1, B2) is the same as that in FIG. The only difference is that the fourth brake (B4) is only engaged, and that the largest reduction ratio can be obtained and that only one type of reverse rotation occurs. Four combinations of the third and fourth planetary gear trains (30, 40) are named as “F-1” to “F-4” in the same manner as in FIG. In the schematic diagram of FIG. 7, the component A arranged around the input shaft located at the rotation center of the schematic diagram of FIG. 7 connected to the sun gear S5 of the fifth planetary gear train (50) is simply replaced with the input shaft. Yes, the arrangements of the third and fourth planetary gear trains (30, 40) and the fifth planetary gear train (50) of "F-1,""F-3," and "F-4" are the same as in FIG. Therefore, the description is omitted. Only “F-2” is the same Simpson planetary gear in FIGS. 7 and 8 and has the same characteristics, but the arrangement of the third planetary gear train (30) and the fourth planetary gear train (40) is reversed. This is to make the connection between the first and second clutches (C1, C2) and the components A and D compact, and can be realized in FIG. 7 in which the component A must be arranged around the input shaft. The structure which did not exist is implement | achieved in FIG.

  In addition, C1 type 11AT described in FIG. 8 is claimed in “Claim 4”, and claims in “Claim 6”, “Claim 7”, and “Claim 9” are the C1 type 12AT in FIG. And C1 type 11AT FRONT GEAR (front transmission mechanism) in FIG.

<F-2>
The third and fourth planetary gear trains (30, 40) are simple planetary gears, the ring gear R4 of the fourth planetary gear train (40) is a component A, and the ring gear R3 of the third planetary gear train (30) is The planet carrier P4 of the fourth planetary gear train (40) is connected to form the component B, the planet carrier P3 of the third planetary gear train (30) is the component C, and the third and fourth planetary gear trains (30, 40) is the same combination as “F-2” in FIG. 7 in which the sun gears S3 and S4 are connected to form the component D. The difference from “F-2” in FIG. 7 is that the component B is arranged instead of the component A around the input shaft, and the arrangement of the third planetary gear train (30) and the fourth planetary gear train (40) is reversed. It is that. Thus, the first clutch (C1) is directly connected to the ring gear R4 of the fourth planetary gear train (40) as the component A, and the first and second clutches (C1, C2) are arranged side by side in the axial direction. "F-2" becomes compact. This Simpson planetary gear has good meshing efficiency.

  FRONT GEAR (front transmission mechanism) constituting the C1 type 12AT has an input shaft arranged at the center of rotation and components A and D arranged around it. There is only. However, FRONT GEAR (front transmission mechanism) that constitutes the C1 type 11AT has “F-2” in addition to “F-1”. In the schematic diagram, “F-1” looks more compact than “F-2”, but considering the structure of the double clutch of the first and second clutches (C1, C2), rather than “F-2” Is more compact. Therefore, in FIG. 20, which is an example of the C1 type 11AT, “F-2” is used for the FRONT GEAR (front transmission mechanism).

<FRONT GEAR (front transmission mechanism), C2 type 11AT>
9 is a fifth planetary gear train comprising two third and fourth planetary gear trains (30, 40) and a simple planetary gear constituting the front gear mechanism of the C2 type 11AT described in FIG. FIG. 4 is an embodiment showing four types of schematic diagrams and velocity diagrams forming the components A, B, C, E, and D in combination with (50). As with the C1 type 11AT in FIG. 8, the components A, B, C, and D are determined by the third and fourth planetary gear trains (30, 40), and the sun gear S5 of the fifth planetary gear train (50) is input. Since the ring gear R5 is connected to the shaft as the component E, there is no relative positional relationship between the component E and the components A, B, and D other than the component C. The component E is determined at a position where the sun gear S5 is connected to the input shaft. For convenience, the position of the sun gear S5 connected to the input shaft is the component A. Therefore, the position of the component E is between the components C and D. became. Therefore, in FIG. 9, the component E is affected only by the rotational speed of the component C. In the velocity diagram, the component C as an output component is connected to the connecting shaft 7, and the component C is one of the first and second clutches (C1, C2), the first and second brakes (B1, B2). The rotational speed is determined by the engagement of the two brakes and the engagement of only the fourth brake (B4). The four kinds of combinations of the third and fourth planetary gear trains (30, 40) are named as “F-1” to “F-4” by taking the initials of FRONT GEAR as in FIGS. It describes in. Although there are combinations other than the planetary gear train described, there are many drawbacks in terms of meshing efficiency, strength, and the number of components, and they have not been applied. Here, the sun gears of the third, fourth, and fifth planetary gear trains (30, 40, 50) are S3, S4, S5, the planet carriers are P3, P4, P5, the ring gears are R3, R4, R5. To do. The form of the combination of the third, fourth, and fifth planetary gear trains (30, 40, 50) is claimed in “Claim 5”, and the third, fourth, and fifth planetary gear trains (30, 40, 50) are claimed. ), And the arrangement of the first and second clutches (C1, C2) and the first, second, and fourth brakes (B1, B2, B4) are claimed in "Claim 10". .

  The arrangement of components in the C2 type 11AT FRONT GEAR (front transmission mechanism) is such that the input shaft is arranged at the center of rotation and the input shaft is located on one side of the third and fourth planetary gear trains (30, 40). 1. The diameter of the first and second clutches (C1, C2) or the third and fourth planetary gear trains (30, 40) is connected to the components A, B via the second clutch (C1, C2). A fifth planetary gear comprising a simple planetary gear on the other side of the third and fourth planetary gear trains (30, 40) with the first and second brakes (B1, B2) arranged on the components D, B on the outer side in the direction. The row (50) is arranged, the input shaft is connected to the sun gear S5, the component C is connected to the planet carrier P5, the fourth brake (B4) is arranged radially outward on the ring gear R5, and the fifth planetary gear. Far from first and second clutches (C1, C2) in row (50) Mow arranged coupling shaft 7 around the input shaft becomes arrangement for coupling the planet carrier P5, it becomes that satisfies "F-4" also this arrangement from the "F-1". Since this arrangement is obvious at a glance in FIG. However, the friction members of “first, second and fourth brakes (B1, B2, B4)” of “claim 7” are connected to the third, fourth and fifth planetary gear trains (30, 40, 50) and the first and second clutches (C1, C2) arranged radially outside of the friction member, and the friction member in the circumferential direction or the axial direction according to claim 10. Since it is impossible to explain the structure of the two-branch clutch with the first and second clutches (C1, C2), which form a two-branch clutch sharing a double clutch drum, with only a schematic diagram. FIG. 9 is used as a reference, and will be described later with reference to FIG.

<F-1>
The third and fourth planetary gear trains (30, 40) are simple planetary gears, the ring gear R4 of the fourth planetary gear train (40) is a component A, and the ring gear R3 of the third planetary gear train (30) is The planet carrier P4 of the fourth planetary gear train (40) is connected to form the component B, the planet carrier P3 of the third planetary gear train (30) is the component C, and the third and fourth planetary gear trains (30, 40) the combination of the sun gears S3 and S4 of each other to form the component D. The arrangement of the third and fourth planetary gear trains (30, 40) is the same as that of “F-2” in FIG. 8, but the fastening elements of the constituent elements are different. The first clutch (C1) is directly connected to the ring gear R4 of the fourth planetary gear train (40) as the component A, and the first and second clutches (C1, C2) can be arranged side by side in the axial direction. Therefore, it becomes compact. This Simpson planetary gear has good meshing efficiency.

<F-2>
The third and fourth planetary gear trains (30, 40) are simple planetary gears, the sun gear S4 of the fourth planetary gear train (40) is a component A, and the ring gear R3 of the third planetary gear train (30) is A planet carrier P4 of the four planetary gear train (40) is connected to form a component B, and a planet carrier P3 of the third planetary gear train (30) and a ring gear R4 of the fourth planetary gear train (40) are connected. The element C is a combination in which the sun gear S3 of the third planetary gear train (30) is the component D. Although there is a high degree of freedom in the gear ratio and the desired gear ratio can be obtained, there is no advantage in strength.

<F-3>
The fourth planetary gear train (40) is a double planetary gear, the third planetary gear train (30) is a simple planetary gear, the ring gear R and the planet carrier P are shared, and the fourth planetary gear train (double planetary gear) 40) As a so-called Ravigne planetary gear in which the pinion gear meshing with the ring gear R is a long pinion and meshed with the sun gear S3 of the third planetary gear train (30), the sun gear S4 of the fourth planetary gear train (40) is a component A. The shared ring gear R is a component B, the shared planet carrier P is a component C, and the sun gear S3 of the third planetary gear train (30) is a combination D. There is no strength advantage and the use of a double planetary gear results in poor meshing efficiency.

<F-4>
Using the third and fourth planetary gear trains (30, 40) as simple planetary gears, the ring gear R3 of the third planetary gear train (30) and the sun gear S4 of the fourth planetary gear train (40) are connected to form a component A. The planet carriers P3 and P4 of the third and fourth planetary gear trains (30, 40) are connected to each other as a component B, and the ring gear R4 of the fourth planetary gear train (40) is a component C. This is a combination in which the sun gear S3 of the third planetary gear train (30) is a component D. The connection is complicated and the meshing efficiency of the planetary gears is deteriorated.

  The FRONT GEAR (front shifting mechanism) that constitutes the C2 type 11AT is "F-1" to make it the most compact, but "F-2" and "F-3" are also secured to some extent. it can. However, since “F-1” is advantageous in terms of the planetary gear strength and meshing efficiency, in FIG. 24, which is an example of the C2 type 11AT, “F-1” is used for FRONT GEAR (front transmission mechanism). It was.

<C1 type 9AT>
FIG. 10 shows the components A, B, C, and D that are composed of two third and fourth planetary gear trains (30, 40) that constitute a C1 type 9AT front gear. A schematic diagram and a velocity diagram of the seed are shown. Schematic diagrams from “F-1” to “F-4” shown in FIG. 10 are those of “F-1” to “F-4” showing the front gear mechanism of the C1 type 11AT in FIG. The fifth planetary gear train (50) and the fourth brake (B4) in the schematic diagram are excluded. FIG. 10 shows the commonality between the C1 type 9AT and the C1 types 11AT and 12AT claimed in claim 11, the input shaft is arranged at the center of rotation, and the input shaft is connected to the third and fourth planetary gear trains (30 40) is connected to the components A and D via the first and second clutches (C1 and C2) on one side, and the first and second clutches (C1 and C2) or the third and fourth planetary gears. The first and second brakes (B1, B2) are arranged on the components C, D outside the row (30, 40) in the radial direction, and connected to the other side of the third and fourth planetary gear rows (30, 40). By adopting an arrangement configuration in which the shaft 7 is arranged, commonality is provided. Since this arrangement is obvious at a glance in FIG.

<FRONT GEAR (front transmission mechanism), C1 type 9AT>
Like the C1 type 11AT, the FRONT GEAR (front transmission mechanism) constituting the C1 type 9AT has “F-1” and “F-2” as leading. In the schematic diagram, “F-1” looks more compact than “F-2”, but considering the structure of the double clutch of the first and second clutches (C1, C2), rather than “F-2” Is more compact. Therefore, “F-1” is used in FIGS. 17 and 18 as an example of the C1 type 9AT, and “F-2” in FIG. 22 is used for the front gear (front transmission mechanism).

<FRONT GEAR (front transmission mechanism), C2 type 9AT>
FIG. 11 shows the components A, B, C, and D that are composed of two third and fourth planetary gear trains (30, 40) that constitute a C2 type 9AT front gear. A schematic diagram and a velocity diagram of the seed are shown. Schematic diagrams of “F-1” to “F-4” shown in FIG. 11 are those of “F-1” to “F-4” showing the front gear mechanism of the C2 type 11AT of FIG. The fifth planetary gear train (50) and the fourth brake (B4) in the schematic diagram are excluded. FIG. 11 shows the commonality between the C2 type 9AT and the C2 type 11AT claimed in “Claim 11”, the input shaft is arranged at the center of rotation, and the input shaft is the third and fourth planetary gear trains (30, 40). ) Is connected to the components A and B via the first and second clutches (C1 and C2), and the first and second clutches (C1 and C2) or the third and fourth planetary gear trains ( 30 and 40), the first and second brakes (B1 and B2) are arranged on the components D and B on the radially outer side, and the connecting shaft 7 is arranged on the other side of the third and fourth planetary gear trains (30 and 40). By adopting an arrangement configuration that arranges, commonality is provided. Since this arrangement is obvious at a glance in FIG.

  Like the C2 type 11AT, the FRONT GEAR (front transmission mechanism) constituting the C2 type 9AT is advantageously "F-1" which is compact in terms of the planetary gear strength and meshing efficiency. Therefore, in FIG. 26 which is an example of the C2 type 9AT, “F-1” is used for the FRONT GEAR (front transmission mechanism).

<Example of C1 type 12AT>
A schematic diagram, a speed diagram, and a gear ratio of the first embodiment (C1-1 12AT) of the C1 type 12AT are shown in FIG. 12, the detailed structure thereof is shown in FIG. 13, and the second embodiment (C2-1 12AT) is shown. Similarly, it shows in FIG. 14 and FIG. Both use the planetary gear train of “F-1” for the FRONT GEAR (front transmission mechanism), and the first embodiment (C1-1 12AT) for the MAIN GEAR (main transmission mechanism) “M-1”. The second embodiment (C2-1 12AT) uses “M-2”. The structure and arrangement of the constituent parts are those shown in “Claims 6, 7, 8, 9”.

<C1-1 12AT (F-1, M-1)>
FIGS. 12 and 13 show the first embodiment of the C1 type (12AT). FIG. 12 shows the step ratio of the gear ratio, the gear range, and the meshing efficiency of the planetary gear in addition to the schematic diagram, the speed diagram, and the gear ratio. Described for comparison. Further, FIGS. 12 and 13 which are the first embodiment of the C1 type (12AT) are the transmissions claimed in the “claims 3, 8 and 9”. The structure of the C1 type (12AT) transmission form is “0060”, the structure of the C1 type (12AT) front gear (F-1) “F-1” is the paragraph “0079”, and the main gear (main gear) The structure of “M-1” of the transmission) is described in paragraph “0070”, and the schematic diagram of FIG. 12 is a combination of “F-1” of FIG. 7 and “M-1” of FIG. It is. In the schematic diagram of FIG. 12 and the structural diagram of FIG. 13, the second and third planetary gear trains (30, 40) and the fifth planetary gear train (50) having two floors constituting a front gear (front transmission mechanism). And the first planetary gear train (10) and the second planetary gear train (20) constituting the MAIN GEAR (main transmission mechanism) are arranged in the axial direction, and the third and fourth planetary gear trains (30, 40) The first and second clutches (C1, C2) with friction members stacked in the radial direction are arranged on the front side, and the third clutch (C3) is arranged on the rear side of the second planetary gear train (20). The input shaft of each part and each clutch drum are connected. A second brake (B2) is arranged on the radially outer side of the first and second clutches (C1, C2), and the first and fourth brakes are arranged on the radially outer side of the two-story fourth planetary gear train (40). The brakes (B1, B2) are arranged side by side in the axial direction, and the third brake (B3) is arranged on the radially outer side of the fifth planetary gear train (50). Power is input from the left in the figure through the input shaft, input to the first and second clutches (C1, C2) and the third clutch (C3), and the power passing through the first and second clutches (C1, C2). Passes through the third, fourth, and fifth planetary gear trains (30, 40, 50) and is input to the second planetary gear train (20) by the connecting shaft 7 and passes through the first and second planetary gear trains (10, 20). The power input to the third clutch (C3) passes through the first and second planetary gear trains (10, 20), and from the left side of the first planetary gear train (10), the first and second planetary gear trains (10 20) and the third clutch (C3) through the outside in the radial direction and output in the right direction in the figure.

