WO2015152067A1

WO2015152067A1 - Multistage transmission

Info

Publication number: WO2015152067A1
Application number: PCT/JP2015/059694
Authority: WO
Inventors: 貴義加藤; 森本　隆; 青木　敏彦; 加藤　博; 宮崎　光史; 森瀬　勝; 慎司大板
Original assignee: アイシン・エィ・ダブリュ株式会社; トヨタ自動車株式会社
Priority date: 2014-04-01
Filing date: 2015-03-27
Publication date: 2015-10-08

Abstract

In the present invention an automatic transmission (20) includes: a compound planetary gear mechanism (25) formed by combining a single-pinion first planetary gear (21) and a single-pinion third planetary gear (23); a single-pinion second planetary gear (22); a single-pinion fourth planetary gear (24); clutches (C1-C4); and brakes (B1, B2). By engaging any three of the clutches (C1-C4) and the brakes (B1, B2), first through ninth or tenth forward gears and a reverse gear are formed.

Description

Multi-speed transmission

The invention of the present disclosure relates to a multi-stage transmission that shifts power transmitted from a motor of a vehicle to an input member and transmits the power to an output member.

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.

US Patent Application Publication No. 2012/0231917

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 first planetary gear (reference numeral 14) having a particularly large diameter is formed when the forward second speed to the sixth speed and the forward eighth speed to the tenth speed are formed. ) Always rotates at a high rotation speed, the inertia during the rotation of the ring gear increases. For this reason, it takes time to engage the brake or clutch (shifting time becomes long), a shock may occur at the time of shifting involving the engagement of the brake, etc., and the durability of the friction material of the brake or clutch May deteriorate.

Therefore, the main object of the present disclosure is to improve the fuel consumption, drivability, speed change performance, and durability of the engagement element of a vehicle equipped with a multi-stage transmission.

The multi-stage transmission of the present disclosure is a multi-stage transmission that shifts power transmitted to the input member and transmits the power to the output member.
First, second, third and fourth planetary gears;
The first, second, third and fourth rotating elements of the first, second, third and fourth planetary gears 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 planetary gear and the third planetary gear are arranged in order corresponding to the gear ratio of the first and third planetary gears, the first rotation element, the second rotation element, the third rotation element, and the fourth Constructing a compound planetary gear mechanism having a rotating element,
The second planetary gear has a fifth rotating element, a sixth rotating element, and a seventh rotating element arranged in order corresponding to the gear ratio,
The fourth planetary gear has an eighth rotation element, a ninth rotation element, and a tenth rotation element arranged in order corresponding to the gear ratio,
The sixth rotating element of the second planetary gear is always connected to the input member;
The ninth rotating element of the fourth planetary gear is always connected to the output member;
The first rotating element of the compound planetary gear mechanism and the eighth rotating element of the fourth planetary gear are always connected,
The second rotating element of the compound planetary gear mechanism and the sixth rotating element of the second planetary gear are always connected,
The first engaging element connects the third rotating element of the compound planetary gear mechanism and the ninth rotating element of the fourth planetary gear to each other, and releases the connection between them.
The second engaging element connects the fourth rotating element of the compound planetary gear mechanism and the fifth rotating element of the second planetary gear to each other, and releases the connection between them.
The third engaging element connects the seventh rotating element of the second planetary gear and the tenth rotating element of the fourth planetary gear to each other, and releases the connection between them.
The fourth engaging element includes the first rotating element of the compound planetary gear mechanism, the eighth rotating element of the fourth planetary gear, and the seventh rotating element of the second planetary gear that are always connected. Connect with each other, disconnect both,
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 is configured to connect the tenth rotating element of the fourth planetary gear to the stationary member so as to be non-rotatable and to release the connection therebetween.

In the multi-stage transmission configured as described above, the first, second, third, fourth, fifth and sixth engaging elements are selectively engaged with each other by first engaging them. It is possible to form a forward gear and a reverse gear from the first gear to the ninth gear or the tenth gear. As a result, the spread can be further increased, so that the speed ratio of the low speed stage is increased and the speed ratio of the high speed stage is further reduced to improve the fuel efficiency of the vehicle on which the multi-stage transmission is mounted, and to the driver That is, the 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 travel from the first speed to the ninth speed or the tenth speed is performed. It is possible to prevent an increase in inertia during the rotation of the ring gear by preventing the ring gear having a particularly large diameter from rotating at a high rotational speed when forming the step and the reverse step. As a result, the time required for engaging the engaging element is shortened, the occurrence of shock at the time of shifting accompanied by the engagement of the engaging element is suppressed, and the durability of the friction material of the engaging element is improved. Can be secured. As a result, in the multi-stage transmission according to the present disclosure, it is possible to further improve the fuel consumption, drivability, speed change performance, and durability of the engagement element of the vehicle in which the multi-stage transmission is mounted.

1 is a schematic configuration diagram of a power transmission device including a multi-stage transmission according to an embodiment of the present disclosure. 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. 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. It is a schematic block diagram of the power transmission device containing the multistage transmission which concerns on other embodiment of this indication. 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. It is a schematic block diagram of the power transmission device containing the multi-stage transmission which concerns on other embodiment of this indication.

Next, an embodiment for carrying out the invention of the present disclosure will be described with reference to the drawings.

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 disclosure. 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 horizontally in a front portion of a front-wheel drive vehicle and power (torque) from the engine. Can be transmitted to left and right front wheels (drive wheels) (not shown). As shown in the figure, the power transmission device 10 shifts the power transmitted from the engine to the input shaft 20i and transmits it to a counter drive gear 41 as an output member, in addition to a transmission case (stationary member). 11, a starting device (fluid transmission device) 12, an oil pump 17, and the like.

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.

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).

The automatic transmission 20 is configured as a 10-speed transmission, and as shown in FIG. 1, in addition to the input shaft 20i, a counter drive gear 41 as an output member, and an automatic transmission 20 (input shaft 20i) a compound planetary gear mechanism 25 configured by combining a single pinion type first planetary gear 21 and a single pinion type third planetary gear 23 arranged side by side in the axial direction, and a single pinion type second planetary gear. A gear 22 and a single pinion type fourth planetary gear 24 are included. Further, the automatic transmission 20 includes a clutch C1 as a first engagement element for changing a power transmission path from the input shaft 20i to the counter drive gear 41 as an output member, a clutch C2 as a second engagement element, A clutch C3 as a third engagement element, a clutch C4 as a fourth engagement element, a brake B1 as a fifth engagement element, and a brake B2 as a sixth engagement element are included. The power (torque) transmitted from the automatic transmission 20 to the counter drive gear 41 is transmitted to the counter driven gear 42 via the counter drive gear 41 and the counter driven gear 42 meshing with the counter drive gear 41 and the counter shaft 43. The drive pinion gear (final drive gear) 44, the gear train 40 having a differential ring gear (final driven gear) 45 meshing with the drive pinion gear 44, the differential gear 50 connected to the differential ring gear 45, and the drive shaft 51 are connected. Is transmitted to the left and right front wheels.

