WO2015108006A1

WO2015108006A1 - Multistage transmission

Info

Publication number: WO2015108006A1
Application number: PCT/JP2015/050569
Authority: WO
Inventors: 貴義加藤; 森本　隆; 青木　敏彦; 加藤　博; 糟谷　悟; 宮崎　光史; 森瀬　勝; 慎司大板
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: 2014-01-14
Filing date: 2015-01-13
Publication date: 2015-07-23
Also published as: JP2015132331A

Abstract

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

Description

Multi-speed transmission

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

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. In addition, there is a risk of increasing the size (thickness) associated with securing the strength of the ring gear and the connecting member (reference numeral 50, etc.) connected thereto, that is, increasing the weight and increasing the size of the entire apparatus.

Therefore, the main object of the present invention is to improve the fuel efficiency, drivability and shift performance of a vehicle equipped with a multi-stage transmission, and to make the multi-stage transmission lightweight and compact.

The multi-stage transmission according to the present invention is
In a multi-stage transmission that shifts the power transmitted to the input member and transmits it to the output member,
A first planetary gear having a first rotating element, a second rotating element, and a third rotating element arranged in order according to the gear ratio;
A second planetary gear having a fourth rotating element, a fifth rotating element and a sixth rotating element arranged in order according to the gear ratio;
A seventh rotating element, an eighth rotating element, a ninth rotating element, and a tenth rotating element that are constituted by a third planetary gear and a fourth planetary gear and are arranged in order according to the gear ratio of the third and fourth planetary gears. A compound planetary gear mechanism having
The first, second, third, and fourth of the first and second planetary gears and the rotating elements of the compound planetary gear mechanism are connected to other rotating elements or stationary members, respectively, and the connection between them is released. And fifth and sixth engaging elements,
The first rotating element of the first planetary gear is always connected to the input member;
The second rotating element of the first planetary gear is always connected to the output member;
The third rotating element of the first planetary gear and the eighth rotating element of the compound planetary gear mechanism are always connected,
The sixth rotating element of the second planetary gear and the ninth rotating element of the compound planetary gear mechanism are always connected,
The first engagement element connects the fifth rotation element of the second planetary gear and the input member to each other, and releases the connection between them.
The second engaging element connects the second rotating element of the first planetary gear and the tenth rotating element of the compound planetary gear mechanism to each other, and releases the connection between them.
The third engagement element connects the tenth rotation element of the compound planetary gear mechanism and the input member to each other, and releases the connection between them.
The fourth engaging element connects the fifth rotating element of the second planetary gear and the seventh rotating element of the compound planetary gear mechanism to each other, and releases the connection between them.
The fifth engaging element connects the fifth rotating element of the second planetary gear to the stationary member and fixes the non-rotatable, and releases the connection between the two,
The sixth engaging element connects the fourth rotating element of the second planetary gear to the stationary member and fixes the non-rotatable, and releases the connection between the two,
Advancement from the first speed to the tenth speed by selectively engaging any three of the first, second, third, fourth, fifth and sixth engagement elements A step and a reverse step are formed.

In the multi-speed transmission configured as described above, the spread is increased to improve the fuel efficiency of the vehicle on which the multi-speed transmission is mounted, the speed ratio of the low speed stage is further increased, and the speed ratio of the high speed stage is further increased. By reducing the size, drivability, that is, acceleration performance of the vehicle can be further improved. Further, in this multi-stage transmission, when planetary gears including ring gears are used as the first, second, third and fourth planetary gears, the forward gear and the reverse gear from the first gear to the tenth gear are used. By preventing the ring gear from rotating at a high rotational speed during formation, it is possible to suppress an increase in inertia during the rotation of the ring gear. This shortens the time required for engagement of the engagement element corresponding to the ring gear, generates shock at the time of shifting accompanied by the engagement of the engagement element, the ring gear and the connecting element connected thereto, etc. The increase in dimensions (thickness and the like), that is, the increase in weight and the increase in the size of the entire apparatus can be suppressed. As a result, in the multi-stage transmission according to the present invention, it is possible to improve the fuel consumption, drivability and shift performance of a vehicle in which the multi-stage transmission is mounted, and to reduce the overall weight and size of the apparatus.

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. It is a schematic block diagram of the power transmission device containing the multistage transmission which concerns on other embodiment of this invention. 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 invention. It is a schematic block diagram of the power transmission device containing the multistage transmission which concerns on other embodiment of this invention.

Next, an embodiment for carrying out the present invention 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 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 includes a so-called SS-CC type compound planetary gear mechanism 25 configured by combining a third planetary gear 23 of double pinion type and a fourth planetary gear 24 of single pinion type. Further, the automatic transmission 20 includes a clutch C1 (first clutch) as a first engagement element and a clutch C2 (second clutch) as a second engagement element for changing the power transmission path from the input shaft 20i to the output shaft 20o. A second clutch), a clutch C3 (third clutch) as a third engagement element, a clutch C4 (fourth clutch) as a fourth engagement element, a brake B1 (first brake) as a fifth engagement element, And a brake B2 (second brake) as a sixth engagement element.