  In FIG. 12, PLANET GEAR TOOTH RATIO is a value obtained by dividing the number of teeth of the ring gear (ZR) by the number of teeth of the sun gear (ZS) to determine the size in the radial direction. Generally, a value of about 1.6 to 3 is adopted for AT. In “F-1” of FRONT GEAR (front transmission mechanism), a gear ratio similar to 3AT that has been put into practical use is required to obtain an appropriate gear ratio. The arrangement of the components A, B, C, and D of the planetary gear train (30, 40) must be in the positional relationship shown in the velocity diagram of FRONT GEAR. Therefore, the third planetary gear train (30) has a general ratio of “ZR3 / ZS3 = 1.963”, and the fourth planetary gear train (40) has a general ratio of “ZR4 / ZS4 = 1.350”. Make it extremely small. To support the planet gear, a certain size is required in terms of strength. To make the ratio 1.350, the planet gear cannot be supported unless the diameter of the sun gear is made extremely large. In “F-1”, the ring gear R3 of the third planetary gear train (30) and the sun gear S4 of the fourth planetary gear train (40) are connected, so that the ring gear R3 and the sun gear S4 are integrated to form a third planetary gear train. This was established by arranging the fourth planetary gear train (40) on the radially outer side of (30). In the forward speed reduction stage, the power input to the sun gear S4 integrated with the ring gear R3 by the engagement of the first clutch (C1) and the first brake (B1) is greatly reduced because the ring gear R4 is fixed, and the planet is The power that is output from the carrier P4 and passes only through the fourth planetary gear train (40) and is input to the ring gear R3 by the engagement of the first clutch (C1) and the second brake (B2), the sun gear S3 is fixed. Therefore, it is decelerated to a small extent, and is output from the planet carrier P3, passes through only the third planetary gear train (30), and is output from the planet carriers P3 and P4 that are the component B connected to each other. Since power is input to the ring gear R3 and the sun gear S4 having a large diameter, the tooth surface load obtained by dividing the input torque by the meshing radius is reduced, which is advantageous in terms of strength and allows only one planetary gear train to pass through. Therefore, the meshing efficiency of the planetary gear is improved. Since “F-1” requires a greater deceleration, the fifth planetary gear train (50) in which “ZR5 / ZS5 = 2.700” is arranged in parallel, and the first clutch (C1) and the fourth brake are arranged. The power input to the sun gear S5 by the fastening of (B4) is further reduced because the ring gear R5 is fixed, is output from the planet carrier P5, passes only through the fifth planetary gear train (50), and is connected to each other. The power is output to the connecting shaft 7 from the planet carrier P5 connected to the planet carriers P3 and 4 as the component B. Further, the power input to the sun gear S3 by the engagement of the second clutch (C2) and the first brake (B1) is output from the planet carriers P3 and P4 that are decelerated in reverse rotation and connected because the ring gear R4 is fixed. The power input to the sun gear S3 by passing through the third and fourth planetary gear trains (30, 40) and output to the connecting shaft 7 and engaging the second clutch (C2) and the fourth brake (B4) is the ring gear. Since R5 is fixed, it is output from the planet carriers P3 and P5, which are greatly decelerated in reverse rotation and connected, pass through the third and fifth planetary gear trains (30, 50), and output to the connecting shaft 7. Further, the coupling shaft 7 to which the planet carriers P3 and P4 are output by the engagement of the first and second clutches (C1 and C2) is rotated integrally with the input shaft, and the first and fourth brakes (B1 and B4) are engaged. Thus, the planet carriers P3 and P4 are fixed, and the connecting shaft 7 is also fixed. Here, as claimed in "Claim 2", the FRONT GEAR (front transmission mechanism) includes the first and second clutches (C1, C2) and the first, second, and fourth brakes (B1, B2, B4). ) Are selectively fastened so that the connecting shaft 7 connected to the component B serving as the output component has the same rotational speed as the input shaft, zero rotational speed, and three types of input shafts. And the reverse rotation speeds of the two input shafts are obtained.

  At the speed reduction stage that decelerates the rotation of the input shaft, the third brake (B3) of the MAIN GEAR (main transmission mechanism) is engaged, and the sun gears S1, S2 of the first and second planetary gear trains (10, 20) are fixed. . The same rotational speed as that of the input shaft, reduced rotation of the three types of input shafts, and reverse rotational speed of the two types of input shafts, which are input from the connecting shaft 7 to the ring gear R2 of the second planetary gear train (20). The power for four forward speeds and two reverse speeds is decelerated because the sun gear S2 is fixed, and is input to the ring gear R1 of the first planetary gear train (10), and is further decelerated because the sun gear S1 is fixed, and is transmitted from the planet carrier P1. Is output. The power of the input shaft directly input from the third clutch (C3) to the ring gear R1 of the first planetary gear train (10) is decelerated and output from the planet carrier P1 because the sun gear S1 is fixed. That is, the speed reduction stage for decelerating the rotation of the input shaft is 5 forward speeds and 2 reverse speeds. The first and second planetary gear trains (10, 20) rotate together with the input shaft when the first, second, and third clutches (C1, C2, and C3) are engaged. In the speed increasing stage for increasing the rotation of the input shaft, the third clutch (C3) is engaged, and power is input to the ring gear R1 and the planet carrier P2 of the first and second planetary gear trains (10, 20). In this case, the ring gear R2 of the second planetary gear train (20) connected to the connecting shaft 7 acts to brake the power, and the power input to the planet carrier P2 of the second planetary gear train (20) is greatly increased. Then, it is input from the sun gear S2 to the sun gear S1 of the first planetary gear train (10), decelerated slightly, and output from the planet carrier P1. Here, the connecting shaft 7 is braked at the decelerated rotation of the three types of input shafts, the zero rotational speed, and the reverse rotational speeds of the two input shafts, thereby increasing the speed of the input shaft. Is 6 steps forward. In other words, the speed reduction stage that decelerates the rotation of the input shaft is 5 forward speeds, 2 reverse speeds, 1 direct speed, and 6 speeds are the forward speed. .

  In FIG. 12, the application is a heavy vehicle in which the rotation of the prime mover is low and the torque is large, so the first planetary gear train that constitutes the MAIN GEAR (main transmission mechanism) to increase the gear range and swing the gear ratio to the high speed side. The gear ratio of (10) is “ZR1 / ZS31 = 2.778”, and the gear ratio of the second planetary gear train (20) is “ZR2 / ZS2 = 2.352”. The ring gear R2 of the second planetary gear train (20) is subjected to a large torque decelerated by the FRONT GEAR (front transmission mechanism), but the sun gears S2 and S1 are reduced to 1 / 2.4. The In addition, since the torque input to the ring gear R2 having a large diameter is “load = torque / engagement radius”, the engagement tooth surface load is reduced. As a result, both the first and second planetary gear trains (10, 20) do not need to have a large tooth width, resulting in a combination of planetary gears that is advantageous in strength. The gear ratio is 7.171 to 0.500, the gear range is 14.34, the step value to the next stage of the first forward speed, which is the lowest speed stage, is 1.57, and gradually to 1.12 of the eighth forward speed stage. At the same time, the step value to the next stage becomes smaller and changes from about the 8th forward speed to the 12th forward speed around 1.1, so that the gear ratio is almost as intended. The meshing efficiency of the planetary gears is improved because the meshing efficiency of the first and second planetary gear trains (10, 20) constituting the MAIN GEAR (main transmission mechanism) that becomes the Simpson planetary gear at the forward deceleration stage is good. On the contrary, at the speed increasing stage, the meshing efficiency of the first and second planetary gear trains (10, 20) is deteriorated, so that the overall speed is slightly deteriorated.

  FIG. 27 (B type TOYOTA8AT), FIG. 28 (C type BENZ7AT), FIG. 29 (D type ZF8AT), which are the conventional 7 and 8AT, and FIG. 12 (C1-1, 12AT) which is the first embodiment of the present invention. In comparison, the B type TOYOTA8AT is slightly superior in terms of compactness, but the C type BENZ7AT and the D type ZF8AT are equivalent. In C1-1 and 12AT, the number of gears is 1.5 times that in 7 and 8AT, but the gear ratio is slightly larger on both the deceleration side and the acceleration side, and the gear range is doubled, resulting in a large difference in traction characteristics. The series of gear ratios (step values) is great for C type BENZ7AT, but B type TOYOTA8AT is a geometrical series around 1.2 from 3rd forward to 8th forward, and D type ZF8A is also 8th forward from 3rd forward Until is not good with a geometric series of around 1.25. Since C1-1 and 12AT have the same C-type shift mode as BENZ, they are a good sequence (step value). The meshing efficiency of the planetary gear is slightly inferior to the D type ZF8AT and the B type TOYOTA8AT at the speed increasing stage, but is not much different from the D type ZF8AT at the speed reducing stage and is considerably better than the B type TOYOTA8AT. The C type BENZ7AT uses a Ravigne planetary gear for the FRONT GEAR (front transmission mechanism), and therefore the meshing efficiency is deteriorated accordingly.

  FIG. 13 is a structural diagram conceptually designed from the schematic diagram of FIG. 12 as a transmission for heavy vehicles. In FIG. 13, a motor (not shown) is disposed on the left front side of the transmission, and power is input to the transmission through a joint. The transmission case 1 is divided into a main case 1a and a rear case 1b and is integrally fastened with bolts. The mounting with the prime mover in the front is the mounting size of SAE No. 1 Housing used when outputting torque of 1000 Nm or more standardized by SAE. For this joint, a torque converter is generally used, but a fluid coupling that does not have a torque amplification function, a hydro damper that absorbs torque fluctuation, or a motor generator for HEV may be used. At the front of the main case 1a, a holding member 2a for holding a charging pump for hydraulic control of the transmission is fastened with a bolt, and a dry joint side and a wet type shift are provided on the left front side of the charging pump. A partition wall 5a separating the machine side is fastened to the main case 1a. The charging pump is directly driven by a gear from the prime mover through a joint, and this gear drives a gear for PTO (Power Take Off) (not shown). The PTO is a working device essential for specially equipped vehicles, and is driven directly by a prime mover, and such a transmission must be able to be equipped with a PTO device. A cylindrical holding member 2b is fastened to the holding member 2a, and supports the input shaft 3a that holds the bearing 4a and receives power from the prime mover via a joint. Tapered roller bearings 4d and 4e are mounted on the rear case 1b in a back-to-back manner and support the output shaft 3c. An input shaft 3a is arranged at the center of rotation of the transmission, and is splined to a common clutch drum of the first and second clutches (C1, C2) that becomes a double clutch at the rear end of the cylindrical holding member 2b. At the same time, the clutch drum of the third clutch (C3) is splined at the rear end of the input shaft 3a, and is supported by the output shaft 3c by a bearing 4b.

  The FRONT GEAR (front transmission) unit disposed behind the holding member 2a is a first and second clutch that is a double clutch in which the friction members are arranged in the radial direction in order from the holding member 2a. (C1, C2), the third and fourth planetary gear trains (30, 40) and the fifth planetary gear train (50) arranged in the same radial direction, and the first and second clutches ( C1, C2) and the outer periphery of the third and fourth planetary gear trains (30, 40) are friction members of the second, first and fourth brakes (B2, B1, B4) in the axial direction from the holding member 2a. Arranged.

  The first and second clutches (C1, C2) are double clutches in which friction members are overlapped in the radial direction, and splines are formed on the inner and outer sides of the outer peripheral drum of the inverted U-shaped clutch drum. The friction member of the first clutch (C1) is locked on the inner diameter side, and the friction member of the second clutch (C2) is locked on the outer diameter side. A clutch hub for locking the other friction member of the first clutch (C1) is pivotally supported around the input shaft 3a by a needle roller bearing 4f on the inner peripheral side of the clutch drum of the double clutch. (50) is splined to the sun gear S5. The sun gear S5 is welded to the third and fourth planetary gear trains (30, 40) side with a hub having a toothed portion connected to the ring gear R3 on the outer peripheral portion, and the clutch hub of the first clutch (C1) Ring gear R3 and sun gear S5 are connected. A clutch hub that locks the other friction member of the second clutch (C2) is supported by a needle roller bearing around the clutch hub of the first clutch (C1) on the outer peripheral side of the clutch drum of the double clutch. Welded to the sun gear S3 of the third planetary gear train (30). Further, the clutch hub of the second clutch (C2) has a spline formed on the outer periphery, and locks the friction member of the second brake (B2). A piston of the first clutch (C1), a canceller plate for canceling the centrifugal force of the working hydraulic chamber of the piston, and a return spring that pushes back the piston are mounted on the right opening side of the inverted U-shaped clutch drum. A hydraulic servo of the first clutch (C1) is formed. A side wall is welded to the inner periphery of the left front side of the clutch drum having an inverted U shape, and a piston of the second clutch (C2) is held on the side wall of the clutch drum having an inverted U shape. The space forms a hydraulic canceller chamber and a return spring of the piston of the second clutch (C2) is mounted to form a hydraulic servo of the second clutch (C2). In addition, in order to guide oil to the working hydraulic pressure chamber and the hydraulic canceller chamber of the piston of the second clutch (C2) between the side wall holding the piston of the second clutch (C2) and the clutch drum having a reverse U-shape. The partition clutch is made compact by using this partition structure. Here, the first clutch (C1) includes the ring gear R3 of the third planetary gear train (30) integrated with the sun gear R4 of the fourth planetary gear train (40) as the input shaft and the component A, and the fifth planetary gear. The second clutch (C2) connects and disconnects the input shaft and the sun gear R3 of the third planetary gear train (30) as the component D.