In the present embodiment, the compound planetary gear mechanism 25, the second planetary gear 22, and the fourth planetary gear 24 are supplied from the starting device 12, that is, from the engine side (the right side in FIG. 1), to the second planetary gear 22 and the fourth planetary gear 24. In this order, the compound planetary gear mechanism 25, that is, the second planetary gear 22, the fourth planetary gear 24, the first planetary gear 21 constituting the compound planetary gear mechanism 25, and the third planetary gear 23 constituting the compound planetary gear mechanism 25. Are arranged in the transmission case 11 so as to line up. The clutch C1 is disposed between, for example, the first planetary gear 21 and the fourth planetary gear 24, and the clutch C2 is disposed on the opposite side of the starting device 12 with respect to the third planetary gear 23, for example. C3 and C4 are disposed, for example, between the second planetary gear 22 and the fourth planetary gear 24, and the brake B1 is disposed, for example, on the opposite side of the starting device 12 with respect to the third planetary gear 24, and the brake B2 Is arranged outside the fourth planetary gear 24 or the clutches C3 and C4, for example.

The first planetary gear 21 constituting the compound planetary gear mechanism 25 includes a first sun gear 21s that is an external gear, a first ring gear 21r that is an internal gear arranged concentrically with the first sun gear 21s, respectively. A plurality of first pinion gears 21p meshing with one sun gear 21s and a first ring gear 21r, and a first carrier 21c holding the plurality of first pinion gears 21p so as to be rotatable (rotatable) and revolved freely. In the present embodiment, the gear ratio λ1 of the first planetary gear 21 (the number of teeth of the first sun gear 21s / the number of teeth of the first ring gear 21r) is set to λ1 = 0.370, for example.

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 plurality of third pinion gears 23p meshing with the three sun gears 23s and the third ring gear 23r, and a third carrier 23c holding the plurality of third pinion gears 23p so as to be rotatable (rotatable) and revolved freely. 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 = 0.600, for example.

As shown in FIG. 1, the first carrier 21c of the first planetary gear 21 and the third ring gear 23r of the third planetary gear 23 are always connected via a connecting member, and always rotate integrally (and coaxially). Or stop. The first ring gear 21r of the first planetary gear 21 and the third carrier 23c of the third planetary gear 23 are always connected via a connecting member, and always rotate or stop integrally (and coaxially). Thereby, the compound planetary gear mechanism 25 is always connected to the first sun gear 21s of the first planetary gear 21, the first carrier 21c of the first planetary gear 21 that is always connected, and the third ring gear 23r of the third planetary gear 23. The first planetary gear 21 has four rotation elements, that is, the first ring gear 21r, the third planetary gear 23, the third carrier 23c, and the third planetary gear 23, the third sun gear 23s.

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 set to λ2 = 0.500, for example. As shown in FIG. 1, the second carrier 22c of the second planetary gear 22 is always connected to the input shaft 20i. The second carrier 22c is always connected to the first carrier 21c of the first planetary gear 21 and the third ring gear 23r of the third planetary gear 23, which are always connected, via a connecting member, and the first carrier 21c. And it always rotates or stops integrally (and coaxially) with the third ring gear 23r.

The fourth planetary gear 24 includes a fourth sun gear 24s that is an external gear, a fourth ring gear 24r that is an internal gear disposed concentrically with the fourth sun gear 24s, and a fourth sun gear 24s and a fourth ring gear 24r, respectively. And a fourth carrier 24c that holds the plurality of fourth pinion gears 24p so as to freely rotate (rotate) and revolve. In the present embodiment, the gear ratio λ4 of the fourth planetary gear 24 (the number of teeth of the fourth sun gear 24s / the number of teeth of the fourth ring gear 24r) is set to λ4 = 0.250, for example. As shown in FIG. 1, the fourth carrier 24c of the fourth planetary gear 24 is always connected to a counter drive gear 41 as an output member. Further, the fourth sun gear 24s of the fourth planetary gear 24 is always connected to the first sun gear 21s of the first planetary gear 21 via a connecting member, and always rotates or coaxially with the first sun gear 21s. Stop.

The clutch C1 connects the first ring gear 21r of the first planetary gear 21 and the third carrier 23c of the third planetary gear 23, and the fourth carrier 24c of the fourth planetary gear 24, which are always coupled, Disconnect the connection. The clutch C2 connects the second sun gear 22s of the second planetary gear 22 and the third sun gear 23s of the third planetary gear 23 to each other and releases the connection between them. The clutch C3 connects and disconnects the second ring gear 22r of the second planetary gear 22 and the fourth ring gear 24r of the fourth planetary gear 24 from each other. The clutch C4 connects the first sun gear 21s of the first planetary gear 21 and the fourth sun gear 24s of the fourth planetary gear 24, and the second ring gear 22r of the second planetary gear 22 that are always connected to each other. Disconnect the connection.

The brake B1 fixes (connects) the second sun gear 22s of the second planetary gear 22 to the transmission case 11 as a stationary member so as not to rotate, and releases the second sun gear 22s to the transmission case 11 so as to be rotatable. To do. The brake B2 fixes (connects) the fourth ring gear 24r of the fourth planetary gear 24 to the transmission case 11 as a stationary member in a non-rotatable manner and releases the fourth ring gear 24r so as to be rotatable with respect to the transmission case 11. To do.

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).

FIG. 2 is a velocity diagram showing the ratio of the rotational speed of each rotary element to the rotational speed (input rotational speed) of the input shaft 20i in the automatic transmission 20 (however, the input shaft 20i, that is, the second carrier 22c, the first carrier 22c). The rotational speeds of the carrier 21c and the third ring gear 23r are set to a value of 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.

