JP2015132332A - Multistage transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve fuel efficiency, drivability, transmission performance and engagement element durability of a vehicle equipped with a multistage transmission, and make the multistage transmission light-weight and compact.SOLUTION: An automatic transmission 20 comprises a first planetary gear 21 of a single pinion type, a second planetary gear 22 of a single pinion type, a third planetary gear 23 of a double pinion type, a fourth planetary gear 24 of a single pinion type, clutches C1 to C4, and brakes B1 and B2. Three of the clutches C1 to C4 and the brakes B1 and B2 are engaged and the other three are released to thereby form forward first to tenth gears and a reverse gear.

Description

  The present invention relates to a multi-stage transmission that shifts power transmitted from a prime mover 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 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. Durability of friction materials for brakes and clutches corresponding to the ring gear is reduced, and an increase in dimensions (thickness, etc.), that is, weight associated with securing the strength of the ring gear and a connecting member (reference numeral 50, etc.) connected thereto. Or the size of the entire apparatus may be increased.

  Accordingly, the main object of the present invention is to improve the fuel efficiency, drivability, speed change performance and durability of the engagement element of a vehicle in which the multi-stage transmission is mounted, and to make the multi-stage transmission lightweight and compact.

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 at intervals corresponding to the gear ratio on the velocity diagram;
A second planetary gear having a fourth rotating element, a fifth rotating element, and a sixth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A third planetary gear having a seventh rotating element, an eighth rotating element, and a ninth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A fourth planetary gear having a tenth rotating element, an eleventh rotating element, and a twelfth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
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 fifth rotating element of the second planetary gear and the eighth rotating element of the third planetary gear are always connected to the input member;
The second rotating element of the first planetary gear is always connected to the output member;
The first rotating element of the first planetary gear and the sixth rotating element of the second planetary gear are always connected,
The third rotating element of the first planetary gear and the twelfth rotating element of the fourth planetary gear are always connected,
The seventh rotating element of the third planetary gear and the tenth rotating element of the fourth planetary gear are always connected,
The first engagement element includes the first rotation element of the first planetary gear and the sixth rotation element of the second planetary gear, which are always connected, and the ninth rotation element of the third planetary gear. Connect with each other, disconnect both,
The second engagement element includes the first rotation element of the first planetary gear and the sixth rotation element of the second planetary gear, which are always connected, and the eleventh rotation element of the fourth planetary gear. Connect with each other, disconnect both,
The third engagement element connects any two rotation elements of the third planetary gear to each other and releases the connection between the two,
The fourth engagement element connects any two rotation elements of the fourth planetary gear to each other and releases the connection between the two,
The fifth engagement element connects the fourth rotation element of the second planetary gear to the stationary member and fixes the non-rotation, and releases the connection between the two,
The sixth engaging element connects the eleventh rotating element of the fourth planetary gear to the stationary member and fixes it to be non-rotatable, and releases the connection between them.
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.

  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, suppresses the occurrence of shock at the time of gear shifting involving the engagement of the engagement element, and further engages corresponding to the ring gear. The durability of the friction material of the element can be ensured well, and the increase in size (thickness, etc.), that is, the weight associated with securing the strength of the ring gear and the connecting element connected thereto, 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 further improve the fuel consumption, drivability, transmission performance and durability of the engagement element of the vehicle in which the multi-stage transmission is mounted, and to reduce the overall weight and size of the apparatus. It becomes possible.

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

  Next, the form for implementing this invention is demonstrated, referring 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 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.

  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 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, a double pinion type third planetary gear 23, and a single pinion type fourth planetary gear 24. 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.

  In the present embodiment, the first to fourth planetary gears 21 to 24 are connected to the second planetary gear 22, the third planetary gear 23, the fourth planetary gear 24, the first planetary gear 24, from the starting device 12, that is, the engine side (left side in FIG. 1). It arrange | positions in the transmission case 11 so that it may line up in the order of the 1 planetary gear 21. The clutches C1 and C3 are disposed, for example, between the second planetary gear 22 and the fourth planetary gear 24, and the clutches C2 and C4 are disposed, for example, between the first planetary gear 21 and the third planetary gear 23. Is done. Further, the brake B1 is disposed, for example, between the starting device 12 and the third planetary gear 23, and the brake B2 is disposed, for example, between the first planetary gear 21 and the second planetary gear 22.

  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 = 0.487, for example.

  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 = 0.440.

