KR930000496B1 - Auto transmission - Google Patents

Abstract

The gear changer having three additional speed changing ratios on 2-shafts/3-speeds transmission, improves fuel efficiency and accelerating ability, and reduces impact in speed changing. The gear changer having a planetary gear system including a forward sun gear, a one-way clutch, a long pinion and a short pinion at the carrier, an annulus gear, a small sun gear, comprises subsidiary carrier (34) formed on hollow shaft (30) elongated from annulus gear (20); a plurality of pinions (36) on the carrier engaged with inner subsidiary annulus gear (38); wet-type multi-disc clutch (C4) for intermitting between a plurality of pinions (36) and sun gear (40); wet-type multi-disc brake (B3) provided with the gear (40) in transmission case (6), for restricting subsidiary planetary gear system (32).

Description

2-axis 6-speed transmission mechanism for automatic transmission

1 is a power transmission system diagram of a conventional automatic transmission transmission mechanism.

2 is a power transmission system diagram of a two-axis six-speed transmission according to the present invention.

* Explanation of symbols for main parts of the drawings

2: forward sun gear shaft 4: backward sun gear shaft

6: transmission case 8: forward sun gear

10: reverse sun gear 12: planetary gear device

14 carrier 16: short pinion

18: long pinion 20: annulus gear

22: transfer drive gear 32: auxiliary planetary gear device

34: secondary carrier 36: pinion

38: auxiliary annular gear 40: sun gear

42: first gear of the idle shaft 44: second gear of the idle shaft

46: deceleration gear B1: kick-down band brake

B2, B3: Wet multi-plate brake C1: Front clutch

C2: rear clutch C3: one-way clutch

C4: Wet multi-plate clutch D: Differential device

E: Engine T: Torque Converter

P: Pump Impeller R: Turbine

S: Stator X1: Input shaft

X2: Idle axis X3: Drive axle

The present invention relates to a two-axis six-speed transmission mechanism of an automatic transmission for a vehicle, and more particularly, by adding three transmission ratios to an existing two-axis three-speed transmission to improve the fuel economy and acceleration performance of the vehicle and the impact at the time of shifting It relates to a two-axis six-speed transmission mechanism of the vehicle automatic transmission that can reduce the speed.

The transmission increases or decreases the rotational force of the engine according to the change of the driving condition of the vehicle and also has a reverse device for reversing the vehicle.

Such a transmission includes a manual transmission in which a shift operation is directly performed by a driver, and an automatic transmission in which a load applied to an engine is automatically matched.

In general, the automatic transmission of the vehicle according to the driving speed, the load of the engine, the position of the shift lever, and the kick down band brake and the front and rear clutches automatically act to restrain or release the vehicle. It is equipped with a hydraulic shift control device that shifts smoothly.

The hydraulic shift control device supplies a hydraulic pressure generated from an oil pump to a regulator valve, a governor valve, a manual valve, a pressure regulating valve, and the like so that the clutch and the brake are operated to perform the shift.

This hydraulic shift control device is driven by the torque of the torque converter running with the engine.

The torque converter is fixed to the crankshaft of the engine and rotates together when the engine is running, a turbine disposed opposite to the pump impeller and splined to the transmission shaft of the transmission, and interposed between the pump impeller and the turbine so that the oil flow direction It is composed of a stator that changes.

When the pump impeller is rotationally driven by the engine, the oil stored therein is divided into the turbine by centrifugal force to impart rotational force to the turbine and then flow out to the stator.

Again, the oil changes direction in the stator and returns to the pump impeller and presses it in the driving direction. Accordingly, the rotation speed of the pump impeller is accelerated to increase the force applied to the turbine, thus increasing the torque of the turbine.

Since the stator is installed on the fixed shaft with the one-way clutch in between, if the pump impeller is faster than the rotation speed of the turbine, the stator is fixed on the fixed shaft to change the flow of oil.

However, when the speed of the turbine approaches 0.8 of the pump impeller, the flow of oil acts on the back of the stator so that the stator coincides with the direction of rotation of the pump impeller or turbine.

At this time, the torque converter acts as a fluid clutch.

In general, automatic transmissions used in passenger cars use a single Ravigneaux or Simpson planetary gear unit to obtain a three-speed forward / one reverse or four-speed forward / one-speed transmission. It is supposed to be.

However, in recent years, the versatility and enlargement of automobiles are required, and since the continuous high speed operation is performed, the conventional transmission having three forward speeds or four forward speeds lacks the reliability and durability corresponding to the power performance of a high-power engine. However, it is impossible to run with low fuel consumption and low noise.