  The third and fourth planetary gear trains (30, 40) arranged on the right rear side of the first and second clutches (C1, C2) are the fourth planetary gears with the third planetary gear train (30) on the first floor. The row (40) has a two-story structure with the second floor, and the sun gear S4 of the fourth planetary gear train (40) is formed on the outer periphery of the ring gear R3 of the third planetary gear train (30). The planet gears mesh with the inner peripheral side and the outer peripheral side, and each planet gear meshes with the sun gear S3 and the ring gear R4. The planet gears of the third and fourth planetary gear trains (30, 40) are inserted and fixed to the left side members of the planet carriers P3 and P4 integrated on the left front side and the right side members connected to the left side members. A spline is formed on the inner periphery of the right side member of the fourth planetary gear train (40) and is arranged on the right rear side of the third and fourth planetary gear trains (30, 40). The left side member of the planet carrier P5 of the fifth planetary gear train (50) is splined. In the fifth planetary gear train (50), the sun gear S5 splined with the clutch hub of the first clutch (C1) meshes with the planet gear, and the planet gear meshes with the ring gear R5. The planet gear of the fifth planetary gear train (50) is rotatably supported by a shaft inserted into and fixed to the left side member of the planet carrier P5 and the right side member connected to the left side member. The planetary gear train (50) is spline-connected to a connecting shaft 7 supported by a needle roller bearing 4f around an input shaft 3a on the right rear side. The ring gear R4 of the fourth planetary gear train (40) extends between the first and second clutches (C1, C2) and the third and fourth planetary gear trains (30, 40) and is splined on the outer periphery. Is formed, the friction member of the first brake (B1) is locked, and the axial position is held by the holding member and the thrust needle bearing in front of the left side of the third and fourth planetary gear trains (30, 40). The ring gear R5 of the five planetary gear train (50) is welded with a brake hub for spline-locking the friction member of the fourth brake (B4) extended to the outer periphery of the fourth planetary gear train (40). The axial position is held by the holding member and the thrust needle bearing behind the right side of the planetary gear train (50). Here, the ring gear R4 of the third planetary gear train (30) and the sun gear S4 of the fourth planetary gear train (40) become the component A, and the sun gear S5 and the first clutch (C1) of the fifth planetary gear train (50). The planet carriers P3 and P4 of the third and fourth planetary gear trains (30 and 40) are connected to the clutch hub of the fifth planetary gear train (50) connected to the connecting shaft 7 as the component B. The ring gear R4 of the fourth planetary gear train (40) becomes the component C, and the friction member of the first brake (B1) is locked, and the sun gear S4 of the third planetary gear train (30) becomes the component D. The ring gear R5 of the fifth planetary gear train (50) is connected to the clutch hub of the second clutch (C2) that locks the friction member of the second brake (B2), and becomes the component E, and the fourth brake (B4) Lock friction member That.

  At the upper part in the radial direction of the holding member 2a fastened in front of the main case 1a, a hydraulic chamber is provided that is opened from the radially outer side to the rear of the first brake (B1) and the second brake (B2). Arranged in steps. On the inner periphery of the main case 1a, teeth are formed in the axial direction up to the vicinity of between the fourth planetary gear train (40) and the fifth planetary gear train (50), and the second, first, first, The friction members of the four brakes (B2, B1, B4) are locked to the tooth portions. Two circumferential grooves are machined in the inner peripheral tooth portion of the main case 1a, and in order from the holding member 2a side, the end plate of the second brake (B2) and the first and fourth brakes (B1, B4). ) A common end plate is fitted in and is prevented from rotating by a pin (not shown). The piston of the first brake (B1) has a cylindrical plate with a plurality of cutouts in the axial direction and is mounted along the inner periphery of the tooth portion of the main case 1a, and the second brake (B2) has a plurality of teeth missing. The friction member and the end plate of the second brake (B2) provided with a plurality of holes are pressed to press the friction member of the first brake (B1), and the piston of the second brake (B2) The friction member of the second brake (B2) is pressed inside the notched cylindrical plate of B1). The main case 1a has a T-shaped cross section, a wall is provided on the radially outer side of the fifth planetary gear train (50), a hydraulic chamber opened forward is provided, and a piston for the fourth brake (B4) is arranged. Then, the friction member of the fourth brake (B4) is pressed. A dish plate is disposed between the pistons of the second, first, and fourth brakes (B2, B1, and B4) and the friction member for buffering a hydraulic surge caused by pipe resistance and the like of the main case 1a. Return springs that push back the pistons are arranged at a plurality of positions of the tooth portion. Further, the fourth and first brakes (B4, B1) that are fastened in the first and second forward speeds, which are the starting speeds, are provided with grooves at a plurality of positions in the center in the circumferential direction of the friction member. Is supplied. This is for performing slip control of the friction members of the fourth and first brakes (B4, B1) when starting when the capacity of the fluid transmission device such as a torque converter is increased or not used. This is the structure proposed by the present applicant in Japanese Patent Application Laid-Open No. 2009-236234.

  The MAIN GEAR (main transmission) unit disposed behind the fifth planetary gear train (50) is arranged in the axial direction from the fifth planetary gear train (50) to the first and second planetary gear trains (10, 20). And the third clutch (C3), and the third brake (B3) is arranged on the radially outer side of the fifth planetary gear train (50). Around the input shaft 3a, a cylindrical connecting shaft 7 splined to the right side member of the planet carrier of the fifth planetary gear train (50) is pivotally supported by a needle roller bearing 4f, and the second planetary gear train (20 ) Are integrally welded to the ring gear R2 of the second planetary gear train (20). Around the cylindrical connecting shaft 7, sun gears S1 and S2 of the first and second planetary gear trains (10, 20) having the same number of teeth are integrated and supported by a needle roller bearing 4h. The brake hub of the third brake (B3) is inserted and connected to the tooth portion of the third brake (B3), and the spline formed on the outer periphery is extended to the radially outer side of the fifth planetary gear train (50). The friction member is locked. A planet gear meshes with the sun gear S2 and the ring gear R2 of the second planetary gear train (20), and the planet gear is supported on the cylindrical connecting shaft 7 of the planet carrier P2 and the first planetary gear train. (10) is supported by a shaft inserted and fixed to the left side member inserted and connected to the teeth of the ring gear R1. A planet gear meshes with the sun gear S1 and the ring gear R1 of the first planetary gear train (10), and the planet gear is supported by shafts inserted and fixed to the right side member and the left side member of the planet carrier P1. The left side member of the planet carrier P1 extends from the outer periphery of the first and second planetary gear trains (10, 20) to the rear case 1b and is splined to the flange of the output shaft 3c. Here, the ring gear R2 of the second planetary gear train (20) is the first component and is connected to the connecting shaft 7, and the ring gear R1 of the first planetary gear train (10) and the second planetary gear train (20) The planet carrier P2 is connected and becomes the second component, and the planet carrier P1 of the first planetary gear train (10) is output as the third component, and the first and second planetary gear trains (10, 20) are integrated. The sun gears S1 and S2 that become the fourth constituent element hold the friction member of the third brake (B3).

  The third clutch (C3) disposed between the second planetary gear train (20) and the output shaft 3c is an inner peripheral drum whose spline is splined to the rear end of the input shaft 3a and extends to the outer periphery. The friction member is locked by a spline formed in the peripheral portion, and an operating hydraulic chamber is provided on the inner peripheral drum extended along the input shaft 3a so that the piston is mounted and the centrifugal hydraulic pressure in the operating hydraulic chamber is canceled. A canceller plate that forms a hydraulic canceller chamber and a return spring that pushes back the piston are mounted. A clutch hub of a third clutch (C3) passing through the outer periphery of the second planetary gear train (20) is welded to the ring gear R1 of the first planetary gear train (10), and a spline formed on the outer periphery of the clutch hub. Then, the other friction member is locked. Oil for operating the hydraulic servo of the third clutch (C3) is supplied from the input shaft 3a through the output shaft 3c from the sleeve 5c provided between the bearings 4d and 4e of the output shaft 3c of the rear case.

  The third brake (B3) disposed on the outer periphery of the fifth planetary gear train (50) is a T-shaped wall portion of the main case 1a provided on the radially outer side of the fifth planetary gear train (50). Teeth are formed on the inner periphery to lock the other friction member of the third brake (B3). On the inner periphery of the main case 1a between the fifth planetary gear train (50) and the first planetary gear train (10), a flange 5b forming a working hydraulic pressure chamber of the third brake (B3) is attached and a piston is attached. The main case 1a is provided with a return spring that pushes back the piston.

  When this transmission is of the “Off Road, Rough Terrain” specification, the rear portion of the rear case 1b is closed, and a counter gear is provided on the output shaft 3c between the tapered roller bearings 4d and 4e to mesh with a lower counter gear (not shown). Further, it is configured to mesh with another counter gear and output it back and forth via a differential gear. In addition, when a retarder or a motor generator is mounted, it can be mounted by changing the rear case and the output shaft to match. In many cases, a heavy vehicle uses a fluid type or electromagnetic type retarder, and it is necessary to provide a transmission that enables optional settings such as a regenerative motor generator and 4WD.

<C1-2 12AT (F-1, M-2)>
14 and 15 show a second embodiment of the C1 type (12AT). FIG. 14 shows a schematic diagram, a speed diagram, a gear ratio, a gear ratio step value, a gear range, and a planetary gear meshing efficiency. Described for comparison. The C1 type (12AT) in FIGS. 14 and 15 and the C1 type (9AT) in FIG. 16 and FIG. The C1 type (12AT) is the transmission claimed in claims 3, 8, and 9. The second embodiment shown in FIGS. 14 and 15 is the C1 type along with the first embodiment shown in FIGS. This is an example of (12AT). The structure of the C1 type (12AT) transmission form is “0060”, the structure of the C1 type (12AT) front gear (F-1) “F-1” is the paragraph “0079”, and the main gear (main gear) The structure of “M-2” of the transmission) is described in paragraph “0071”, and the schematic diagram of FIG. 14 is a combination of “F-1” of FIG. 7 and “M-2” of FIG. It is. The second embodiment is the same transmission for heavy vehicles as the first embodiment, has the same capacity, and only the MAIN GEAR (main transmission mechanism) is changed from "M-1" to "M-2". It is an example. Therefore, the front gear mechanism used in the second embodiment of the schematic diagram of FIG. 14 and the structural diagram of FIG. 15 is the “F-1” used in the second embodiment of FIGS. 12 and 13. And the gear ratio as well as the capacity are exactly the same. In FIGS. 14 and 15 showing the second embodiment, the third and fourth planetary gear trains (30, 40) and the fifth planetary gear train (50) having two floors constituting the front gear (front transmission mechanism) are shown. And two-story first and second planetary gear trains (10, 20) constituting the MAIN GEAR (main transmission mechanism) are arranged in the axial direction, and the third and fourth planetary gear trains (30, 40) The first and second clutches (C1, C2) with friction members stacked in the radial direction are disposed in front, and the third clutch (C3) is disposed behind the first and second planetary gear trains (10, 20). The clutch drum is connected to the input shaft at the center of rotation. A second brake (B2) is arranged on the radially outer side of the first and second clutches (C1, C2), and the first and fourth brakes are arranged on the radially outer side of the two-story fourth planetary gear train (40). The brakes (B1, B2) are arranged side by side in the axial direction, and the third brake (B3) is arranged on the radially outer side of the fifth planetary gear train (50). Power is input from the left in the figure through the input shaft, input to the first and second clutches (C1, C2) and the third clutch (C3), and the power passing through the first and second clutches (C1, C2). Passes through the third, fourth, and fifth planetary gear trains (30, 40, 50) and is input to the second planetary gear train (20) by the connecting shaft 7 and passes through the first and second planetary gear trains (10, 20). The power input to the third clutch (C3) passes through the first and second planetary gear trains (10, 20), and from the left side of the first planetary gear train (10), the first and second planetary gear trains (10 20) and the third clutch (C3) through the outside in the radial direction and output in the right direction in the figure.

The description of FRONT GEAR (previous transmission mechanism) has already been described in “Paragraph 0098”, and will be omitted. In FIG. 14, in “M-2” of MAIN GEAR (main transmission mechanism), the arrangement of the first, second, third, and fourth components is set to the positional relationship shown in the MAIN GEAR velocity diagram. The first planetary gear train (10) has a general ratio of “ZR1 / ZS1 = 2.438” and the second planetary gear (20) has a general ratio of “ZR2 / ZS2 = 1.472”. Must be extremely small. Accordingly, the ring gear R1 and the second planetary gear train (20) of the first planetary gear train (10) are the same as the two-story structure of the third and fourth planetary gear trains (30, 40) of “F-1”. Since the sun gear S2 is connected, the ring gear R1 and the sun gear S2 are integrated, and the second planetary gear train (20) is arranged on the radially outer side of the first planetary gear train (10). At the speed reduction stage that decelerates the rotation of the input shaft, the third brake (B3) of the MAIN GEAR (main transmission mechanism) is engaged and the sun gear S1 of the first planetary gear train (10) is fixed. The same rotation speed as that of the input shaft, the reduced rotation of the three input shafts, and the two types of inputs, which are input from the connecting shaft 7 to the ring gear R1 and the sun gear S2 of the first and second planetary gear trains (10, 20). The motive power of the forward four speeds and the reverse two speeds with the reverse rotation speed of the shaft is decelerated because the sun gear S1 is fixed, and is transmitted to the planet carriers P1 and P2 integrated with the first and second planetary gear trains (10, 20). Then, it is further decelerated and output from the ring gear R2. Further, the power of the input shaft directly input from the third clutch (C3) to the planet carriers P1, P2 integrated with the first and second planetary gear trains (10, 20) is increased because the sun gear S1 is fixed. After decelerating, it is decelerated and output from the ring gear R2. That is, the speed reduction stage for decelerating the rotation of the input shaft is 5 forward speeds and 2 reverse speeds. The first and second planetary gear trains (10, 20) rotate together with the input shaft when the first, second, and third clutches (C1, C2, and C3) are engaged. In the speed increasing stage for increasing the rotation of the input shaft, the third clutch (C3) is engaged, and power is input to the planet carrier P2 of the second planetary gear train (20). In this case, the sun gear S2 of the second planetary gear train (20) connected to the connecting shaft 7 acts to brake the power, and the power input to the planet carrier P2 of the second planetary gear train (20) is increased to increase the ring. Output from the gear R2. Here, the connecting shaft 7 is braked at the decelerated rotation of the three types of input shafts, the zero rotational speed, and the reverse rotational speeds of the two input shafts, thereby increasing the speed of the input shaft. Is 6 steps forward. In other words, the speed reduction stage that decelerates the rotation of the input shaft is 5 forward speeds, 2 reverse speeds, 1 direct speed, and 6 speeds are the forward speed. .

  In FIG. 14 of the second embodiment, a first planetary gear train (10 ) Is “ZR1 / ZS31 = 2.438”, and the gear ratio of the second planetary gear train (20) is “ZR2 / ZS2 = 1.472”. The ring gear R1 and the sun gear S2, which are an integral part of the first and second planetary gear trains (10, 20), are subjected to a large torque decelerated by the FRONT GEAR (front transmission mechanism), and the sun gear S1 is almost the same large. Torque acts. Therefore, the tooth width of the first planetary gear train (10) is increased. Compared with “M-1” of the first embodiment, “M-2” of the second embodiment is a combination of planetary gears which is disadvantageous in strength. The gear ratio is 7.233 to 0.478, the gear range is 15.13, the step value to the next stage of the first forward speed, which is the lowest speed stage, is 1.57, and gradually to 1.13 of the eighth forward speed stage. At the same time, the step value to the next stage becomes smaller and changes from about 8 forward speed to 12 speed forward at around 1.1, and the gear ratio is almost as intended. The meshing efficiency of the planetary gear is slightly worse than that of the first embodiment at the forward deceleration stage, but the meshing efficiency is improved at the forward speed increasing stage because the power passes only through the second planetary gear train (20).