  The third planetary gear 23 includes a third sun gear 23s, which is an external gear, a third ring gear 23r, which is an internal gear disposed concentrically with the third sun gear 23s, and a plurality of meshes with the third sun gear 23s. It has a pinion gear 231p, a plurality of pinion gears 232p that mesh with the corresponding pinion gear 231p and third ring gear 23r, and a third carrier 23c that holds a plurality of sets of pinion gears 231p and 232p so as to rotate and revolve. 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 = 0.479, for example.

  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 = 0.390, for example.

  As shown in FIG. 1, the second carrier 22 c of the second planetary gear 22 is always connected (fixed) to the input shaft 20 i of the automatic transmission 20 and is connected via the connecting member (first connecting element) 223. The third planetary gear 23 is always connected to the third ring gear 23r. The first carrier 21 c of the first planetary gear 21 is always connected (fixed) to the output shaft 20 o of the automatic transmission 20. Furthermore, the first sun gear 21s of the first planetary gear 21 and the second ring gear 22r of the second planetary gear 22 are always connected via a connecting member (second connecting element) 212, and are always integrated (and coaxial). Rotate or stop. The first ring gear 21r of the first planetary gear 21 and the fourth ring gear 24r of the fourth planetary gear 24 are always connected via a connecting member (third connecting element) 214, and are always integrated (and coaxial). Rotate or stop. Further, the third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear are always connected via a connecting member (fourth connecting element) 234, and always rotate integrally (and coaxially). Or stop.

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

  The clutch C3 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 third carrier 23c of the third planetary gear 23, which are always connected to each other. Disconnect the connection. When the clutch C3 is engaged (completely engaged), the two rotating elements of the third planetary gear 23, that is, the third sun gear 23s and the third carrier 23c are connected to each other. The three rotating elements constituting the unit 23, that is, the third sun gear 23s, the third ring gear 23r, and the third carrier 23c rotate integrally. 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 fourth carrier 24c of the fourth planetary gear 24, which are always connected to each other. Disconnect the connection. When the clutch C4 is engaged (completely engaged), the two rotating elements of the fourth planetary gear 24, that is, the fourth sun gear 24s and the fourth carrier 24c are connected to each other. The three rotary elements constituting the unit 24, that is, the fourth sun gear 24s, the fourth ring gear 24r, and the fourth carrier 24c rotate together.

  The brake B1 fixes (connects) the second sun gear 22s, which can be fixed to the second planetary gear 22, to the transmission case 11 as a stationary member in a non-rotatable manner, and the second sun gear 22s to the transmission case 11. And free to rotate. The brake B2 fixes (connects) the fourth carrier 24c, which is a fixable element of the fourth planetary gear 24, to the transmission case 11 so as not to rotate, and also fixes the fourth carrier 24c to the transmission case 11 as a stationary member. And free to rotate.

  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, ie, the second carrier 22c and the third carrier 22c). The rotational speed of the ring gear 23r is assumed to be 1. The same applies hereinafter. FIG. 3 is an operation table showing the relationship between the respective shift stages 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 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. In the figure (the leftmost speed diagram in FIG. 2), 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 figure at intervals corresponding to the gear ratio λ1. 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. Therefore, 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 at intervals according to the gear ratio λ1 on the velocity diagram.

  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 drawing with an interval corresponding to the gear ratio λ2 on the second speed diagram from the left). 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. Accordingly, 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 at intervals according to the gear ratio λ2 on the velocity diagram.

  Further, the three rotating elements constituting the double pinion type third planetary gear 23, that is, the third sun gear 23s, the third ring gear 23r, and the third carrier 23c are speed diagrams of the third planetary gear 23 (in FIG. 2). On the second speed diagram from the right), the third sun gear 23s, the third ring gear 23r, and the third carrier 23c are arranged in this order from the left side in the drawing at intervals corresponding to the gear ratio λ3. According to the arrangement order in the speed diagram, in this embodiment, the third sun gear 23s is the seventh rotating element of the automatic transmission 20, the third ring gear 23r is the eighth rotating element of the automatic transmission 20, The third carrier 23 c is the ninth rotating element of the automatic transmission 20. Therefore, the third planetary gear 23 has the seventh rotation element, the eighth rotation element, and the ninth rotation element of the automatic transmission 20 that are arranged in order at intervals corresponding to the gear ratio λ3 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 rightmost 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 intervals corresponding to the gear ratio λ4. According to such an arrangement order in the speed diagram, in the present embodiment, the fourth sun gear 24s is the tenth rotating element of the automatic transmission 20, the fourth carrier 24c is the eleventh rotating element of the automatic transmission 20, The four ring gear 24r is a twelfth rotating element of the automatic transmission 20. Accordingly, the fourth planetary gear 24 has the tenth rotation element, the eleventh rotation element, and the twelfth rotation element of the automatic transmission 20 that are 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. 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. .