FIG. 1 is a schematic diagram showing a conventional lavender type transmission mechanism in which shifting is performed by the hydraulic shift control device as described above, and reference numeral X1 denotes an input shaft for driving a torque converter and a pump impeller by receiving rotational force of an engine.

A hollow forward sun gear shaft 2 is inserted into the outer circumference of the input shaft X1, and the input shaft X1 and the forward sun gear shaft 2 are interrupted by the front clutch C1.

In addition, the hollow reverse sun gear shaft 4 inserted into the outer circumference of the forward sun gear shaft 2 is interrupted from the input shaft X1 by the rear clutch C2, and the reverse sun gear shaft 4 A kick down band brake B1 is provided to control the rotation of the reverse sun gear shaft 4 to the inner shaft surface of the transmission case 6 corresponding to the outer circumference.

On one side of the forward sun gear shaft 2 and the reverse sun gear shaft 4, the forward sun gear 8 and the reverse sun gear 10 are provided.

The forward sun gear 8 included in the planetary gear device 12 is connected to the long pinion 18 so as to transmit power via the short pinion 16 equally disposed at 120 degrees by the carrier 14. do.

The reverse sun gear 10 is toothed directly to the long pinion 18, and the long pinion 18 is toothed to the inner surface of the annular gear 20.

The carrier 14 for interconnecting the short pinion 16 and the long pinion 18 described above is wetted with one side connected to the one-way clutch C3 and disposed on the inner side of the transmission case 6. Constrained control by the multi-plate brake B2.

The annular gear 20 is integrally formed with a transfer drive gear 22 which is geared to the controller gear 24 of the idle shaft X2.

In addition, the second gear 26 provided on the other side of the idle shaft X2 is connected to the differential device D via the longitudinal reduction gear 28 to drive the drive axle X3.

In the conventional transmission mechanism configured as described above, when the rotational force of the engine is transmitted to the input shaft (X1) through the torque converter, the valve body (not shown) is controlled by the oil pressure of the oil pump, and according to the position of the shift lever, the front and rear clutch (C1) (C2) and the kickness zand brake (B1) and the wet multi-plate brake (B2) are selectively operated so that the predetermined shifting power is transmitted to the differential device (D) to drive the driving axle (X3). The operation of the stage is described in detail as follows.

[P (parking) range and N (neutral) range]

All clutches C1 and C2 and brakes B1 and B2 are disengaged so that the rotational force of the input shaft X1 is not transmitted to the drive axle X3.

Therefore, the driving axle X3 is not driven at this position, and thus the vehicle is in a stopped state.

Especially. In the P range, a separate locking device installed in the transmission works together to restrain the rotation of the wheels.

[D (driving) range 1 speed]

Only the front clutch C1 is operated to transmit the rotational force of the input shaft X1 to the forward sun gear shaft 2 so that the forward sun gear 8 is driven continuously.

The short pinion 16 is driven by the forward sun gear 8 to rotate the carrier 14, but the carrier 14 rotation direction at this time becomes a direction constrained by the one-way clutch C3, so only the forward sun is applied. Rotation of the gear 8 merely drives the long pinion 18 via the short pinion 16.

Again the rotation of the long pinion 18 is transmitted to the transfer drive gear 22 via the annular gear 20 so that it is driven to rotate, resulting in the rotational speed / transfer drive gear 22 of the input shaft X1. The rotation speed of) is a gear ratio, and in practice, it is about 2.846.

In this way, the rotation of the shift transfer drive gear 22 is transmitted to the first gear 24 of the idle shaft X2 to drive the differential device D through the second gear 26 to rotate the drive axle X3. do.

[D-range 2 speed]

Since only the front clutch (C1) and the kick next band brake (B1) operate at the same time, the rotational force of the input shaft (X1) is transmitted to the forward sun gear (8) and rotates in the clockwise direction, so the long pinion is interposed through the short pinion (16). On 18 power transmission is achieved. On the other hand, since the reverse sun gear shaft 4 is constrained by the kick-down band brake B1, the long pinion 18 is a planetary gear movement on the reverse sun gear 10, thus supporting the carrier. Reference numeral 14 is an orbital motion in the direction released from the one-way clutch C3.

By the orbiting motion of the long pinion 18, the annular gear 20 rotates faster than the first speed to obtain a second speed ratio of 1.581.