As shown in FIG. 2, the four rotating elements of the compound planetary gear mechanism 25, that is, the first sun gear 21 s of the first planetary gear 21, the first carrier 21 c of the first planetary gear 21 that is always connected, and the third planetary gear. 23, the first ring gear 21r of the first planetary gear 21 and the third carrier 23c of the third planetary gear 23, and the third sun gear 23s of the third planetary gear 23 are sequentially shown in this order. A speed diagram of the compound planetary gear mechanism 25 at an interval corresponding to the gear ratio λ1 of the single-pinion type first planetary gear 21 and the gear ratio λ3 of the single-pinion type third planetary gear 23 from the middle left side (FIG. 2). On the right side). According to such an arrangement order in the speed diagram, here, the first sun gear 21s is the first rotating element of the automatic transmission 20, and the first carrier 21c and the third ring gear 23r are the second rotating elements of the automatic transmission 20. The first ring gear 21r and the third carrier 23c are the third rotating element of the automatic transmission 20, and the third sun gear 23s is the fourth rotating element of the automatic transmission 20. Therefore, the compound planetary gear mechanism 25 includes the first rotation element, the second rotation element, the third rotation element, and the first rotation element of the automatic transmission 20 that are sequentially arranged at intervals corresponding to the gear ratios λ1 and λ3 on the velocity diagram. It has 4 rotating elements.

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). On the left speed diagram), 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 drawing at intervals corresponding to the gear ratio λ2. According to the arrangement order in the speed diagram, the second sun gear 22s is the fifth rotating element of the automatic transmission 20, the second carrier 22c is the sixth rotating element of the automatic transmission 20, and the second ring gear is used. 22r is a seventh rotating element of the automatic transmission 20. Therefore, the second planetary gear 22 has the fifth rotation element, the sixth rotation element, and the seventh rotation element of the automatic transmission 20 that are arranged in order at intervals corresponding to the gear ratio λ2 on the velocity diagram.

Further, the three rotating elements constituting the single pinion type fourth planetary gear 24, that is, the fourth sun gear 24s, the fourth ring gear 24r, and the fourth carrier 24c are speed diagrams of the fourth planetary gear 24 (in FIG. 2). On the central speed diagram), the fourth sun gear 24s, the fourth carrier 24c, and the fourth ring gear 24r are arranged in this order from the left side in the figure at an interval corresponding to the gear ratio λ4. According to the order of arrangement in the speed diagram, here, the fourth sun gear 24s is the eighth rotating element of the automatic transmission 20, the fourth carrier 24c is the ninth rotating element of the automatic transmission 20, and the fourth ring gear. 24 r is a tenth rotation element of the automatic transmission 20. Accordingly, the fourth planetary gear 24 has the eighth rotation element, the ninth rotation element, and the tenth rotation element of the automatic transmission 20 arranged in order at intervals corresponding to the gear ratio λ4 on the velocity diagram.

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. There are 10 power transmission paths in the forward rotation direction and one reverse rotation direction between 20i and the counter drive gear 41 as the output member, that is, the forward speed and the reverse speed from the first speed to the tenth speed. Can be formed.

Specifically, the forward first 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 first forward speed is established, the second sun gear 22s of the second planetary gear 22 and the third sun gear 23s of the compound planetary gear mechanism 25 (third planetary gear 23) are connected to each other by the clutch C2. The clutch C4 connects the first sun gear 21s of the compound planetary gear mechanism 25 (first planetary gear 21), the fourth sun gear 24s of the fourth planetary gear 24, and the second ring gear 22r of the second planetary gear 22, and further. The fourth ring gear 24r of the fourth planetary gear 24 is fixed to the transmission case 11 so as not to rotate by the brake B2. In this embodiment (when the gear ratio of the first to fourth planetary gears 21 to 24 is λ1 = 0.370, λ2 = 0.500, λ3 = 0.600, λ4 = 0.250, the same applies hereinafter) The gear ratio (rotational speed of the input shaft 20i / rotational speed of the counter drive gear 41) γ1 at the first forward speed is γ1 = 5.000.

The second forward speed is formed by engaging the clutch C4 and the brakes B1 and B2 and releasing the remaining clutches C1, C2, and C3. That is, when the forward second speed is formed, the clutch C4 causes the first sun gear 21s of the compound planetary gear mechanism 25 (first planetary gear 21), the fourth sun gear 24s of the fourth planetary gear 24, and the second planetary gear 22 to move. The second ring gear 22r is 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 B1, and the fourth planetary gear 24 of the fourth planetary gear 24 is fixed by the brake B2. The four ring gear 24r is fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γ2 at the second forward speed is γ2 = 3.333. The step ratio between the first forward speed and the second forward speed is γ1 / γ2 = 1.500.

The third forward speed is formed by engaging the clutch C2 and the brakes B1 and B2 and releasing the remaining clutches C1, C3, and C4. That is, when forming the third forward speed, the clutch C2 connects the second sun gear 22s of the second planetary gear 22 and the third sun gear 23s of the compound planetary gear mechanism 25 (third planetary gear 23) 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 B1, and the fourth ring gear 24r of the fourth planetary gear 24 is rotated by the brake B2 with respect to the transmission case 11. Fixed to impossible. In the present embodiment, the gear ratio γ3 at the third forward speed is γ3 = 2.483. The step ratio between the second forward speed and the third forward speed is γ2 / γ3 = 1.342.

The forward fourth speed is formed by engaging the clutch C1 and the brakes B1 and B2 and releasing the remaining clutches C2, C3, and C4. That is, when the fourth forward speed is established, the first ring gear 21r and the third carrier 23c of the compound planetary gear mechanism 25 and the fourth carrier 24c of the fourth planetary gear 24 are connected to each other by the clutch C1. The second sun gear 22s of the second planetary gear 22 is non-rotatably fixed to the transmission case 11 by B1, and the fourth ring gear 24r of the fourth planetary gear 24 is non-rotatable to the transmission case 11 by the brake B2. Fixed. In the present embodiment, the gear ratio γ4 at the fourth forward speed is γ4 = 2.080. The step ratio between the third forward speed and the fourth forward speed is γ3 / γ4 = 1.194.

The forward fifth speed is formed by engaging the clutches C1 and C2 and the brake B1 and releasing the remaining clutches C3 and C4 and the brake B2. That is, when the fifth forward speed is established, the first ring gear 21r and the third carrier 23c of the compound planetary gear mechanism 25 and the fourth carrier 24c of the fourth planetary gear 24 are connected to each other by the clutch C1. The second sun gear 22s of the second planetary gear 22 and the third sun gear 23s of the compound planetary gear mechanism 25 (third planetary gear 23) are connected to each other by C2, and further, the second sun gear of the second planetary gear 22 is connected by the brake B1. 22s 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 = 1.600. The step ratio between the fourth forward speed and the fifth forward speed is γ4 / γ5 = 1.300.

