WO2015108006A1 - Multistage transmission - Google Patents

Multistage transmission Download PDF

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WO2015108006A1
WO2015108006A1 PCT/JP2015/050569 JP2015050569W WO2015108006A1 WO 2015108006 A1 WO2015108006 A1 WO 2015108006A1 JP 2015050569 W JP2015050569 W JP 2015050569W WO 2015108006 A1 WO2015108006 A1 WO 2015108006A1
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Prior art keywords
gear
planetary gear
engagement
rotating element
speed
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PCT/JP2015/050569
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French (fr)
Japanese (ja)
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貴義 加藤
森本　隆
青木　敏彦
加藤　博
糟谷　悟
宮崎　光史
森瀬　勝
慎司 大板
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アイシン・エィ・ダブリュ株式会社
トヨタ自動車株式会社
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Publication of WO2015108006A1 publication Critical patent/WO2015108006A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F16H3/666—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with compound planetary gear units, e.g. two intermeshing orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0069—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising ten forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2012—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with four sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2046—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with six engaging means

Definitions

  • the oil pump 17 includes a pump assembly including a pump body and a pump cover, an external gear (inner rotor) connected to the pump impeller 14p of the starting device 12, an internal gear (outer rotor) meshed with the external gear, and the like. It is comprised as a gear pump having.
  • the oil pump 17 is driven by power from the engine, sucks hydraulic oil (ATF) stored in an oil pan (not shown), and pumps it to a hydraulic control device (not shown).
  • ATF hydraulic oil
  • At least one of the clutches C1 to C4 and the brakes B1 and B2 may be a meshing engagement element such as a dog clutch or a dog brake.
  • the clutch C4 that is continuously engaged when forming the second forward speed to the eighth forward speed, or continuously when forming the fourth forward speed from the first forward speed.
  • a dog clutch or a dog brake may be employed as the brake B1 that is engaged when the reverse gear is formed.
  • the gear ratios ⁇ 1 to ⁇ 4 in the first to fourth planetary gears 21 to 24 are not limited to those exemplified in the above description.
  • the multi-stage transmission according to the present invention is a multi-stage transmission that shifts the power transmitted to the input member and transmits it to the output member.
  • a first planetary gear having a rotation element and a third rotation element; a fourth planetary gear having a fourth rotation element, a fifth rotation element and a sixth rotation element arranged in order according to the gear ratio; a third planetary gear;
  • a compound planetary gear configured by a fourth planetary gear and having a seventh rotating element, an eighth rotating element, a ninth rotating element, and a tenth rotating element arranged in order according to the gear ratio of the third and fourth planetary gears
  • First, second, and third mechanisms that connect any one of the rotating elements of the mechanism and the first and second planetary gears and the compound planetary gear mechanism to the other rotating elements or stationary members, respectively, and release the connection between them.
  • the forward speed and the reverse speed from the first speed to the tenth speed are formed by engaging the first to sixth engaging elements as follows. Can do. That is, the forward first speed is formed by engaging the second engagement element, the fifth engagement element, and the sixth engagement element. Further, the second forward speed is formed by engaging the fourth engagement element, the fifth engagement element, and the sixth engagement element. Further, the third forward speed is formed by engaging the second engagement element, the fourth engagement element, and the fifth engagement element. Further, the fourth forward speed is formed by engaging the third engagement element, the fourth engagement element, and the fifth engagement element. Further, the fifth forward speed is formed by engaging the second engagement element, the fourth engagement element, and the sixth engagement element.
  • the compound planetary gear mechanism can rotate and revolve a pair of two pinion gears that mesh with the third sun gear and the third ring gear, one meshing with the third sun gear and the other meshing with the third ring gear.
  • a double pinion type third planetary gear having a plurality of third carriers to be held, a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears meshed with the fourth sun gear and the fourth ring gear, respectively.
  • the fourth planetary gear of a single pinion type having a fourth carrier that can be freely and revolved, and the seventh rotation element includes the third carrier and the fourth sun gear that are always connected.
  • the eighth rotating element may be the third ring gear, and the ninth rotating element may be
  • the third may be a sun gear and the fourth carrier, the tenth rotary element may be a fourth ring gear.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

An automatic transmission (20) includes: a compound planetary gear mechanism (25) configured by combining a single-pinion first planetary gear (21), a single-pinion second planetary gear (22), a double-pinion third planetary gear (23), and a single-pinion fourth planetary gear (24); four clutches (C1-C4); and two brakes (B1, B2). Of the clutches (C1-C4) and the brakes (B1, B2), any three are engaged while the other three are released, whereby first through tenth speed stages, as well as a reverse stage, are formed.

Description

多段変速機Multi-speed transmission
　本発明は、車両の原動機から入力部材に伝達された動力を変速して出力部材に伝達する多段変速機に関する。 The present invention relates to a multi-stage transmission that shifts power transmitted from a motor of a vehicle to an input member and transmits it to an output member.
　従来、この種の多段変速機として、４つのシングルピニオン式の遊星歯車と、４つのクラッチと、２つのブレーキとを含み、第１速段から第１０速段までの前進段と後進段とを提供するものが知られている（例えば、特許文献１参照）。このような多段変速機では、スプレッド（ギヤ比幅＝最低変速段のギヤ比／最高変速段のギヤ比）を大きくするほど、動力の伝達効率すなわち多段変速機が搭載される車両の燃費等や、ドライバビリティすなわち車両の加速性能等をより向上させることができる。 Conventionally, this type of multi-speed transmission includes four single pinion planetary gears, four clutches, and two brakes, and includes forward and reverse speeds from the first speed to the tenth speed. What is provided is known (see, for example, Patent Document 1). In such a multi-stage transmission, as the spread (gear ratio width = gear ratio of the lowest speed stage / gear ratio of the highest speed stage) is increased, the power transmission efficiency, that is, the fuel consumption of the vehicle on which the multi-stage transmission is mounted, etc. In addition, drivability, that is, acceleration performance of the vehicle can be further improved.
米国特許出願公開第２０１２／０２３１９１７号明細書US Patent Application Publication No. 2012/0231917
　しかしながら、特許文献１に記載された多段変速機では、最低変速段のギヤ比が４．６００であり、かつ最高変速段のギヤ比が０．６３８である場合、スプレッドが７．２１となり、最低変速段のギヤ比が４．８５０であり、かつ最高変速段のギヤ比が０．６１６である場合、スプレッドが７．８９となることから、同文献に記載された多段変速機は、車両の燃費やドライバビリティの向上を図るという面で、なお改善の余地を有している。また、特許文献１に記載された多段変速機では、前進第２速段から第６速段および前進第８速段から第１０速段の形成に際して、第１遊星歯車（符号１４）のリングギヤが常に高い回転速度で回転することから、当該リングギヤの回転時のイナーシャが大きくなってしまう。このため、第１遊星歯車のリングギヤに対応したブレーキやクラッチの係合に時間を要したり（変速時間が長くなったり）、当該ブレーキ等の係合を伴う変速時にショックが発生してしまったり、当該リングギヤおよびそれに接続される連結部材（符号５０等）の強度確保に伴う寸法（厚み等）すなわち重量の増加や装置全体の大型化を招いてしまったりするおそれがある。 However, in the multi-stage transmission described in Patent Document 1, when the gear ratio of the lowest gear is 4.600 and the gear ratio of the highest gear is 0.638, the spread is 7.21 and the lowest When the gear ratio of the gear stage is 4.850 and the gear ratio of the highest gear stage is 0.616, the spread is 7.89. There is still room for improvement in terms of improving fuel economy and drivability. Further, in the multi-stage transmission described in Patent Document 1, the ring gear of the first planetary gear (reference numeral 14) is used when the forward second speed to the sixth speed and the forward eighth speed to the tenth speed are formed. Since it always rotates at a high rotational speed, the inertia when the ring gear rotates is increased. For this reason, it takes time to engage the brake or clutch corresponding to the ring gear of the first planetary gear (the shift time becomes longer), or a shock may occur at the time of a shift involving the engagement of the brake or the like. In addition, there is a risk of increasing the size (thickness) associated with securing the strength of the ring gear and the connecting member (reference numeral 50, etc.) connected thereto, that is, increasing the weight and increasing the size of the entire apparatus.
　そこで、本発明は、多段変速機が搭載される車両の燃費、ドライバビリティおよび変速性能を向上させると共に、多段変速機を軽量コンパクト化することを主目的とする。 Therefore, the main object of the present invention is to improve the fuel efficiency, drivability and shift performance of a vehicle equipped with a multi-stage transmission, and to make the multi-stage transmission lightweight and compact.
　本発明による多段変速機は、
　入力部材に伝達された動力を変速して出力部材に伝達する多段変速機において、
　ギヤ比に応じて順番に並ぶ第１回転要素、第２回転要素および第３回転要素を有する第１遊星歯車と、
　ギヤ比に応じて順番に並ぶ第４回転要素、第５回転要素および第６回転要素を有する第２遊星歯車と、
　第３遊星歯車および第４遊星歯車により構成され、前記第３および第４遊星歯車のギヤ比に応じて順番に並ぶ第７回転要素、第８回転要素、第９回転要素、および第１０回転要素を有する複合遊星歯車機構と、
　それぞれ前記第１および第２遊星歯車並びに前記複合遊星歯車機構の回転要素の何れかを他の回転要素または静止部材に接続すると共に両者の接続を解除する第１、第２、第３、第４、第５および第６係合要素とを備え、
　前記第１遊星歯車の前記第１回転要素は、前記入力部材に常時連結され、
　前記第１遊星歯車の前記第２回転要素は、前記出力部材に常時連結され、
　前記第１遊星歯車の前記第３回転要素と前記複合遊星歯車機構の前記第８回転要素とは常時連結され、
　前記第２遊星歯車の前記第６回転要素と前記複合遊星歯車機構の前記第９回転要素とは常時連結され、
　前記第１係合要素は、前記第２遊星歯車の前記第５回転要素と、前記入力部材とを互いに接続すると共に、両者の接続を解除し、
　前記第２係合要素は、前記第１遊星歯車の前記第２回転要素と、前記複合遊星歯車機構の前記第１０回転要素とを互いに接続すると共に、両者の接続を解除し、
　前記第３係合要素は、前記複合遊星歯車機構の前記第１０回転要素と、前記入力部材とを互いに接続すると共に、両者の接続を解除し、
　前記第４係合要素は、前記第２遊星歯車の前記第５回転要素と、前記複合遊星歯車機構の前記第７回転要素とを互いに接続すると共に、両者の接続を解除し、
　前記第５係合要素は、前記第２遊星歯車の前記第５回転要素を前記静止部材に接続して回転不能に固定すると共に、両者の接続を解除し、
　前記第６係合要素は、前記第２遊星歯車の前記第４回転要素を前記静止部材に接続して回転不能に固定すると共に、両者の接続を解除し、
　前記第１、第２、第３、第４、第５および第６係合要素のうちの何れか３つを選択的に係合させることにより、第１速段から第１０速段までの前進段と後進段とを形成することを特徴とする。 The multi-stage transmission according to the present invention is
In a multi-stage transmission that shifts the power transmitted to the input member and transmits it to the output member,
A first planetary gear having a first rotating element, a second rotating element, and a third rotating element arranged in order according to the gear ratio;
A second planetary gear having a fourth rotating element, a fifth rotating element and a sixth rotating element arranged in order according to the gear ratio;
A seventh rotating element, an eighth rotating element, a ninth rotating element, and a tenth rotating element that are constituted by a third planetary gear and a fourth planetary gear and are arranged in order according to the gear ratio of the third and fourth planetary gears. A compound planetary gear mechanism having
The first, second, third, and fourth of the first and second planetary gears and the rotating elements of the compound planetary gear mechanism are connected to other rotating elements or stationary members, respectively, and the connection between them is released. And fifth and sixth engaging elements,
The first rotating element of the first planetary gear is always connected to the input member;
The second rotating element of the first planetary gear is always connected to the output member;
The third rotating element of the first planetary gear and the eighth rotating element of the compound planetary gear mechanism are always connected,
The sixth rotating element of the second planetary gear and the ninth rotating element of the compound planetary gear mechanism are always connected,
The first engagement element connects the fifth rotation element of the second planetary gear and the input member to each other, and releases the connection between them.
The second engaging element connects the second rotating element of the first planetary gear and the tenth rotating element of the compound planetary gear mechanism to each other, and releases the connection between them.
The third engagement element connects the tenth rotation element of the compound planetary gear mechanism and the input member to each other, and releases the connection between them.
The fourth engaging element connects the fifth rotating element of the second planetary gear and the seventh rotating element of the compound planetary gear mechanism to each other, and releases the connection between them.
The fifth engaging element connects the fifth rotating element of the second planetary gear to the stationary member and fixes the non-rotatable, and releases the connection between the two,
The sixth engaging element connects the fourth rotating element of the second planetary gear to the stationary member and fixes the non-rotatable, and releases the connection between the two,
Advancement from the first speed to the tenth speed by selectively engaging any three of the first, second, third, fourth, fifth and sixth engagement elements A step and a reverse step are formed.
　このように構成される多段変速機では、スプレッドをより大きくして多段変速機が搭載される車両の燃費を向上させると共に、更に低速段の変速比をより大きくすると共に高速段の変速比をより小さくしてドライバビリティすなわち車両の加速性能等をより向上させることができる。また、この多段変速機では、第１、第２、第３および第４遊星歯車としてリングギヤを含む遊星歯車を用いた場合に、第１速段から第１０速段までの前進段および後進段の形成時にリングギヤが高い回転速度で回転しないようにして、リングギヤの回転時のイナーシャが大きくなるのを抑制することが可能となる。これにより、当該リングギヤに対応した係合要素の係合に要する時間を短縮化すると共に、当該係合要素の係合を伴う変速時のショックの発生や、上記リングギヤおよびそれに接続される連結要素等の強度確保に伴う寸法（厚み等）すなわち重量の増加や装置全体の大型化を抑制することができる。この結果、本発明による多段変速機では、当該多段変速機が搭載される車両の燃費、ドライバビリティおよび変速性能を向上させると共に、装置全体を軽量コンパクト化することが可能となる。 In the multi-speed transmission configured as described above, the spread is increased to improve the fuel efficiency of the vehicle on which the multi-speed transmission is mounted, the speed ratio of the low speed stage is further increased, and the speed ratio of the high speed stage is further increased. By reducing the size, drivability, that is, acceleration performance of the vehicle can be further improved. Further, in this multi-stage transmission, when planetary gears including ring gears are used as the first, second, third and fourth planetary gears, the forward gear and the reverse gear from the first gear to the tenth gear are used. By preventing the ring gear from rotating at a high rotational speed during formation, it is possible to suppress an increase in inertia during the rotation of the ring gear. This shortens the time required for engagement of the engagement element corresponding to the ring gear, generates shock at the time of shifting accompanied by the engagement of the engagement element, the ring gear and the connecting element connected thereto, etc. The increase in dimensions (thickness and the like), that is, the increase in weight and the increase in the size of the entire apparatus can be suppressed. As a result, in the multi-stage transmission according to the present invention, it is possible to improve the fuel consumption, drivability and shift performance of a vehicle in which the multi-stage transmission is mounted, and to reduce the overall weight and size of the apparatus.