In the present embodiment, the first and second

planetary gears

21 and 22 and the third and fourth

planetary gears

23 and 24 constituting the compound planetary gear mechanism 25 are from the starting device 12, that is, the engine side (the left side in FIG. 1). The second planetary gear 22, the third planetary gear 23, the fourth planetary gear 24, and the first planetary gear 21 are arranged in the transmission case 11 so as to be arranged in this order.

The first planetary gear 21 includes a first sun gear 21s that is an external gear, a first ring gear 21r that is an internal gear disposed concentrically with the first sun gear 21s, and a first sun gear 21s and a first ring gear 21r, respectively. And a first carrier 21c that holds the plurality of first pinion gears 21p so as to freely rotate (rotate) and revolve. In the present embodiment, the gear ratio λ1 (the number of teeth of the first sun gear 21s / the number of teeth of the first ring gear 21r) of the first planetary gear 21 is set to λ1 = 0.495, for example. As shown in FIG. 1, the first sun gear 21 s of the first planetary gear 21 is always connected (fixed) to the input shaft 20 i of the automatic transmission 20, and the first carrier 21 c is connected to the output shaft 20 o of the automatic transmission 20. Always connected (fixed). The first ring gear 21r of the first planetary gear 21 is always connected to the third ring gear 23r of the third planetary gear 23 that constitutes the compound planetary gear mechanism 25 via a connecting member (first connecting element) 213. Always rotate or stop integrally (and coaxial).

The second planetary gear 22 includes a second sun gear 22s that is an external gear, a second ring gear 22r that is an internal gear disposed concentrically with the second sun gear 22s, and a second sun gear 22s and a second ring gear 22r, respectively. And a second carrier 22c that holds the plurality of second pinion gears 22p so that they can rotate (rotate) and revolve freely. In the present embodiment, the gear ratio λ2 of the second planetary gear 22 (the number of teeth of the second sun gear 22s / the number of teeth of the second ring gear 22r) is determined to be, for example, λ2 = 0.548. As shown in FIG. 1, the second ring gear 22r of the second planetary gear 22 is always connected (fixed) to the third carrier 23c of the third planetary gear 23 via a connecting member (second connecting element) 223. Always rotate or stop integrally (and coaxial).

The third planetary gear 23 constituting the compound planetary gear mechanism 25 includes a third sun gear 23s that is an external gear, a third ring gear 23r that is an internal gear arranged concentrically with the third sun gear 23s, respectively. A third carrier that holds a plurality of sets of a plurality of pinion gears 231p meshing with the three sun gears 23s, a plurality of pinion gears 232p meshing with the corresponding pinion gears 231p and the third ring gear 23r, and a plurality of pinion gears 231p and 232p so as to rotate and revolve. 23c. In the present embodiment, the gear ratio λ3 of the third planetary gear 23 (the number of teeth of the third sun gear 23s / the number of teeth of the third ring gear 23r) is set to λ3 = 0.473, for example.

The fourth planetary gear 24 constituting the compound planetary gear mechanism 25 includes a fourth sun gear 24s that is an external gear, a fourth ring gear 24r that is an internal gear arranged concentrically with the fourth sun gear 24s, respectively. A plurality of fourth pinion gears 24p meshing with the four sun gears 24s and the fourth ring gear 24r, and a fourth carrier 24c that holds the plurality of fourth pinion gears 24p so that they can rotate (rotate) and revolve freely. In the present embodiment, the gear ratio λ4 (the number of teeth of the fourth sun gear 24s / the number of teeth of the fourth ring gear 24r) of the fourth planetary gear 24 is set to λ4 = 0.528, for example.

As shown in FIG. 1, the third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 are integrated with each other or via a connecting member (third connecting element). Are always connected, and always rotate or stop integrally (and coaxially). The third carrier 23c of the third planetary gear 23 and the fourth carrier 24c of the fourth planetary gear 24 are either integrated with each other or are always connected via a connecting member (fourth connecting element). . Accordingly, the second ring gear 22r, the third carrier 23c, and the fourth carrier 24c are always rotated or stopped integrally (and coaxially). As a result, the compound planetary gear mechanism 25 is always connected to the third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24, and the third ring gear 23r of the third planetary gear 23, which are always connected. The fourth planetary gear 23 has four rotating elements, that is, a third carrier 23c, a fourth carrier 24c of the fourth planetary gear 24, and a fourth ring gear 24r of the fourth planetary gear 24.