The forward sixth speed is formed by engaging the clutches C1 and C4 and the brake B1 and releasing the remaining clutches C2 and C3 and the brake B2. In other words, when the sixth forward speed is established, the first ring gear 21r and the third carrier 23c of the compound planetary gear mechanism 25 and the fourth carrier 24c of the fourth planetary gear 24 are connected to each other by the clutch C1. The first sun gear 21s of the compound planetary gear mechanism 25 (first planetary gear 21), the fourth sun gear 24s of the fourth planetary gear 24, and the second ring gear 22r of the second planetary gear 22 are connected to each other by C4, and further the brake The second sun gear 22s of the second planetary gear 22 is fixed to the transmission case 11 so as not to rotate by B1. In the present embodiment, the gear ratio γ6 at the sixth forward speed is γ6 = 1.227. The step ratio between the fifth forward speed and the sixth forward speed is γ5 / γ6 = 1.304.

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 forming the seventh forward speed, the clutch C1 connects the first ring gear 21r and the third carrier 23c of the compound planetary gear mechanism 25 to the fourth carrier 24c of the fourth planetary gear 24, and the clutch C4. The first sun gear 21s of the compound planetary gear mechanism 25 (first planetary gear 21), the fourth sun gear 24s of the fourth planetary gear 24, and the second ring gear 22r of the second planetary gear 22 are connected to each other, and further by the clutch C3. The second ring gear 22r of the second planetary gear 22 and the fourth ring gear 24r of the fourth planetary gear 24 are 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 = 1.227.

The forward eighth speed is formed by engaging the clutches C1 and C3 and the brake B1 and releasing the remaining clutches C2 and C4 and the brake B2. That is, when the eighth forward speed is established, the first ring gear 21r and the third carrier 23c of the compound planetary gear mechanism 25 and the fourth carrier 24c of the fourth planetary gear 24 are connected to each other by the clutch C1. The second ring gear 22r of the second planetary gear 22 and the fourth ring gear 24r of the fourth planetary gear 24 are connected to each other by C3, and the second sun gear 22s 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 γ8 at the eighth forward speed is γ8 = 0.794. The step ratio between the seventh forward speed and the eighth forward speed is γ7 / γ8 = 1.260.

The ninth forward speed is established 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 ninth forward speed is established, the second ring gear 22r of the second planetary gear 22 and the fourth ring gear 24r of the fourth planetary gear 24 are connected to each other by the clutch C3, and the compound planetary gear is connected by the clutch C4. The first sun gear 21s of the mechanism 25 (first planetary gear 21), the fourth sun gear 24s of the fourth planetary gear 24, and the second ring gear 22r of the second planetary gear 22 are connected to each other, and further, the second planetary gear by the brake B1. The second sun gear 22 s of the gear 22 is fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γ9 at the ninth forward speed is γ9 = 0.667. The step ratio between the eighth forward speed and the ninth forward speed is γ8 / γ9 = 1.191.

The 10th forward speed is formed by engaging the clutches C2 and C3 and the brake B1 and releasing the remaining clutches C1 and C4 and the brake B2. That is, at the time of forming the tenth forward speed, the clutch C2 connects the second sun gear 22s of the second planetary gear 22 and the third sun gear 23s of the compound planetary gear mechanism 25 (third planetary gear 23) to each other. The second ring gear 22r of the second planetary gear 22 and the fourth ring gear 24r of the fourth planetary gear 24 are connected to each other by the clutch C3, and the second sun gear 22s of the second planetary gear 22 is further connected to the transmission case 11 by the brake B1. It is fixed so that it cannot rotate. In the present embodiment, the gear ratio γ10 at the tenth forward speed is γ10 = 0.624. The step ratio between the ninth forward speed and the tenth forward speed is γ9 / γ10 = 1.068. 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. .014.

The reverse gear is formed by engaging the clutches C2 and C3 and the brake B2 and releasing the remaining clutches C1 and C4 and the brake B1. That is, when the reverse gear is formed, the second sun gear 22s of the second planetary gear 22 and the third sun gear 23s of the compound planetary gear mechanism 25 (third planetary gear 23) are connected to each other by the clutch C2, and the clutch C3. As a result, the second ring gear 22r of the second planetary gear 22 and the fourth ring gear 24r of the fourth planetary gear 24 are connected to each other, and the fourth ring gear 24r of the fourth planetary gear 24 is connected to the transmission case 11 by the brake B2. Fixed non-rotatable. In the present embodiment, the gear ratio γrev in the reverse speed is γrev = −4.868. The step ratio between the first forward speed and the reverse speed is | γrev / γ1 | = 0.974.

As described above, according to the automatic transmission 20, the forward speed and the reverse speed from the first speed to the tenth speed can be provided by engaging / disengaging the clutches C1 to C4 and the brakes B1 and B2. As a result, in the automatic transmission 20, since the spread can be increased (8.014 in the present embodiment), the speed ratio of the low speed stage and the speed ratio of the high speed stage are further reduced, It is possible to improve the fuel efficiency of the vehicle on which the automatic transmission 20 is mounted and further improve the acceleration performance of the vehicle. 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.

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.

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. This shortens the time required to engage each of the clutches C1 to C4 and the brakes B1 and B2, and suppresses the occurrence of a shock at the time of shifting accompanied by the engagement of each of the clutches C1 to C4 and the brakes B1 and B2. Furthermore, the durability of the friction material of each of the clutches C1 to C4 and the brakes B1 and B2, that is, the friction plate and the separator plate can be ensured. In addition, by reducing the inertia during rotation of the first to fourth ring gears 21r to 24r, the size (thickness, etc.), that is, the weight increase associated with securing the strength of the first to fourth ring gears 21r to 24r, the automatic transmission An increase in size of 20 can be suppressed. As a result, in the automatic transmission 20, the speed change performance and durability of the clutches C1 to C4 and the brakes B1 and B2 can be further improved, and the entire device can be reduced in weight and size.

Further, by making the first, second, third and fourth

planetary gears

21, 22, 23, and 24 into single pinion type planetary gears, compared to the case where these are made into double pinion type planetary gears, for example, While reducing the meshing loss between the rotating elements in the first, second, third and fourth

planetary gears

21, 22, 23, 24, the power transmission efficiency in the automatic transmission 20, that is, the fuel efficiency of the vehicle is further improved. It is possible to further improve the assemblability while reducing the number of parts and suppressing the weight increase of the automatic transmission 20.