[D range 3 speed]

Since only the front and rear clutches C1 and C2 operate simultaneously, the rotational force of the input shaft X1 is transmitted to both the forward sun gear shaft 2 and the reverse sun gear shaft 4 so that the forward sun gear 8 and the reverse sun gear ( 10) is driven in the same direction.

As a result, between the short pinion 16 and the long pinion 18, the gear is not locked, and the entire planetary gear device 12 rotates as one, so the rotation speed of the transfer drive gear 22 is changed to the input shaft X1. Is equal to the number of revolutions. Therefore, the gear ratio is 1.0.

[2 range 1,2 speed]

2 ranges are automatically shifted to only 1↔ 2 speeds and do not cross over to 3 speeds so that downhills with long slopes that are not too steep, or when driving on roads with large ice or curves As a range to achieve this, it appears with the same shifting action as the 1,2 speed of the D range.

[L range]

The L range is a range that achieves the effect of the engine brake so that when driving down a steep downhill road, or a steep curve continuous slope, the engine can be safely driven.

Only the front clutch C1 and the wet multi-plate brake B2 are operated so that the rotation of the input shaft X1 is transmitted to the forward sun gear shaft 2. On the other hand, since the wet multi-plate brake B2 restrains the carrier 14, the inertial energy of the vehicle is driven by the drive shaft X3, the planetary gear device 12, the forward sun gear 8, the forward sun gear shaft 2, And by being transmitted to the engine along the path of the D range 1 speed leading to the input shaft (X1), the effect of the engine brake can be applied to the drive shaft (X3).

[R (reverse) range]

In the R range, only the rear clutch C2 and the wet multi-plate brake B2 are operated so that the rotational force of the input shaft X1 is transmitted to the reverse sun gear 10 through the reverse sun gear shaft 4, and the wet multi-plate brake B2 is applied. Since the pinion 18 is fixed to the carrier 14, the pinion 18 is driven to rotate the annulus gear 20 while rotating.

Therefore, the rotation direction of the transfer drive gear 22 connected to the annular gear 20 is changed.

Table 1 shows the operation of clutches and brakes operated in the above ranges and shift stages.

TABLE 1

As described above, the two-axis three-speed transmission mechanism has a structure in which only a forward three-speed transmission ratio can be obtained. Therefore, when applied to a medium-sized vehicle or more, there are limitations in fuel economy, acceleration performance, and runability.

The object of the present invention is to improve fuel economy and acceleration performance by adding a new shift stage between the conventional 1, 2 and 3 shift stages by a simple structure of adding a planetary gear device to obtain a 6-speed shift stage. It is to provide a two-axis six-speed transmission mechanism of the automatic transmission for vehicles that can reduce the transmission shock.

In order to achieve the above object, the present invention provides a short pinion and a long pinion and an annular gear of a carrier whose rotational force of the input shaft is constrained by the forward sun gear shaft and the one-way clutch by the operation of the front clutch. It is transmitted to a small sun gear via the first shift state, and in this first shift state, the kick-down band brake restrains the reverse sun gear axis and causes the carrier to revolve so as to rotate the long pinion on the forward sun gear. The rotational speeds are combined to transfer the small sun gear to the second gear shift, and the front and rear clutches are operated simultaneously so that the rotational force of the input shaft is transmitted to the forward and backward sun gear shafts, thereby connecting the gears between the short pinion and the long pinion of the carrier. A transmission mechanism comprising a planetary gear device for locking and bringing it into a third shift state with a gear ratio of 1.0, The auxiliary carrier is formed on the hollow shaft extending from the center of the annular gear, and a plurality of pinions are equally arranged on the outer circumference of the auxiliary carrier to connect the teeth with the inner main gear of the auxiliary annular gear, and also by the multi-plate clutch. Auxiliary planetary gear which connects the plurality of pinions to the outer circumference of the sun gear intermittent with the annular gear and allows the sun gear to be restrained by a wet multi-plate brake installed on the inner side of the transmission case. It is characterized by having a device.

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

2 is a power transmission system diagram of the two-axis six-speed transmission mechanism of the present invention, the same reference numerals are assigned to the same parts as those of the first embodiment.

The pump impeller P of the torque converter T is driven by the engine E, and the pump impeller P causes the turbine R to rotate by circulating oil, and the rotational force of the turbine R is input shaft. It will drive (X1).

Also in the torque converter T to which the present invention is applied, the oil pressure driving the turbine R is diverted by the stator S to exhaust the pump impeller P. FIG.