  FIG. 15 is a structural diagram conceptually designed from the schematic diagram of FIG. 14 as a transmission for heavy vehicles, and is a transmission for the same heavy vehicles as FIG. 13 of the first embodiment. In FIG. 15, the front left structure from the front gear (front transmission mechanism) and the third brake (B3) is exactly the same as in FIG. The MAIN GEAR (main transmission) unit disposed behind the fifth planetary gear train (50) is first and second planetary gear trains that are two stories in the axial direction from the fifth planetary gear train (50). (10, 20) and the third clutch (C3) are arranged, and the third brake (B3) is arranged on the radially outer side of the fifth planetary gear train (50). Around the input shaft 3a, a cylindrical connecting shaft 7 splined to the right side member of the planet carrier of the fifth planetary gear train (50) is supported by a needle roller bearing 4f, and the first planetary gear train (10 ) Are integrally connected to the teeth of the ring gear R1 of the first planetary gear train (10). A sun gear S1 of the first planetary gear train (10) which is wide is integrated around the cylindrical connecting shaft 7 and is supported by a needle roller bearing 4h, and a third brake (B3) is mounted on the front tooth portion. The brake hub is inserted and connected, and the friction member of the third brake (B3) is locked by a spline that extends to the outside in the radial direction of the fifth planetary gear train (50) and is formed on the outer periphery. A planet gear meshes with the sun gear S1 and the ring gear R1 which are wide in the first planetary gear train (10), and the planet gear is connected to the right side member supported by the cylindrical connecting shaft 7 of the planet carrier P1 and the first The planet gear of the second planetary gear train (20) disposed on the second floor of the outer periphery of the planetary gear train (10) is supported by a shaft that is inserted and fixed to the left side member integrated with the planet carrier P2. The teeth of the sun gear S2 of the second planetary gear train (20) are formed on the left outer periphery of the ring gear R1 of the first planetary gear train (10), and the planet gear meshes with the ring gear R2, and the planet gear is The planet carrier P2 is pivotally supported by a shaft that is inserted and fixed to a left side member that is integral with the planet carrier P1 of the first planetary gear train (10) and a right side member that is a clutch hub of the third clutch (C3). The planetary gear width of the second planetary gear train (20) does not apply as much force as the first planetary gear train (10), so it is about 2/3 that of the first planetary gear train (10) and is pushed forward to the left. Arranged. A flange welded to the output shaft 3c extends through the outer periphery of the third clutch (C3) and is inserted and connected to the tooth portion of the ring gear R2 of the second planetary gear train (20). Here, the ring gear R1 and the sun gear S2, which are an integral part of the first and second planetary gear trains (10, 20), are connected to the connecting shaft 7 as first components, and the first and second planetary gear trains (10, 20) the planet carriers P1 and P2 that are integral with each other serve as the second component, and the sun gear S1 of the first planetary gear train (10) serves as the fourth component to lock the friction member of the third brake (B3). .

In the third clutch (C3) disposed between the two-story first and second planetary gear trains (10, 20) and the output shaft 3c, the clutch drum is splined to the rear end of the input shaft 3a. The friction member is locked by a spline formed on the inner peripheral portion of the outer peripheral drum that extends into the outer periphery of one planetary gear train (10), and operates on the inner peripheral drum that extends along the input shaft 3a. A hydraulic chamber is provided and a piston is mounted, and a canceller plate that forms a hydraulic canceller chamber that cancels the centrifugal hydraulic pressure of the working hydraulic chamber and a return spring that pushes back the piston are mounted. The right side member of the planet carrier P2 of the second planetary gear train (20) has an inner peripheral portion that is cylindrically extended to the rear portion, and the other friction member is locked by a spline formed on the outer peripheral portion. Oil for operating the hydraulic servo of the third clutch (C3) is supplied from the input shaft 3a through the output shaft 3c from the sleeve 5c provided between the bearings 4d and 4e of the output shaft 3c of the rear case.

  In the second embodiment of the present invention shown in FIGS. 14 and 15, since the first and second planetary gear trains and the third and fourth planetary gear trains are set up on the second floor, three planetary gear trains and three The combination of the clutch and 4 brakes. Moreover, the four brakes are all arranged on the outer periphery of the planetary gear train and the clutch, the two front clutches are two-story double clutches, and the friction member of the rear clutch is arranged on the outer periphery of the planetary gear train. Since the gear ratio of the first forward speed is as large as 7.233, the gear width of the first planetary gear train is increased and thus increased, but the same length as 6AT can be realized. The waistline becomes thick, but it is equal to or shorter than FIG. 27 (B type TOYOTA8AT) of 8AT, and shorter than FIG. 28 of 7AT (C type BENZ7AT) and FIG. 29 of 8AT (D type ZF8AT). Like C1-1 and 12AT of the first embodiment, C1-2 and 12AT of the second embodiment have 1.5 times the number of gears compared to 7 and 8AT, but the gear ratio is the same on both the deceleration side and the acceleration side. The gear range is doubled and the traction characteristics are greatly different. The sequence of gear ratios (step value) is better than B type TOYOTA8AT and D type ZF8A, and is the same C type as BENZ and a good transmission mode. The meshing efficiency of the planetary gear is slightly inferior to that of the D type ZF8AT at the deceleration stage, but is considerably better than that of the B type TOYOTA8AT, and is not much different from the D type ZF8AT or B type TOYOTA8AT at the acceleration stage. A control valve and hydraulic oil cooler are required for control, but the 16th forward gear is natural, but the transmission itself is simpler and more compact than the 12th forward manual transmission (12MT). The value of multi-stages is high.

<C1-2 9AT (F-1, M-2)>
FIGS. 16 and 17 describe the specifications and structure of 9AT claimed in “Claim 11”, and “C1-2 12AT (F-1, M-2)” and structure shown in FIGS. 14 and 15. In addition, the components are made common. The schematic diagram of FIG. 16 is obtained by synthesizing “F-1” of FIG. 10 and “M-2” of FIG. FIG. 16 shows a schematic diagram and a speed diagram of “C1-2 9AT (F-1, M-2)”, a gear ratio, a step value of the gear ratio, a gear range, and the meshing efficiency of the planetary gear. FIG. 14 shows the fifth planetary gear train (50) and the fourth brake (B4) in FIG. In FIG. 16, the first and second planetary gear trains (10, 20) and the third and fourth planetary gear trains (30, 40) have exactly the same number of teeth as 12AT in FIG. The position indicating the element is merely the absence of the component “E” indicating the ring gear R5 of the fifth planetary gear train (50) of FIG. Therefore, in the velocity diagram of FRONT GEAR (front transmission mechanism) in FIG. 14, the largest forward speed reduction stage and the reverse speed reduction stage generated by the component “E” are not shown in FIG. That is, in the speed diagram of the MAIN GEAR (main transmission) in FIG. 16, the first forward speed “1st”, the ninth forward speed “9th”, the eleventh forward speed “11th”, and the first reverse speed “ Rev1 "disappears and the other gear ratios are exactly the same. As a result, the gear range is 9.52, which is smaller than 15.13 of 12AT in FIG. Although the traction characteristic of 9AT in FIG. 16 is inferior to that of 12AT in FIG. 14, the traction characteristic can also be applied to heavy vehicles, and a good gear ratio can be obtained even if the number of teeth of the planetary gear is exactly the same as 12AT. The commonality between 9AT and 12AT is a great advantage in reducing the manufacturing cost.

  FIG. 17 is a structural diagram conceptually designed as a transmission for heavy vehicles, similar to FIG. 15 showing the structure of the 12AT. Unlike FIG. 15, the fifth planetary gear train (50 ) And the fourth brake (B4) are removed, and the third brake (B3) is arranged on the outer periphery of the third and fourth planetary gear trains having two stories. Naturally, since the fifth planetary gear train (50) is removed, the shaft length is shortened, and the main case 1a and the input shaft 3a are also shortened. Also, the connecting hub that connects the right side member of the planet carrier P4, which is the output component of the third and fourth planetary gear trains, to the connecting shaft 7 is different from the hub and piston that hold the friction member of the third brake (B3). As a result, 9AT and 12AT are common to all the remaining parts.

  The axial length of “C1-2 12AT (F−1, M−2)” including three planetary gear trains and three clutches shown in FIG. 14 and FIG. 15 is 3 planetary gear trains and 3 It is the same length as 6AT consisting of two clutches, and the "C1-2 9AT (F-1, M-2)" consisting of two planetary gear trains and three clutches shown in FIGS. The shaft length is the same as 4AT consisting of two planetary gear trains and three clutches. However, as the gear ratio increases, the gear width increases and becomes longer. However, by devising the arrangement of each component as claimed in “Claim 11” of the present invention, the shaft length is extremely large for 9AT and 12AT. It becomes shorter and the common component parts can be realized. The first and second examples of the C1 type 12AT were compared with the B type TOYOTA8AT, D type ZF8AT, and C type BENZ7A. However, since the traction characteristics are completely different, the C1 type 9AT originally shown in FIGS. 16 and 17 is used. Comparison with is valid. The gear ratio of this C1 type 9AT is 4.549 to 0.478, the gear range is 9.52, the step value to the next stage of the first forward speed, which is the lowest speed stage, is 1.56, and the forward speed of the seventh forward speed is The step value to the next stage gradually decreases until 1.13, and the values shift from 1.21 to 1.24 to the eighth forward speed and the ninth forward speed. The C type BENZ7A is the base of the C1 type 9AT, and both gear ratios are good, but since the C1 type 9AT has a large number of gears, the gear range is increased and the traction characteristics are superior. The B type TOYOTA8AT and D type ZF8AT, which change from 1.30 forward to 8th forward, shift from 1.20 to 1.27, have poor gear ratios, and the gear range is slightly smaller than the C1 type 9AT. Traction characteristics are much better. In terms of the number of components, the C1 type 9AT is the same or slightly more, but two planetary gear trains are arranged in two stories, including two-story double clutch structure and brake arrangement. This makes it much more compact.

<C1-2 12AT, 9AT (F-1, M-2)> FF Specification FIG. 18 shows “C1-2 12AT (F-1, M-2)” shown in FIGS. 14 and 15 and FIG. FIG. 18 is a schematic diagram in which the FR method that is output from the rear portion of the transmission of “C1-2 9AT (F-1, M-2)” illustrated in FIG. 17 is changed to the FF method that is output from the central portion of the transmission with a counter gear. 14 and FIG. 16, this is an empirical example for “claim 11”. In the schematic diagram of FIG. 18, a partition is provided in the central portion of the transmission case in the axial direction, and an output counter gear pivotally supported by the partition in order from the partition on one side of the partition and the first and second planetary gears of two stories. A row (10, 20) and a third clutch (C3) are arranged, and in order from the bulkhead to the other side of the bulkhead, the 9AT has two-story third and fourth planetary gear trains (30, 40) and two-story The first and second clutches (C1, C2), which are the two clutches, are arranged, and the third brake (B3) is installed in the second floor of the third and fourth planetary gears as shown in the structural diagram of FIG. On the outer periphery of the row (30, 40), the second brake (B2) is placed on the outer circumference of the first and second clutches (C1, C2) that form a two-story double clutch, and the first brake (B1) is placed on the third Arranged between the brake (B3) and the second brake (B2). In 12AT, the fifth planetary gear train (50) and the second floor The third and fourth planetary gear trains (30, 40) and the first and second clutches (C1, C2), which are two-story double clutches, are arranged as shown in the structural diagram of FIG. The third brake (B3) on the outer periphery of the fifth planetary gear train (50), the fourth brake (B4) on the outer periphery of the two-story third and fourth planetary gear trains (30, 40), The brake (B2) is placed on the outer periphery of the first and second clutches (C1, C2) that are two-story double clutches, and the first brake (B1) is connected to the third brake (B3) and the second brake (B2). Arrange between them. A structure in which a partition wall is provided between the first and second planetary gear trains (10, 20) and the third brake (B3) of the two-story structure shown in FIGS. 14 and 16 and the output counter gear is pivotally supported. However, with such an arrangement, the 9AT is natural, even if a torque converter is used at 12AT, the prime mover is 300 Nm, the shaft length is about 400 mm, and the FF method becomes possible.

<C1-3 11AT (F-2, M-1)>
19 and 20 show a third embodiment of the C1 type (11AT). FIG. 19 shows a schematic diagram, a speed diagram, a gear ratio, a gear ratio step value, a gear range, and a planetary gear meshing efficiency. FIG. 20 is a structural diagram based on the concept of FIG. 19 for a passenger car. 19 and 20 are the transmissions claimed in "Claims 4, 8, and 9" and are also demonstrative examples of "Claim 12", and are described later in "C1-3 9AT (F -2, M-1) ". The structure of the C1 type (11AT) transmission form is paragraph “0062”, and the structure of the C1 type (11AT) front gear (F-2) “F-2” is the paragraph “0084”. The structure of “M-1” of the transmission) is described in paragraph “0070”, and the schematic diagram of FIG. 19 is a combination of “F-2” of FIG. 8 and “M-1” of FIG. is there. The gear range is not as large as “15” in the first and second embodiments for heavy vehicles, and the first planetary gear train (10) of the MAIN GEAR (main transmission mechanism) is “ "ZR1 / ZS1 = 2.800", which is larger than the first and second embodiments, and the second planetary gear (20) is smaller than "ZR2 / ZS2 = 2.125", the first and second embodiments, and the gear range. Is set to “12.84”, but the gear ratio can be changed in various ways and the gear ratio can be changed in various ways. The FRONT GEAR (front transmission mechanism) does not use the “F-1” used in the first and second embodiments, but rather the “F-1” and the Simpson planet shown in FIG. The gear “F-2” was used. In the third embodiment, the number of teeth of the third and fourth planetary gear trains (30, 40) of “F-2” is varied. However, the gear ratio does not deteriorate even with the same number of teeth. If the number of teeth of the planetary gear train (30, 40) is the same, the cost is reduced. 19 and 20, the fourth and third planetary gear trains (40, 30) and the fifth planetary gear train (50) constituting the FRONT GEAR (front transmission mechanism) and the MAIN GEAR (main transmission mechanism) are shown. The constituting first and second planetary gear trains (10, 20) are arranged in the axial direction, and a friction member is disposed in front of the fourth and third planetary gear trains (40, 30). The first and second clutches (C1, C2) are arranged on the outer periphery of the first and second planetary gear trains (10, 20). The first and second planetary gear trains (10, 20) are arranged behind the first and second planetary gear trains (20, 20). The third clutch (C3) disposed on the outer periphery of the shaft is disposed, and the input shafts 3a and 3b disposed by spline connection with the rotation center portion are coupled to the respective clutch drums, and the input shaft 3b is connected to the fifth planetary gear train. It is also connected to the sun gear S5 of (50). A second brake (B2) is disposed on the radially outer side of the first and second clutches (C1, C2), and a first brake (B1) is disposed on the radially outer side of the third planetary gear train (30). A fourth brake (B4) is arranged on the radially outer side of the fifth planetary gear train (50), and a third brake (between the fifth planetary gear train (50) and the first planetary gear train (10) is provided. B3) is arranged. Power is input to the input shafts 3a and 3b via the torque converter 200a from the left in the figure, and is input to the first and second clutches (C1 and C2), the third clutch (C3), and the fifth planetary gear train (50). The power that has been input and passed through the first and second clutches (C1, C2) passes through the third, fourth, and fifth planetary gear trains (30, 40, 50) and is connected to the second planetary gear train (20 ) And passed through the first and second planetary gear trains (10, 20), or the power inputted to the third clutch (C3) passes through the first and second planetary gear trains (10, 20), or The power input to the fifth planetary gear train (50) is input to the second planetary gear train (20) through the connecting shaft 7 and passes through the first and second planetary gear trains (10, 20). The diameters of the first and second planetary gear trains (10, 20) and the third clutch (C3) from the left side of (10) Through direction outer, it is output to the right in FIG.