本発明の一実施形態に係る多段変速機を含む動力伝達装置の概略構成図である。1 is a schematic configuration diagram of a power transmission device including a multi-stage transmission according to an embodiment of the present invention. 図１の多段変速機における入力回転速度に対する各回転要素の回転速度の比を示す速度線図である。FIG. 2 is a velocity diagram showing a ratio of a rotational speed of each rotary element to an input rotational speed in the multi-stage transmission of FIG. 1. 図１の多段変速機における各変速段とクラッチおよびブレーキの作動状態との関係を示す作動表である。FIG. 2 is an operation table showing the relationship between each shift stage and the operation states of clutches and brakes in the multi-stage transmission of FIG. 本発明の他の実施形態に係る多段変速機を含む動力伝達装置の概略構成図である。It is a schematic block diagram of the power transmission device containing the multistage transmission which concerns on other embodiment of this invention. 図４の多段変速機における入力回転速度に対する各回転要素の回転速度の比を示す速度線図である。FIG. 5 is a velocity diagram showing a ratio of a rotational speed of each rotary element to an input rotational speed in the multi-stage transmission of FIG. 4. 本発明の更に他の実施形態に係る多段変速機を含む動力伝達装置の概略構成図である。It is a schematic block diagram of the power transmission device containing the multi-stage transmission which concerns on other embodiment of this invention. 本発明の他の実施形態に係る多段変速機を含む動力伝達装置の概略構成図である。It is a schematic block diagram of the power transmission device containing the multistage transmission which concerns on other embodiment of this invention.
　次に、図面を参照しながら、本発明を実施するための形態について説明する。 Next, an embodiment for carrying out the present invention will be described with reference to the drawings.
　図１は、本発明の一実施形態に係る多段変速機としての自動変速機２０を含む動力伝達装置１０の概略構成図である。これらの図面に示す動力伝達装置１０は、後輪駆動車両の前部に縦置きに搭載される駆動源としての図示しないエンジン（内燃機関）のクランクシャフトに接続されると共にエンジンからの動力（トルク）を図示しない左右の後輪（駆動輪）に伝達可能なものである。図示するように、動力伝達装置１０は、エンジンから入力軸２０ｉに伝達された動力を変速して出力軸２０ｏに伝達する自動変速機２０に加えて、トランスミッションケース（静止部材）１１や、発進装置（流体伝動装置）１２、オイルポンプ１７等を含む。 FIG. 1 is a schematic configuration diagram of a power transmission device 10 including an automatic transmission 20 as a multi-stage transmission according to an embodiment of the present invention. A power transmission device 10 shown in these drawings is connected to a crankshaft of an engine (internal combustion engine) (not shown) as a drive source mounted vertically in a front portion of a rear-wheel drive vehicle and power (torque) from the engine. ) Can be transmitted to left and right rear wheels (drive wheels) (not shown). As illustrated, the power transmission device 10 includes a transmission case (stationary member) 11 and a starting device in addition to the automatic transmission 20 that shifts the power transmitted from the engine to the input shaft 20i and transmits the power to the output shaft 20o. (Fluid transmission device) 12, oil pump 17 and the like are included.
　発進装置１２は、上述のような駆動源に連結される入力側のポンプインペラ１４ｐや、自動変速機２０の入力軸（入力部材）２０ｉに連結される出力側のタービンランナ１４ｔ、ポンプインペラ１４ｐおよびタービンランナ１４ｔの内側に配置されてタービンランナ１４ｔからポンプインペラ１４ｐへの作動油の流れを整流するステータ１４ｓ、図示しないステータシャフトより支持されると共にステータ１４ｓの回転方向を一方向に制限するワンウェイクラッチ１４ｏ等を有するトルクコンバータを含む。更に、発進装置１２は、エンジンのクランクシャフト等に連結されたフロントカバーと自動変速機２０の入力軸２０ｉとを互いに接続すると共に両者の接続を解除するロックアップクラッチ１５と、フロントカバーと自動変速機２０の入力軸２０ｉとの間で振動を減衰するダンパ機構１６とを有する。なお、発進装置１２は、ステータ１４ｓを有さない流体継手を含むものであってもよい。 The starting device 12 includes an input-side pump impeller 14p connected to the drive source as described above, an output-side turbine runner 14t connected to the input shaft (input member) 20i of the automatic transmission 20, a pump impeller 14p, A stator 14s that is disposed inside the turbine runner 14t and rectifies the flow of hydraulic oil from the turbine runner 14t to the pump impeller 14p. A one-way clutch that is supported by a stator shaft (not shown) and restricts the rotational direction of the stator 14s in one direction. Including a torque converter having 14o and the like. Further, the starting device 12 connects the front cover connected to the crankshaft of the engine and the like and the input shaft 20i of the automatic transmission 20 to each other, and releases the connection between the front cover and the automatic transmission. And a damper mechanism 16 that damps vibration between the input shaft 20 i of the machine 20. The starting device 12 may include a fluid coupling that does not have the stator 14s.
　オイルポンプ１７は、ポンプボディとポンプカバーとを含むポンプアッセンブリ、発進装置１２のポンプインペラ１４ｐに連結される外歯ギヤ（インナーロータ）、当該外歯ギヤに噛合する内歯ギヤ（アウターロータ）等を有するギヤポンプとして構成される。オイルポンプ１７は、エンジンからの動力により駆動され、図示しないオイルパンに貯留されている作動油（ＡＴＦ）を吸引して図示しない油圧制御装置へと圧送する。 The oil pump 17 includes a pump assembly including a pump body and a pump cover, an external gear (inner rotor) connected to the pump impeller 14p of the starting device 12, an internal gear (outer rotor) meshed with the external gear, and the like. It is comprised as a gear pump having. The oil pump 17 is driven by power from the engine, sucks hydraulic oil (ATF) stored in an oil pan (not shown), and pumps it to a hydraulic control device (not shown).
　自動変速機２０は、１０段変速式の変速機として構成されており、図１に示すように、入力軸２０ｉに加えて、図示しないデファレンシャルギヤおよびドライブシャフトを介して左右の後輪に連結される出力軸（出力部材）２０ｏや、自動変速機２０（入力軸２０ｉや出力軸２０ｏ）の軸方向に並べて配設されるシングルピニオン式の第１遊星歯車２１、シングルピニオン式の第２遊星歯車２２、ダブルピニオン式の第３遊星歯車２３とシングルピニオン式の第４遊星歯車２４とを組み合わせて構成される、いわゆるＳＳ－ＣＣ型の複合遊星歯車機構２５含む。更に、自動変速機２０は、入力軸２０ｉから出力軸２０ｏまでの動力伝達経路を変更するための第１係合要素としてのクラッチＣ１（第１クラッチ）、第２係合要素としてのクラッチＣ２（第２クラッチ）、第３係合要素としてのクラッチＣ３（第３クラッチ）、第４係合要素としてのクラッチＣ４（第４クラッチ）、第５係合要素としてのブレーキＢ１（第１ブレーキ）、および第６係合要素としてのブレーキＢ２（第２ブレーキ）を含む。 The automatic transmission 20 is configured as a 10-speed transmission, and is connected to left and right rear wheels via a differential gear and a drive shaft (not shown) in addition to the input shaft 20i as shown in FIG. Output shaft (output member) 20o, single pinion type first planetary gear 21 arranged in the axial direction of automatic transmission 20 (input shaft 20i and output shaft 20o), and single pinion type second planetary gear. 22 includes a so-called SS-CC type compound planetary gear mechanism 25 configured by combining a third planetary gear 23 of double pinion type and a fourth planetary gear 24 of single pinion type. Further, the automatic transmission 20 includes a clutch C1 (first clutch) as a first engagement element and a clutch C2 (second clutch) as a second engagement element for changing the power transmission path from the input shaft 20i to the output shaft 20o. A second clutch), a clutch C3 (third clutch) as a third engagement element, a clutch C4 (fourth clutch) as a fourth engagement element, a brake B1 (first brake) as a fifth engagement element, And a brake B2 (second brake) as a sixth engagement element.
　本実施形態において、第１および第２遊星歯車２１，２２並びに複合遊星歯車機構２５を構成する第３および第４遊星歯車２３，２４は、発進装置１２すなわちエンジン側（図１における左側）から、第２遊星歯車２２、第３遊星歯車２３、第４遊星歯車２４、第１遊星歯車２１という順番で並ぶようにトランスミッションケース１１内に配置される。 In the present embodiment, the first and second planetary gears 21 and 22 and the third and fourth planetary gears 23 and 24 constituting the compound planetary gear mechanism 25 are from the starting device 12, that is, the engine side (the left side in FIG. 1). The second planetary gear 22, the third planetary gear 23, the fourth planetary gear 24, and the first planetary gear 21 are arranged in the transmission case 11 so as to be arranged in this order.
　第１遊星歯車２１は、外歯歯車である第１サンギヤ２１ｓと、第１サンギヤ２１ｓと同心円上に配置される内歯歯車である第１リングギヤ２１ｒと、それぞれ第１サンギヤ２１ｓおよび第１リングギヤ２１ｒに噛合する複数の第１ピニオンギヤ２１ｐと、複数の第１ピニオンギヤ２１ｐを自転（回転）自在かつ公転自在に保持する第１キャリヤ２１ｃとを有する。本実施形態において、第１遊星歯車２１のギヤ比λ１（第１サンギヤ２１ｓの歯数／第１リングギヤ２１ｒの歯数）は、例えば、λ１＝０．４９５と定められている。図１に示すように、第１遊星歯車２１の第１サンギヤ２１ｓは、自動変速機２０の入力軸２０ｉに常時連結（固定）され、第１キャリヤ２１ｃは、自動変速機２０の出力軸２０ｏに常時連結（固定）される。また、第１遊星歯車２１の第１リングギヤ２１ｒは、連結部材（第１連結要素）２１３を介して複合遊星歯車機構２５を構成する第３遊星歯車２３の第３リングギヤ２３ｒに常時連結され、両者は、常時一体（かつ同軸）に回転または停止する。 The first planetary gear 21 includes a first sun gear 21s that is an external gear, a first ring gear 21r that is an internal gear disposed concentrically with the first sun gear 21s, and a first sun gear 21s and a first ring gear 21r, respectively. And a first carrier 21c that holds the plurality of first pinion gears 21p so as to freely rotate (rotate) and revolve. In the present embodiment, the gear ratio λ1 (the number of teeth of the first sun gear 21s / the number of teeth of the first ring gear 21r) of the first planetary gear 21 is set to λ1 = 0.495, for example. As shown in FIG. 1, the first sun gear 21 s of the first planetary gear 21 is always connected (fixed) to the input shaft 20 i of the automatic transmission 20, and the first carrier 21 c is connected to the output shaft 20 o of the automatic transmission 20. Always connected (fixed). The first ring gear 21r of the first planetary gear 21 is always connected to the third ring gear 23r of the third planetary gear 23 that constitutes the compound planetary gear mechanism 25 via a connecting member (first connecting element) 213. Always rotate or stop integrally (and coaxial).
　第２遊星歯車２２は、外歯歯車である第２サンギヤ２２ｓと、第２サンギヤ２２ｓと同心円上に配置される内歯歯車である第２リングギヤ２２ｒと、それぞれ第２サンギヤ２２ｓおよび第２リングギヤ２２ｒに噛合する複数の第２ピニオンギヤ２２ｐと、複数の第２ピニオンギヤ２２ｐを自転（回転）自在かつ公転自在に保持する第２キャリヤ２２ｃとを有する。本実施形態において、第２遊星歯車２２のギヤ比λ２（第２サンギヤ２２ｓの歯数／第２リングギヤ２２ｒの歯数）は、例えば、λ２＝０．５４８と定められている。図１に示すように、第２遊星歯車２２の第２リングギヤ２２ｒは、連結部材（第２連結要素）２２３を介して第３遊星歯車２３の第３キャリヤ２３ｃに常時連結（固定）され、両者は、常時一体（かつ同軸）に回転または停止する。 The second planetary gear 22 includes a second sun gear 22s that is an external gear, a second ring gear 22r that is an internal gear disposed concentrically with the second sun gear 22s, and a second sun gear 22s and a second ring gear 22r, respectively. And a second carrier 22c that holds the plurality of second pinion gears 22p so that they can rotate (rotate) and revolve freely. In the present embodiment, the gear ratio λ2 of the second planetary gear 22 (the number of teeth of the second sun gear 22s / the number of teeth of the second ring gear 22r) is determined to be, for example, λ2 = 0.548. As shown in FIG. 1, the second ring gear 22r of the second planetary gear 22 is always connected (fixed) to the third carrier 23c of the third planetary gear 23 via a connecting member (second connecting element) 223. Always rotate or stop integrally (and coaxial).
　複合遊星歯車機構２５を構成する第３遊星歯車２３は、外歯歯車である第３サンギヤ２３ｓと、第３サンギヤ２３ｓと同心円上に配置される内歯歯車である第３リングギヤ２３ｒと、それぞれ第３サンギヤ２３ｓに噛合する複数のピニオンギヤ２３１ｐと、それぞれ対応するピニオンギヤ２３１ｐと第３リングギヤ２３ｒとに噛合する複数のピニオンギヤ２３２ｐと、ピニオンギヤ２３１ｐおよび２３２ｐの組を自転かつ公転自在に複数保持する第３キャリヤ２３ｃとを有する。本実施形態において、第３遊星歯車２３のギヤ比λ３（第３サンギヤ２３ｓの歯数／第３リングギヤ２３ｒの歯数）は、例えば、λ３＝０．４７３と定められている。 The third planetary gear 23 constituting the compound planetary gear mechanism 25 includes a third sun gear 23s that is an external gear, a third ring gear 23r that is an internal gear arranged concentrically with the third sun gear 23s, respectively. A third carrier that holds a plurality of sets of a plurality of pinion gears 231p meshing with the three sun gears 23s, a plurality of pinion gears 232p meshing with the corresponding pinion gears 231p and the third ring gear 23r, and a plurality of pinion gears 231p and 232p so as to rotate and revolve. 23c. In the present embodiment, the gear ratio λ3 of the third planetary gear 23 (the number of teeth of the third sun gear 23s / the number of teeth of the third ring gear 23r) is set to λ3 = 0.473, for example.
　複合遊星歯車機構２５を構成する第４遊星歯車２４は、外歯歯車である第４サンギヤ２４ｓと、第４サンギヤ２４ｓと同心円上に配置される内歯歯車である第４リングギヤ２４ｒと、それぞれ第４サンギヤ２４ｓおよび第４リングギヤ２４ｒに噛合する複数の第４ピニオンギヤ２４ｐと、複数の第４ピニオンギヤ２４ｐを自転（回転）自在かつ公転自在に保持する第４キャリヤ２４ｃとを有する。本実施形態において、第４遊星歯車２４のギヤ比λ４（第４サンギヤ２４ｓの歯数／第４リングギヤ２４ｒの歯数）は、例えば、λ４＝０．５２８と定められている。 The fourth planetary gear 24 constituting the compound planetary gear mechanism 25 includes a fourth sun gear 24s that is an external gear, a fourth ring gear 24r that is an internal gear arranged concentrically with the fourth sun gear 24s, respectively. A plurality of fourth pinion gears 24p meshing with the four sun gears 24s and the fourth ring gear 24r, and a fourth carrier 24c that holds the plurality of fourth pinion gears 24p so that they can rotate (rotate) and revolve freely. In the present embodiment, the gear ratio λ4 (the number of teeth of the fourth sun gear 24s / the number of teeth of the fourth ring gear 24r) of the fourth planetary gear 24 is set to λ4 = 0.528, for example.