The hollow forward sun gear shaft 2 is inserted into the input shaft X1 so as to be operated individually, and the two shafts X1 and 2 are interrupted by the front clutch C1.

In addition, a hollow reverse sun gear shaft 4 is also inserted into the outer periphery of the forward sun gear shaft 2 so that the reverse sun gear shaft 4 is intermittently interlocked with the input shaft X1 by the rear clutch C2. In addition, the outer circumferential surface of the reverse sun gear shaft 4 may be restrained by the kick-down band brake B1 installed on the inner surface of the transmission case 6.

The forward sun gear shaft 2 holds the forward sun gear 8, and likewise the reverse sun gear shaft 4 holds the reverse sun gear 10, and both sun gears 8, 10 are It is included in the planetary gear device 12.

The forward sun gear 8 is tooth-connected with three short pinions 16 equally arranged by the carrier 14, and these short pinions 16 are again interposed with the long pinion 18. It is geared to the annular gear 20.

On the other hand, the reverse sun gear 10 is directly geared with the long pinion 18 is to transmit power.

The carrier 14 supporting the short pinion 16 can rotate only in a predetermined direction by the one-way clutch C3, and a wet multi-plate brake fixedly fixed to the inside of the transmission case 6 on the outer circumference thereof. B2) can be installed to restrain it from rotating.

The annular gear 20 has a hollow shaft 30 is extended to the boss portion to transmit rotational force to the auxiliary planetary gear device 32.

The hollow shaft 30 in the auxiliary planetary gear device 32 forms an auxiliary carrier 34, and a plurality of pinions 36 are equally arranged in the auxiliary carrier 34. As shown in FIG.

In addition, the pinion 36 meshes with the inner peripheral gear of the auxiliary annular gear 38 and is connected to the sun gear 40 positioned at the center thereof.

The sun gear 40 receives power from the annular gear 20 of the planetary gear device 12 via the wet multi-plate clutch C4, and is a wet multi-plate fixed to the transmission case 6. The rotation may be impossible by the brake B3.

In this embodiment, the wet multi-plate brake B3 can be replaced with a drum-type band brake to obtain the same effect.

The outer gear of the auxiliary annular gear 38 is engaged with the first gear 42 of the idle shaft X2, and the second gear 44 coaxially disposed with the first gear 42 is a differential device. The gear is connected to the longitudinal reduction gear 46 of (D) to allow power transmission.

The two-axis six-speed transmission mechanism of the present invention configured as described above obtains the shifting effect of the first, third, fifth, P, R, N and 2 and L ranges from the planetary gear device 12, and again the auxiliary planetary gear device 32 ), The above 1, 3, 5 speed is increased to obtain a shift effect of 2, 4, 6 speed.

[D range 1 speed (same as conventional D range 1 speed)]

Only the front clutch C1 is operated so that the rotational force of the input shaft X1 is transmitted to the forward sun gear shaft 2 so that the forward sun gear 8 is driven continuously.

The short pinion 16 is driven by the forward sun gear 8 to rotate the carrier 14, but the carrier 14 rotation direction at this time becomes a direction constrained by the one-way clutch C3, so only the forward sun is applied. Rotation of the gear 8 merely drives the long pinion 18 via the short pinion 16.

Again, the annular gear 20 is driven by the rotation of the long pinion 18. In this state, the wet multi-plate clutch C4 is operated to allow the auxiliary carrier 34 and the sun to be driven by the annular gear 20. Let the gears 40 rotate together.

The simultaneous rotation of the auxiliary carrier 34 and the sun gear 40 prevents the pinion 36 of the auxiliary planetary gear device 32 from gearing between the auxiliary annular gear 38 and the sun gear 40. As a result, the auxiliary carrier 34, the sun gear 40 and the auxiliary annular gear 38 are rotated integrally, so that the first gear 42 of the idle shaft X2 and the auxiliary annular gear 38 are rotated integrally. The output transmitted to the reduction gear 46 via the second gear 44 is in a shifting state as in the conventional D range 1 speed.

[D range 2 speed]

Only the front clutch C1 is operated so that the rotational force of the input shaft X1 is at a predetermined speed ratio via the forward sun gear shaft 2, the forward sun gear 8, the short pinion 16, and the long pinion 18. In the above D-rasin 1 speed shift state in which the annular gear 20 is driven to rotate, the wet multi-plate brake B3 is operated to restrain the sun gear 40.