  In FIG. 19, the arrangement of components A, B, C, and D of the third and fourth planetary gear trains (30, 40) in FRONT GEAR (front transmission mechanism) “F-2” With the positional relationship shown in the velocity diagram, the third planetary gear train (30) is “ZR3 / ZS3 = 1.800”, and the fourth planetary gear train (40) is “ZR4 / ZS4 = 2.467”. . In the forward deceleration stage, the power input to the ring gear R4 of the fourth planetary gear train (40) via the first clutch (C1) has a reduced tooth load by the amount divided by the meshing radius, and the third The planet carrier P4 connected to the ring gear R3 of the planetary gear train (30) is transmitted to the sun gear S4 integrated with the sun gear S3. The power input to the ring gear R4 by the engagement of the first clutch (C1) and the first brake (B1) passes through the sun gear S3 integrated with the sun gear S4, and from the ring gear R3 connected to the planet carrier P4 receiving the reaction force. The power that is output and input to the ring gear R4 by engaging the first clutch (C1) and the second brake (B2) is decelerated slightly because the sun gear S4 is fixed, and is output from the planet carrier P4. It is output to the connecting shaft 7 through the planet carrier P5 of the fifth planetary gear train (50) connected to the ring gear R3. This power transmission system is a 3AT system using the most used Simpson planetary gear, and is an excellent transmission system in terms of strength and efficiency. Since "F-2" requires even greater deceleration, the fifth planetary gear train (50) with "ZR5 / ZS5 = 2.451" is arranged in parallel, and the sun gear is engaged by engaging the fourth brake (B4). Since the ring gear R5 is fixed, the power directly input from the input shaft in S5 is further decelerated, output from the planet carrier P5, passes only through the fifth planetary gear train (50), and is connected from the planet carrier P5 to the connecting shaft. 7 is output. Furthermore, the power input to the sun gear S3 by engaging the second clutch (C2) and the first brake (B1) is decelerated to reverse rotation because the planet carrier P3 is fixed, and is output from the ring gear R3 to be output from the planet carrier P5. Is output to the connecting shaft 7. Further, the connecting shaft 7 is rotated integrally with the input shaft by fastening the first and second clutches (C1, C2), and the connecting shaft 7 is fixed by fastening the first and second brakes (B1, B2). Here, as claimed in "Claim 4", the FRONT GEAR (front transmission mechanism) is one of the first and second clutches (C1, C2) and the first and second brakes (B1, B2). By selectively fastening the components, the connecting shaft 7 connected to the component B serving as the output component has the same rotational speed as the input shaft, zero rotational speed, decelerated rotation of the three types of input shafts, A reverse rotation speed of one type of input shaft is obtained, and a different type of reduced rotation of the input shaft is obtained by engaging the fourth brake (B4).

  The transmission mode in the MAIN GEAR (main transmission mechanism) is the same as that of “C1-1 12AT (F-1, M-1)” using the same “M-1”, and is omitted in the paragraph “99”. The difference between 11AT is the speed change mode by the fifth planetary gear train (50) of the front gear (front transmission mechanism). In 12AT, the sun gear S5 of the fifth planetary gear train (50) is connected to the component A, whereas in 11AT, it is directly connected to the input shaft. Therefore, in 11AT, only one type of decelerated rotation with a large input shaft is obtained by engaging the fourth brake (B4), whereas in 12AT, the input shaft is large by engaging the first clutch (C1) and the fourth brake (B4). Deceleration rotation is obtained, two types of reverse rotation of the input shaft are obtained by engaging the second clutch (C1) and the fourth brake (B4), and the rotation input to the first component of the MAIN GEAR (main transmission mechanism) With 11AT, there is no large reverse rotation of the input shaft. Therefore, 11 gears (11th) and 12 reverse gears (Rev1) of 12AT are used for the speed change mode of MAIN GEAR (main transmission mechanism), and reverse rotation of FRONT GEAR (front transmission mechanism) is used for speed increase and reverse rotation. Is not 11AT, and the gear ratio of the 12th 12th gear (12th) and the second reverse gear (Rev2) is the same as the 11AT 11th gear (11th) and the reverse gear (Rev). As a result, a multi-stage transmission having 11 forward speeds and 1 reverse speed is a total of 11 forward speeds, 1 reverse speed, 5 speeds, 1 reverse, and 5 speeds. Become.

  In FIG. 19, the same Simpson planetary gear of “F-2” is used for the front gear (front transmission mechanism) and “M-1” is used for the main gear mechanism (M-1), and the transmission ratio is 6.946 to 0.541. The gear range is 12.84, the step value to the next step of the first forward speed, which is the lowest speed step, is 1.62, and the step value to the next step gradually decreases to 1.11 of the eighth forward speed, The forward shift from the eighth forward speed to the forward tenth speed shifts around 1.1, and the last forward tenth speed to the forward eleventh speed is slightly larger at 1.19, but the gear ratio is almost as intended. The meshing efficiency of the planetary gears may be at the forward deceleration stage, and slightly worse at the forward acceleration stage.

FIG. 20 is a structural diagram conceptually designed from the schematic diagram of FIG. 19 for commonality with a 9AT described later as a transmission for passenger cars. In FIG. 20, a motor (not shown) is disposed on the left front side of the transmission, and power is input to the transmission via the torque converter 200a. The transmission case 1 (main case 1) is integrally arranged, and a holding member 2a for holding a charging pump for hydraulically controlling the transmission is fastened with bolts at the front, and a torque converter is attached to the holding member 2a. The wheel stator 200a is fixed and the input shaft 3a is supported, and the holding member 2b serving as a hydraulic oil passage for the first and second clutches (C1, C2) is fastened with bolts. A second partition wall 100b having a cross-sectional shape similar to a T-shape is detachably arranged at the center in the axial direction of the transmission case 1 (main case 1), and is extended to the vicinity of the connecting shaft 7 of the second partition wall 100b. The front side GEAR (front transmission) and the rear MAIN GEAR (main transmission mechanism) are separated by the side wall. The input shaft 3a connected to the output portion of the torque converter 200a is supported by a bush 4a and a needle roller roller bearing 4c disposed on the holding members 2a and 2b, and is adjacent to the holding members 2a and 2b. The shared clutch drum of the clutches (C1, C2) is welded. An input shaft 3b splined to the input shaft 3a is arranged at the rotation center of the transmission, and the clutch drum of the third clutch C3 is splined at the rear end and is supported by the output shaft 3c by a needle roller roller bearing 4b. The Here, the input shafts 3a and 3b are connected to the first and second clutches (C1 and C2) at the front end of the transmission and are connected to the third clutch C3 at the rear end. A cylindrical connecting shaft 7 supported by a bush 4f is disposed on the outer periphery of the input shaft 3b. The connecting shaft 7 connects the output component of the front gear (F-2) “F-2” and the first component of the main gear (M-1) “M-1”. The transmission case 1 (main case 1) supports the output shaft 3c at the rear end portion by a needle roller roller bearing 4d and a ball bearing 4e.

A FRONT GEAR (front transmission) unit disposed between the holding member 2a and the second partition wall 100b includes a first clutch C1, a second clutch C2, and a simple planetary gear in the axial direction from the holding member 2a. The fourth planetary gear train (40) (S4, P4, R4), the third planetary gear train (30) (S3, P3, R3), and the fifth planetary gear train (50) (S5, P5, R5) And are arranged. The left side member in which the inner periphery of the planet carrier P5 of the fifth planetary gear train (50) is extended in an inverted L shape is inserted and connected to the tooth portion of the ring gear R3 of the third planetary gear train (30) at the outer periphery. A left side member in which the inner peripheral cylindrical portion is pivotally supported by bushes 4f and 4g on the input shaft 3b, and the inner peripheral portion is extended in an L shape of the planet carrier P4 of the fourth planetary gear train (40). Connect splines. The ring gear R4 of the fourth planetary gear train (40) is welded with a clutch hub that is extended to the vicinity of the input shaft 3a and axially positioned by a thrust needle bearing, and the fourth planetary gear train (40). The friction member of the first clutch (C1) is locked at the outer peripheral front portion. The sun gears S3, S4 of the integrally formed third and fourth planetary gear trains (30, 40) include a fourth planetary gear train (between the third planetary gear train (30) and the fourth planetary gear train (40)). 40) The clutch hub of the second clutch (C2) extended to the outer periphery of the second clutch (C2) is spline-coupled, and the friction member of the second clutch (C2) is locked. Further, the clutch hub has the second brake (B2). A brake hub extending around the outer periphery of the first and second clutches (C1, C2) is splined to lock the friction member of the second brake (B2). A brake hub of the first brake (B1) extended to the outer periphery of the third planetary gear train (30) is welded to the left side member of the planet carrier P3 of the third planetary gear train (30), and the first brake ( The friction member B1) is locked. In the fifth planetary gear train (50), the sun gear S5 is splined with the input shaft 3b, the right side member of the planet carrier P5 is splined with the connecting shaft 7, and the ring gear R5 is right side member of the planet carrier P5. The friction member of the fourth brake (B4) is locked on the outer periphery of the ring gear R5.

The first and second clutches (C1, C2) are arranged in the axial direction with friction members arranged on the outer periphery of the fourth planetary gear train (40). The second clutch (C2) is a pull type and the first clutch (C1) Is a double clutch proposed by the present applicant in Japanese Patent Application Laid-Open No. 2007-51651, and the first clutch (C1) inputs the rotation of the input shaft 3a to the ring gear R4 of the fourth planetary gear train (40). The second clutch (C2) can input the rotation of the input shaft 3a to the sun gears S3 and S4 of the third and fourth planetary gear trains (30, 40) formed integrally. A second brake B2 is disposed on the outer periphery of the first and second clutches (C1, C2), and a piston and a return spring that form a hydraulic servo are disposed on the holding member 2a at the front end. The other friction member is locked to the inner peripheral spline. Here, the second brake (B2) enables the sun gears S3 and S4 of the integrally formed third and fourth planetary gear trains (30, 40) to be braked. Splines are formed in the front and rear inner peripheral portions separated by the side wall of the T-shaped outer peripheral cylinder of the second partition wall 100b, and the other friction member of the first brake (B1) and the third brake (B3) The friction member is locked, and a piston and a return spring that form a hydraulic servo of the first brake (B1) and the third brake (B3) are disposed on the front and rear of the outer peripheral portion on the side wall of the second partition wall 100b. . The other friction member of the fourth brake (B4) is locked on the inner peripheral side of the hydraulic chamber of the first brake (B1), and the hydraulic servo of the fourth brake (B4) is formed on the right side of the friction member. Piston and return spring are arranged. Here, the first brake (B1) enables the planet carrier P3 to be braked, and the fourth brake (B4) enables the ring gear R5 to be braked.

A MAIN GEAR (main transmission) unit disposed behind the second partition 100b includes, in order from the second partition 100b in the axial direction, the third brake (B3) and the first planetary gear train (10) (S1, P1, R1), the second planetary gear train (20) (S2, P2, R2), the third clutch (C3), and the output shaft 3c are arranged. The first and second planetary gear trains (10, 20) are simple planetary gears. The first planetary gear train (10) and the sun gear S2 of the second planetary gear train (20) are the fourth component. A brake hub 8 that is integrally formed and that engages the other friction member of the third brake (B3) is inserted and connected to the tooth portion on the second partition 100b side of the first planetary gear train (10) in front of the sun gear S1. Is done. Here, the third brake (B3) makes it possible to brake the sun gears S1, S2 to which the first and second planetary gear trains (10, 20) are connected. Since the third brake (B3) does not need to be slid, the piston pressure receiving area is increased to reduce the number of friction members and the friction area, thereby reducing the accompanying loss. In the planet carrier P1 of the first planetary gear train (10) as the third component, the left side member extends in the outer peripheral direction, and the output passes through the outer peripheral portions of the first and second planetary gear trains (10, 20). The output drum 9 welded immediately below the parking gear 6a of the shaft 3c is splined. A connecting shaft 7 is inserted and connected to the ring gear R2 of the second planetary gear train (20) serving as the first component at the rear tooth portion, and the planet of the second planetary gear train (20) serving as the second component. The ring gear R1 of the carrier P2 and the first planetary gear train (10) includes a ring gear R1 in which the left side member of the planet carrier P2 extends to the outer periphery of the second planetary gear train (20) and extends rearward. The spline is connected and the friction member of the third clutch C3 is locked.

In the third clutch (C3), a drum splined to the rear end of the input shaft 3b extends to the outer periphery of the second planetary gear train (20), and the other friction member is locked to rotate the input shaft 3b. Can be input to the ring gear R1 of the first planetary gear train (10) and the planet carrier P2 of the second planetary gear train (20). The hydraulic fluid of the third clutch (C3) is supplied from a sleeve 5c disposed between a needle roller roller bearing 4d and a ball bearing 4e that support the output shaft 3c at the rear of the transmission case 1 (main case 1). The oil is supplied through an oil hole provided in the output shaft 3c and the input shaft 3b.