　図１に示すように、第３遊星歯車２３の第３サンギヤ２３ｓと、第４遊星歯車２４の第４サンギヤ２４ｓとは、互いに一体化されるか、あるいは連結部材（第３連結要素）を介して常時連結され、常時一体（かつ同軸）に回転または停止する。また、第３遊星歯車２３の第３キャリヤ２３ｃと、第４遊星歯車２４の第４キャリヤ２４ｃとは、互いに一体化されるか、あるいは連結部材（第４連結要素）を介して常時連結される。これにより、第２リングギヤ２２ｒ、第３キャリヤ２３ｃおよび第４キャリヤ２４ｃは、常時一体（かつ同軸）に回転または停止する。この結果、複合遊星歯車機構２５は、常時連結される第３遊星歯車２３の第３サンギヤ２３ｓおよび第４遊星歯車２４の第４サンギヤ２４ｓ、第３遊星歯車２３の第３リングギヤ２３ｒ、常時連結される第３遊星歯車２３の第３キャリヤ２３ｃおよび第４遊星歯車２４の第４キャリヤ２４ｃ、並びに第４遊星歯車２４の第４リングギヤ２４ｒという４つの回転要素を有することになる。 As shown in FIG. 1, the third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 are integrated with each other or via a connecting member (third connecting element). Are always connected, and always rotate or stop integrally (and coaxially). The third carrier 23c of the third planetary gear 23 and the fourth carrier 24c of the fourth planetary gear 24 are either integrated with each other or are always connected via a connecting member (fourth connecting element). . Accordingly, the second ring gear 22r, the third carrier 23c, and the fourth carrier 24c are always rotated or stopped integrally (and coaxially). As a result, the compound planetary gear mechanism 25 is always connected to the third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24, and the third ring gear 23r of the third planetary gear 23, which are always connected. The fourth planetary gear 23 has four rotating elements, that is, a third carrier 23c, a fourth carrier 24c of the fourth planetary gear 24, and a fourth ring gear 24r of the fourth planetary gear 24.
　クラッチＣ１は、第２遊星歯車２２の第２キャリヤ２２ｃと入力軸２０ｉとを互いに接続すると共に、両者の接続を解除するものである。クラッチＣ２は、常時連結された第１遊星歯車２１の第１キャリヤ２１ｃおよび出力軸２０ｏと、第４遊星歯車２４の第４リングギヤ２４ｒとを互いに接続すると共に、両者の接続を解除するものである。クラッチＣ３は、第４遊星歯車２４の第４リングギヤ２４ｒと入力軸２０ｉとを互いに接続すると共に、両者の接続を解除するものである。クラッチＣ４は、常時連結された第３遊星歯車２３の第３サンギヤ２３ｓおよび第４遊星歯車２４の第４サンギヤ２４ｓと、第２遊星歯車２２の第２キャリヤ２２ｃとを互いに接続すると共に、両者の接続を解除するものである。クラッチＣ１およびＣ４は、例えば第２遊星歯車２２と複合遊星歯車機構２５（第３遊星歯車２３）との間に配置され、クラッチＣ２およびＣ３は、例えば第１遊星歯車２１と複合遊星歯車機構２５（第３遊星歯車２３）との間に配置される。 The clutch C1 connects the second carrier 22c of the second planetary gear 22 and the input shaft 20i to each other and releases the connection between them. The clutch C2 connects the first carrier 21c and the output shaft 20o of the first planetary gear 21 that are always coupled to the fourth ring gear 24r of the fourth planetary gear 24, and also releases the connection between them. . The clutch C3 connects the fourth ring gear 24r of the fourth planetary gear 24 and the input shaft 20i to each other and releases the connection between them. The clutch C4 connects the third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24, and the second carrier 22c of the second planetary gear 22 that are always connected to each other. Disconnect the connection. The clutches C1 and C4 are disposed, for example, between the second planetary gear 22 and the compound planetary gear mechanism 25 (third planetary gear 23), and the clutches C2 and C3 are, for example, the first planetary gear 21 and the compound planetary gear mechanism 25. (Third planetary gear 23).
　ブレーキＢ１は、第２遊星歯車２２の第１の固定可能要素である第２キャリヤ２２ｃを静止部材としてのトランスミッションケース１１に対して回転不能に固定（接続）すると共に当該第２キャリヤ２２ｃをトランスミッションケース１１に対して回転自在に解放するものである。ブレーキＢ２は、第２遊星歯車２２の第２の固定可能要素である第２サンギヤ２２ｓをトランスミッションケース１１に対して回転不能に固定（接続）すると共に当該第２サンギヤ２２ｓを静止部材としてのトランスミッションケース１１に対して回転自在に解放するものである。ブレーキＢ１およびＢ２は、例えば発進装置１２と第２遊星歯車２２との間に配置される。 The brake B1 fixes (connects) the second carrier 22c, which is the first fixable element of the second planetary gear 22, to the transmission case 11 as a stationary member in a non-rotatable manner, and also connects the second carrier 22c to the transmission case. 11 is free to rotate. The brake B2 fixes (connects) the second sun gear 22s, which is the second fixable element of the second planetary gear 22, to the transmission case 11 in a non-rotatable manner, and uses the second sun gear 22s as a stationary member. 11 is free to rotate. The brakes B1 and B2 are disposed between the starting device 12 and the second planetary gear 22, for example.
　本実施形態では、クラッチＣ１～Ｃ４として、ピストン、複数の摩擦係合プレート（例えば環状部材の両面に摩擦材を貼着することにより構成された摩擦プレートおよび両面が平滑に形成された環状部材であるセパレータプレート）、それぞれ作動油が供給される係合油室および遠心油圧キャンセル室等により構成される油圧サーボを有する多板摩擦式油圧クラッチ（摩擦係合要素）が採用される。また、ブレーキＢ１およびＢ２としては、ピストン、複数の摩擦係合プレート（摩擦プレートおよびセパレータプレート）、作動油が供給される係合油室等により構成される油圧サーボを有する多板摩擦式油圧ブレーキが採用される。そして、クラッチＣ１～Ｃ４、ブレーキＢ１およびＢ２は、図示しない油圧制御装置による作動油の給排を受けて動作する。 In this embodiment, as the clutches C1 to C4, a piston, a plurality of friction engagement plates (for example, a friction plate formed by sticking a friction material on both surfaces of an annular member, and an annular member formed smoothly on both surfaces) A multi-plate friction type hydraulic clutch (friction engagement element) having a hydraulic servo composed of a separator plate), an engagement oil chamber to which hydraulic oil is supplied, a centrifugal oil pressure cancellation chamber, and the like are employed. Further, as the brakes B1 and B2, a multi-plate friction hydraulic brake having a hydraulic servo including a piston, a plurality of friction engagement plates (friction plates and separator plates), an engagement oil chamber to which hydraulic oil is supplied, and the like. Is adopted. The clutches C1 to C4 and the brakes B1 and B2 operate by receiving and supplying hydraulic oil from a hydraulic control device (not shown).
　図２は、自動変速機２０における入力軸２０ｉの回転速度（入力回転速度）に対する各回転要素の回転速度の比を示す速度線図である（ただし、入力軸２０ｉすなわち第１サンギヤ２１ｓの回転速度を値１とする。以下同様。）。また、図３は、自動変速機２０の各変速段とクラッチＣ１～Ｃ４、ブレーキＢ１およびＢ２の作動状態との関係を示す作動表である。 FIG. 2 is a velocity diagram showing the ratio of the rotational speed of each rotary element to the rotational speed of the input shaft 20i (input rotational speed) in the automatic transmission 20 (however, the rotational speed of the input shaft 20i, that is, the first sun gear 21s). Is the value 1. The same applies hereinafter.) FIG. 3 is an operation table showing the relationship between each gear position of the automatic transmission 20 and the operation states of the clutches C1 to C4 and the brakes B1 and B2.
　図２に示すように、シングルピニオン式の第１遊星歯車２１を構成する３つの回転要素、すなわち第１サンギヤ２１ｓ、第１リングギヤ２１ｒおよび第１キャリヤ２１ｃは、当該第１遊星歯車２１の速度線図（図２における左側の速度線図）上でギヤ比λ１に応じた間隔をおいて図中左側から第１サンギヤ２１ｓ、第１キャリヤ２１ｃ、第１リングギヤ２１ｒという順番で並ぶ。このような速度線図での並び順に従い、本実施形態では、第１サンギヤ２１ｓを自動変速機２０の第１回転要素とし、第１キャリヤ２１ｃを自動変速機２０の第２回転要素とし、第１リングギヤ２１ｒを自動変速機２０の第３回転要素とする。従って、第１遊星歯車２１は、ギヤ比λ１に応じて順番に並ぶ自動変速機２０の第１回転要素、第２回転要素および第３回転要素を有する。 As shown in FIG. 2, the three rotating elements constituting the single pinion type first planetary gear 21, that is, the first sun gear 21 s, the first ring gear 21 r, and the first carrier 21 c, are speed lines of the first planetary gear 21. The first sun gear 21s, the first carrier 21c, and the first ring gear 21r are arranged in this order from the left side in the drawing (interval corresponding to the gear ratio λ1) on the drawing (the left velocity diagram in FIG. 2). In this embodiment, in accordance with the arrangement order in the speed diagram, in the present embodiment, the first sun gear 21s is the first rotating element of the automatic transmission 20, the first carrier 21c is the second rotating element of the automatic transmission 20, One ring gear 21r is used as a third rotating element of the automatic transmission 20. Accordingly, the first planetary gear 21 has the first rotation element, the second rotation element, and the third rotation element of the automatic transmission 20 that are arranged in order according to the gear ratio λ1.
　また、シングルピニオン式の第２遊星歯車２２を構成する３つの回転要素、すなわち第２サンギヤ２２ｓ、第２リングギヤ２２ｒおよび第２キャリヤ２２ｃは、当該第２遊星歯車２２の速度線図（図２における中央の速度線図）上でギヤ比λ２に応じた間隔をおいて図中左側から第２サンギヤ２２ｓ、第２キャリヤ２２ｃ、第２リングギヤ２２ｒという順番で並ぶ。このような速度線図での並び順に従い、本実施形態では、第２サンギヤ２２ｓを自動変速機２０の第４回転要素とし、第２キャリヤ２２ｃを自動変速機２０の第５回転要素とし、第２リングギヤ２２ｒを自動変速機２０の第６回転要素とする。従って、第２遊星歯車２２は、ギヤ比λ２に応じて順番に並ぶ自動変速機２０の第４回転要素、第５回転要素および第６回転要素を有する。 Further, the three rotating elements constituting the single pinion type second planetary gear 22, that is, the second sun gear 22 s, the second ring gear 22 r, and the second carrier 22 c, are velocity diagrams of the second planetary gear 22 (in FIG. 2). The second sun gear 22s, the second carrier 22c, and the second ring gear 22r are arranged in this order from the left side in the figure at an interval corresponding to the gear ratio λ2 on the central speed diagram). In this embodiment, according to the arrangement order in the speed diagram, the second sun gear 22s is the fourth rotating element of the automatic transmission 20, the second carrier 22c is the fifth rotating element of the automatic transmission 20, The two-ring gear 22r is used as the sixth rotating element of the automatic transmission 20. Therefore, the second planetary gear 22 has the fourth rotation element, the fifth rotation element, and the sixth rotation element of the automatic transmission 20 that are arranged in order according to the gear ratio λ2.
　更に、複合遊星歯車機構２５の４つの回転要素、すなわち、常時連結される第３遊星歯車２３の第３サンギヤ２３ｓおよび第４遊星歯車２４の第４サンギヤ２４ｓ、第３遊星歯車２３の第３リングギヤ２３ｒ、常時連結される第３遊星歯車２３の第３キャリヤ２３ｃおよび第４遊星歯車２４の第４キャリヤ２４ｃ、並びに第４遊星歯車２４の第４リングギヤ２４ｒは、この順番で図中左側からダブルピニオン式の第３遊星歯車２３のギヤ比λ３およびシングルピニオン式の第４遊星歯車２４のギヤ比λ４に応じた間隔をおいて当該複合遊星歯車機構２５の速度線図（図２における右側の速度線図）上に並ぶ。このような速度線図での並び順に従い、本実施形態では、第３サンギヤ２３ｓおよび第４サンギヤ２４ｓを自動変速機２０の第７回転要素とし、第３リングギヤ２３ｒを自動変速機２０の第８回転要素とし、第３キャリヤ２３ｃおよび第４キャリヤ２４ｃを自動変速機２０の第９回転要素とし、第４リングギヤ２４ｒを自動変速機２０の第１０回転要素とする。従って、複合遊星歯車機構２５は、ギヤ比λ３，λ４に応じて順番に並ぶ自動変速機２０の第７回転要素、第８回転要素、第９回転要素および第１０回転要素を有する。 Further, the four rotating elements of the compound planetary gear mechanism 25, that is, the third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24, and the third ring gear of the third planetary gear 23 are always connected. 23r, the third carrier 23c of the third planetary gear 23 and the fourth carrier 24c of the fourth planetary gear 24, and the fourth ring gear 24r of the fourth planetary gear 24, which are always connected, are arranged in this order from the left side in the drawing. Speed diagram of the compound planetary gear mechanism 25 at an interval according to the gear ratio λ3 of the third planetary gear 23 of the formula and the gear ratio λ4 of the fourth planetary gear 24 of the single pinion type (the right speed line in FIG. 2) Figure) Line up. In this embodiment, the third sun gear 23s and the fourth sun gear 24s are used as the seventh rotating element of the automatic transmission 20, and the third ring gear 23r is used as the eighth rotation element of the automatic transmission 20 according to the arrangement order in the speed diagram. The third carrier 23 c and the fourth carrier 24 c are the ninth rotating element of the automatic transmission 20, and the fourth ring gear 24 r is the tenth rotating element of the automatic transmission 20. Therefore, the compound planetary gear mechanism 25 has the seventh rotation element, the eighth rotation element, the ninth rotation element, and the tenth rotation element of the automatic transmission 20 that are arranged in order according to the gear ratios λ3 and λ4.
　そして、自動変速機２０では、クラッチＣ１～Ｃ４、ブレーキＢ１およびＢ２を図３に示すように係合または解放させて上述の第１～第１０回転要素の接続関係を変更することで、入力軸２０ｉから出力軸２０ｏまでの間に前進回転方向に１０通りおよび後進回転方向に１通りの動力伝達経路、すなわち第１速段から第１０速段の前進段と後進段とを形成することができる。 In the automatic transmission 20, the clutches C1 to C4 and the brakes B1 and B2 are engaged or released as shown in FIG. 3 to change the connection relationship of the first to tenth rotating elements, thereby changing the input shaft. Between 20i and the output shaft 20o, 10 power transmission paths in the forward rotation direction and one in the reverse rotation direction, that is, the forward speed and the reverse speed from the first speed to the tenth speed can be formed. .