In the automatic transmission 20, the fourth forward speed may be formed by engaging the clutches C1, C2 and the brake B2 instead of engaging the clutch C1 and the brakes B1 and B2. Further, in the automatic transmission 20, the ninth forward speed may be formed by engaging the clutches C2, C3 and the brake B1, instead of engaging the clutches C3, C4 and the brake B1, In this case, the formation of the tenth forward speed may be omitted. In these cases, the gear ratios λ1 to λ4 of the first to fourth planetary gears 21 to 24 are λ1 = 0.450, λ2 = 0.500, λ3 = 0.600, and λ4 = 0.250. May be.

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 invention of the present disclosure, and FIG. 5 is a diagram of an 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 a rotational speed (input rotational speed). The automatic transmission 20B of the power transmission device 10B shown in FIG. 4 is the same as the automatic transmission 20 described above, in which the compound planetary gear mechanism 25 is composed of a single pinion type first planetary gear 21 and a double pinion type third planetary gear 23B. This corresponds to a so-called CC-RR type compound planetary gear mechanism 25B configured. Thus, also in the automatic transmission 20B employing the CC-RR type compound planetary gear mechanism 25B, it is possible to reduce the number of parts and further improve the assembly while suppressing the weight increase of the automatic transmission 20B. It becomes. The third planetary gear 23B includes a third sun gear 23s, a third ring gear 23r, a plurality of pinion gears 231p that mesh with the third sun gear 23s, and a plurality of pinion gears 231p and a third ring gear 23r that respectively mesh with the third sun gear 23s. Pinion gear 232p and a third carrier 23c that holds a plurality of pairs of pinion gears 231p and 232p so as to rotate and revolve freely. In the automatic transmission 20B, the gear ratio γ1 of the first planetary gear 21 (the number of teeth of the first sun gear 21s / the number of teeth of the first ring gear 21r) is determined to be λ1 = 0.375, for example.

As shown in FIG. 4, in the automatic transmission 20B, the first carrier 21c of the first planetary gear 21 and the third carrier 23c of the third planetary gear 23B are always connected via a connecting member. Rotate or stop as one (and coaxial). The first ring gear 21r of the first planetary gear 21 and the third ring gear 23r of the third planetary gear 23B are always connected via a connecting member, and always rotate or stop integrally (and coaxially). As a result, the compound planetary gear mechanism 25B is always connected to the first sun gear 21s of the first planetary gear 21, the first carrier 21c of the first planetary gear 21 that is always connected, and the third carrier 23c of the third planetary gear 23B. The first planetary gear 21 has four rotation elements, that is, the first ring gear 21r, the third planetary gear 23B, the third ring gear 23r, and the third planetary gear 23B, the third sun gear 23s. The first carrier 21c and the third carrier 23c, which are always connected to the compound planetary gear mechanism 25B, are always connected to the second carrier 22c of the second planetary gear 22 via a connecting member, and the second carrier 22c. Rotate or stop at once (and coaxial). Further, in the automatic transmission 20B, the clutch C1 connects the first ring gear 21r and the third ring gear 23r of the compound planetary gear mechanism 25B and the fourth carrier 24c of the fourth planetary gear 24 to each other and connects the two. It is a thing to cancel.

As shown in FIG. 5, the four rotating elements of the compound planetary gear mechanism 25B, that is, the first sun gear 21s of the first planetary gear 21, the first carrier 21c of the first planetary gear 21 always connected, and the third planetary gear. The third carrier 23c of 23B, the first ring gear 21r of the first planetary gear 21 and the third ring gear 23r of the third planetary gear 23B, and the third sun gear 23s of the third planetary gear 23B are always connected in this order. 5 is a velocity diagram of the compound planetary gear mechanism 25B at intervals corresponding to the gear ratio λ1 of the first planetary gear 21 of the single pinion type and the gear ratio λ3 of the third planetary gear 23B of the double pinion type from the left side in FIG. 5 on the right speed diagram). According to such an arrangement order in the speed diagram, here, the first sun gear 21s is the first rotating element of the automatic transmission 20B, and the first carrier 21c and the third carrier 23c are the second rotating elements of the automatic transmission 20B. The first ring gear 21r and the third ring gear 23r are the third rotating element of the automatic transmission 20B, and the third sun gear 23s is the fourth rotating element of the automatic transmission 20B. Therefore, the compound planetary gear mechanism 25B includes the first rotation element, the second rotation element, the third rotation element, and the first rotation element of the automatic transmission 20B that are sequentially arranged at intervals corresponding to the gear ratios λ1 and λ3 on the velocity diagram. It has 4 rotating elements.

In the automatic transmission 20B configured as described above, the gear ratios of the first to fourth

planetary gears

21, 22, 23B and 24 are λ1 = 0.375, λ2 = 0.500, λ3 = 0.600, λ4 = By setting the distance to 0.250, 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.

In the automatic transmission 20B as well, the fourth forward speed may be formed by engaging the clutches C1, C2 and the brake B2 instead of engaging the clutch C1, the brakes B1 and B2. Also in the automatic transmission 20B, the ninth forward speed may be formed by engaging the clutches C2, C3 and the brake B1, instead of engaging the clutches C3, C4 and the brake B1, In this case, the formation of the forward tenth speed may be omitted. In these cases, the gear ratios λ1 to λ4 of the first to fourth planetary gears 21 to 23B, 24 are λ1 = 0.450, λ2 = 0.500, λ3 = 0.600, λ4 = 0.250. It may be said.

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 invention of the present disclosure. The automatic transmission 20C of the power transmission device 10C shown in FIG. 6 is the same as the automatic transmission 20 described above, in which the compound planetary gear mechanism 25 is overlapped with the single pinion type first and third

planetary gears

21, 23 in the radial direction. This is equivalent to the one replaced by the compound planetary gear mechanism 25C arranged as described above. By adopting such a compound planetary gear mechanism 25C, the third planetary gear 23 can be disposed so as to surround the first planetary gear 21, so that the axial length of the automatic transmission 20C and thus the power transmission device 10C can be increased. It becomes possible to shorten more. Further, even if the compound planetary gear mechanism 25C is employed, it is possible to further improve the assembling performance while reducing the number of parts and suppressing the increase in the weight of the automatic transmission 20C.