  Specifically, the first forward speed 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 first forward speed is formed, the third sun gear 23s of the third planetary gear 23, the fourth sun gear 24s of the fourth planetary gear 24, and the third carrier 23c of the third planetary gear 23 are engaged by the clutch C3. Further, 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 B1, and the fourth carrier 24c of the fourth planetary gear 24 is connected to the transmission case by the brake B2. 11 is fixed so as not to rotate. In this embodiment (when the gear ratios of the first to fourth planetary gears 21 to 24 are λ1 = 0.487, λ2 = 0.440, λ3 = 0.479, λ4 = 0.390, 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 = 4.777.

  The second forward 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 second forward speed is formed, the clutch C1 causes the first sun gear 21s of the first planetary gear 21 and the second ring gear 22r of the second planetary gear 22 and the third carrier 23c of the third planetary gear 23 to move. Further, 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 B1, and the fourth carrier 24c of the fourth planetary gear 24 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 = 2.986. The step ratio between the first forward speed and the second forward speed is γ1 / γ2 = 1.600.

  The third forward speed is formed by engaging the clutch C4 and the brakes B1 and B2 and disengaging the remaining clutches C1, C2, and C3. That is, when the third forward speed is formed, the third sun gear 23s of the third planetary gear 23, the fourth sun gear 24s of the fourth planetary gear 24, and the fourth carrier 24c of the fourth planetary gear 24 are engaged by the clutch C4. Further, 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 B1, and the fourth carrier 24c of the fourth planetary gear 24 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 γ3 at the third forward speed is γ3 = 2.120. The step ratio between the second forward speed and the third forward speed is γ2 / γ3 = 1.408.

  The fourth forward 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 B1. That is, when forming the fourth forward speed, the clutch C1 causes the first sun gear 21s of the first planetary gear 21 and the second ring gear 22r of the second planetary gear 22 and the third carrier 23c of the third planetary gear 23 to move. 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 fourth carrier 24c of the fourth planetary gear 24 are connected to each other by the clutch C4. The fourth carrier 24c of the fourth planetary gear 24 is fixed to the transmission case 11 so as not to rotate by the brake B2. In the present embodiment, the gear ratio γ4 at the fourth forward speed is γ4 = 1.491. The step ratio between the third forward speed and the fourth forward speed is γ3 / γ4 = 1.333.

  The fifth forward 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. That is, when forming the fifth forward speed, the clutch C1 causes the first sun gear 21s of the first planetary gear 21 and the second ring gear 22r of the second planetary gear 22 and the third carrier 23c of the third planetary gear 23 to move. 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 fourth carrier 24c of the fourth planetary gear 24 are connected to each other by the clutch C4. 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 B1. In the present embodiment, the gear ratio γ5 at the fifth forward speed is γ5 = 1.216. The step ratio between the fourth forward speed and the fifth forward speed is γ4 / γ5 = 1.308.

  The sixth forward speed is formed by engaging the clutches C1, C2, and C4 and releasing the remaining clutch C3 and the brakes B1 and B2. That is, when forming the sixth forward speed, the clutch C1 causes the first sun gear 21s of the first planetary gear 21 and the second ring gear 22r of the second planetary gear 22 and the third carrier 23c of the third planetary gear 23 to move. The first sun gear 21s of the first planetary gear 21 and the second ring gear 22r of the second planetary gear 22 and the fourth carrier 24c 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, the fourth sun gear 24s of the fourth planetary gear 24, and the fourth carrier 24c of the fourth planetary gear 24 are connected to each other by the clutch C4. In the present embodiment, the gear ratio γ6 at the sixth forward speed is γ6 = 1.000. The step ratio between the fifth forward speed and the sixth forward speed is γ5 / γ6 = 1.216.