　具体的には、前進第１速段は、クラッチＣ２，ブレーキＢ１およびＢ２を係合させると共に、残余のクラッチＣ１，Ｃ３およびＣ４を解放させることにより形成される。すなわち、前進第１速段の形成に際しては、クラッチＣ２により第１遊星歯車２１の第１キャリヤ２１ｃおよび出力軸２０ｏと、第４遊星歯車２４の第４リングギヤ２４ｒとが互いに接続され、更に、ブレーキＢ１により第２遊星歯車２２の第２キャリヤ２２ｃがトランスミッションケース１１に対して回転不能に固定されると共に、ブレーキＢ２により第２遊星歯車２２の第２サンギヤ２２ｓがトランスミッションケース１１に対して回転不能に固定される。本実施形態（第１～第４遊星歯車２１～２４のギヤ比がλ１＝０．４９５，λ２＝０．５４８，λ３＝０．４７３，λ４＝０．５２８である場合、以下同様）において、前進第１速段におけるギヤ比（入力軸２０ｉの回転速度／出力軸２０ｏの回転速度）γ１は、γ１＝４．８３０となる。 Specifically, the forward first speed is formed by engaging the clutch C2, the brakes B1 and B2, and releasing the remaining clutches C1, C3 and C4. That is, when the first forward speed is established, the first carrier 21c and the output shaft 20o of the first planetary gear 21 and the fourth ring gear 24r of the fourth planetary gear 24 are connected to each other by the clutch C2. The second carrier 22c of the second planetary gear 22 is non-rotatably fixed to the transmission case 11 by B1, and the second sun gear 22s of the second planetary gear 22 is non-rotatable to the transmission case 11 by the brake B2. Fixed. In this embodiment (when the gear ratios of the first to fourth planetary gears 21 to 24 are λ1 = 0.495, λ2 = 0.548, λ3 = 0.473, λ4 = 0.528, the same applies hereinafter) The gear ratio (rotational speed of the input shaft 20i / rotational speed of the output shaft 20o) γ1 at the first forward speed is γ1 = 4.830.
　前進第２速段は、クラッチＣ４，ブレーキＢ１およびＢ２を係合させると共に、残余のクラッチＣ１，Ｃ２およびＣ３を解放させることにより形成される。すなわち、前進第２速段の形成に際しては、クラッチＣ４により第３遊星歯車２３の第３サンギヤ２３ｓおよび第４遊星歯車２４の第４サンギヤ２４ｓと、第２遊星歯車２２の第２キャリヤ２２ｃとが互いに接続され、更に、ブレーキＢ１により第２遊星歯車２２の第２キャリヤ２２ｃがトランスミッションケース１１に対して回転不能に固定されると共に、ブレーキＢ２により第２遊星歯車２２の第２サンギヤ２２ｓがトランスミッションケース１１に対して回転不能に固定される。本実施形態において、前進第２速段におけるギヤ比γ２は、γ２＝３．０２０となる。また、前進第１速段と前進第２速段との間のステップ比は、γ１／γ２＝１．５９９となる。 The second forward speed is formed by engaging the clutch C4, the brakes B1 and B2, and disengaging the remaining clutches C1, C2 and C3. That is, when forming the second forward speed, the clutch C4 causes the third sun gear 23s of the third planetary gear 23, the fourth sun gear 24s of the fourth planetary gear 24, and the second carrier 22c of the second planetary gear 22 to move. Further, the second carrier 22c of the second planetary gear 22 is fixed to the transmission case 11 so as not to rotate by the brake B1, and the second sun gear 22s of the second planetary gear 22 is connected to the transmission case by the brake B2. 11 is fixed so as not to rotate. In the present embodiment, the gear ratio γ2 at the second forward speed is γ2 = 3.020. The step ratio between the first forward speed and the second forward speed is γ1 / γ2 = 1.599.
　前進第３速段は、クラッチＣ２，Ｃ４およびブレーキＢ１を係合させると共に、残余のクラッチＣ１，Ｃ３およびブレーキＢ２を解放させることにより形成される。すなわち、前進第３速段の形成に際しては、クラッチＣ２により第１遊星歯車２１の第１キャリヤ２１ｃおよび出力軸２０ｏと、第４遊星歯車２４の第４リングギヤ２４ｒとが互いに接続されると共に、クラッチＣ４により第３遊星歯車２３の第３サンギヤ２３ｓおよび第４遊星歯車２４の第４サンギヤ２４ｓと、第２遊星歯車２２の第２キャリヤ２２ｃとが互いに接続され、更に、ブレーキＢ１により第２遊星歯車２２の第２キャリヤ２２ｃがトランスミッションケース１１に対して回転不能に固定される。本実施形態において、前進第３速段におけるギヤ比γ３は、γ３＝２．３２４となる。また、前進第２速段と前進第３速段との間のステップ比は、γ２／γ３＝１．３００となる。 The third forward speed is formed by engaging the clutches C2 and C4 and the brake B1 and releasing the remaining clutches C1 and C3 and the brake B2. That is, when the third forward speed is established, the first carrier 21c and the output shaft 20o of the first planetary gear 21 and the fourth ring gear 24r of the fourth planetary gear 24 are connected to each other by the clutch C2. The third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 and the second carrier 22c of the second planetary gear 22 are connected to each other by C4, and further, the second planetary gear by the brake B1. The second carrier 22 c of 22 is fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γ3 at the third forward speed is γ3 = 2.324. Further, the step ratio between the second forward speed and the third forward speed is γ2 / γ3 = 1.300.
　前進第４速段は、クラッチＣ３，Ｃ４およびブレーキＢ１を係合させると共に、残余のクラッチＣ１，Ｃ２およびブレーキＢ２を解放させることにより形成される。すなわち、前進第４速段の形成に際しては、クラッチＣ３により第４遊星歯車２４の第４リングギヤ２４ｒと入力軸２０ｉとが互いに接続されると共に、クラッチＣ４により第３遊星歯車２３の第３サンギヤ２３ｓおよび第４遊星歯車２４の第４サンギヤ２４ｓと、第２遊星歯車２２の第２キャリヤ２２ｃとが互いに接続され、更に、ブレーキＢ１により第２遊星歯車２２の第２キャリヤ２２ｃがトランスミッションケース１１に対して回転不能に固定される。本実施形態において、前進第４速段におけるギヤ比γ４は、γ４＝１．７８０となる。また、前進第３速段と前進第４速段との間のステップ比は、γ３／γ４＝１．３０５となる。 The forward fourth speed is formed by engaging the clutches C3 and C4 and the brake B1 and releasing the remaining clutches C1 and C2 and the brake B2. That is, when the fourth forward speed is established, the fourth ring gear 24r of the fourth planetary gear 24 and the input shaft 20i are connected to each other by the clutch C3, and the third sun gear 23s of the third planetary gear 23 is connected to the clutch C4. The fourth sun gear 24s of the fourth planetary gear 24 and the second carrier 22c of the second planetary gear 22 are connected to each other, and the second carrier 22c of the second planetary gear 22 is connected to the transmission case 11 by the brake B1. And fixed so that it cannot rotate. In the present embodiment, the gear ratio γ4 at the fourth forward speed is γ4 = 1.780. The step ratio between the third forward speed and the fourth forward speed is γ3 / γ4 = 1.305.
　前進第５速段は、クラッチＣ２，Ｃ４およびブレーキＢ２を係合させると共に、残余のクラッチＣ１，Ｃ３およびブレーキＢ１を解放させることにより形成される。すなわち、前進第５速段の形成に際しては、クラッチＣ２により第１遊星歯車２１の第１キャリヤ２１ｃおよび出力軸２０ｏと、第４遊星歯車２４の第４リングギヤ２４ｒとが互いに接続されると共に、クラッチＣ４により第３遊星歯車２３の第３サンギヤ２３ｓおよび第４遊星歯車２４の第４サンギヤ２４ｓと、第２遊星歯車２２の第２キャリヤ２２ｃとが互いに接続され、更に、ブレーキＢ２により第２遊星歯車２２の第２サンギヤ２２ｓがトランスミッションケース１１に対して回転不能に固定される。本実施形態において、前進第５速段におけるギヤ比γ５は、γ５＝１．６０３となる。また、前進第４速段と前進第５速段との間のステップ比は、γ４／γ５＝１．１１０となる。 The forward fifth speed is formed by engaging the clutches C2 and C4 and the brake B2 and releasing the remaining clutches C1 and C3 and the brake B1. That is, when the fifth forward speed is established, the first carrier 21c and the output shaft 20o of the first planetary gear 21 and the fourth ring gear 24r of the fourth planetary gear 24 are connected to each other by the clutch C2. The third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 and the second carrier 22c of the second planetary gear 22 are connected to each other by C4, and further, the second planetary gear by the brake B2. The second sun gear 22 s 22 is fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γ5 at the fifth forward speed is γ5 = 1.603. The step ratio between the fourth forward speed and the fifth forward speed is γ4 / γ5 = 1.110.
　前進第６速段は、クラッチＣ３，Ｃ４およびブレーキＢ２を係合させると共に、残余のクラッチＣ１，Ｃ２およびブレーキＢ１を解放させることにより形成される。すなわち、前進第６速段の形成に際しては、クラッチＣ３により第４遊星歯車２４の第４リングギヤ２４ｒと入力軸２０ｉとが互いに接続されると共に、クラッチＣ４により第３遊星歯車２３の第３サンギヤ２３ｓおよび第４遊星歯車２４の第４サンギヤ２４ｓと、第２遊星歯車２２の第２キャリヤ２２ｃとが互いに接続され、更に、ブレーキＢ２により第２遊星歯車２２の第２サンギヤ２２ｓがトランスミッションケース１１に対して回転不能に固定される。本実施形態において、前進第６速段におけるギヤ比γ６は、γ６＝１．２５０となる。また、前進第５速段と前進第６速段との間のステップ比は、γ５／γ６＝１．２８３となる。 The forward sixth speed is formed by engaging the clutches C3 and C4 and the brake B2 and releasing the remaining clutches C1 and C2 and the brake B1. That is, when the sixth forward speed is established, the fourth ring gear 24r of the fourth planetary gear 24 and the input shaft 20i are connected to each other by the clutch C3, and the third sun gear 23s of the third planetary gear 23 is connected to the clutch C4. The fourth sun gear 24s of the fourth planetary gear 24 and the second carrier 22c of the second planetary gear 22 are connected to each other, and the second sun gear 22s of the second planetary gear 22 is connected to the transmission case 11 by the brake B2. And fixed so that it cannot rotate. In the present embodiment, the gear ratio γ6 at the sixth forward speed is γ6 = 1.250. The step ratio between the fifth forward speed and the sixth forward speed is γ5 / γ6 = 1.283.
　前進第７速段は、クラッチＣ１，Ｃ３およびＣ４を係合させると共に、残余のクラッチＣ２，ブレーキＢ１およびＢ２を解放させることにより形成される。すなわち、前進第７速段の形成に際しては、クラッチＣ１により第２遊星歯車２２の第２キャリヤ２２ｃと入力軸２０ｉとが互いに接続されると共に、クラッチＣ３により第４遊星歯車２４の第４リングギヤ２４ｒと入力軸２０ｉとが互いに接続され、更に、クラッチＣ４により第３遊星歯車２３の第３サンギヤ２３ｓおよび第４遊星歯車２４の第４サンギヤ２４ｓと、第２遊星歯車２２の第２キャリヤ２２ｃとが互いに接続される。本実施形態において、前進第７速段におけるギヤ比γ７は、γ７＝１．０００となる。また、前進第６速段と前進第７速段との間のステップ比は、γ６／γ７＝１．２５０となる。 The seventh forward speed is formed by engaging the clutches C1, C3, and C4 and releasing the remaining clutch C2 and the brakes B1 and B2. That is, when the seventh forward speed is established, the second carrier 22c of the second planetary gear 22 and the input shaft 20i are connected to each other by the clutch C1, and the fourth ring gear 24r of the fourth planetary gear 24 is connected to the clutch C3. And the input shaft 20i are connected to each other, and the third sun gear 23s of the third planetary gear 23, the fourth sun gear 24s of the fourth planetary gear 24, and the second carrier 22c of the second planetary gear 22 are connected by the clutch C4. Connected to each other. In the present embodiment, the gear ratio γ7 at the seventh forward speed is γ7 = 1.000. The step ratio between the sixth forward speed and the seventh forward speed is γ6 / γ7 = 1.250.
　前進第８速段は、クラッチＣ１，Ｃ４およびブレーキＢ２を係合させると共に、残余のクラッチＣ２，Ｃ３およびブレーキＢ２を解放させることにより形成される。すなわち、前進第８速段の形成に際しては、クラッチＣ１により第２遊星歯車２２の第２キャリヤ２２ｃと入力軸２０ｉとが互いに接続されると共に、クラッチＣ４により第３遊星歯車２３の第３サンギヤ２３ｓおよび第４遊星歯車２４の第４サンギヤ２４ｓと、第２遊星歯車２２の第２キャリヤ２２ｃとが互いに接続され、更に、ブレーキＢ２により第２遊星歯車２２の第２サンギヤ２２ｓがトランスミッションケース１１に対して回転不能に固定される。本実施形態において、前進第８速段におけるギヤ比γ８は、γ８＝０．８３８となる。また、前進第７速段と前進第８速段との間のステップ比は、γ７／γ８＝１．１９３となる。 The forward eighth speed is formed by engaging the clutches C1 and C4 and the brake B2 and releasing the remaining clutches C2 and C3 and the brake B2. That is, when the eighth forward speed is established, the second carrier 22c of the second planetary gear 22 and the input shaft 20i are connected to each other by the clutch C1, and the third sun gear 23s of the third planetary gear 23 is connected to the clutch C4. The fourth sun gear 24s of the fourth planetary gear 24 and the second carrier 22c of the second planetary gear 22 are connected to each other, and the second sun gear 22s of the second planetary gear 22 is connected to the transmission case 11 by the brake B2. And fixed so that it cannot rotate. In the present embodiment, the gear ratio γ8 at the eighth forward speed is γ8 = 0.838. The step ratio between the seventh forward speed and the eighth forward speed is γ7 / γ8 = 1.193.
　前進第９速段は、クラッチＣ１，Ｃ２およびブレーキＢ２を係合させると共に、残余のクラッチＣ３，Ｃ４およびブレーキＢ１を解放させることにより形成される。すなわち、前進第９速段の形成に際しては、クラッチＣ１により第２遊星歯車２２の第２キャリヤ２２ｃと入力軸２０ｉとが互いに接続されると共に、クラッチＣ２により第１遊星歯車２１の第１キャリヤ２１ｃおよび出力軸２０ｏと、第４遊星歯車２４の第４リングギヤ２４ｒとが互いに接続され、更に、ブレーキＢ２により第２遊星歯車２２の第２サンギヤ２２ｓがトランスミッションケース１１に対して回転不能に固定される。本実施形態において、前進第９速段におけるギヤ比γ９は、γ９＝０．６９７となる。また、前進第８速段と前進第９速段との間のステップ比は、γ８／γ９＝１．２０２となる。 The ninth forward speed is established by engaging the clutches C1 and C2 and the brake B2 and releasing the remaining clutches C3 and C4 and the brake B1. That is, when the ninth forward speed is established, the second carrier 22c of the second planetary gear 22 and the input shaft 20i are connected to each other by the clutch C1, and the first carrier 21c of the first planetary gear 21 is connected to the clutch C2. The output shaft 20o and the fourth ring gear 24r of the fourth planetary gear 24 are connected to each other, and the second sun gear 22s of the second planetary gear 22 is fixed to the transmission case 11 so as not to rotate by the brake B2. . In the present embodiment, the gear ratio γ9 at the ninth forward speed is γ9 = 0.697. The step ratio between the eighth forward speed and the ninth forward speed is γ8 / γ9 = 1.202.