On the other hand, since the rotational force of the annular gear 20 is transmitted to the auxiliary carrier 34 via the hollow shaft 30 and driven to rotate the pinion 36, the pinion 36 rides on the outer circumference of the stationary sun gear 40. You're geared up.

By the planetary gear movement performed by the pinion 36, the auxiliary annular gear 38 is driven by a two-speed transmission ratio that is increased by one speed than the speed of the auxiliary carrier 34 and the pinion 36. The increased rotational force is transmitted to the reduction gear 42 via the first gear 42 and the second gear 44 of the idle shaft X2 to drive the vehicle in the second speed shift state.

[D range 3 speeds (same as conventional D range 2 speeds)]

Since only the front clutch (C1) and the kick-down band brake (B1) operate at the same time, the rotational force of the input shaft (X1) is transmitted to the forward sun gear (8) and rotates clockwise, so that the long pinion is interposed through the short pinion (16). On 18 power transmission is achieved. On the other hand, since the reverse sun gear shaft 4 is constrained by the kick-down band brake B1, the long pinion 18 is a planetary gear movement on the reverse sun gear 10, thus supporting the carrier. Reference numeral 14 is an orbital motion in the direction released from the one-way clutch C3.

By the orbiting motion of the long pinion 18, the annular gear 20 follows the same speed ratio as in the conventional D range 2 speed. At this time, the wet multi-plate clutch C4 operates to follow the annular gear 20 so that the auxiliary carrier 34 and the sun gear 40 rotate together.

The simultaneous rotation of the auxiliary carrier 34 and the sun gear 40 prevents the pinion 36 of the auxiliary planetary gear device 32 from gearing between the auxiliary annular gear 38 and the sun gear 40. As a result, the auxiliary carrier 34, the sun gear 40 and the auxiliary annular gear 38 are rotated integrally, so that the first gear 42 of the idle shaft X2 and The output transmitted to the reduction gear 46 via the second gear 44 is in a shifting state as in the conventional D range second speed.

[D range four speed]

Only the front clutch C1 and the kick-down band brake B1 are actuated so that the rotational force of the input shaft X1 is transmitted to the forward sun gear 8, the short pinion 16 and the long pinion 18, where the reverse As the sun gear shaft 4 is constrained by the kick-down band brake B1, the long pinion 18 and the carrier 14 are driven together to drive the annular gear 20 at a predetermined speed ratio. In the D range 2 speed shifting state, the wet multi-plate brake B3 is operated to restrain the sun gear 40.

On the other hand, since the rotational force of the annular gear 20 is transmitted to the auxiliary carrier 34 via the hollow shaft 30 and driven to rotate the pinion 36, the pinion 36 rides on the outer circumference of the stationary sun gear 40. As a result, the auxiliary annular gear 38 is rotated at a speed ratio of four speeds increased to three speeds by combining the rotational speeds of the auxiliary carrier 34 and the pinion 36.

[D range 5 speeds (same as conventional D range 3 speeds)]

Since only the front and rear clutches C1 and C2 operate simultaneously, the rotational force of the input shaft X1 is transmitted to both the forward sun gear shaft 2 and the reverse sun gear shaft 4 so that the forward sun gear 8 and the reverse sun gear ( 10) is driven in the same direction.

Accordingly, between the short pinion 16 and the long pinion 18 is in a locked state in which gear movement is impossible, and since the entire planetary gear device 12 rotates as one, the rotational speed of the auxiliary annular gear 32 is increased. It becomes equal to the rotation speed of (X1), and it becomes a shift state similar to the conventional D range 3 speed.

[D-range 6 speed]

Only the front and rear clutches C1 and C2 are operated at the same time so that the rotational force of the input shaft X1 is driven to rotate the forward sun gear 8 and the reverse sun gear 10 in the same direction so that the short pinion 16 of the carrier 14 is rotated. ) And the long pinion (18) become a locked state in which gear movement is impossible, and the wet multi-plate brake (B3) is operated in the D-range 5-speed shift state in which the entire planetary gear device 12 rotates as one. 40 will be restrained.

On the other hand, since the rotational force of the annular gear 20 is transmitted to the auxiliary carrier 34 via the hollow shaft 30 and driven to rotate the pinion 36, the pinion 36 rides on the outer circumference of the stationary sun gear 40. As a result, the auxiliary annular gear 38 is driven by a six-speed transmission ratio that is increased by five speeds by combining the rotational speeds of the auxiliary carrier 34 and the pinion 36.

[2 Rainy 1,2 Small]

The same shifting action as that of the 1st and 3rd speeds of the above-mentioned D range is shown.