  The seventh forward 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 seventh forward speed is established, the third sun gear 23s of the third planetary gear 23, the fourth sun gear 24s of the fourth planetary gear 24, and the third carrier 23c of the third planetary gear 23 are engaged by the clutch C3. 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 fourth carrier 24c of the fourth planetary gear 24 are connected to each other by the clutch C4. 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 B1. In the present embodiment, the gear ratio γ7 at the seventh forward speed is γ7 = 0.874. The step ratio between the sixth forward speed and the seventh forward speed is γ6 / γ7 = 1.144.

  The eighth 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 forming the eighth forward speed, the clutch C2 causes the first sun gear 21s of the first planetary gear 21 and the second ring gear 22r of the second planetary gear 22 and the fourth carrier 24c of the fourth planetary gear 24 to move. 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 fourth carrier 24c of the fourth planetary gear 24 are connected to each other by the clutch C4. 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 B1. In the present embodiment, the gear ratio γ8 at the eighth forward speed is γ8 = 0.694. The step ratio between the seventh forward speed and the eighth forward speed is γ7 / γ8 = 1.259.

  The ninth forward speed is established 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, when forming the ninth forward speed, the clutch C2 causes the first sun gear 21s of the first planetary gear 21 and the second ring gear 22r of the second planetary gear 22 and the fourth carrier 24c of the fourth planetary gear 24 to move. 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 carrier 23c of the third planetary gear 23 are connected to each other by the clutch C3. 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 B1. In the present embodiment, the gear ratio γ9 at the ninth forward speed is γ9 = 0.543. The step ratio between the eighth forward speed and the ninth forward speed is γ8 / γ9 = 1.080.

  The tenth forward 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 forward tenth speed is formed, the first sun gear 21s of the first planetary gear 21 and the second ring gear 22r of the second planetary gear 22 and the third carrier 23c of the third planetary gear 23 are caused by the clutch C1. The first sun gear 21s of the first planetary gear 21 and the second ring gear 22r of the second planetary gear 22 and the fourth carrier 24c of the fourth planetary gear 24 are connected to each other by the clutch C2, 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 B1. In the present embodiment, the gear ratio γ10 at the tenth forward speed is γ10 = 0.595. The step ratio between the ninth forward speed and the tenth forward speed is γ9 / γ10 = 1.081. 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. .030.

  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 first sun gear 21s of the first planetary gear 21 and the second ring gear 22r of the second planetary gear 22 and the fourth carrier 24c of the fourth planetary gear 24 are connected to each other by the clutch C2. In addition, 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 carrier 23c of the third planetary gear 23 are connected to each other by the clutch C3, and further, the brake B2 The fourth carrier 24c of the fourth planetary gear 24 is 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 = −3.813. Further, the step ratio between the first forward speed and the reverse speed is | γrev / γ1 | = 0.798.

  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 (8.030 in the present embodiment), the fuel efficiency of the vehicle is improved particularly at a high vehicle speed, and the gear ratio of the low speed stage is further increased and the high speed is increased. 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. .

  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 configured so that the first to fourth ring gears 21r to 24r do not rotate at a high rotational speed when the forward gear and the reverse gear from the first gear to the tenth gear are formed. 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 clutch C1 corresponding to the second ring gear 22r of the second planetary gear 22 is shortened, and the occurrence of shock at the time of gear shifting involving the engagement of the clutch C1 is suppressed. The durability of the friction material, that is, the friction plate and the separator plate can be ensured satisfactorily. In addition, by reducing the inertia during rotation of the first to fourth ring gears 21r to 24r, the connecting member 214 connected to the first to fourth ring gears 21r to 24r and the first and fourth ring gears 21r and 24r. The size (thickness, etc.) associated with securing the strength of the connecting member 212 connected to the second ring gear 22r, the connecting member 223 connected to the third ring gear 23r, etc., that is, the increase in weight and the increase in size of the automatic transmission 20 are suppressed. be able to. As a result, in the automatic transmission 20, the speed change performance and the durability of the clutch C1 can be further improved, and the entire device can be reduced in weight and size.

  Further, the first, second, and fourth planetary gears 21, 22, and 24 are single pinion type planetary gears, so that the first, second, and second planetary gears can be compared with the case where they are double pinion type planetary gears, for example. In addition, the transmission loss between the rotating elements in the fourth planetary gears 21, 22, 24 is reduced to improve the power transmission efficiency in the automatic transmission 20, that is, the fuel efficiency of the vehicle, and the number of parts is reduced to reduce the automatic transmission 20. As a result, it is possible to improve the assembling property while suppressing an increase in weight.