　前進第１０速段は、クラッチＣ１，Ｃ３およびブレーキＢ２を係合させると共に、残余のクラッチＣ２，Ｃ４およびブレーキＢ１を解放させることにより形成される。すなわち、前進第１０速段の形成に際しては、クラッチＣ１により第２遊星歯車２２の第２キャリヤ２２ｃと入力軸２０ｉとが互いに接続されると共に、クラッチＣ３により第４遊星歯車２４の第４リングギヤ２４ｒと入力軸２０ｉとが互いに接続され、更に、ブレーキＢ２により第２遊星歯車２２の第２サンギヤ２２ｓがトランスミッションケース１１に対して回転不能に固定される。本実施形態において、前進第１０速段におけるギヤ比γ１０は、γ１０＝０．５９０となる。また、前進第９速段と前進第１０速段との間のステップ比は、γ９／γ１０＝１．１８２となる。そして、自動変速機２０におけるスプレッド（ギヤ比幅＝最低変速段である前進第１速段のギヤ比γ１／最高変速段である前進第１０速段のギヤ比γ１０）は、γ１／γ１０＝８．１８８となる。 The 10th forward speed is formed by engaging the clutches C1 and C3 and the brake B2 and releasing the remaining clutches C2 and C4 and the brake B1. That is, when the forward tenth speed is formed, the second carrier 22c of the second planetary gear 22 and the input shaft 20i are connected to each other by the clutch C1, and the fourth ring gear 24r of the fourth planetary gear 24 is connected to the clutch C3. And the input shaft 20i are connected to each other, and the second sun gear 22s of the second planetary gear 22 is non-rotatably fixed to the transmission case 11 by the brake B2. In the present embodiment, the gear ratio γ10 at the tenth forward speed is γ10 = 0.590. The step ratio between the ninth forward speed and the tenth forward speed is γ9 / γ10 = 1.182. The spread in the automatic transmission 20 (gear ratio width = gear ratio γ1 at the first forward speed, which is the lowest speed) / gear ratio γ10 at the tenth speed, which is the highest speed, is γ1 / γ10 = 8. .188.
　後進段は、クラッチＣ３，ブレーキＢ１およびＢ２を係合させると共に、残余のクラッチＣ１，Ｃ２およびＣ４を解放させることにより形成される。すなわち、後進段の形成に際しては、クラッチＣ３により第４遊星歯車２４の第４リングギヤ２４ｒと入力軸２０ｉとが互いに接続され、更に、ブレーキＢ１により第２遊星歯車２２の第２キャリヤ２２ｃがトランスミッションケース１１に対して回転不能に固定されると共に、ブレーキＢ２により第２遊星歯車２２の第２サンギヤ２２ｓがトランスミッションケース１１に対して回転不能に固定される。本実施形態において、後進段におけるギヤ比γｒｅｖは、γｒｅｖ＝－３．７２７となる。また、前進第１速段と後進段との間のステップ比は、｜γｒｅｖ／γ１｜＝０．７７２となる。 The reverse gear is formed by engaging the clutch C3 and the brakes B1 and B2 and releasing the remaining clutches C1, C2, and C4. That is, when the reverse gear is formed, the fourth ring gear 24r of the fourth planetary gear 24 and the input shaft 20i are connected to each other by the clutch C3, and further, the second carrier 22c of the second planetary gear 22 is connected to the transmission case by the brake B1. 11 and the second sun gear 22s of the second planetary gear 22 are fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γrev in the reverse speed is γrev = −3.727. The step ratio between the first forward speed and the reverse speed is | γrev / γ1 | = 0.722.
　上述のように、自動変速機２０によれば、クラッチＣ１～Ｃ４、ブレーキＢ１およびＢ２の係脱により第１速段から第１０速段までの前進段と後進段とを提供することが可能となる。この結果、自動変速機２０では、スプレッドをより大きくして（本実施形態では、８．１８８）特に高車速時の車両の燃費を向上させると共に、更に低速段の変速比をより大きくすると共に高速段の変速比をより小さくして各変速段での加速性能を向上させ、かつ、ステップ比を適正化（より大きくなるのを抑制）して変速フィーリングを向上させることができる。従って、自動変速機２０によれば、当該自動変速機２０が搭載される車両の燃費等と、ドライバビリティすなわち車両の加速性能、変速フィーリング等との双方を良好に向上させることが可能となる。 As described above, according to the automatic transmission 20, it is possible to provide the forward speed and the reverse speed from the first speed to the tenth speed by engaging / disengaging the clutches C1 to C4 and the brakes B1 and B2. Become. As a result, in the automatic transmission 20, the spread is increased (8.188 in this embodiment) to improve the fuel efficiency of the vehicle, particularly at a high vehicle speed, and further increase the speed ratio of the low speed stage and increase the speed. The speed ratio of the gears can be made smaller to improve the acceleration performance at each gear, and the gear ratio can be improved by optimizing the step ratio (suppressing the increase). Therefore, according to the automatic transmission 20, it is possible to satisfactorily improve both the fuel consumption of the vehicle on which the automatic transmission 20 is mounted and the drivability, that is, the acceleration performance of the vehicle, the shift feeling, and the like. .
　また、自動変速機２０では、６つの係合要素、すなわちクラッチＣ１～Ｃ４、ブレーキＢ１およびＢ２のうち、何れか３つを係合させると共に残余の３つを解放させることにより前進第１速段から前進第１０速段および後進段が形成される。これにより、例えば６つのクラッチやブレーキのうちの２つを係合させると共に残余の４つを解放させることにより複数の変速段を形成する変速機に比べて、変速段の形成に伴って解放される係合要素の数を減らすことができる。この結果、変速段の形成に伴って解放された係合要素における部材間の僅かな接触に起因した引き摺り損失を低減させて、自動変速機２０における動力の伝達効率すなわち車両の燃費をより一層向上させることが可能となる。 Further, in the automatic transmission 20, the first forward speed is achieved by engaging any three of the six engaging elements, that is, the clutches C1 to C4 and the brakes B1 and B2 and releasing the remaining three. To the tenth forward speed and the reverse speed. Thus, for example, as compared with a transmission that forms a plurality of shift stages by engaging two of the six clutches and brakes and releasing the remaining four, it is released as the shift stages are formed. The number of engaging elements can be reduced. As a result, drag loss due to slight contact between members of the engagement element released with the formation of the shift stage is reduced, and the power transmission efficiency in the automatic transmission 20, that is, the fuel consumption of the vehicle is further improved. It becomes possible to make it.
　更に、自動変速機２０では、第１～第４遊星歯車２１～２４として、第１、第２、第３または第４リングギヤ２１ｒ～２４ｒを含む遊星歯車が用いられるが、図２に示すように、第１速段から第１０速段までの前進段および後進段の形成時に第１～第４リングギヤ２１ｒ～２４ｒが高い回転速度で回転しないようにして、第１～第４リングギヤ２１ｒ～２４ｒの回転時のイナーシャ（入力軸２０ｉに対する等価イナーシャ）が大きくなるのを抑制することができる。これにより、第４遊星歯車２４の第４リングギヤ２４ｒに対応したクラッチＣ２およびＣ３の係合に要する時間を短縮化すると共に、クラッチＣ２および／またはＣ３の係合を伴う変速時のショックの発生を抑制し、更にクラッチＣ２およびＣ３の摩擦材すなわち摩擦プレートやセパレータプレートの耐久性を良好に確保することが可能となる。加えて、第１～第４リングギヤ２１ｒ～２４ｒの回転時のイナーシャを低下させることで、第１～第４リングギヤ２１ｒ～２４ｒや、第１および第３リングギヤ２１ｒ，２３ｒに接続される連結部材２１３、第２リングギヤ２２ｒに接続される連結部材２２３、第４リングギヤ２４ｒに接続されるクラッチＣ２，Ｃ３のドラム部材等の強度確保に伴う寸法（厚み等）すなわち重量の増加や自動変速機２０の大型化を抑制することができる。この結果、自動変速機２０では、変速性能およびクラッチＣ２，Ｃ３の耐久性をより向上させると共に、装置全体を軽量コンパクト化することも可能となる。 Further, in the automatic transmission 20, planetary gears including the first, second, third, or fourth ring gears 21r to 24r are used as the first to fourth planetary gears 21 to 24. As shown in FIG. The first to fourth ring gears 21r to 24r are prevented from rotating at a high rotational speed so that the first to fourth ring gears 21r to 24r do not rotate at the time of forming the forward gear and the reverse gear from the first gear to the tenth gear. An increase in inertia during rotation (equivalent inertia with respect to the input shaft 20i) can be suppressed. As a result, the time required for engaging the clutches C2 and C3 corresponding to the fourth ring gear 24r of the fourth planetary gear 24 is shortened, and the occurrence of shock at the time of shifting accompanied by the engagement of the clutch C2 and / or C3 is reduced. In addition, the friction material of the clutches C2 and C3, that is, the durability of the friction plate and the separator plate can be satisfactorily secured. In addition, by reducing the inertia during rotation of the first to fourth ring gears 21r to 24r, the connecting member 213 connected to the first to fourth ring gears 21r to 24r and the first and third ring gears 21r and 23r. , The connecting member 223 connected to the second ring gear 22r, the drum members of the clutches C2 and C3 connected to the fourth ring gear 24r, etc. (thickness etc.), that is, the increase in weight, the large size of the automatic transmission 20 Can be suppressed. As a result, in the automatic transmission 20, the speed change performance and the durability of the clutches C2 and C3 can be further improved, and the entire device can be made lighter and more compact.
　また、第１および第２遊星歯車２１，２２をシングルピニオン式の遊星歯車とすることで、両者を例えばダブルピニオン式の遊星歯車とした場合に比べて、第１および第２遊星歯車２１，２２における回転要素間の噛み合い損失を低減させて自動変速機２０における動力の伝達効率すなわち車両の燃費をより向上させると共に、部品点数を削減して自動変速機２０の重量増を抑制しつつ組立性をより向上させることが可能となる。更に、上記自動変速機２０のように、ダブルピニオン式の第３遊星歯車２３とシングルピニオン式の第４遊星歯車２４とを組み合わせて構成される、いわゆるＳＳ－ＣＣ型の複合遊星歯車機構２５を採用すれば、第３遊星歯車２３の第３サンギヤ２３ｓと第４遊星歯車２４の第４サンギヤ２４ｓとが常時連結されるため、自動変速機２０の第７回転要素に作用するトルクを第３サンギヤ２３ｓおよび第４サンギヤ２４ｓで分担して受け持つことが可能となり、第３および第４サンギヤ２３ｓ，２４ｓそれぞれのトルク分担を小さくすることができる。これにより、複合遊星歯車機構２５の回転要素間の噛み合い損失を低減させて動力の伝達効率すなわち車両の燃費をより向上させ、更に、第３遊星歯車２３の第３キャリヤ２３ｃと第４遊星歯車２４の第４キャリヤ２４ｃとを一体化すると共に第３遊星歯車２３の第３サンギヤ３ｓと第４遊星歯車２４の第４サンギヤ２４ｓとを一体化することで部品点数を削減し、自動変速機２０の重量増を抑制しつつ組立性をより向上させることが可能となる。 Further, the first and second planetary gears 21 and 22 are single pinion type planetary gears, so that the first and second planetary gears 21 and 22 are compared with a case where both are made to be a double pinion type planetary gear, for example. The transmission loss in the automatic transmission 20 in the automatic transmission 20 is reduced to improve the power transmission efficiency, that is, the fuel consumption of the vehicle, and the number of parts is reduced to suppress the increase in the weight of the automatic transmission 20. This can be further improved. Further, a so-called SS-CC type compound planetary gear mechanism 25 configured by combining a double pinion type third planetary gear 23 and a single pinion type fourth planetary gear 24 as in the automatic transmission 20 is provided. If this is adopted, the third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 are always connected, so that the torque acting on the seventh rotating element of the automatic transmission 20 is supplied to the third sun gear. 23s and the fourth sun gear 24s can share the torque, and the torque sharing of the third and fourth sun gears 23s and 24s can be reduced. Thus, the meshing loss between the rotating elements of the compound planetary gear mechanism 25 is reduced to further improve the power transmission efficiency, that is, the fuel efficiency of the vehicle, and further, the third carrier 23c of the third planetary gear 23 and the fourth planetary gear 24. The fourth carrier 24c is integrated with the third sun gear 3s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 to reduce the number of parts, and the automatic transmission 20 It is possible to further improve assemblability while suppressing an increase in weight.
　図４は、本発明の他の実施形態に係る多段変速機としての自動変速機２０Ｂを含む動力伝達装置１０Ｂの概略構成図であり、図５は、自動変速機２０Ｂにおける入力軸２０ｉの回転速度（入力回転速度）に対する各回転要素の回転速度の比を示す速度線図である。図４に示す動力伝達装置１０Ｂの自動変速機２０Ｂは、上述の自動変速機２０において、複合遊星歯車機構２５をダブルピニオン式の第３遊星歯車２３およびシングルピニオン式の第４遊星歯車２４により構成される、いわゆるＳＣ－ＳＣ型の複合遊星歯車機構２５Ｂで置き換えたものに相当する。 FIG. 4 is a schematic configuration diagram of a power transmission device 10B including an automatic transmission 20B as a multi-stage transmission according to another embodiment of the present invention, and FIG. 5 is a rotational speed of the input shaft 20i in the automatic transmission 20B. It is a speed diagram which shows ratio of the rotational speed of each rotation element with respect to (input rotational speed). The automatic transmission 20B of the power transmission device 10B shown in FIG. 4 includes the double planetary gear mechanism 23 and the single pinion fourth planetary gear 24 in the compound planetary gear mechanism 25 in the automatic transmission 20 described above. This is equivalent to a so-called SC-SC type compound planetary gear mechanism 25B.
　図４に示すように、自動変速機２０Ｂにおいて、第３遊星歯車２３の第３キャリヤ２３ｃと、第４遊星歯車２４の第４サンギヤ２４ｓとは、連結部材（第３連結要素）２３４を介して常時連結されており、常時一体（かつ同軸）に回転または停止する。また、第３遊星歯車２３の第３サンギヤ２３ｓと、第４遊星歯車２４の第４キャリヤ２４ｃとは、連結部材（第４連結要素）２４３を介して常時連結されており、常時一体（かつ同軸）に回転または停止する。これにより、複合遊星歯車機構２５Ｂは、常時連結される第３遊星歯車２３の第３キャリヤ２３ｃおよび第４遊星歯車２４の第４サンギヤ２４ｓ、第３遊星歯車２３の第３リングギヤ２３ｒ、常時連結される第３遊星歯車２３の第３サンギヤ２３ｓおよび第４遊星歯車２４の第４キャリヤ２４ｃ、並びに第４遊星歯車２４の第４リングギヤ２４ｒという４つの回転要素を有することになる。また、第３遊星歯車２３の第３リングギヤ２３ｒは、連結部材（第１連結要素）２１３を介して第１遊星歯車２１の第１リングギヤ２１ｒに常時連結されており、両者は、常時一体（かつ同軸）に回転または停止する。更に、第３遊星歯車２３の第３サンギヤ２３ｓおよび第４遊星歯車２４の第４キャリヤ２４ｃは、連結部材（第２連結要素）２２４を介して第２遊星歯車２２の第２リングギヤ２２ｒに常時連結されており、これらの３つの要素は、常時一体（かつ同軸）に回転または停止する。 As shown in FIG. 4, in the automatic transmission 20 </ b> B, the third carrier 23 c of the third planetary gear 23 and the fourth sun gear 24 s of the fourth planetary gear 24 are connected via a connection member (third connection element) 234. It is always connected and always rotates or stops integrally (and coaxially). The third sun gear 23s of the third planetary gear 23 and the fourth carrier 24c of the fourth planetary gear 24 are always connected via a connecting member (fourth connecting element) 243, and are always integrated (and coaxial). ) Rotate or stop. Thus, the compound planetary gear mechanism 25B is always connected to the third carrier 23c of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24, and the third ring gear 23r of the third planetary gear 23, which are always connected. The fourth planetary gear 23 has four rotating elements, that is, a third sun gear 23 s and a fourth carrier 24 c of the fourth planetary gear 24, and a fourth ring gear 24 r of the fourth planetary gear 24. The third ring gear 23r of the third planetary gear 23 is always connected to the first ring gear 21r of the first planetary gear 21 via a connecting member (first connecting element) 213, and they are always integrated (and Rotate or stop on the same axis. Further, the third sun gear 23 s of the third planetary gear 23 and the fourth carrier 24 c of the fourth planetary gear 24 are always connected to the second ring gear 22 r of the second planetary gear 22 via a connecting member (second connecting element) 224. These three elements always rotate or stop integrally (and coaxially).