<C1-3 9AT (F-2, M-1)>
21 and 22 show the implementation of 9AT using the same FRONT GEAR (front transmission) “F-2” and MAIN GEAR (main transmission) “M-1” as in the third embodiment of the C1 type (11AT). It is an example, and “Claim 12” is proved in comparison with both. In the schematic diagram of FIG. 21 and FIG. 19, the first and second one-way clutches (OWC1, OWC2) are arranged in parallel to the first and third brakes (B1, B3) in FIG. In FIG. 19, the fifth planetary gear train (50) and the fourth brake B4 are arranged. Although the number of teeth of the first planetary gear train (10) is the same for both, the number of teeth of the second, third, and fourth planetary gear trains (20, 30, 40) is slightly different. Of course, there is no problem even if all the planetary gear trains have the same number of teeth. With recent developments in electrohydraulic control, gear shifting can be performed smoothly without using a one-way clutch. In many cases, the 9AT used a one-way clutch. In FIG. 21, although the speed change mode has already been described, it will be omitted. However, the first and second one-way clutches (OWC1, OWC2) prevent the first and third brakes (B1) from blocking the rotation in the direction opposite to the rotation of the input shaft. , B3), and at the same time, it serves to idle the rotation in the same direction as the rotation of the input shaft, and the blocking and idling are automatically switched at the time of shifting to realize a smooth shifting. The first one-way clutch (OWC1) operates at the first forward speed (1st), and the second one-way clutch (OWC2) operates from the first forward speed (1st) to the fourth forward speed (4th). This is particularly effective when kicking down from a high speed to any one of the first forward speed (1st) to the fourth forward speed (4th). Further, since the inner race and the top portion of the one-way clutch slide during idling, the peripheral speed is reduced and the sliding resistance is reduced if the diameter of the sliding portion is made as small as possible. Therefore, in FIG. 21, the first and second one-way clutches (OWC1, OWC2) are arranged on the inner peripheral portion having the smallest diameter. The gear ratio at 9AT is 5.175 to 0.563, the gear range is 9.19, the step value to the next stage of the first forward speed, which is the lowest speed stage, is 1.62, and 1.11 of the seventh forward speed stage. The step value to the next stage gradually decreases until it reaches about 1.6 from the seventh forward speed to the forward speed, and the gear ratio is almost as intended. Naturally, this traction characteristic is considerably better than the B type TOYOTA8AT shown in FIG. 27 for passenger cars and the D type ZF8AT shown in FIG. Is not so defeated.

FIG. 22 is a structural diagram conceptually designed from the schematic diagram of FIG. 21 in consideration of the commonality with 11AT described above as a transmission for passenger cars. In FIG. 22, the torque converter 200a, the holding members 2a, 2b, the second brake (B2), the first and second clutches (C1, C2) arranged in the front, the output shaft 3c and the output shaft 3c arranged in the rear The first planetary gear train (10) and the transmission case 1 (main case 1) to be output to are identical to those in FIG. 20 showing the structure of the 11AT. Also, the hubs connected to the third and fourth planetary gear trains (30, 40) that lock the friction members of the first and second clutches (C1, C2) and the second brake (B2) are the same. The arrangement of the second, third, and fourth planetary gear trains (20, 30, 40) is the same as in FIG. 20, but the gear ratio obtained by dividing the number of teeth of the ring gear by the number of teeth of the sun gear is It is small in the four planetary gear train (20, 40), and large in the third planetary gear train (30). The structures of the third and fourth planetary gear trains (20, 30) and the first and second planetary gear trains (10, 20) are the same as those in FIG. Will be described.

The connecting portion between the output of the front gear (the front transmission mechanism) and the connecting shaft 7 is connected to the connecting shaft 7 supported by the bush 4f around the input shaft 3b in the third and fourth planetary gear trains (30, 40). The left side member of the planet carrier P4 of the fourth planetary gear train (40) is L-shaped and is inserted and connected to the tooth portion of the ring gear R3 of the third planetary gear train (30). The hub to be reverse L-shaped is connected to the connecting shaft 7 at the inner periphery of the third and fourth planetary gear trains (30, 40). A first partition wall 100a having a cross-sectional shape similar to a T-shape is formed at the center of the transmission case 1 (main case 1) in the axial direction to the second partition wall 100b and the transmission case 1 (main case 1) in FIG. Are arranged in the same shape, and splines having the same shape as that of FIG. 20 are formed on the front and rear inner peripheral portions separated by the side wall of the T-shaped outer peripheral cylinder of the first partition wall 100a, and the first brake (B1). The friction member of the third brake (B3) is locked. The hub of the first brake (B1) welded to the left side member of the planet carrier P3 of the third planetary gear train (30) extends from the outer periphery of the third planetary gear train (30) to the rear of FIG. And the other friction member of the first brake (B1) is locked, and the outer race of the first one-way clutch (OWC1) is locked by the rear inner peripheral spline, and the first and second planetary gear trains (10 , 20), the hub 8 of the third brake (B3) inserted and connected to the teeth of the sun gears S1, S2 integrated with each other locks the other friction member of the third brake (B3). Pistons and return springs that form hydraulic servos for the first brake (B1) and the third brake (B3) are disposed on the side wall of the first partition wall 100a in front and rear of the outer peripheral portion. A cylindrical portion is formed on the side wall of the first partition wall 100a up to the third planetary gear train (30) near the connecting shaft 7, and the inner race of the first one-way clutch (OWC1) is locked by a spline formed on the outer periphery thereof. A first one-way clutch (OWC1) is arranged between the outer race. In addition, the outer race of the second one-way clutch (OWC2) is locked to the spline formed on the inner periphery of the hydraulic chamber of the third brake (B3) on the side wall of the first partition wall 100a, so that the first, A second one-way clutch (OWC2) is disposed between the cylindrical portions of the sun gears S1 and S2 that are integral with the second planetary gear train (10, 20). Here, the first and second one-way clutches (OWC1, OWC2) input the planet carrier P3 of the third planetary gear train (30) and the sun gears S1, S2 of the first and second planetary gear trains (10, 20). The rotation in the opposite direction to the rotation of the shafts 3a and 3b is prevented, and the rotation in the same direction is idled. A clutch drum of the third clutch (C3) is welded to the input shaft 3b splined with the input shaft 3a at the rear.

  That is, of the first, third brake (B1, B3) portion, the fourth brake (B4) portion, and the fourth brake (B4) portion mounted on the second partition wall 100b of FIG. 19 and FIG. In FIG. 21 and FIG. 22 showing 9AT instead of the fifth planetary gear train (50) arranged around the circumference, the first partition 100a is mounted in place of the second partition 100b, and the first partition 100a has first, The third brake (B1, B3) and the first and second one-way clutches (OWC1, OWC2) are mounted, and the first and second partition walls 100a, 100b are mounted in the same mounting shape for mounting the transmission case 1 (main case 1). In addition, since the holding member 2a, the second brake (B2), and the output shaft 3c to be mounted on the other transmission case 1 (main case 1) are the same, the transmission case 1 (main case having the highest manufacturing cost) is obtained. Scan 1) it can be made common. If "F-1" FRONT GEAR (front transmission mechanism) shown in FIG. 10 is used for 9AT, and "F-1" FRONT GEAR (front transmission mechanism) shown in FIG. 8 is used for 12AT. Similarly, the transmission case 1 (main case 1) can be shared. This is because the FAT GEAR of “F-2” described in FIG. 8 of 11AT and the FRONT GEAR of “F-2” described in FIG. It is obvious if the schematic diagram with the transmission / replacement mechanism) is compared, and the structural diagrams of FIGS. 20 and 22 of 11AT and 9AT are compared. Naturally, MAIN GEAR (main transmission) other than “M-1” can also be applied. Accordingly, in the “claim 12”, “a multi-stage transmission that obtains the 12th forward speed and the second reverse speed, or the 11th forward speed and the first reverse speed” according to the eleventh aspect.

<C2-1 11AT (F-1, M-2)>
FIG. 23 and FIG. 24 are C2 type (11AT) transmissions according to the fourth embodiment of the present invention. FIG. 23 is a schematic diagram, speed diagram, and gear ratio, as well as gear ratio step value, gear range, and planetary gear. The gear meshing efficiency is described, and FIG. 24 is a structural diagram in which the schematic diagram of FIG. 23 is a concept for a light duty truck. The transmission is a hybrid vehicle (HEV) specification. The C2 type (11AT) in FIG. 23 and FIG. 24 and the C2 type (9AT) in FIG. 25 and FIG. The C2 type and the C1 type are different in the transmission form of the front gear (front transmission mechanism), and the C2 type transmission form is as shown in FIGS. The C2 type (11AT) is the transmission claimed in claims 5, 8, and 10, and the fourth embodiment of FIGS. 23 and 24 is the only embodiment of the C2 type (11AT). The structure of the C2 type (11AT) shift form in paragraph “0065”, the structure of the C2 type (11AT) front gear (F-1) “F-1” in paragraph “0089”, and the main gear (main gear) The structure of “M-2” of the transmission) is described in paragraph “0071”. The schematic diagram of FIG. 23 is a combination of “F-1” of FIG. 9 and “M-2” of FIG. It is. In the schematic diagram of FIG. 23, the gear ratio for small and medium commercial vehicles is 7.143 to 0.493 and the gear range is 14.49, as in the first and second embodiments for heavy vehicles. The step value to the next stage of the first forward speed, which is the lowest speed stage, is 1.65, and the step value to the next stage gradually decreases to 1.09 of the ninth forward speed. The 11th gear is a little larger at 1.22, but the gear ratio is almost as intended. The C2 type is different from the C1 type only in the transmission form of the front gear (front transmission mechanism), and the transmission form of the MAIN GEAR (main transmission) is the same, so that the transmission ratio is the same as that of the C1 type. The FRONT GEAR (front transmission mechanism) uses the Simpson planetary gear “F-1” shown in FIG. 9, which is advantageous in terms of strength and planetary gear meshing efficiency.

In FIG. 24, a prime mover (not shown) is disposed on the left front side of the transmission, and power is input to the transmission via the hydro damper 200c. The transmission case is divided into a main case 1a and a rear case 1b, and an MG case 1c for mounting the motor generator 300 is attached to the rear of the rear case 1b. A holding member 2a for holding a charging pump for hydraulically controlling the transmission is fastened with bolts at the front portion of the main case 1a. The holding member 2a supports the input shaft 3a and supports the first and second shafts. The holding member 2b which becomes the hydraulic oil passage of the clutches (C1, C2) is fastened with bolts. A partition that holds the hydraulic servo of the fourth brake (B4) in the front and the hydraulic servo of the third brake (B3) in the rear is arranged in the central portion of the main case 1a in the axial direction, and the front front gear (front) The transmission gear) is separated from the rear MAIN GEAR (main transmission mechanism). An input shaft 3a that is connected to the output portion of the hydro damper 200c and directly drives the charging pump is supported by a bearing 4a disposed on the holding member 2b, and first and second clutches adjacent to the holding members 2a and 2b ( The shared clutch drum of C1, C2) is welded. An input shaft 3b splined to the input shaft 3a is disposed at the center of rotation of the transmission, and the clutch drum of the third clutch C3 is welded at the rear end and is supported by the output shaft 3c by a bearing 4b. Here, the input shafts 3a and 3b are connected to the first and second clutches (C1 and C2) at the front end of the transmission and are connected to the third clutch C3 at the rear end. A cylindrical connecting shaft 7 supported by bushes 4f and 4g is disposed on the outer periphery of the input shaft 3b. The connecting shaft 7 connects the output component of FRONT GEAR (front transmission mechanism) “F-1” and the first component of MAIN GEAR (main transmission mechanism) “M-1”. The rear case 1 supports the output shaft 3c with ball bearings 4d and 4e at the rear end.

A FRONT GEAR (front transmission) unit disposed between the holding member 2a and the partition in the center of the main case 1a in the axial direction includes a first clutch (C1) and a second clutch (in order of the axial direction from the holding member 2a). C2), a fourth planetary gear train (40) (S4, P4, R4), a third planetary gear train (30) (S3, P3, R3), and a fifth planetary gear train ( 50) (S5, P5, R5). The ring gear R4 of the fourth planetary gear train (40) is welded with a clutch hub that is extended to the vicinity of the input shaft 3a and axially positioned by a thrust needle bearing, and the fourth planetary gear train (40). The friction member of the first clutch (C1) is locked at the outer peripheral front portion. The right side member of the planet carrier P4 of the fourth planetary gear train (40) extends around the outer periphery of the fourth planetary gear train (40), engages the friction member of the second clutch (C2), The brake hub of the second brake (B2) extended around the outer circumferences of the first and second clutches (C1, C2) is splined to lock the friction member of the second brake (B2). The left side member of the planet carrier P4 of the fourth planetary gear train (40) is extended in an L shape around the inner periphery of the fourth planetary gear train (40), and the ring gear R3 of the third planetary gear train (30) The inner peripheral cylindrical portion is inserted and connected to the right tooth portion and the spline is connected to an inverted L-shaped connecting hub pivotally supported by bushes 4f and 4g on the input shaft 3b. The sun gears S3 and S4 of the integrally formed third and fourth planetary gear trains (30, 40) are splined with the brake hub of the first brake (B1) extending around the outer periphery of the third planetary gear train (30). The left side member of the planet carrier P3 of the fifth planetary gear train (50) is connected to the friction member of the first brake (B1), and the left side member of the planet carrier P5 of the fifth planetary gear train (50). The spline is connected to the connecting hub welded to the member at the outer periphery. In the fifth planetary gear train (50), the sun gear S5 is splined with the input shaft 3b, the right side member of the planet carrier P5 is splined with the connecting shaft 7, and the ring gear R5 is right side member of the planet carrier P5. The friction member of the fourth brake (B4) is locked on the outer periphery of the ring gear R5.

The first and second clutches (C1, C2) are arranged in the axial direction with friction members arranged on the outer periphery of the fourth planetary gear train (40). The second clutch (C2) is a pull type and the first clutch (C1) Is the same as the double clutch used in “C1-3 11AT” of FIG. 20 in which the push type is used, and the first clutch (C1) rotates the input shaft 3a with the ring gear R4 of the fourth planetary gear train (40). The second clutch (C2) can input the rotation of the input shaft 3a to the planet carrier P4 of the fourth planetary gear train (40) and the ring gear R3 of the third planetary gear train (30). A second brake (B2) is arranged on the outer periphery of the first and second clutches (C1, C2), and a piston and a return spring are arranged on the front end holding member 2a to form a hydraulic servo. The other friction member is locked to the inner peripheral spline 1a. Here, the second brake B2 enables braking of the planet carrier P4 of the fourth planetary gear train (40) and the ring gear R3 of the third planetary gear train (30). The inner peripheral spline of the main case 1a that locks the friction member of the second brake (B2) extends to the outer periphery of the third planetary gear train (30), and the other friction member of the first brake (B1) is locked. A return spring and a piston forming a hydraulic servo of the first brake (B1) are disposed behind the inner peripheral spline for locking the friction member. The other friction member of the fourth brake (B4) is locked to the inner peripheral spline of the main case 1a behind the hydraulic chamber of the first brake (B1). A return spring and a piston forming a hydraulic servo of the brake (B4) are arranged. Here, the first brake (B1) can brake the sun gears S3 and S4 of the integrally formed third and fourth planetary gear trains (30, 40), and the fourth brake (B4) can brake the ring gear R5. To.