As shown in FIG. 6, in the automatic transmission 20C, the first carrier 21c of the first planetary gear 21 and the third carrier 23c of the third planetary gear 23 are integrated with each other or via a connecting member. Are always connected, and always rotate or stop integrally (and coaxial). Further, the first ring gear 21r of the first planetary gear 21 and the third sun gear 23s of the third planetary gear 23 are formed integrally with each other such that the third sun gear 23s surrounds the first ring gear 21r, or It is always connected (integrated) via the connecting member, and always rotates or stops integrally (and coaxially). As a result, the compound planetary gear mechanism 25C includes the first sun gear 21s of the first planetary gear 21, the third ring gear 23r of the third planetary gear 23, the first carrier 21c of the first planetary gear 21 and the third planetary gear that are always connected. The third carrier 23c of the gear 23, the first ring gear 21r of the first planetary gear 21 and the third sun gear 23s of the third planetary gear 23 that are always connected, have four rotating elements. Further, the compound planetary gear mechanism 25C is arranged such that the first pinion gear 21p and the third pinion gear at least partially overlap in the axial direction as viewed from the radial direction.

In addition, the third ring gear 23r of the compound planetary gear mechanism 25C is always connected to the second carrier 22c of the second planetary gear 22 via a connecting member, and is always rotated or coaxially with the second carrier 22c. Stop. Further, in the automatic transmission 20C, the clutch C1 includes the first carrier 21c of the first planetary gear 21 and the third carrier 23c of the third planetary gear 23, and the fourth carrier 24c of the fourth planetary gear 24, which are always connected. Are connected to each other and the connection between the two is released. The clutch C2 connects the first ring gear 21r of the first planetary gear 21 and the third sun gear 23s of the third planetary gear 23 and the second sun gear 22s of the second planetary gear 22 that are always connected to each other, The connection between the two is canceled.

Although illustration is omitted, four rotating elements of the compound planetary gear mechanism 25C, that is, the first sun gear 21s of the first planetary gear 21, the third ring gear 23r of the third planetary gear 23, and the first planetary gear 21 always connected. The first carrier 21c and the third carrier 23c of the third planetary gear 23, the first ring gear 21r of the first planetary gear 21 and the third sun gear 23s of the third planetary gear 23, which are always connected, They are arranged on the velocity diagram of the compound planetary gear mechanism 25C at intervals corresponding to the gear ratios λ1 and λ3 of the third

planetary gears

21 and 23. According to such an arrangement order in the speed diagram, here, the first sun gear 21s is the first rotating element of the automatic transmission 20C, the third ring gear 23r is the second rotating element of the automatic transmission 20C, and the first carrier 21c and the third carrier 23c are the third rotating elements of the automatic transmission 20C, and the first ring gear 21r and the third sun gear 23s are the fourth rotating elements of the automatic transmission 20C. Therefore, the compound planetary gear mechanism 25C has a first rotation element, a second rotation element, a third rotation element, and a second rotation element of the automatic transmission 20C that are sequentially arranged at intervals corresponding to the gear ratios λ1 and λ3 on the velocity diagram. It has 4 rotating elements.

In the automatic transmission 20C configured as described above, the gear ratios of the first to fourth

planetary gears

21, 22, 23 and 24 are set to λ1 = 0.450, λ2 = 0.500, λ3 = 0.600, λ4 = By setting the distance to 0.250, 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 20C configured as described above, it is possible to obtain the same operational effects as those of the automatic transmission 20.

Also in the automatic transmission 20C, the fourth forward speed may be formed by engaging the clutches C1, C2 and the brake B2 instead of engaging the clutch C1 and the brakes B1 and B2. Further, also in the automatic transmission 20C, the ninth forward speed may be formed by engaging the clutches C2, C3 and the brake B1, instead of engaging the clutches C3, C4 and the brake B1, In this case, the formation of the forward tenth speed may be omitted. In these cases, the gear ratios λ1 to λ4 of the first to fourth planetary gears 21 to 24 are λ1 = 0.450, λ2 = 0.500, λ3 = 0.600, and λ4 = 0.250. May be.

In the automatic transmissions 20 to 20C 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 20C, the clutch C3 that is engaged in the seventh forward speed to the tenth forward speed and the reverse speed may be a dog clutch, and the first forward speed to the fourth forward speed. The brake B2 engaged at the stage and the reverse stage may be a dog brake. In the automatic transmissions 20 to 20C, the gear ratios λ1 to λ4 in the first to fourth

planetary gears

21, 22, 23 or 23B, 24 are not limited to those exemplified in the above description. Furthermore, in the automatic transmissions 20 to 20C, at least one of the first, second, and fourth

planetary gears

21, 22, and 24 may be a double pinion type planetary gear, and the compound planetary gear mechanism 25 may be a Simpson type, for example, It may be replaced with another compound planetary gear mechanism such as Ravigneaux type.

As described above, the multi-stage transmission of the present disclosure is a multi-stage transmission that shifts the power transmitted to the input member and transmits the power to the output member.
First, second, third and fourth planetary gears;
The first, second, third and fourth rotating elements of the first, second, third and fourth planetary gears 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 planetary gear and the third planetary gear are arranged in order corresponding to the gear ratio of the first and third planetary gears, the first rotation element, the second rotation element, the third rotation element, and the fourth Constructing a compound planetary gear mechanism having a rotating element,
The second planetary gear has a fifth rotating element, a sixth rotating element, and a seventh rotating element arranged in order corresponding to the gear ratio,
The fourth planetary gear has an eighth rotation element, a ninth rotation element, and a tenth rotation element arranged in order corresponding to the gear ratio,
The sixth rotating element of the second planetary gear is always connected to the input member;
The ninth rotating element of the fourth planetary gear is always connected to the output member;
The first rotating element of the compound planetary gear mechanism and the eighth rotating element of the fourth planetary gear are always connected,
The second rotating element of the compound planetary gear mechanism and the sixth rotating element of the second planetary gear are always connected,
The first engaging element connects the third rotating element of the compound planetary gear mechanism and the ninth rotating element of the fourth planetary gear to each other, and releases the connection between them.
The second engaging element connects the fourth rotating element of the compound planetary gear mechanism and the fifth rotating element of the second planetary gear to each other, and releases the connection between them.
The third engaging element connects the seventh rotating element of the second planetary gear and the tenth rotating element of the fourth planetary gear to each other, and releases the connection between them.
The fourth engaging element includes the first rotating element of the compound planetary gear mechanism, the eighth rotating element of the fourth planetary gear, and the seventh rotating element of the second planetary gear that are always connected. Connect with each other, disconnect both,
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 is configured to connect the tenth rotating element of the fourth planetary gear to the stationary member so as to be non-rotatable and to release the connection therebetween.