　また、図５に示すように、複合遊星歯車機構２５Ｂの４つの回転要素、すなわち、常時連結される第３遊星歯車２３の第３キャリヤ２３ｃおよび第４遊星歯車２４の第４サンギヤ２４ｓ、第３遊星歯車２３の第３リングギヤ２３ｒ、常時連結される第３遊星歯車２３の第３サンギヤ２３ｓおよび第４遊星歯車２４の第４キャリヤ２４ｃ、並びに第４遊星歯車２４の第４リングギヤ２４ｒは、この順番で図５における左側からダブルピニオン式の第３遊星歯車２３のギヤ比λ３およびシングルピニオン式の第４遊星歯車２４のギヤ比λ４に応じた間隔をおいて当該複合遊星歯車機構２５Ｂの速度線図（図５における右側の速度線図）上に並ぶ。このような速度線図での並び順に従い、本実施形態では、第３キャリヤ２３ｃおよび第４サンギヤ２４ｓを自動変速機２０Ｂの第７回転要素とし、第３リングギヤ２３ｒを自動変速機２０Ｂの第８回転要素とし、第３サンギヤ２３ｓおよび第４キャリヤ２４ｃを自動変速機２０Ｂの第９回転要素とし、第４リングギヤ２４ｒを自動変速機２０Ｂの第１０回転要素とする。従って、複合遊星歯車機構２５Ｂは、ギヤ比λ３，λ４に応じて順番に並ぶ自動変速機２０Ｂの第７回転要素、第８回転要素、第９回転要素および第１０回転要素を有する。 Further, as shown in FIG. 5, the four rotating elements of the compound planetary gear mechanism 25B, that is, the third carrier 23c of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24, which are always connected, The third ring gear 23r of the planetary gear 23, the third sun gear 23s of the third planetary gear 23 and the fourth carrier 24c of the fourth planetary gear 24 that are always connected, and the fourth ring gear 24r of the fourth planetary gear 24 are in this order. 5 is a velocity diagram of the compound planetary gear mechanism 25B from the left side at intervals corresponding to the gear ratio λ3 of the third planetary gear 23 of the double pinion type and the gear ratio λ4 of the fourth planetary gear 24 of the single pinion type. (Velocity diagram on the right side in FIG. 5) According to the arrangement order in the speed diagram, in this embodiment, the third carrier 23c and the fourth sun gear 24s are used as the seventh rotating element of the automatic transmission 20B, and the third ring gear 23r is used as the eighth rotation element of the automatic transmission 20B. The third sun gear 23s and the fourth carrier 24c are the ninth rotating elements of the automatic transmission 20B, and the fourth ring gear 24r is the tenth rotating element of the automatic transmission 20B. Accordingly, the compound planetary gear mechanism 25B has the seventh rotation element, the eighth rotation element, the ninth rotation element, and the tenth rotation element of the automatic transmission 20B that are arranged in order according to the gear ratios λ3 and λ4.
　このように構成される自動変速機２０Ｂにおいて、第１～第４遊星歯車２１，２２，２３および２４のギヤ比を１＝０．４９５，λ２＝０．５４８，λ３＝０．５２７，λ４＝０．５２８とすることで、前進第１速段から第１０速段および後進段におけるギヤ比等を上述の自動変速機２０と同様のもの（図３参照）とすることができる。そして、上述のように構成される自動変速機２０Ｂにおいても、自動変速機２０と同様の作用効果を得ることが可能となる。すなわち、ＳＣ－ＳＣ型の複合遊星歯車機構２５Ｂを採用した自動変速機２０Ｂでは、第３遊星歯車２３の第３キャリヤ２３ｃと第４遊星歯車２４の第４サンギヤ２４ｓとが常時連結され、第３遊星歯車２３の第３サンギヤ２３ｓと第４遊星歯車２４の第４キャリヤ２４ｃとが常時連結される。従って、自動変速機２０Ｂの第７回転要素に作用するトルクを第３サンギヤ２３ｓおよび第４キャリヤ２４ｃで分担して受け持つと共に、第９回転要素に作用するトルクを第３キャリヤ２３ｃおよび第４サンギヤ２４ｓで分担して受け持つことが可能となり、第３サンギヤ２３ｓ、第３キャリヤ２３ｃ、第４サンギヤ２４ｓおよび第４キャリヤ２４ｃそれぞれのトルク分担を小さくすることができる。これにより、複合遊星歯車機構２５Ｂの回転要素間の噛み合い損失を低減させて動力の伝達効率をより向上させることが可能となる。 In the automatic transmission 20B configured as described above, the gear ratios of the first to fourth planetary gears 21, 22, 23, and 24 are set to 1 = 0.495, λ2 = 0.548, λ3 = 0.527, λ4 = By setting the value to 0.528, the gear ratio and the like from the first forward speed to the tenth speed and the reverse speed can be the same as those of the automatic transmission 20 described above (see FIG. 3). In the automatic transmission 20B configured as described above, it is possible to obtain the same operational effects as those of the automatic transmission 20. That is, in the automatic transmission 20B employing the SC-SC type compound planetary gear mechanism 25B, the third carrier 23c of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 are always connected, The third sun gear 23s of the planetary gear 23 and the fourth carrier 24c of the fourth planetary gear 24 are always connected. Therefore, the torque acting on the seventh rotating element of the automatic transmission 20B is shared by the third sun gear 23s and the fourth carrier 24c, and the torque acting on the ninth rotating element is handled by the third carrier 23c and the fourth sun gear 24s. Thus, the torque sharing of the third sun gear 23s, the third carrier 23c, the fourth sun gear 24s, and the fourth carrier 24c can be reduced. Thereby, it is possible to reduce the meshing loss between the rotating elements of the compound planetary gear mechanism 25B and further improve the power transmission efficiency.
　図６は、本発明の他の実施形態に係る多段変速機としての自動変速機２０Ｃを含む動力伝達装置１０Ｃの概略構成図である。同図に示す動力伝達装置１０Ｃは、前輪駆動車両の前部に横置きに搭載される図示しないエンジン（内燃機関）のクランクシャフトに接続されると共にエンジンからの動力（トルク）を図示しない左右の前輪（駆動輪）に伝達可能なものである。動力伝達装置１０Ｃの自動変速機２０Ｃは、上述の自動変速機２０を前輪駆動車両用に改変したものに相当する。また、図７に、本発明の他の実施形態に係る多段変速機としての自動変速機２０Ｄを含む動力伝達装置１０Ｄを示す。同図に示す動力伝達装置１０Ｄも、前輪駆動車両の前部に横置きに搭載される図示しないエンジン（内燃機関）のクランクシャフトに接続されると共にエンジンからの動力（トルク）を図示しない左右の前輪（駆動輪）に伝達可能なものである。動力伝達装置１０Ｄの自動変速機２０Ｄは、上述の自動変速機２０Ｂを前輪駆動車両用に改変したものに相当する。 FIG. 6 is a schematic configuration diagram of a power transmission device 10C including an automatic transmission 20C as a multi-stage transmission according to another embodiment of the present invention. The power transmission device 10C shown in the figure is connected to a crankshaft of an engine (internal combustion engine) (not shown) that is mounted horizontally on the front portion of the front-wheel drive vehicle, and power (torque) from the engine is not shown on the left and right sides. It can be transmitted to the front wheels (drive wheels). The automatic transmission 20C of the power transmission device 10C corresponds to a modification of the automatic transmission 20 described above for a front-wheel drive vehicle. FIG. 7 shows a power transmission device 10D including an automatic transmission 20D as a multi-stage transmission according to another embodiment of the present invention. The power transmission device 10D shown in the figure is also connected to a crankshaft of an engine (internal combustion engine) (not shown) mounted horizontally on the front portion of the front-wheel drive vehicle, and power (torque) from the engine is not shown on the left and right sides. It can be transmitted to the front wheels (drive wheels). The automatic transmission 20D of the power transmission device 10D corresponds to a modification of the above-described automatic transmission 20B for a front-wheel drive vehicle.
　これらの自動変速機２０Ｃ，２０Ｄでは、第１遊星歯車２１の第１キャリヤ２１ｃが出力部材としてのカウンタドライブギヤ４１に常時連結される。自動変速機２０Ｃ，２０Ｄから出力部材としてのカウンタドライブギヤ４１に伝達された動力（トルク）は、カウンタドライブギヤ４１に加えて、当該カウンタドライブギヤ４１に噛合するカウンタドリブンギヤ４２、カウンタシャフト４３を介してカウンタドリブンギヤ４２に連結されたドライブピニオンギヤ（ファイナルドライブギヤ）４４、ドライブピニオンギヤ４４に噛合するデフリングギヤ（ファイナルドリブンギヤ）４５を含むギヤ列４０と、デフリングギヤ４５に連結されたデファレンシャルギヤ５０と、ドライブシャフト５１とを介して左右の前輪に伝達される。このように、本発明による多段変速機は、前輪駆動車両に搭載される変速機として構成されてもよい。 In these automatic transmissions 20C and 20D, the first carrier 21c of the first planetary gear 21 is always connected to a counter drive gear 41 as an output member. The power (torque) transmitted from the automatic transmissions 20C and 20D to the counter drive gear 41 as an output member is transmitted through the counter driven gear 42 and the counter shaft 43 that mesh with the counter drive gear 41 in addition to the counter drive gear 41. A drive pinion gear (final drive gear) 44 coupled to the counter driven gear 42, a gear train 40 including a differential ring gear (final driven gear) 45 meshing with the drive pinion gear 44, a differential gear 50 coupled to the differential ring gear 45, a drive It is transmitted to the left and right front wheels via the shaft 51. Thus, the multi-stage transmission according to the present invention may be configured as a transmission mounted on a front wheel drive vehicle.
　なお、上述の自動変速機２０～２０Ｄにおいて、クラッチＣ１～Ｃ４、ブレーキＢ１およびＢ２の少なくとも何れかは、ドグクラッチあるいはドグブレーキといった噛み合い係合要素とされてもよい。例えば、自動変速機２０～２０Ｄでは、前進第２速段から前進第８速段の形成に際して連続して係合されるクラッチＣ４や、前進第１速段から前進第４速段の形成に際して連続して係合されると共に、後進段の形成に際して係合されるブレーキＢ１として、ドグクラッチあるいはドグブレーキを採用してもよい。また、自動変速機２０～２０Ｄにおいて、第１～第４遊星歯車２１～２４におけるギヤ比λ１～λ４は、上記説明において例示されたものに限られるものではない。更に、自動変速機２０～２０Ｄにおいて、第１および第２遊星歯車２１，２２の少なくとも何れかをダブルピニオン式の遊星歯車としてもよく、複合遊星歯車機構２５を例えばシンプソン型やＣＲ－ＣＲ型、あるいはラビニヨ型といった他の複合遊星歯車機構に置き換えてもよい。 In the automatic transmissions 20 to 20D described above, at least one of the clutches C1 to C4 and the brakes B1 and B2 may be a meshing engagement element such as a dog clutch or a dog brake. For example, in the automatic transmissions 20 to 20D, the clutch C4 that is continuously engaged when forming the second forward speed to the eighth forward speed, or continuously when forming the fourth forward speed from the first forward speed. In addition, a dog clutch or a dog brake may be employed as the brake B1 that is engaged when the reverse gear is formed. In the automatic transmissions 20 to 20D, the gear ratios λ1 to λ4 in the first to fourth planetary gears 21 to 24 are not limited to those exemplified in the above description. Further, in the automatic transmissions 20 to 20D, at least one of the first and second planetary gears 21 and 22 may be a double pinion type planetary gear, and the compound planetary gear mechanism 25 may be a Simpson type, a CR-CR type, Or you may replace with other compound planetary gear mechanisms, such as Ravigneaux type.
　以上説明したように、本発明による多段変速機は、入力部材に伝達された動力を変速して出力部材に伝達する多段変速機において、ギヤ比に応じて順番に並ぶ第１回転要素、第２回転要素および第３回転要素を有する第１遊星歯車と、ギヤ比に応じて順番に並ぶ第４回転要素、第５回転要素および第６回転要素を有する第２遊星歯車と、第３遊星歯車および第４遊星歯車により構成され、前記第３および第４遊星歯車のギヤ比に応じて順番に並ぶ第７回転要素、第８回転要素、第９回転要素、および第１０回転要素を有する複合遊星歯車機構と、それぞれ前記第１および第２遊星歯車並びに前記複合遊星歯車機構の回転要素の何れかを他の回転要素または静止部材に接続すると共に両者の接続を解除する第１、第２、第３、第４、第５および第６係合要素とを備え、前記第１遊星歯車の前記第１回転要素は、前記入力部材に常時連結され、前記第１遊星歯車の前記第２回転要素は、前記出力部材に常時連結され、前記第１遊星歯車の前記第３回転要素と前記複合遊星歯車機構の前記第８回転要素とは常時連結され、前記第２遊星歯車の前記第６回転要素と前記複合遊星歯車機構の前記第９回転要素とは常時連結され、前記第１係合要素は、前記第２遊星歯車の前記第５回転要素と、前記入力部材とを互いに接続すると共に、両者の接続を解除し、前記第２係合要素は、前記第１遊星歯車の前記第２回転要素と、前記複合遊星歯車機構の前記第１０回転要素とを互いに接続すると共に、両者の接続を解除し、前記第３係合要素は、前記複合遊星歯車機構の前記第１０回転要素と、前記入力部材とを互いに接続すると共に、両者の接続を解除し、前記第４係合要素は、前記第２遊星歯車の前記第５回転要素と、前記複合遊星歯車機構の前記第７回転要素とを互いに接続すると共に、両者の接続を解除し、前記第５係合要素は、前記第２遊星歯車の前記第５回転要素を前記静止部材に接続して回転不能に固定すると共に、両者の接続を解除し、前記第６係合要素は、前記第２遊星歯車の前記第４回転要素を前記静止部材に接続して回転不能に固定すると共に、両者の接続を解除し、前記第１、第２、第３、第４、第５および第６係合要素のうちの何れか３つを選択的に係合させることにより、第１速段から第１０速段までの前進段と後進段とを形成することを特徴とする。 As described above, the multi-stage transmission according to the present invention is a multi-stage transmission that shifts the power transmitted to the input member and transmits it to the output member. A first planetary gear having a rotation element and a third rotation element; a fourth planetary gear having a fourth rotation element, a fifth rotation element and a sixth rotation element arranged in order according to the gear ratio; a third planetary gear; A compound planetary gear configured by a fourth planetary gear and having a seventh rotating element, an eighth rotating element, a ninth rotating element, and a tenth rotating element arranged in order according to the gear ratio of the third and fourth planetary gears First, second, and third mechanisms that connect any one of the rotating elements of the mechanism and the first and second planetary gears and the compound planetary gear mechanism to the other rotating elements or stationary members, respectively, and release the connection between them. , Fourth, fifth and A sixth engaging element, wherein the first rotating element of the first planetary gear is always connected to the input member, and the second rotating element of the first planetary gear is always connected to the output member. The third rotating element of the first planetary gear and the eighth rotating element of the compound planetary gear mechanism are always connected, and the sixth rotating element of the second planetary gear and the sixth planetary gear mechanism of the compound planetary gear mechanism. Nine rotation elements are always connected, and the first engagement element connects the fifth rotation element of the second planetary gear and the input member to each other and releases the connection between them. The engaging element connects the second rotating element of the first planetary gear and the tenth rotating element of the compound planetary gear mechanism to each other and releases the connection therebetween, and the third engaging element is , The tenth rotating element of the compound planetary gear mechanism, The input member is connected to each other and the connection between both is released, and the fourth engaging element includes the fifth rotating element of the second planetary gear and the seventh rotating element of the compound planetary gear mechanism. The fifth engaging element connects the fifth planetary gear to the stationary member so as to be non-rotatable and connects the two. The sixth engaging element is connected to the stationary member to fix the fourth rotating element of the second planetary gear to be non-rotatable, and also releases the connection between the first and second elements. By selectively engaging any three of the third, fourth, fifth and sixth engaging elements, the forward speed and the reverse speed from the first speed to the tenth speed can be achieved. It is characterized by forming.