  A MAIN GEAR (main transmission) portion disposed behind the bulkhead in the axial center of the main case 1a is composed of a third brake (B3) and two-story first and second planets in the axial direction from the bulkhead. A gear train (10, 20), a third clutch (C3), and an output shaft 3c are arranged. Around the input shaft 3a, a cylindrical connecting shaft 7 splined to the right side member of the planet carrier of the fifth planetary gear train (50) is pivotally supported by bushes 4f, 4g, and the first planetary gear train (10 ) Is integrally connected to the tooth portion of the ring gear R1 of the first planetary gear train (10). Around the cylindrical connecting shaft 7, a sun gear S1 of the first planetary gear train (10) which is wide is pivotally supported by a needle roller bearing 4h, and a brake hub 8 of a third brake (B3) is provided at the front tooth portion. Is inserted and connected, and the friction member of the third brake (B3) is locked by a spline formed on the outer periphery. The other friction member of the third brake (B3) and the return spring are engaged with the inner peripheral spline behind the partition wall at the center in the axial direction of the main case 1a, and the third brake is connected to the inner peripheral spline and the partition wall on the left side thereof. A return spring and a piston forming the hydraulic servo of (B3) are arranged. A planet gear meshes with the sun gear S1 and the ring gear R1 which are wide in the first planetary gear train (10), and the planet gear is connected to the right side member supported by the cylindrical connecting shaft 7 of the planet carrier P1 and the first The planet gear of the second planetary gear train (20) disposed on the second floor of the outer periphery of the planetary gear train (10) is supported by a shaft that is inserted and fixed to the left side member integrated with the planet carrier P2. The teeth of the sun gear S2 of the second planetary gear train (20) are formed on the left outer periphery of the ring gear R1 of the first planetary gear train (10), and the planet gear meshes with the ring gear R2, and the planet gear is The planet carrier P2 is pivotally supported by a shaft that is inserted and fixed to a left side member that is integral with the planet carrier P1 of the first planetary gear train (10) and a right side member that is a clutch hub of the third clutch (C3). Since the tooth width of the planet gear of the second planetary gear train (20) is not as great as that of the first planetary gear train (10), it is arranged at about 2/3 that of the first planetary gear train (10). The ring gear R2 of the second planetary gear train (20) extends through the outer periphery of the third clutch (C3) to the output shaft 3c and is connected to the output shaft 3c by the spline portion 9. Here, the ring gear R1 and the sun gear S2, which are an integral part of the first and second planetary gear trains (10, 20), are connected to the connecting shaft 7 as first components, and the first and second planetary gear trains (10, 20) the planet carriers P1 and P2 that are integrated into the second component, the sun gear S1 of the first planetary gear train (10) is the fourth component, and the ring gear R2 of the second planetary gear train (20) is the first component. There are three components.

In the third clutch (C3) disposed between the two-story first and second planetary gear trains (10, 20) and the output shaft 3c, the clutch drum is welded to the rear end of the input shaft 3a. The friction member is locked by a spline formed on the inner peripheral portion of the outer peripheral drum that extends into the vicinity of the planetary gear train (20), and a working hydraulic chamber is provided on the inner peripheral drum of the input shaft 3a to mount the piston. At the same time, a canceler plate forming a hydraulic canceller chamber for canceling the centrifugal hydraulic pressure of the working hydraulic chamber and a return spring for pushing back the piston are mounted. The right side member of the planet carrier P2 of the second planetary gear train (20) has an inner peripheral portion that extends cylindrically at the rear, and is a spline formed on the outer peripheral portion, which is the other friction member of the third clutch (C3). Lock. Oil for operating the hydraulic servo of the third clutch (C3) is supplied from the input shaft 3a through the output shaft 3c from the sleeve 2f provided between the bearings 4d and 4e of the output shaft 3c of the rear case. Here, the third clutch (C3) can input the rotation of the input shaft 3b to the planet carriers P1 and P2 integrated with the first and second planetary gear trains (10, 20), and the third brake (B3) The sun gear S1 of the first planetary gear train (10) can be braked.

  An output flange 3d is splined to the output shaft 3c, and a rotor of a motor generator (MG) 300 is mounted on the outer periphery of the output flange 3d. The MG case 1c connected to the rear part of the rear case 1c is mounted with a stator of a motor generator (MG) 300, and the output flange 3d is driven and braked by a control device and a battery (not shown). That is, in the fourth embodiment of “C2-1 11AT”, the front input shafts 3a and 3b of the transmission are directly connected to the prime mover (internal combustion engine) via the hydro damper, and the rear output shaft 3c is a motor generator. (MG) This is a hybrid vehicle (HEV) specification transmission that is directly connected to 300.

<C2-1 9AT (F-1, M-2)>
25 and 26 show the implementation of 9AT using the same FRONT GEAR (front transmission) “F-1” and MAIN GEAR (main transmission) “M-2” as in the fourth embodiment of the C2 type (11AT). It is an example, and “Claim 11” is proved in contrast with both. The only difference in the schematic diagram between FIG. 25 and FIG. 23 is the difference in whether or not the fifth planetary gear train (50) and the fourth brake B4 are arranged. The number of teeth of the first, second, third, and fourth planetary gear trains (20, 30, 40) are all the same, and the number of teeth of 11AT in FIG. 19 and 9AT in FIG. Compared with the case where it is set, it is shown that either is materialized. In FIG. 25, the position indicating each component in the velocity diagram is only the absence of the component “E” indicating the ring gear R5 of the fifth planetary gear train (50) in FIG. Therefore, in the velocity diagram of FRONT GEAR (front transmission mechanism) in FIG. 23, the largest forward speed reduction stage and reverse speed reduction stage created by the component “E” are not shown in FIG. That is, in the speed diagram of the MAIN GEAR (main transmission) in FIG. 25, the first forward speed “1st” and the ninth forward speed “9th” in FIG. 23 are eliminated, and the other speed ratios are exactly the same. As a result, the gear range is 8.76, which is smaller than 14.49 of 11AT in FIG. 23, and the step value from the seventh forward speed “7th” to the ninth forward speed “9th” is slightly increased to 1.22. The traction characteristic of 9AT in FIG. 25 is inferior to that of 11AT in FIG. 23. Rather, 9AT is sufficient for small and medium-sized commercial vehicles. I can say that. The commonality between 9AT and 11AT is a great advantage in reducing the manufacturing cost.

FIG. 26 is a structural diagram conceptually designed as a transmission for a hybrid vehicle (HEV) of a medium and small-sized commercial vehicle, similar to FIG. 24 showing the structure of the 11AT. Is the removal of the fifth planetary gear train (50) and the fourth brake (B4). Naturally, since the fifth planetary gear train (50) is removed, the shaft length is shortened, and the main case 1a and the input shaft 3b are also shortened. Further, only the connecting hub connecting the left side member of the planet carrier P3, which is the output component of the third and fourth planetary gear trains (30, 40), to the connecting shaft 7 is different, and the remaining parts are all 9AT and 11AT. It becomes common.

1, 1a, 1b, 1c Case 2a, 2b Holding member 3a, 3b Input shaft 3c Output shaft 4a-4h Bearing 7 Connection shaft 10, 20, 30, 40, 50 Planetary gear train 100a, 100b Bulkhead 200a Torque converter 200c Hydro damper 300 Motor generator C1, C2, C3 Clutch B1, B2, B3, B4 Brake S1, S2, S3, S4, S5 Sun gear P1, P2, P3, P4, P5 Planet carrier R1, R2, R3, R4, R5 Ring gear OWC1 , OWC2 one-way clutch

Claims (12)