In the multistage transmission of the present disclosure, 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 fourth engagement element, and the sixth engagement element. The second forward speed is formed by engaging the fourth engagement element, the fifth engagement element, and the sixth engagement element. The third forward speed is formed by engaging the second engagement element, the fifth engagement element, and the sixth engagement element. In the fourth forward speed, the first engagement element, the fifth engagement element, and the sixth engagement element are engaged, or the first engagement element, the second engagement element, and the sixth engagement element are engaged. It is formed by combining. The fifth forward speed is formed by engaging the first engagement element, the second engagement element, and the fifth engagement element. The sixth forward speed is formed by engaging the first engagement element, the fourth engagement element, and the fifth engagement element. 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 formed by engaging the first engagement element, the third engagement element, and the fifth engagement element. The ninth forward speed is formed by engaging the third engagement element, the fourth engagement element, and the fifth engagement element. The tenth forward speed is formed by engaging the second engagement element, the third engagement element, and the fifth engagement element. The reverse gear is formed by engaging the second engagement element, the third engagement element, and the sixth engagement element.

Furthermore, in the multi-stage transmission according to the present disclosure, the forward speed and the reverse speed from the first speed to the ninth 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 fourth engagement element, and the sixth engagement element. The second forward speed is formed by engaging the fourth engagement element, the fifth engagement element, and the sixth engagement element. The third forward speed is formed by engaging the second engagement element, the fifth engagement element, and the sixth engagement element. In the fourth forward speed, the first engagement element, the fifth engagement element, and the sixth engagement element are engaged, or the first engagement element, the second engagement element, and the sixth engagement element are engaged. It is formed by combining. The fifth forward speed is formed by engaging the first engagement element, the second engagement element, and the fifth engagement element. The sixth forward speed is formed by engaging the first engagement element, the fourth engagement element, and the fifth engagement element. 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 formed by engaging the first engagement element, the third engagement element, and the fifth engagement element. The ninth forward speed is for engaging the engagement of the third engagement element, the fourth engagement element, and the fifth engagement element, or for the second engagement element, the third engagement element, and the fifth engagement. Formed by engaging elements. The reverse gear is formed by engaging the second engagement element, the third engagement element, and the sixth engagement element.

As described above, in the multi-stage transmission of the present disclosure, 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 ninth forward speed. Alternatively, the forward gear and the reverse gear up to the tenth speed are 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.

In addition, 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. The fourth planetary gear may include a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears that mesh with the fourth sun gear and the fourth ring gear, respectively. It may be a single pinion planetary gear having a fourth carrier that is rotatably and revolved, the fifth rotating element may be the second sun gear, and the sixth rotating element is The second carrier may be used, the seventh rotating element may be the second ring gear, and the eighth rotating element may be the fourth sun gear. May even, the ninth rotary elements may be the fourth carrier, the tenth rotary element may be a fourth ring gear.

Thus, by making the second and fourth planetary gears into single pinion type planetary gears, the meshing loss between the rotating elements in the second and fourth planetary gears is reduced, and the power transmission efficiency in the multi-stage transmission, that is, As well as improving the fuel efficiency of the vehicle, it is possible to further improve the assemblability while suppressing the weight increase of the multi-stage transmission by reducing the number of parts.

Furthermore, the compound planetary gear mechanism 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, so as to be rotatable and revolved. A single pinion type first planetary gear having a third pinion gear, a third sun gear, a third ring gear, and a plurality of third pinion gears meshed with the third sun gear and the third ring gear, respectively, are rotatably and reciprocally held. The third planetary gear of a single pinion type having a third carrier, the first rotating element may be the first sun gear, and the second rotating element is always connected. The third carrier may be the first carrier and the third ring gear, and the third rotating element is connected to the first ring gear and the constantly connected first ring gear. It may be a fine third carrier, the fourth rotating element may be the third sun gear.

If a compound planetary gear mechanism configured by combining such single pinion type first and third planetary gears is employed, the number of parts is reduced, and the increase in weight of the multi-stage transmission is suppressed, and the assembly is further improved. It becomes possible to make it.

The compound planetary gear mechanism 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. A single pinion type first planetary gear having a first pinion gear, a third sun gear, a third ring gear, and a pair of two pinion gears that mesh with each other and one meshes with the third sun gear and the other meshes with the third ring gear. The third planetary gear of a double pinion type having a third carrier that holds a plurality of freely and revolving freely, the first rotating element may be the first sun gear, The two rotation element may be the first carrier and the third carrier that are always connected, and the third rotation element is always connected May be a serial first ring gear and the third ring gear, the fourth rotating element may be the third sun gear.

As described above, even if a compound planetary gear mechanism configured by combining a single pinion type first planetary gear and a double pinion type third planetary gear is employed, the number of parts is reduced and the weight of the multi-stage transmission is increased. It is possible to further improve the assemblability while suppressing the above.

Furthermore, the compound planetary gear mechanism 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, so as to be rotatable and revolved. A single pinion type first planetary gear having a third pinion gear, a third sun gear, a third ring gear, and a plurality of third pinion gears meshed with the third sun gear and the third ring gear, respectively, are rotatably and reciprocally held. The third planetary gear of a single pinion type having a third carrier, wherein the first rotating element is the first sun gear, and the second rotating element is the third ring gear. The third rotating element may be the first carrier and the third carrier that are always connected, and the fourth rotation Elements may be constantly connected to said first ring gear and said third sun gear.

Even if such a compound planetary gear mechanism configured by combining the single pinion type first and third planetary gears is adopted, the number of parts is reduced and the weight increase of the multi-stage transmission is suppressed, and the assemblability is further improved. It becomes possible to improve. In addition, in this compound planetary gear mechanism, since the third planetary gear can be disposed so as to surround the first planetary gear, the shaft length of the multi-stage transmission can be further shortened.

In this case, the first ring gear and the third sun gear may be integrated, and the compound planetary gear mechanism is configured such that the first pinion gear and the third pinion gear are at least partially in the axial direction as viewed from the radial direction. May be arranged so as to overlap each other.

Furthermore, 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 multistage transmission of the present disclosure may be configured as a transmission that is mounted on a front-wheel drive vehicle.

And the invention of this indication 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 indication. 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.

The invention of the present disclosure can be used in the manufacturing industry of multi-stage transmissions.