　このように構成される多段変速機では、スプレッドをより大きくして多段変速機が搭載される車両の燃費を向上させると共に、更に低速段の変速比をより大きくすると共に高速段の変速比をより小さくしてドライバビリティすなわち車両の加速性能等をより向上させることができる。また、この多段変速機では、第１、第２、第３および第４遊星歯車としてリングギヤを含む遊星歯車を用いた場合に、第１速段から第１０速段までの前進段および後進段の形成時にリングギヤが高い回転速度で回転しないようにして、リングギヤの回転時のイナーシャが大きくなるのを抑制することが可能となる。これにより、当該リングギヤに対応した係合要素の係合に要する時間を短縮化すると共に、当該係合要素の係合を伴う変速時のショックの発生や、上記リングギヤおよびそれに接続される連結要素等の強度確保に伴う寸法（厚み等）すなわち重量の増加や装置全体の大型化を抑制することができる。この結果、本発明による多段変速機では、当該多段変速機が搭載される車両の燃費、ドライバビリティおよび変速性能を向上させると共に、装置全体を軽量コンパクト化することが可能となる。 In the multi-speed transmission configured as described above, the spread is increased to improve the fuel efficiency of the vehicle on which the multi-speed transmission is mounted, the speed ratio of the low speed stage is further increased, and the speed ratio of the high speed stage is further increased. By reducing the size, drivability, that is, acceleration performance of the vehicle can be further improved. Further, in this multi-stage transmission, when planetary gears including ring gears are used as the first, second, third and fourth planetary gears, the forward gear and the reverse gear from the first gear to the tenth gear are used. By preventing the ring gear from rotating at a high rotational speed during formation, it is possible to suppress an increase in inertia during the rotation of the ring gear. This shortens the time required for engagement of the engagement element corresponding to the ring gear, generates shock at the time of shifting accompanied by the engagement of the engagement element, the ring gear and the connecting element connected thereto, etc. The increase in dimensions (thickness and the like), that is, the increase in weight and the increase in the size of the entire apparatus can be suppressed. As a result, in the multi-stage transmission according to the present invention, it is possible to improve the fuel consumption, drivability and shift performance of a vehicle in which the multi-stage transmission is mounted, and to reduce the overall weight and size of the apparatus.
　更に、本発明による多段変速機では、次のように第１から第６係合要素を係合させることにより、第１速段から第１０速段までの前進段と後進段とを形成することができる。すなわち、前進第１速段は、第２係合要素、第５係合要素および第６係合要素を係合させることにより形成される。また、前進第２速段は、第４係合要素、第５係合要素および第６係合要素を係合させることにより形成される。更に、前進第３速段は、第２係合要素、第４係合要素および第５係合要素を係合させることにより形成される。また、前進第４速段は、第３係合要素、第４係合要素および第５係合要素を係合させることにより形成される。更に、前進第５速段は、第２係合要素、第４係合要素および第６係合要素を係合させることにより形成される。また、前進第６速段は、第３係合要素、第４係合要素および第６係合要素を係合させることにより形成される。更に、前進第７速段は、第１係合要素、第３係合要素および第４係合要素を係合させることにより形成される。また、前進第８速段は、第１係合要素、第４係合要素および第６係合要素を係合させることにより形成される。更に、前進第９速段は、第１係合要素、第２係合要素および第６係合要素を係合させることにより形成される。また、前進第１０速段は、第１係合要素、第３係合要素および第６係合要素を係合させることにより形成される。更に、後進段は、第３係合要素、第５係合要素および第６係合要素を係合させることにより形成される。 Furthermore, in the multi-stage transmission according to the present invention, the forward speed and the reverse speed from the first speed to the tenth speed are formed by engaging the first to sixth engaging elements as follows. Can do. That is, the forward first speed is formed by engaging the second engagement element, the fifth engagement element, and the sixth engagement element. Further, the second forward speed is formed by engaging the fourth engagement element, the fifth engagement element, and the sixth engagement element. Further, the third forward speed is formed by engaging the second engagement element, the fourth engagement element, and the fifth engagement element. Further, the fourth forward speed is formed by engaging the third engagement element, the fourth engagement element, and the fifth engagement element. Further, the fifth forward speed is formed by engaging the second engagement element, the fourth engagement element, and the sixth engagement element. The sixth forward speed is formed by engaging the third engagement element, the fourth engagement element, and the sixth engagement element. Further, the seventh forward speed is formed by engaging the first engagement element, the third engagement element, and the fourth engagement element. The eighth forward speed is established by engaging the first engagement element, the fourth engagement element, and the sixth engagement element. Further, the ninth forward speed is formed by engaging the first engagement element, the second engagement element, and the sixth engagement element. Further, the tenth forward speed is formed by engaging the first engagement element, the third engagement element, and the sixth engagement element. Further, the reverse gear is formed by engaging the third engagement element, the fifth engagement element, and the sixth engagement element.
　このように、本発明による多段変速機では、第１～第６係合要素の何れか３つを係合させると共に残余の３つを解放させることにより前進第１速段から前進第１０速段および後進段が形成される。これにより、例えば６つの係合要素のうちの２つを係合させると共に残余の４つを解放させることにより複数の変速段を形成する変速機に比べて、変速段の形成に伴って解放される係合要素の数を減らすことができる。この結果、変速段の形成に伴って解放された係合要素における引き摺り損失を低減させて、多段変速機における動力の伝達効率すなわち車両の燃費をより一層向上させることが可能となる。 As described above, in the multi-stage transmission according to the present invention, any three of the first to sixth engaging elements are engaged and the remaining three are released to advance the first forward speed to the tenth forward speed. And a reverse gear is formed. Accordingly, for example, compared with a transmission that forms a plurality of shift stages by engaging two of the six engagement elements and releasing the remaining four, the release is performed with the formation of the shift stage. The number of engaging elements can be reduced. As a result, drag loss in the engagement element released with the formation of the shift stage can be reduced, and the power transmission efficiency in the multi-stage transmission, that is, the fuel consumption of the vehicle can be further improved.
　また、前記第１遊星歯車は、第１サンギヤと、第１リングギヤと、それぞれ前記第１サンギヤおよび前記第１リングギヤに噛合する複数の第１ピニオンギヤを自転自在かつ公転自在に保持する第１キャリヤとを有するシングルピニオン式の遊星歯車であってもよく、前記第２遊星歯車は、第２サンギヤと、第２リングギヤと、それぞれ前記第２サンギヤおよび前記第２リングギヤに噛合する複数の第２ピニオンギヤを自転自在かつ公転自在に保持する第２キャリヤとを有するシングルピニオン式の遊星歯車であってもよく、前記第１回転要素は、前記第１サンギヤであってもよく、前記第２回転要素は、前記第１キャリヤであってもよく、前記第３回転要素は、前記第１リングギヤであってもよく、前記第４回転要素は、前記第２サンギヤであってもよく、前記第５回転要素は、前記第２キャリヤであってもよく、前記第６回転要素は、前記第２リングギヤであってもよい。 The first planetary gear includes a first sun gear, a first ring gear, and a first carrier that rotatably and reciprocally holds a plurality of first pinion gears that mesh with the first sun gear and the first ring gear, respectively. The second planetary gear may include a second sun gear, a second ring gear, and a plurality of second pinion gears meshed with the second sun gear and the second ring gear, respectively. It may be a single pinion type planetary gear having a second carrier that is rotatably and revolved, the first rotating element may be the first sun gear, and the second rotating element is The first carrier may be, the third rotating element may be the first ring gear, and the fourth rotating element may be the second sun gear. There may be a, the fifth rotating element may be a second carrier, the sixth rotary element may be a second ring gear.
　このように、第１および第２遊星歯車をシングルピニオン式の遊星歯車とすることで、当該第１および第２遊星歯車における回転要素間の噛み合い損失を低減させて多段変速機における動力の伝達効率すなわち車両の燃費をより向上させると共に、部品点数を削減して多段変速機の重量増を抑制しつつ組立性を向上させることが可能となる。 Thus, by making the first and second planetary gears into single pinion type planetary gears, the meshing loss between the rotating elements in the first and second planetary gears is reduced, and the power transmission efficiency in the multi-stage transmission is reduced. That is, the fuel efficiency of the vehicle can be further improved, and the number of parts can be reduced to improve the assemblability while suppressing an increase in the weight of the multi-stage transmission.
　更に、前記複合遊星歯車機構は、第３サンギヤと、第３リングギヤと、互いに噛合すると共に一方が前記第３サンギヤに他方が前記第３リングギヤに噛合する２つのピニオンギヤの組を自転かつ公転自在に複数保持する第３キャリヤとを有するダブルピニオン式の前記第３遊星歯車と、第４サンギヤと、第４リングギヤと、それぞれ前記第４サンギヤおよび前記第４リングギヤに噛合する複数の第４ピニオンギヤを自転自在かつ公転自在に保持する第４キャリヤとを有するシングルピニオン式の前記第４遊星歯車とにより構成されてもよく、前記第７回転要素は、常時連結された前記第３サンギヤおよび前記第４サンギヤであってもよく、前記第８回転要素は、前記第３リングギヤであってもよく、前記第９回転要素は、常時連結された前記第３キャリヤおよび前記第４キャリヤであってもよく、前記第１０回転要素は、前記第４リングギヤであってもよい。 Further, the compound planetary gear mechanism can rotate and revolve a set of two pinion gears that mesh with the third sun gear and the third ring gear, one meshing with the third sun gear and the other meshing with the third ring gear. A double pinion type third planetary gear having a plurality of third carriers to be held, a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears meshed with the fourth sun gear and the fourth ring gear, respectively. The fourth planetary gear of a single pinion type having a fourth carrier that can be freely and revolved, and the seventh rotating element is always connected to the third sun gear and the fourth sun gear. The eighth rotating element may be the third ring gear, and the ninth rotating element may be May be a third carrier and the fourth carrier, the tenth rotary element may be a fourth ring gear.
　このように、ダブルピニオン式の第３遊星歯車とシングルピニオン式の第４遊星歯車とを組み合わせて構成される、いわゆるＳＳ－ＣＣ型の複合遊星歯車機構を採用すれば、第３遊星歯車の第３サンギヤと第４遊星歯車の第４サンギヤとが常時連結されるため、多段変速機の第７回転要素に作用するトルクを第３サンギヤおよび第４サンギヤで分担して受け持つことが可能となり、第３および第４サンギヤそれぞれのトルク分担を小さくすることができる。これにより、複合遊星歯車機構の回転要素間の噛み合い損失を低減させて動力の伝達効率をより向上させ、更に、第３遊星歯車の第３キャリヤと第４遊星歯車の第４キャリヤとを一体化すると共に第３遊星歯車の第３サンギヤと第４遊星歯車の第４サンギヤ２とを一体化することで部品点数を削減し、多段変速機の重量増を抑制しつつ組立性をより向上させることが可能となる。 In this way, if a so-called SS-CC type compound planetary gear mechanism configured by combining a double pinion type third planetary gear and a single pinion type fourth planetary gear is employed, the third planetary gear of the third planetary gear Since the third sun gear and the fourth sun gear of the fourth planetary gear are always connected, the torque acting on the seventh rotating element of the multi-stage transmission can be shared by the third sun gear and the fourth sun gear. The torque sharing of each of the third and fourth sun gears can be reduced. This reduces the meshing loss between the rotating elements of the compound planetary gear mechanism to further improve the power transmission efficiency, and further integrates the third carrier of the third planetary gear and the fourth carrier of the fourth planetary gear. In addition, by integrating the third sun gear of the third planetary gear and the fourth sun gear 2 of the fourth planetary gear, the number of parts is reduced, and the assembly performance is further improved while suppressing the weight increase of the multi-stage transmission. Is possible.
　また、前記複合遊星歯車機構は、第３サンギヤと、第３リングギヤと、互いに噛合すると共に一方が前記第３サンギヤに他方が前記第３リングギヤに噛合する２つのピニオンギヤの組を自転かつ公転自在に複数保持する第３キャリヤとを有するダブルピニオン式の前記第３遊星歯車と、第４サンギヤと、第４リングギヤと、それぞれ前記第４サンギヤおよび前記第４リングギヤに噛合する複数の第４ピニオンギヤを自転自在かつ公転自在に保持する第４キャリヤとを有するシングルピニオン式の前記第４遊星歯車とにより構成されてもよく、前記第７回転要素は、常時連結された前記第３キャリヤおよび前記第４サンギヤであってもよく、前記第８回転要素は、前記第３リングギヤであってもよく、前記第９回転要素は、常時連結された前記第３サンギヤおよび前記第４キャリヤであってもよく、前記第１０回転要素は、前記第４リングギヤであってもよい。 In addition, the compound planetary gear mechanism can rotate and revolve a pair of two pinion gears that mesh with the third sun gear and the third ring gear, one meshing with the third sun gear and the other meshing with the third ring gear. A double pinion type third planetary gear having a plurality of third carriers to be held, a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears meshed with the fourth sun gear and the fourth ring gear, respectively. The fourth planetary gear of a single pinion type having a fourth carrier that can be freely and revolved, and the seventh rotation element includes the third carrier and the fourth sun gear that are always connected. The eighth rotating element may be the third ring gear, and the ninth rotating element may be The third may be a sun gear and the fourth carrier, the tenth rotary element may be a fourth ring gear.
　このようなダブルピニオン式の第３遊星歯車とシングルピニオン式の第４遊星歯車とを組み合わせて構成される、いわゆるＳＣ－ＳＣ型の複合遊星歯車機構を採用しても、第３遊星歯車の第３キャリヤと第４遊星歯車の第４サンギヤとが常時連結されると共に、第３遊星歯車の第３サンギヤと第４遊星歯車の第４キャリヤとが常時連結されることから、多段変速機の第７回転要素に作用するトルクを第３サンギヤおよび第４キャリヤで分担して受け持つと共に、第９回転要素に作用するトルクを第３キャリヤおよび第４サンギヤで分担して受け持つことが可能となり、第３サンギヤ、第３キャリヤ、第４サンギヤおよび第４キャリヤそれぞれのトルク分担を小さくすることができる。これにより、複合遊星歯車機構の回転要素間の噛み合い損失を低減させて動力の伝達効率をより向上させることが可能となる。 Even if such a so-called SC-SC type compound planetary gear mechanism configured by combining a double-pinion type third planetary gear and a single-pinion type fourth planetary gear is adopted, Since the three carriers and the fourth sun gear of the fourth planetary gear are always connected, and the third sun gear of the third planetary gear and the fourth carrier of the fourth planetary gear are always connected, The torque acting on the seventh rotating element can be shared by the third sun gear and the fourth carrier, and the torque acting on the ninth rotating element can be shared by the third carrier and the fourth sun gear. The torque sharing of each of the sun gear, the third carrier, the fourth sun gear, and the fourth carrier can be reduced. Thereby, it is possible to reduce the meshing loss between the rotating elements of the compound planetary gear mechanism and further improve the power transmission efficiency.