[L range]

Only the front clutch C1, the wet multi-plate brake B2, and the wet multi-plate clutch C4 are operated so that the rotation of the input shaft X1 is transmitted to the forward sun gear shaft 2, at which time the carrier 14 is restrained. And the inertia energy of the vehicle is driven between the drive shaft (X3), the idle shaft (X2), and both the gears (44) and (42) and the auxiliary planets because of the power connection between the annular gear (20) and the sun gear (40). The engine brake is transmitted to the engine along the reverse path of the D lane 1 through the gear device 32 and the planetary gear device 12 and the forward sun gear 8 to the input shaft X1. ) Can be applied.

[R (reverse) range]

In the R range, only the rear clutch (C2), the wet multi-plate brake (B2), and the wet multi-plate clutch (C4) operate so that the rotational force of the input shaft (X1) is transmitted to the reverse sun gear (10) through the reverse sun gear shaft (4). Since the wet multi-plate brake B2 fixes the carrier 14, the long pinion 18 is driven to rotate the annular gear 20 while rotating.

Therefore, the sun gear 40, which is powered by the wet multi-plate clutch C4 and the annular gear 20, rotates together with the auxiliary carrier 30 extending from the annular gear 20. The planetary gear device 32 is driven to rotate the drive shaft (X3) in the reverse direction.

In the present invention described above summarized the operation of the clutch and the brake operated in each range and the shift stage is shown in Table 2.

TABLE 2

※ ○ Indicates button operation

As described above, the present invention provides a conventional first, second, and third speed by additionally installing an auxiliary planetary gear device and allowing power transmission between the planetary gear device and the auxiliary planetary gear device to be controlled by the wet multi-plate brake and the wet multi-plate clutch. It is designed to increase the speed ratio of 6 speeds by increasing the speed ratio to a certain speed ratio, so the structure is simple and can be applied regardless of the vehicle type. Also, it has the advantage of reducing the impact at the time of shifting, improving fuel efficiency and acceleration performance. It can be used suitably for the transmission mechanism for the automatic transmission of a vehicle, such as a van type vehicle, which requires a multiple speed ratio.

Claims (4)

By the operation of the front clutch, the rotational force of the input shaft is transmitted to the small sun gear through the forward sun gear of the forward sun gear shaft, the short pinion and the long pinion of the carrier constrained by the one-way clutch, and the annular gear. In this first shifting state, the kick-down band brake restrains the reverse sun gear shaft to allow the carrier to be processed so that the rotation speed of the long pinion is added to the forward sun gear and transmitted to the small sun gear, thereby transferring the second shift state. In addition, the front and rear clutches are operated simultaneously so that the rotational force of the input shaft is transmitted to the forward reverse sun gear shaft so that the gear connection between the short pinion and the long pinion of the carrier is locked to the third shift state with a gear ratio of 1.0. A transmission mechanism including a planetary gear device, comprising: a hollow extending from the center of the annular gear 20; The auxiliary carrier 34 is formed on the 30, and the plurality of pinions 36 are equally arranged on the outer circumference of the auxiliary carrier 34 so as to tooth-connect the inner main gear of the auxiliary annular gear 38. The sun gear 40 is connected to the plurality of pinions 36 at the outer circumference of the sun gear 40 intermittent with the annular gear 20 by the wet multi-plate clutch C4. A two-axis six-speed transmission mechanism for an automatic transmission for a vehicle, characterized in that it has an auxiliary planetary gear device (32) that can be restrained by a wet multi-plate brake (B3) installed on the inner side of the transmission case (6). 2. The auxiliary planetary gear device 32 is locked by the wet multi-plate clutch C4 at the time of 1, 2 and 3 speed shifting so as to rotate integrally with the annular gear 20 of the planetary gear device 12. A two-axis six-speed transmission mechanism of an automatic transmission for a vehicle, characterized in that the configuration. 2. The gear ratio of claim 1, wherein the gear ratios of the 2, 4 and 6 speeds are controlled by the wet multi-plate brakes B3 of the sun gear 40 of the auxiliary planetary gear device 32 in each state in which the gear ratios of 1, 3 and 5 speeds are output. The pinion 36 restrained and supported by the auxiliary carrier 34 is configured to appear as the planetary gear moves along the outer circumference of the sun gear 40. . 2. The two-axis six-speed transmission mechanism of an automatic transmission for a vehicle according to claim 1, wherein the wet multi-plate brake B3 is a band brake.

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