  Note that the clutch C3 of the automatic transmission 20 can connect any two rotating elements of the third planetary gear 23 to each other so that the three rotating elements constituting the third planetary gear 23 rotate integrally. Anything is acceptable. Therefore, the clutch C3 is the third sun gear of the third planetary gear 23, as in the automatic transmission 20B of the power transmission device 10B shown in FIG. 4 and the automatic transmission 20C of the power transmission device 10C shown in FIG. 23s and the third ring gear 23r may be connected to each other and the connection between them may be released. Further, the clutch C3 is a third ring gear of the third planetary gear 23 such as those included in the automatic transmission 20D of the power transmission device 10D shown in FIG. 6 and the automatic transmission 20E of the power transmission device 10E shown in FIG. 23r and the third carrier 23c may be connected to each other and the connection between them may be released. Further, the clutch C4 of the automatic transmission 20 can connect any two rotating elements of the fourth planetary gear 24 to each other so that the three rotating elements constituting the fourth planetary gear 24 rotate integrally. Anything is acceptable. Therefore, the clutch C4 is included in the automatic transmission 20C of the power transmission device 10C shown in FIG. 5, the automatic transmission 20E of the power transmission device 10E shown in FIG. 7, and the automatic transmission 20F of the power transmission device 10F shown in FIG. As described above, the fourth ring gear 24r of the fourth planetary gear 24 and the fourth carrier 24c may be connected to each other and the connection between them may be released.

  FIG. 9 is a schematic configuration diagram of a power transmission device 10G including an automatic transmission 20G as a multi-stage transmission according to another embodiment of the present invention. The power transmission device 10G 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 20G of the power transmission device 10G corresponds to a modification of the automatic transmission 20 described above for a front-wheel drive vehicle.

  In the automatic transmission 20G shown in FIG. 9, 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 transmission 20G to the counter drive gear 41 as an output member is countered via the counter drive gear 41 and the counter driven gear 42 and the counter shaft 43 that mesh with the counter drive gear 41. A drive pinion gear (final drive gear) 44 coupled to the 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, and a drive shaft 51 And transmitted to the left and right front wheels. Thus, the multi-stage transmission according to the present invention may be configured as a transmission mounted on a front wheel drive vehicle. Therefore, it goes without saying that the automatic transmissions 20B to 20F shown in FIGS. 4 to 8 can be modified for a front-wheel drive vehicle.

  In the automatic transmissions 20 to 20G 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 20G, the clutch C4 that is continuously engaged when forming the third 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 B2 that is engaged when the reverse gear is formed. In the automatic transmissions 20 to 20G, 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. Furthermore, in the automatic transmissions 20 to 20G, at least one of the first, second, and fourth planetary gears 21, 22, and 24 may be a double pinion planetary gear.

  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 the power to the output member. The multi-stage transmission is sequentially arranged at intervals corresponding to the gear ratio on the speed diagram. A first planetary gear having a first rotation element, a second rotation element, and a third rotation element, and a fourth rotation element and a fifth rotation element that are sequentially arranged at intervals corresponding to the gear ratio on the velocity diagram. And a second planetary gear having a sixth rotating element and a seventh planetary gear having a seventh rotating element, an eighth rotating element, and a ninth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram A fourth planetary gear having a tenth rotating element, an eleventh rotating element, and a twelfth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram, and the first, second, Any of the rotating elements of the third and fourth planetary gears A first, a second, a third, a fourth, a fifth, and a sixth engaging element for connecting to the rolling element or the stationary member and releasing the connection between them, the fifth rotating element of the second planetary gear And the eighth rotating element of the third 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, and the first planetary gear The first rotating element and the sixth rotating element of the second planetary gear are always connected, and the third rotating element of the first planetary gear and the twelfth rotating element of the fourth planetary gear are always connected. The seventh rotation element of the third planetary gear and the tenth rotation element of the fourth planetary gear are always connected, and the first engagement element is the first rotation of the first planetary gear that is always connected. One rotating element and the sixth rotating element of the second planetary gear; The ninth rotating element of the third planetary gear is connected to each other and the connection between both is released, and the second engaging element is always connected to the first rotating element of the first planetary gear and the The sixth rotating element of the second planetary gear and the eleventh rotating element of the fourth planetary gear are connected to each other and disconnected from each other, and the third engaging element is connected to the third planetary gear. Any one of the two rotating elements is connected to each other and the connection between both is released, and the fourth engaging element connects any two rotating elements of the fourth planetary gear to each other and connects the both. The fifth engaging element is connected to the stationary member so that the fourth rotating element of the second planetary gear is non-rotatable, and the connection between both is released, and the sixth engaging element Takes the eleventh rotating element of the fourth planetary gear as the stationary Connected to the member and fixed to be non-rotatable, and the connection between the two is released, and any three of the first, second, third, fourth, fifth and sixth engaging elements are selectively The forward speed and the reverse speed from the first speed to the tenth speed are formed by engaging with the.