　更に、前記出力部材は、デファレンシャルギヤを介して車両の後輪に連結される出力軸であってもよい。すなわち、本発明による多段変速機は、後輪駆動車両に搭載される変速機として構成されてもよい。 Furthermore, the output member may be an output shaft connected to the rear wheel of the vehicle via a differential gear. That is, the multi-stage transmission according to the present invention may be configured as a transmission mounted on a rear wheel drive vehicle.
　また、前記出力部材は、車両の前輪に連結されたデファレンシャルギヤに動力を伝達するギヤ列に含まれるカウンタドライブギヤであってもよい。すなわち、本発明による多段変速機は、前輪駆動車両に搭載される変速機として構成されてもよい。 Further, the output member may be a counter drive gear included in a gear train that transmits power to a differential gear connected to a front wheel of the vehicle. That is, the multi-stage transmission according to the present invention may be configured as a transmission mounted on a front wheel drive vehicle.
　そして、本発明は上記実施形態に何ら限定されるものではなく、本発明の外延の範囲内において様々な変更をなし得ることはいうまでもない。更に、上記発明を実施するための形態は、あくまで発明の概要の欄に記載された発明の具体的な一形態に過ぎず、発明の概要の欄に記載された発明の要素を限定するものではない。 And this invention is not limited to the said embodiment at all, and it cannot be overemphasized that various changes can be made within the range of the extension of this invention. Furthermore, the mode for carrying out the invention described above is merely a specific form of the invention described in the Summary of Invention column, and does not limit the elements of the invention described in the Summary of Invention column. Absent.
　本発明は、多段変速機の製造産業等において利用可能である。 The present invention can be used in the manufacturing industry of multi-stage transmissions.

Claims (7)

  1. 　入力部材に伝達された動力を変速して出力部材に伝達する多段変速機において、
    　ギヤ比に応じて順番に並ぶ第１回転要素、第２回転要素および第３回転要素を有する第１遊星歯車と、
    　ギヤ比に応じて順番に並ぶ第４回転要素、第５回転要素および第６回転要素を有する第２遊星歯車と、
    　第３遊星歯車および第４遊星歯車により構成され、前記第３および第４遊星歯車のギヤ比に応じて順番に並ぶ第７回転要素、第８回転要素、第９回転要素、および第１０回転要素を有する複合遊星歯車機構と、
    　それぞれ前記第１および第２遊星歯車並びに前記複合遊星歯車機構の回転要素の何れかを他の回転要素または静止部材に接続すると共に両者の接続を解除する第１、第２、第３、第４、第５および第６係合要素とを備え、
    　前記第１遊星歯車の前記第１回転要素は、前記入力部材に常時連結され、
    　前記第１遊星歯車の前記第２回転要素は、前記出力部材に常時連結され、
    　前記第１遊星歯車の前記第３回転要素と前記複合遊星歯車機構の前記第８回転要素とは常時連結され、
    　前記第２遊星歯車の前記第６回転要素と前記複合遊星歯車機構の前記第９回転要素とは常時連結され、
    　前記第１係合要素は、前記第２遊星歯車の前記第５回転要素と、前記入力部材とを互いに接続すると共に、両者の接続を解除し、
    　前記第２係合要素は、前記第１遊星歯車の前記第２回転要素と、前記複合遊星歯車機構の前記第１０回転要素とを互いに接続すると共に、両者の接続を解除し、
    　前記第３係合要素は、前記複合遊星歯車機構の前記第１０回転要素と、前記入力部材とを互いに接続すると共に、両者の接続を解除し、
    　前記第４係合要素は、前記第２遊星歯車の前記第５回転要素と、前記複合遊星歯車機構の前記第７回転要素とを互いに接続すると共に、両者の接続を解除し、
    　前記第５係合要素は、前記第２遊星歯車の前記第５回転要素を前記静止部材に接続して回転不能に固定すると共に、両者の接続を解除し、
    　前記第６係合要素は、前記第２遊星歯車の前記第４回転要素を前記静止部材に接続して回転不能に固定すると共に、両者の接続を解除し、
    　前記第１、第２、第３、第４、第５および第６係合要素のうちの何れか３つを選択的に係合させることにより、第１速段から第１０速段までの前進段と後進段とを形成することを特徴とする多段変速機。     In a multi-stage transmission that shifts the power transmitted to the input member and transmits it to the output member,
    A first planetary gear having a first rotating element, a second rotating element, and a third rotating element arranged in order according to the gear ratio;
    A second planetary gear having a fourth rotating element, a fifth rotating element and a sixth rotating element arranged in order according to the gear ratio;
    A seventh rotating element, an eighth rotating element, a ninth rotating element, and a tenth rotating element that are constituted by a third planetary gear and a fourth planetary gear and are arranged in order according to the gear ratio of the third and fourth planetary gears. A compound planetary gear mechanism having
    The first, second, third, and fourth of the first and second planetary gears and the rotating elements of the compound planetary gear mechanism are connected to other rotating elements or stationary members, respectively, and the connection between them is released. And fifth and sixth engaging elements,
    The first rotating element of the first planetary gear is always connected to the input member;
    The second rotating element of the first planetary gear is always connected to the output member;
    The third rotating element of the first planetary gear and the eighth rotating element of the compound planetary gear mechanism are always connected,
    The sixth rotating element of the second planetary gear and the ninth rotating element of the compound planetary gear mechanism are always connected,
    The first engagement element connects the fifth rotation element of the second planetary gear and the input member to each other, and releases the connection between them.
    The second engaging element connects the second rotating element of the first planetary gear and the tenth rotating element of the compound planetary gear mechanism to each other, and releases the connection between them.
    The third engagement element connects the tenth rotation element of the compound planetary gear mechanism and the input member to each other, and releases the connection between them.
    The fourth engaging element connects the fifth rotating element of the second planetary gear and the seventh rotating element of the compound planetary gear mechanism to each other, and releases the connection between them.
    The fifth engaging element connects the fifth rotating element of the second planetary gear to the stationary member and fixes the non-rotatable, and releases the connection between the two,
    The sixth engaging element connects the fourth rotating element of the second planetary gear to the stationary member and fixes the non-rotatable, and releases the connection between the two,
    Advancement from the first speed to the tenth speed by selectively engaging any three of the first, second, third, fourth, fifth and sixth engagement elements A multi-stage transmission characterized by forming a stage and a reverse stage.
  2. 　請求項１に記載の多段変速機において、
    　前記第２係合要素、前記第５係合要素および前記第６係合要素の係合により前進第１速段が形成され、
    　前記第４係合要素、前記第５係合要素および前記第６係合要素の係合により前進第２速段が形成され、
    　前記第２係合要素、前記第４係合要素および前記第５係合要素の係合により前進第３速段が形成され、
    　前記第３係合要素、前記第４係合要素および前記第５係合要素の係合により前進第４速段が形成され、
    　前記第２係合要素、前記第４係合要素および前記第６係合要素の係合により前進第５速段が形成され、
    　前記第３係合要素、前記第４係合要素および前記第６係合要素の係合により前進第６速段が形成され、
    　前記第１係合要素、前記第３係合要素および前記第４係合要素の係合により前進第７速段が形成され、
    　前記第１係合要素、前記第４係合要素および前記第６係合要素の係合により前進第８速段が形成され、
    　前記第１係合要素、前記第２係合要素および前記第６係合要素の係合により前進第９速段が形成され、
    　前記第１係合要素、前記第３係合要素および前記第６係合要素の係合により前進第１０速段が形成され、
    　前記第３係合要素、前記第５係合要素および前記第６係合要素の係合により後進段が形成されることを特徴とする多段変速機。     The multi-stage transmission according to claim 1, wherein
    The forward first speed is formed by the engagement of the second engagement element, the fifth engagement element, and the sixth engagement element,
    A forward second speed is formed by engagement of the fourth engagement element, the fifth engagement element, and the sixth engagement element;
    A forward third speed is formed by engagement of the second engagement element, the fourth engagement element, and the fifth engagement element;
    A forward fourth speed is formed by engagement of the third engagement element, the fourth engagement element, and the fifth engagement element;
    A forward fifth speed is formed by engagement of the second engagement element, the fourth engagement element, and the sixth engagement element;
    A forward sixth speed is formed by engagement of the third engagement element, the fourth engagement element, and the sixth engagement element;
    A forward seventh speed is formed by engagement of the first engagement element, the third engagement element, and the fourth engagement element,
    The eighth forward speed is formed by the engagement of the first engagement element, the fourth engagement element, and the sixth engagement element,
    A forward ninth speed is formed by engagement of the first engagement element, the second engagement element, and the sixth engagement element,
    A forward tenth speed stage is formed by engagement of the first engagement element, the third engagement element, and the sixth engagement element,
    The multi-stage transmission is characterized in that a reverse gear is formed by the engagement of the third engagement element, the fifth engagement element, and the sixth engagement element.
  3. 　請求項１または２に記載の多段変速機において、
    　前記第１遊星歯車は、第１サンギヤと、第１リングギヤと、それぞれ前記第１サンギヤおよび前記第１リングギヤに噛合する複数の第１ピニオンギヤを自転自在かつ公転自在に保持する第１キャリヤとを有するシングルピニオン式の遊星歯車であり、
    　前記第２遊星歯車は、第２サンギヤと、第２リングギヤと、それぞれ前記第２サンギヤおよび前記第２リングギヤに噛合する複数の第２ピニオンギヤを自転自在かつ公転自在に保持する第２キャリヤとを有するシングルピニオン式の遊星歯車であり、
    　前記第１回転要素は、前記第１サンギヤであり、前記第２回転要素は、前記第１キャリヤであり、前記第３回転要素は、前記第１リングギヤであり、前記第４回転要素は、前記第２サンギヤであり、前記第５回転要素は、前記第２キャリヤであり、前記第６回転要素は、前記第２リングギヤであることを特徴とする多段変速機。     The multi-stage transmission according to claim 1 or 2,
    The first planetary gear includes a first sun gear, a first ring gear, and a first carrier that holds a plurality of first pinion gears that mesh with the first sun gear and the first ring gear, respectively, in a freely rotating and revolving manner. It is a single pinion type planetary gear,
    The second planetary gear includes a second sun gear, a second ring gear, and a second carrier that holds a plurality of second pinion gears that mesh with the second sun gear and the second ring gear, respectively, in a freely rotating and revolving manner. It is a single pinion type planetary gear,
    The first rotating element is the first sun gear, the second rotating element is the first carrier, the third rotating element is the first ring gear, and the fourth rotating element is the A multi-stage transmission which is a second sun gear, wherein the fifth rotating element is the second carrier, and wherein the sixth rotating element is the second ring gear.
  4. 　請求項１から３の何れか一項に記載の多段変速機において、
    　前記複合遊星歯車機構は、第３サンギヤと、第３リングギヤと、互いに噛合すると共に一方が前記第３サンギヤに他方が前記第３リングギヤに噛合する２つのピニオンギヤの組を自転かつ公転自在に複数保持する第３キャリヤとを有するダブルピニオン式の前記第３遊星歯車と、第４サンギヤと、第４リングギヤと、それぞれ前記第４サンギヤおよび前記第４リングギヤに噛合する複数の第４ピニオンギヤを自転自在かつ公転自在に保持する第４キャリヤとを有するシングルピニオン式の前記第４遊星歯車とにより構成され、
    　前記第７回転要素は、常時連結された前記第３サンギヤおよび前記第４サンギヤであり、前記第８回転要素は、前記第３リングギヤであり、前記第９回転要素は、常時連結された前記第３キャリヤおよび前記第４キャリヤであり、前記第１０回転要素は、前記第４リングギヤであることを特徴とする多段変速機。     The multi-stage transmission according to any one of claims 1 to 3,
    The compound planetary gear mechanism includes a plurality of sets of two pinion gears that mesh with each other, one of which is meshed with the third sun gear and the other of the third ring gear, and the other is meshed with the third ring gear. A third planetary gear of a double pinion type having a third carrier, a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears meshed with the fourth sun gear and the fourth ring gear, respectively, and are rotatable. The fourth planetary gear of the single pinion type having a fourth carrier that is held revolving freely,
    The seventh rotating element is the third sun gear and the fourth sun gear that are always connected, the eighth rotating element is the third ring gear, and the ninth rotating element is the always connected first gear. A multi-stage transmission comprising three carriers and the fourth carrier, wherein the tenth rotating element is the fourth ring gear.
  5. 　請求項１から３の何れか一項に記載の多段変速機において、
    　前記複合遊星歯車機構は、第３サンギヤと、第３リングギヤと、互いに噛合すると共に一方が前記第３サンギヤに他方が前記第３リングギヤに噛合する２つのピニオンギヤの組を自転かつ公転自在に複数保持する第３キャリヤとを有するダブルピニオン式の前記第３遊星歯車と、第４サンギヤと、第４リングギヤと、それぞれ前記第４サンギヤおよび前記第４リングギヤに噛合する複数の第４ピニオンギヤを自転自在かつ公転自在に保持する第４キャリヤとを有するシングルピニオン式の前記第４遊星歯車とにより構成され、
    　前記第７回転要素は、常時連結された前記第３キャリヤおよび前記第４サンギヤであり、前記第８回転要素は、前記第３リングギヤであり、前記第９回転要素は、常時連結された前記第３サンギヤおよび前記第４キャリヤであり、前記第１０回転要素は、前記第４リングギヤであることを特徴とする多段変速機。     The multi-stage transmission according to any one of claims 1 to 3,
    The compound planetary gear mechanism includes a plurality of sets of two pinion gears that mesh with each other, one of which is meshed with the third sun gear and the other of the third ring gear, and the other is meshed with the third ring gear. A third planetary gear of a double pinion type having a third carrier, a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears meshed with the fourth sun gear and the fourth ring gear, respectively, and are rotatable. The fourth planetary gear of the single pinion type having a fourth carrier that is held revolving freely,
    The seventh rotating element is the third carrier and the fourth sun gear that are always connected, the eighth rotating element is the third ring gear, and the ninth rotating element is the always connected first gear. 3. A multi-stage transmission comprising three sun gears and the fourth carrier, wherein the tenth rotating element is the fourth ring gear.
  6. 　請求項１から５の何れか一項に記載の多段変速機において、
    　前記出力部材は、デファレンシャルギヤを介して車両の後輪に連結される出力軸であることを特徴とする多段変速機。     The multi-stage transmission according to any one of claims 1 to 5,
    The multi-stage transmission, wherein the output member is an output shaft connected to a rear wheel of a vehicle through a differential gear.
  7. 　請求項１から５の何れか一項に記載の多段変速機において、
    　前記出力部材は、車両の前輪に連結されたデファレンシャルギヤに動力を伝達するギヤ列に含まれるカウンタドライブギヤであることを特徴とする多段変速機。     The multi-stage transmission according to any one of claims 1 to 5,
    The multi-stage transmission, wherein the output member is a counter drive gear included in a gear train that transmits power to a differential gear connected to a front wheel of a vehicle.
PCT/JP2015/050569 2014-01-14 2015-01-13 Multistage transmission WO2015108006A1 (en)

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