The fourth structure of the main transmission mechanism including the first and second planetary gear trains (10, 20) in which the first, second, third, and fourth components are arranged in order on a common speed diagram. A front transmission mechanism comprising an element that can be braked by a third brake (B3), and that the second component and the input shaft can be connected by a third clutch (C3), and that includes the first component and a plurality of planetary gear trains Are connected by a connecting shaft (7), and the third component is selectively controlled by restricting the rotational speed of any two of the first, second and fourth components. Is a multi-stage transmission that obtains a plurality of shift stages with respect to the input shaft,
In the front transmission mechanism, one component of the third and fourth planetary gear trains (30, 40) including four components is used as an output component of the front transmission mechanism. The two can be connected to the input shaft by the first and second clutches (C1, C2) and can be braked by the first and second brakes (B1, B2).
One component of the fifth planetary gear train (50) composed of three components is connected to the output component of the front transmission mechanism, and one of the other two is connected to the input shaft. Or connected to a component connected to the first clutch (C1) of the third and fourth planetary gear trains (30, 40), and the remaining one can be braked by the fourth brake (B4),
By engaging any two of the first and second clutches (C1, C2) and the first and second brakes (B1, B2), the output component of the front transmission mechanism is the same as the input shaft. A rotational speed, a zero rotational speed, a decelerated rotation of the two types of the input shaft, and a reverse rotational speed of the one type of the input shaft can be selectively obtained, and the fourth brake By further engaging (B4) or by engaging the first clutch (C1) and the fourth brake (B4), it is possible to selectively obtain a different type of reduced speed rotation of the input shaft. Multi-speed transmission that can be used.   The front transmission mechanism includes a plurality of planetary gear trains in which five components A, B, E, C, and D are arranged in order on a common speed diagram, and the components A and D are input. The shaft can be connected by the first and second clutches (C1, C2), the components C, D, and E can be braked by the first, second, and fourth brakes (B1, B2, B4). The component B serving as an output component by selectively engaging any one of the first and second clutches (C1, C2) and the first, second, and fourth brakes (B1, B2, B4) The main transmission mechanism is configured to obtain the same rotational speed as the input shaft, zero rotational speed, three kinds of decelerated rotation of the input shaft, and two kinds of reverse rotational speeds of the input shaft. By selectively engaging the third clutch (C3) and the third brake (B3). The rotational speed of any two of the first, second, and fourth constituent elements of the mechanism is selectively restricted so that the third constituent element obtains the 12th forward speed and the second reverse speed. The multi-stage transmission according to claim 1. The front transmission mechanism includes third and fourth planetary gear trains (30, 40) in which four components A, B, C, and D are arranged in order on a common speed diagram, and a component E. A fifth planetary gear train (50) in which one component of the three components including is connected to the component B, and the remaining one component is connected to the component A. A multi-speed transmission that is capable of obtaining the 12th forward speed and the second reverse speed according to item 2.   The front transmission mechanism includes third and fourth planetary gear trains (30, 40) in which four components A, B, C, and D are arranged in order on a common speed diagram, and a component E. A fifth planetary gear train (50) in which one component of the three components including is connected to the component B, and the remaining one component is connected to the input shaft. The elements A and D and the input shaft can be connected by first and second clutches (C1, C2), and the components C, D, and E are connected to the first, second, and fourth brakes (B1, B2, B4). The above-described configuration that becomes an output component by selectively engaging any one of the first and second clutches (C1, C2) and the first and second brakes (B1, B2). Element B has the same rotational speed as the input shaft, zero rotational speed, and two types of deceleration of the input shaft. And a reverse rotation speed of one kind of the input shaft, and by selectively engaging the fourth brake (B4), a different kind of reduced speed rotation of the input shaft is obtained. Any one of the first, second and fourth components of the main transmission mechanism by selectively engaging the third clutch (C3) and the third brake (B3) of the main transmission mechanism. The multi-speed transmission according to claim 1, wherein the rotation speed of the third component is selectively regulated so that the third component obtains the 11th forward speed and the first reverse speed. The front transmission mechanism includes third and fourth planetary gear trains (30, 40) in which four components A, B, C, and D are arranged in order on a common speed diagram, and a component E. Comprising a fifth planetary gear train (50) in which one component of the three components including is connected to the component C, and the remaining one component is connected to the input shaft. B and the input shaft can be connected by first and second clutches (C1, C2), and the components D, B, and E can be braked by first, second, and fourth brakes (B1, B2, B4). And by selectively engaging any two of the first and second clutches (C1, C2) and the first and second brakes (B1, B2), the component C serving as an output component is , The same rotational speed as the input shaft, zero rotational speed, two kinds of reduced speed rotation of the input shaft, And obtaining a reverse rotation speed of the input shaft, and selectively engaging the fourth brake (B4) to obtain a further reduced rotation of the input shaft. By selectively engaging the third clutch (C3) and the third brake (B3) of the transmission mechanism, the rotational speed of any two of the first, second, and fourth components of the main transmission mechanism is increased. 2. The multi-stage transmission according to claim 1, wherein the third component is selectively regulated to obtain an 11th forward speed and a first reverse speed. An input shaft is arranged at the center of rotation, and the third and fourth planetary gear trains (30, 40) of the front transmission mechanism and the first and second planetary gears of the main transmission mechanism are arranged radially outward of the input shaft. The rows (10, 20) are arranged side by side in the axial direction, and the first and second planetary gear trains (10, 20) of the third and fourth planetary gear trains (30, 40) are arranged on the first side away from the first and second planetary gear trains (10, 20). And second clutches (C1, C2) are connected to the input shafts, respectively, and the third and fourth planetary gear trains (30, 40) of the first and second planetary gear trains (10, 20). A third clutch (C3) is disposed on one side away from the input shaft and connected to the input shaft, and the third and fourth planetary gear trains (30, 40) and the first and second planetary gear trains (10, 20). ) Between the axial directions of the fifth planetary gear train (50), and the fifth planetary gear train (50) is a simple planetary gear. The ring gear (R5), which is the component E of the fifth planetary gear train (50), can be braked by the fourth brake (B4), and the planet carrier (P5) is connected to the third and fourth planetary gear trains ( 30 and 40) connected to the component B or C as the output component and connected to the connecting shaft (7) connected to the first component of the first and second planetary gear trains (10, 20). The forward 12-speed stage according to claim 3, 4 or 5, wherein the sun gear (S5) is connected to the input shaft or the component A of the third and fourth planetary gear trains (30, 40). And a second reverse speed, or a forward 11th speed and a reverse first speed.   Friction members of the first, second and fourth brakes (B1, B2, B4) of the front transmission mechanism are connected to the third, fourth and fifth planetary gear trains (30, 40, 50) of the front transmission mechanism. ) And the first and second clutches (C1, C2) are arranged on the outer side in the radial direction, and the forward 12-speed and the reverse 2 speed, or the forward 11-speed and the reverse 1-speed Multistage transmission to get. The first and second planetary gear trains (10, 20) of the main transmission mechanism are
The first planetary gear train (10, 20) is a simple planetary gear, the ring gear (R2) of the second planetary gear train (20) is the first component, and the ring of the first planetary gear train (10) is used. The gear (R1) and the planet carrier (P2) of the second planetary gear train (20) are connected as a second component, and the planet carrier (P1) of the first planetary gear train (10) is a third component, The sun gears (S1, S2) of the first and second planetary gear trains (10, 20) are connected to form a fourth component,
Alternatively, the first and second planetary gear trains (10, 20) are used as simple planetary gears, and the ring gear (R1) of the first planetary gear train (10) and the sun gear (S2) of the second planetary gear train (20) are used. The first planetary gear train (20) is formed by connecting the planet carriers (P1, P2) of the first and second planetary gear trains (10, 20) to each other as the second component. The ring gear (R2) of the first planetary gear train (10) is the third component, the sun gear (S1) of the first planetary gear train (10) is the fourth component, and the second planetary gear is radially outward of the first planetary gear train (10). Arranged row (20),
Alternatively, the first and second planetary gear trains (10, 20) are simple planetary gears, the sun gear (S2) of the second planetary gear train (20) is the first component, and the first planetary gear train (10) The ring gear (R1) and the planet carrier (P2) of the second planetary gear train (20) are connected to form the second component, and the planet carrier (P1) and the second planetary gear train of the first planetary gear train (10). The ring gear (R2) of (20) is connected as the third component, and the sun gear (S1) of the first planetary gear train (10) is the fourth component.
Alternatively, the first planetary gear train (10) is a double planetary gear, the second planetary gear train (20) is a simple planetary gear, and the ring gear (R) and the planet carrier (P) are shared to form a double planetary gear. The second planetary gear train is a so-called Ravigne planetary gear in which the pinion gear meshing with the ring gear (R) of the first planetary gear train (10) is a long pinion and meshed with the sun gear (S2) of the second planetary gear train (20). The sun gear (S2) of (20) is the first component, the shared planet carrier (P) is the second component, the shared ring gear (R) is the third component, and the first planetary gear train The sun gear (S1) of (10) is the fourth component,
Alternatively, the first planetary gear train (10) is a double planetary gear, the second planetary gear train (20) is a simple planetary gear, and the ring gear (R) and the planet carrier (P) are shared to form a double planetary gear. The first planetary gear train is a so-called Ravigne planetary gear in which the pinion gear meshed with the ring gear (R) of the first planetary gear train (10) is a long pinion and meshed with the sun gear (S2) of the second planetary gear train (20). The sun gear (S1) of (10) is a first component, the shared ring gear (R) is a second component, the shared planet carrier (P) is a third component, and a second planetary gear train The sun gear (S2) of (20) is the fourth component,
Alternatively, the first and second planetary gear trains (10, 20) are simple planetary gears, the sun gear (S2) of the second planetary gear train (20) is the first component, and the first planetary gear train (10) The ring gear (R1) is a second component, and the planet carriers (P1, P2) of the first and second planetary gear trains (10, 20) are connected to form a third component, which is a first planetary gear train. The sun gear (S1) of (10) and the ring gear (R2) of the second planetary gear train (20) are connected to form a fourth component,
A planetary gear train comprising the first, second, third and fourth components according to claim 1, wherein the first and second planetary gear trains (10, 20) are arranged with an input shaft at the center of rotation. ) Is connected to the clutch drum of the third clutch (C3) of the main transmission mechanism, and the input shaft and the second component are connected via the third clutch (C3). The connecting shaft (7) extending from the other side of the first and second planetary gear trains (10, 20) is arranged on the radially outer side of the input shaft and connected to the first component. The fourth component is arranged on the radially outer side of the connecting shaft (7), and the third brake (B3) of the main transmission mechanism is arranged on the other side of the first and second planetary gear trains (10, 20). ) To enable braking and between the third brake (B3) and the third clutch (C3) Mechanical transmission according to claim 1, wherein the to output the third component. The third and fourth planetary gear trains (30, 40) of the front transmission mechanism are
Using the third and fourth planetary gear trains (30, 40) as simple planetary gears, the ring gear (R3) of the third planetary gear train (30) and the sun gear (S4) of the fourth planetary gear train (40) are connected. Component A, and the planet carriers (P3, P4) of the third and fourth planetary gear trains (30, 40) are connected to form component B, and the ring gear (4) of the fourth planetary gear train (40) The fourth planetary gear train (40) is arranged radially outward of the third planetary gear train (30), with R4) being the component C and the sun gear (S3) of the third planetary gear train (30) being the component D. did,
Alternatively, the third and fourth planetary gear trains (30, 40) are simple planetary gears, the ring gear (R4) of the fourth planetary gear train (40) is a component A, and the third planetary gear train (30) The ring gear (R3) and the planet carrier (P4) of the fourth planetary gear train (40) are connected to form the component B, the planet carrier (P3) of the third planetary gear train (30) is the component C, and the first The sun gears (S3, S4) of the third and fourth planetary gear trains (30, 40) are connected to form a component D.
Alternatively, the third planetary gear train (30) is a double planetary gear, the fourth planetary gear train (40) is a simple planetary gear, and the ring gear (R) and the planet carrier (P) are shared to form a double planetary gear. The third planetary gear train is a so-called Ravigne planetary gear in which the pinion gear meshed with the ring gear (R) of the third planetary gear train (30) is a long pinion and meshed with the sun gear (S4) of the fourth planetary gear train (40). The sun gear (S3) of (30) is the component A, the shared ring gear (R) is the component B, the shared planet carrier (P) is the component C, and the fourth planetary gear train (40) The sun gear (S4) as component D
Alternatively, the third and fourth planetary gear trains (30, 40) are simple planetary gears, the sun gear (S3) of the third planetary gear train (30) is the component A, and the ring of the fourth planetary gear train (40). The gear carrier (R4) and the planet carrier (P3) of the third planetary gear train (30) are connected to form a component B, and the planet carrier (P4) of the fourth planetary gear train (40) and the third planetary gear train (30 ) Ring gear (R3) is connected as a component C, and the sun gear (S4) of the fourth planetary gear train (40) is a component D.
A planetary gear train comprising four components A, B, C and D according to claim 3 and 4, wherein the third and fourth planetary gear trains (30 40), the first and second clutches (C1, C2) forming a double clutch sharing a clutch drum in which the input shaft is arranged on one side and the friction member is arranged in the circumferential direction or in the axial direction. The input shaft and the components A and D can be connected via the first and second clutches (C1, C2), and the first and second components C and D are connected to the clutch drum. Brakes (B1, B2) are arranged to enable braking, and the component B is output from the other side of the third and fourth planetary gear trains (30, 40),
The fifth planetary gear train (50) is arranged on the other side of the third and fourth planetary gear trains (30, 40), and the fifth planetary gear train (50) is used as a simple planetary gear. The ring gear (R5) serving as the component E of (50) can be braked by the fourth brake (B4), and the planet carrier (P5) is the output component of the third and fourth planetary gear trains (30, 40). And a connecting shaft (7) connected to the first component of the first and second planetary gear trains (10, 20), and a sun gear (S5) as the input shaft, Alternatively, the 12th forward speed and the second reverse speed, or the 11th forward speed, which are connected to the component A of the third and fourth planetary gear trains (30, 40). A multi-stage transmission that obtains the first reverse speed. The third and fourth planetary gear trains (30, 40) of the front transmission mechanism are
The third planetary gear train (30, 40) is a simple planetary gear, the ring gear (R4) of the fourth planetary gear train (40) is the component A, and the ring gear of the third planetary gear train (30). (R3) and the planet carrier (P4) of the fourth planetary gear train (40) are connected to form a component B, the planet carrier (P3) of the third planetary gear train (30) is a component C, and the third and The sun gears (S3, S4) of the fourth planetary gear train (30, 40) are connected to form a component D.
Alternatively, the third and fourth planetary gear trains (30, 40) are simple planetary gears, the sun gear (S4) of the fourth planetary gear train (40) is the component A, and the ring of the third planetary gear train (30) is used. The gear carrier (R3) and the planet carrier (P4) of the fourth planetary gear train (40) are connected to form a component B, and the planet carrier (P3) of the third planetary gear train (30) and the fourth planetary gear train (40 ) Ring gear (R4) is connected as a component C, and the sun gear (S3) of the third planetary gear train (30) is a component D.
Alternatively, the fourth planetary gear train (40) is a double planetary gear, the third planetary gear train (30) is a simple planetary gear, and the ring gear (R) and the planet carrier (P) are shared to form a double planetary gear. The fourth planetary gear train is a so-called Ravigne planetary gear that is engaged with the sun gear (S3) of the third planetary gear train (30) using the pinion gear meshing with the ring gear (R) of the fourth planetary gear train (40) as a long pinion. The sun gear (S4) of (40) is the component A, the shared ring gear (R) is the component B, the shared planet carrier (P) is the component C, and the third planetary gear train (30) The sun gear (S3) as component D
Alternatively, the third and fourth planetary gear trains (30, 40) are used as simple planetary gears, and the sun gear (S4) of the fourth planetary gear train (40) and the ring gear (R3) of the third planetary gear train (30) are used. Connected as component A, and the planet carriers (P3, P4) of the third and fourth planetary gear trains (30, 40) connected together as component B, the ring of the fourth planetary gear train (40) The gear (R4) is a component C, and the sun gear (S3) of the third planetary gear train (30) is a component D.
A planetary gear train comprising four components A, B, C and D according to claim 5, wherein the third and fourth planetary gear trains (30, 40) are arranged with the input shaft at the center of rotation. The clutches of the first and second clutches (C1, C2) that form a double clutch that shares the input shaft on one side and a clutch drum in which the friction members are arranged in the circumferential direction or in the axial direction. In addition to being connected to the drum, the input shaft and the components A and B can be connected via the first and second clutches (C1, C2), and the first and second brakes ( B1, B2) are arranged to be brakeable, and the component C is output from the other side of the third and fourth planetary gear trains (30, 40),
The fifth planetary gear train (50) is arranged on the other side of the third and fourth planetary gear trains (30, 40), and the fifth planetary gear train (50) is used as a simple planetary gear. The ring gear (R5) serving as the component E of (50) can be braked by the fourth brake (B4), and the planet carrier (P5) is the output component of the third and fourth planetary gear trains (30, 40). And a connecting shaft (7) connected to the first component of the first and second planetary gear trains (10, 20), and a sun gear (S5) as the input shaft. The multi-speed transmission for obtaining 11 forward speeds and 1 reverse speed according to claim 5, which are connected. The components A and D and the input shaft of the third and fourth planetary gear trains (30, 40) in which four components A, B, C and D are arranged in order on a common velocity diagram Can be connected by the first and second clutches (C1, C2), and the components C and D can be braked by the first and second brakes (B1, B2). Alternatively, the components A and B and the components The input shaft can be connected by the first and second clutches (C1, C2), the components D and B can be braked by the first and second brakes (B1, B2), and the first and second clutches ( C1, C2) and any two of the first and second brakes (B1, B2) are selectively engaged, whereby the same rotational speed as the input shaft, zero rotational speed, The decelerating rotation of the input shaft and the reverse rotation speed of one type of the input shaft are obtained. Outputting the formed element B or C, an output component before 置変 speed mechanism,
The fourth component of the first and second planetary gear trains (10, 20) in which the first, second, third, and fourth components are arranged in order on a common velocity diagram is a third brake. The first component of the main transmission mechanism that can be braked at (B3), can connect the second component and the input shaft with a third clutch (C3), and outputs the third component;
By connecting with a connecting shaft (7) and selectively restricting the rotational speed of any two of the first, second and fourth components of the main transmission mechanism, The arrangement of the components in the multi-stage transmission that obtains the first reverse speed,
An input shaft is arranged at the center of rotation, and the third and fourth planetary gear trains (30, 40) of the front transmission mechanism and the first and second planetary gears of the main transmission mechanism are arranged radially outward of the input shaft. The rows (10, 20) are arranged side by side in the axial direction, and the third and fourth planetary gear trains (30, 40) are arranged on the one side away from the first and second planetary gear trains (10, 20). The first and second clutches (C1, C2) are arranged and connected to the input shaft, respectively. The first and second clutches (C1, C2) and the third and fourth planetary gear trains (30, 40) Friction members of the first and second brakes (B1, B2) of the front transmission mechanism are arranged radially outside, and the third and fourth planets of the first and second planetary gear trains (10, 20). The third clutch (C3) is arranged on one side away from the gear train (30, 40) and connected to the input shaft. A third brake (B3) of the main transmission mechanism is arranged between the first and second planetary gear trains (10, 20) and the third and fourth planetary gear trains (30, 40), and the input The connecting shaft (7) for connecting the output component of the front transmission mechanism and the first component of the main transmission mechanism around the shaft is arranged,
Between the axial directions of the third and fourth planetary gear trains (30, 40) and the first and second planetary gear trains (10, 20) of the multi-speed transmission that obtains the ninth forward speed and the first reverse speed. Is provided with a fifth planetary gear train (50), the fifth planetary gear train (50) is used as a simple planetary gear, and a ring gear (R5) serving as a component E of the fifth planetary gear train (50) is provided as a fourth gear. The brake can be braked by the brake (B4), and the planet carrier (P5) is connected to the component B or C serving as the output component of the third and fourth planetary gear trains (30, 40), and the first and first The sun gear (S5) is connected to the input shaft or the third and fourth planetary gear trains (30, 40) and is connected to the connecting shaft (7) connected to the first component of the two planetary gear trains (10, 20). To be connected to component A)
At least the first, second, and third clutches (C1, C2, C3) and the second brake (B2) have commonality with the multi-speed transmission that obtains the ninth forward speed and the first reverse speed. 11. A multi-speed transmission that obtains the forward 12th speed and the reverse 2nd speed, or the forward 11th speed and the reverse 1st speed according to claim 3. A first partition (100a) that separates the front transmission mechanism and the main transmission mechanism is provided at a central portion in the axial direction of a transmission case (1) that is a main housing that houses the front transmission mechanism and the main transmission mechanism. The transmission case (1) is detachably disposed, and the components C of the third and fourth planetary gear trains (30, 40) are braked on the front transmission mechanism side of the first partition (100a). A first brake (B1) and a first one-way clutch (OWC1) are provided, and a fourth component of the first and second planetary gear trains (10, 20) is provided on the main transmission mechanism side of the first partition (100a). The multi-speed transmission for obtaining the ninth forward speed and the first reverse speed according to claim 11, wherein the third brake (B3) and the second one-way clutch (OWC2) are provided.
Instead of the first partition (100a), a second partition (100b) is disposed, and a fifth planetary gear train (50) is disposed on the front transmission mechanism side of the second partition (100b). The first brake (B1) for braking the component C of the third and fourth planetary gear trains (30, 40) is provided on the front transmission mechanism side of the two partition walls (100b), and the fifth planetary gear is provided. A fourth brake (B4) for braking the ring gear (R5) of the row (50) is provided, and the first and second planetary gear trains (10, 20) are provided on the main transmission mechanism side of the second partition wall (100b). The third brake (B3) for braking the fourth component of
12. The forward 12-speed and the reverse 2-speed, or the forward 11 according to claim 11, wherein the transmission case (1) is used in common with the multi-speed transmission that obtains the ninth forward speed and the first reverse speed. A multi-stage transmission that obtains a high speed and a first reverse speed.

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