  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, suppresses the occurrence of shock at the time of gear shifting involving the engagement of the engagement element, and further engages corresponding to the ring gear. The durability of the friction material of the element can be ensured well, and the increase in size (thickness, etc.), that is, the weight associated with securing the strength of the ring gear and the connecting element connected thereto, 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 further improve the fuel consumption, drivability, transmission performance and durability of the engagement element of the vehicle in which the multi-stage transmission is mounted, and to reduce the overall weight and size of the apparatus. It becomes possible.

  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 third engagement element, the fifth engagement element, and the sixth engagement element. Further, the second forward speed is formed by engaging the first engagement element, the fifth engagement element, and the sixth engagement element. Further, the third forward speed is formed by engaging the fourth engagement element, the fifth engagement element, and the sixth engagement element. The fourth forward speed is established by engaging the first engagement element, the fourth engagement element, and the sixth engagement element. Further, the fifth forward speed is formed by engaging the first engagement element, the fourth engagement element, and the fifth engagement element. The sixth forward speed is formed by engaging the first engagement element, the second engagement element, and the fourth engagement element. Further, the seventh forward speed is formed by engaging the third engagement element, the fourth engagement element, and the fifth engagement element. Further, the eighth forward speed is formed by engaging the second engagement element, the fourth engagement element, and the fifth engagement element. Further, the ninth forward speed is formed by engaging the second engagement element, the third engagement element, and the fifth engagement element. Further, the tenth forward speed is formed by engaging the first engagement element, the second engagement element, and the fifth engagement element. Further, 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 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.

  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, and the third planetary gear meshes with a third sun gear and a third ring gear, and one of the planetary gears is A third carrier that holds a plurality of sets of two pinion gears, the other of which is meshed with the third ring gear, on the third sun gear so as to rotate and revolve. The fourth planetary gear includes 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. A single pinion type planetary gear having a fourth carrier that rotatably and revolves, the first rotating element may be the first sun gear, and the second rotating element may be The third carrier may be the first rotating gear, the fourth rotating element may be the second sun gear, and the fifth rotating element. May be the second carrier, the sixth rotating element may be the second ring gear, the seventh rotating element may be the third sun gear, and the eighth rotation. The element may be the third ring gear, the ninth rotating element may be the third carrier, the tenth rotating element may be the fourth sun gear, and the eleventh The rotating element may be the fourth carrier, and the twelfth rotating element may be the fourth ring gear.

  Thus, by making the first, second and fourth planetary gears into single pinion type planetary gears, the meshing loss between the rotating elements in the first, second and fourth planetary gears can be reduced, and the multi-stage transmission. As a result, it is possible to further improve the power transmission efficiency of the vehicle, that is, the fuel consumption of the vehicle, and reduce the number of parts and improve the assembly while suppressing an increase in the weight of the multi-stage transmission.

  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.

  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.

  And this invention is not limited to the said embodiment at all, and it cannot be overemphasized that a various change 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 embodiment of the invention described in the column for solving the problem, and is described in the column for means for solving the problem. It is not intended to limit the elements of the invention.

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

  10, 10B, 10C, 10D, 10E, 10F, 10G Power transmission device, 11 Transmission case, 12 Starting device, 14o One-way clutch, 14p Pump impeller, 14s Stator, 14t Turbine runner, 15 Lock-up clutch, 16 Damper mechanism, 17 Oil pump, 20, 20B, 20C, 20D, 20E, 20F, 20G Automatic transmission, 20i input shaft, 20o output shaft, 21 1st planetary gear, 21c 1st carrier, 21p 1st pinion gear, 21r 1st ring gear, 21s First sun gear, 22 Second planetary gear, 22c Second carrier, 22p Second pinion gear, 22r Second ring gear, 22s Second sun gear, 23 Third planetary gear, 23c Third carrier, 23r Third ring gear, 23s Third sun , 231p, 232p pinion gear, 24 fourth planetary gear, 24c fourth carrier, 24p fourth pinion gear, 24r fourth ring gear, 24s fourth sun gear, 40 gear train, 41 counter drive gear, 42 counter driven gear, 43 counter shaft, 44 drive pinion gear, 45 differential ring gear, 50 differential gear, 51 drive shaft, 212, 214, 223, 234 connecting member, B1, B2 brake, C1, C2, C3, C4 clutch.