Claims

In a multi-stage transmission that shifts the power transmitted to the input member and transmits it to the output member,
First, second, third and fourth planetary gears;
The first, second, third and fourth rotating elements of the first, second, third and fourth planetary gears 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 planetary gear and the third planetary gear are arranged in order corresponding to the gear ratio of the first and third planetary gears, the first rotation element, the second rotation element, the third rotation element, and the fourth Constructing a compound planetary gear mechanism having a rotating element,
The second planetary gear has a fifth rotating element, a sixth rotating element, and a seventh rotating element arranged in order corresponding to the gear ratio,
The fourth planetary gear has an eighth rotation element, a ninth rotation element, and a tenth rotation element arranged in order corresponding to the gear ratio,
The sixth rotating element of the second planetary gear is always connected to the input member;
The ninth rotating element of the fourth planetary gear is always connected to the output member;
The first rotating element of the compound planetary gear mechanism and the eighth rotating element of the fourth planetary gear are always connected,
The second rotating element of the compound planetary gear mechanism and the sixth rotating element of the second planetary gear are always connected,
The first engaging element connects the third rotating element of the compound planetary gear mechanism and the ninth rotating element of the fourth planetary gear to each other, and releases the connection between them.
The second engaging element connects the fourth rotating element of the compound planetary gear mechanism and the fifth rotating element of the second planetary gear to each other, and releases the connection between them.
The third engaging element connects the seventh rotating element of the second planetary gear and the tenth rotating element of the fourth planetary gear to each other, and releases the connection between them.
The fourth engaging element includes the first rotating element of the compound planetary gear mechanism, the eighth rotating element of the fourth planetary gear, and the seventh rotating element of the second planetary gear that are always connected. Connect with each other, disconnect both,
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 is a multi-stage transmission that fixes the tenth rotating element of the fourth planetary gear to the stationary member so as to be non-rotatable and releases the connection therebetween.
The multi-stage transmission according to claim 1, wherein
A forward first speed is formed by engagement of the second engagement element, the fourth 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 fifth engagement element, and the sixth engagement element;
Forward fourth speed by engagement of the first engagement element, the fifth engagement element and the sixth engagement element, or engagement of the first engagement element, the second engagement element and the sixth engagement element A step is formed,
A forward fifth speed is formed by engagement of the first engagement element, the second engagement element, and the fifth engagement element,
Forward sixth speed is formed by engagement of the first engagement element, the fourth engagement element, and the fifth 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 third engagement element, and the fifth engagement element,
A forward ninth speed is formed by engagement of the third engagement element, the fourth engagement element, and the fifth engagement element,
A tenth forward speed is formed by the engagement of the second engagement element, the third engagement element, and the fifth engagement element. The second engagement element, the third engagement element, and the sixth engagement A multi-stage transmission in which a reverse gear is formed by engagement of a combination element.
The multi-stage transmission according to claim 1, wherein
A forward first speed is formed by engagement of the second engagement element, the fourth 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 fifth engagement element, and the sixth engagement element;
Forward fourth speed by engagement of the first engagement element, the fifth engagement element and the sixth engagement element, or engagement of the first engagement element, the second engagement element and the sixth engagement element A step is formed,
A forward fifth speed is formed by engagement of the first engagement element, the second engagement element, and the fifth engagement element,
Forward sixth speed is formed by engagement of the first engagement element, the fourth engagement element, and the fifth 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 third engagement element, and the fifth engagement element,
Advance by engagement of the third engagement element, the fourth engagement element and the fifth engagement element, or engagement of the second engagement element, the third engagement element and the fifth engagement element 9th gear is formed,
A multi-stage transmission in which a reverse gear is formed by engagement of the second engagement element, the third engagement element, and the sixth engagement element.
The multi-stage transmission according to any one of claims 1 to 3,
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 fourth planetary gear includes a fourth sun gear, a fourth ring gear, and a fourth carrier that holds a plurality of fourth pinion gears that mesh with the fourth sun gear and the fourth ring gear, respectively, in a freely rotating and revolving manner. It is a single pinion type planetary gear,
The fifth rotating element is the second sun gear, the sixth rotating element is the second carrier, the seventh rotating element is the second ring gear, and the eighth rotating element is the The multi-stage transmission is a fourth sun gear, wherein the ninth rotating element is the fourth carrier, and the tenth rotating element is the fourth ring gear.
The multi-stage transmission according to any one of claims 1 to 4,
The compound planetary gear mechanism 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. A third pinion type first planetary gear, a third sun gear, a third ring gear, and a plurality of third pinion gears that mesh with the third sun gear and the third ring gear, respectively, are rotatably and revolvingly held. The third planetary gear of a single pinion type having a carrier,
The first rotating element is the first sun gear, the second rotating element is the first carrier and the third ring gear that are always connected, and the third rotating element is the first sun gear that is always connected. 1. A multi-stage transmission comprising a ring gear and the third carrier, wherein the fourth rotating element is the third sun gear.
The multi-stage transmission according to any one of claims 1 to 4,
The compound planetary gear mechanism 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. A single pinion type first planetary gear, a third sun gear, and a third ring gear mesh with each other, and a pair of two pinion gears, one meshing with the third sun gear and the other meshing with the third ring gear, can rotate freely. The third planetary gear of the double pinion type having a third carrier that holds a plurality of revolving freely,
The first rotating element is the first sun gear, the second rotating element is the first carrier and the third carrier that are always connected, and the third rotating element is the first sun gear that is always connected. 1. A multi-stage transmission comprising a ring gear and a third ring gear, wherein the fourth rotating element is the third sun gear.
The multi-stage transmission according to any one of claims 1 to 4,
The compound planetary gear mechanism 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. A third pinion type first planetary gear, a third sun gear, a third ring gear, and a plurality of third pinion gears that mesh with the third sun gear and the third ring gear, respectively, are rotatably and revolvingly held. The third planetary gear of a single pinion type having a carrier,
The first rotating element is the first sun gear, the second rotating element is the third ring gear, and the third rotating element is the first carrier and the third carrier that are always connected. The fourth rotation element is the first ring gear and the third sun gear which are always connected, and the multi-stage transmission.
The multi-stage transmission according to claim 7,
The first ring gear and the third sun gear are integrated,
The multi-stage transmission is characterized in that the compound planetary gear mechanism is arranged such that the first pinion gear and the third pinion gear are at least partially overlapped in the axial direction as viewed from the radial direction.
The multi-stage transmission according to any one of claims 1 to 8,
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.