Claims (5)

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 at intervals corresponding to the gear ratio on the velocity diagram;
A second planetary gear having a fourth rotating element, a fifth rotating element, and a sixth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A third planetary gear having a seventh rotating element, an eighth rotating element, and a ninth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
A fourth planetary gear having a tenth rotating element, an eleventh rotating element, and a twelfth rotating element arranged in order at intervals corresponding to the gear ratio on the velocity diagram;
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 fifth rotating element of the second planetary gear and the eighth rotating element of the third planetary gear are always connected to the input member;
The second rotating element of the first planetary gear is always connected to the output member;
The first rotating element of the first planetary gear and the sixth rotating element of the second planetary gear are always connected,
The third rotating element of the first planetary gear and the twelfth rotating element of the fourth planetary gear are always connected,
The seventh rotating element of the third planetary gear and the tenth rotating element of the fourth planetary gear are always connected,
The first engagement element includes the first rotation element of the first planetary gear and the sixth rotation element of the second planetary gear, which are always connected, and the ninth rotation element of the third planetary gear. Connect with each other, disconnect both,
The second engagement element includes the first rotation element of the first planetary gear and the sixth rotation element of the second planetary gear, which are always connected, and the eleventh rotation element of the fourth planetary gear. Connect with each other, disconnect both,
The third engagement element connects any two rotation elements of the third planetary gear to each other and releases the connection between the two,
The fourth engagement element connects any two rotation elements of the fourth planetary gear to each other and releases the connection between the two,
The fifth engagement element connects the fourth rotation element of the second planetary gear to the stationary member and fixes the non-rotation, and releases the connection between the two,
The sixth engaging element connects the eleventh rotating element of the fourth planetary gear to the stationary member and fixes it to be non-rotatable, and releases the connection between them.
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. The multi-stage transmission according to claim 1, wherein
A forward first speed is formed by engagement of the third engagement element, the fifth engagement element, and the sixth engagement element,
A forward second speed is formed by engagement of the first engagement element, the fifth engagement element, and the sixth engagement element;
A forward third speed is formed by engagement of the fourth engagement element, the fifth engagement element, and the sixth engagement element;
A forward fourth speed is formed by engagement of the first engagement element, the fourth engagement element, and the sixth engagement element,
A forward fifth speed is formed by engagement of the first engagement element, the fourth engagement element, and the fifth engagement element,
A forward sixth speed is formed by engagement of the first engagement element, the second engagement element, and the fourth engagement element,
A forward seventh speed is formed by engagement of the third engagement element, the fourth engagement element, and the fifth engagement element,
The eighth forward speed is formed by the engagement of the second engagement element, the fourth engagement element, and the fifth engagement element,
A forward ninth speed is formed by engagement of the second engagement element, the third engagement element, and the fifth engagement element,
The forward tenth speed stage is formed by the engagement of the first engagement element, the second engagement element, and the fifth engagement element,
The multi-stage transmission is characterized in that a reverse gear is formed by the engagement of the second engagement element, the third engagement element, and the sixth engagement element. 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 third planetary gear holds a plurality of sets of two pinion gears that are meshed 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 double pinion type planetary gear having a third carrier that
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 first rotating element is the first sun gear, the second rotating element is the first carrier, and the third rotating element is the first ring gear;
The fourth rotating element is the second sun gear, the fifth rotating element is the second carrier, and the sixth rotating element is the second ring gear;
The seventh rotating element is the third sun gear, the eighth rotating element is the third ring gear, and the ninth rotating element is the third carrier;
The tenth rotation element is the fourth sun gear, the eleventh rotation element is the fourth carrier, and the twelfth rotation element is the fourth ring gear. The multi-stage transmission according to any one of claims 1 to 3,
The multi-stage transmission, wherein the output member is an output shaft connected to a rear wheel of a vehicle through a differential gear. The multi-stage transmission according to any one of claims 1 to 3,
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.

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