The clutch C1 connects the second carrier 22c of the second planetary gear 22 and the input shaft 20i to each other and releases the connection between them. The clutch C2 connects the first carrier 21c and the output shaft 20o of the first planetary gear 21 that are always coupled to the fourth ring gear 24r of the fourth planetary gear 24, and also releases the connection between them. . The clutch C3 connects the fourth ring gear 24r of the fourth planetary gear 24 and the input shaft 20i to each other and releases the connection between them. The clutch C4 connects the third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24, and the second carrier 22c of the second planetary gear 22 that are always connected to each other. Disconnect the connection. The clutches C1 and C4 are disposed, for example, between the second planetary gear 22 and the compound planetary gear mechanism 25 (third planetary gear 23), and the clutches C2 and C3 are, for example, the first planetary gear 21 and the compound planetary gear mechanism 25. (Third planetary gear 23).

The brake B1 fixes (connects) the second carrier 22c, which is the first fixable element of the second planetary gear 22, to the transmission case 11 as a stationary member in a non-rotatable manner, and also connects the second carrier 22c to the transmission case. 11 is free to rotate. The brake B2 fixes (connects) the second sun gear 22s, which is the second fixable element of the second planetary gear 22, to the transmission case 11 in a non-rotatable manner, and uses the second sun gear 22s as a stationary member. 11 is free to rotate. The brakes B1 and B2 are disposed between the starting device 12 and the second planetary gear 22, for example.

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 of the input shaft 20i (input rotational speed) in the automatic transmission 20 (however, the rotational speed of the input shaft 20i, that is, the first sun gear 21s). Is the value 1. The same applies hereinafter.) FIG. 3 is an operation table showing the relationship between each gear position of the automatic transmission 20 and the operation states of the clutches C1 to C4 and the brakes B1 and B2.

As shown in FIG. 2, the three rotating elements constituting the single pinion type first planetary gear 21, that is, the first sun gear 21 s, the first ring gear 21 r, and the first carrier 21 c, are speed lines of the first planetary gear 21. The first sun gear 21s, the first carrier 21c, and the first ring gear 21r are arranged in this order from the left side in the drawing (interval corresponding to the gear ratio λ1) on the drawing (the left velocity diagram in FIG. 2). In this embodiment, in accordance with the arrangement order in the speed diagram, in the present embodiment, the first sun gear 21s is the first rotating element of the automatic transmission 20, the first carrier 21c is the second rotating element of the automatic transmission 20, One ring gear 21r is used as a third rotating element of the automatic transmission 20. Accordingly, the first planetary gear 21 has the first rotation element, the second rotation element, and the third rotation element of the automatic transmission 20 that are arranged in order according to the gear ratio λ1.

Further, the three rotating elements constituting the single pinion type second planetary gear 22, that is, the second sun gear 22 s, the second ring gear 22 r, and the second carrier 22 c, are velocity diagrams of the second planetary gear 22 (in FIG. 2). The second sun gear 22s, the second carrier 22c, and the second ring gear 22r are arranged in this order from the left side in the figure at an interval corresponding to the gear ratio λ2 on the central speed diagram). In this embodiment, according to the arrangement order in the speed diagram, the second sun gear 22s is the fourth rotating element of the automatic transmission 20, the second carrier 22c is the fifth rotating element of the automatic transmission 20, The two-ring gear 22r is used as the sixth rotating element of the automatic transmission 20. Therefore, the second planetary gear 22 has the fourth rotation element, the fifth rotation element, and the sixth rotation element of the automatic transmission 20 that are arranged in order according to the gear ratio λ2.

Further, the four rotating elements of the compound planetary gear mechanism 25, that is, the third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24, and the third ring gear of the third planetary gear 23 are always connected. 23r, the third carrier 23c of the third planetary gear 23 and the fourth carrier 24c of the fourth planetary gear 24, and the fourth ring gear 24r of the fourth planetary gear 24, which are always connected, are arranged in this order from the left side in the drawing. Speed diagram of the compound planetary gear mechanism 25 at an interval according to the gear ratio λ3 of the third planetary gear 23 of the formula and the gear ratio λ4 of the fourth planetary gear 24 of the single pinion type (the right speed line in FIG. 2) Figure) Line up. In this embodiment, the third sun gear 23s and the fourth sun gear 24s are used as the seventh rotating element of the automatic transmission 20, and the third ring gear 23r is used as the eighth rotation element of the automatic transmission 20 according to the arrangement order in the speed diagram. The third carrier 23 c and the fourth carrier 24 c are the ninth rotating element of the automatic transmission 20, and the fourth ring gear 24 r is the tenth rotating element of the automatic transmission 20. Therefore, the compound planetary gear mechanism 25 has the seventh rotation element, the eighth rotation element, the ninth rotation element, and the tenth rotation element of the automatic transmission 20 that are arranged in order according to the gear ratios λ3 and λ4.

In the automatic transmission 20, the clutches C1 to C4 and the brakes B1 and B2 are engaged or released as shown in FIG. 3 to change the connection relationship of the first to tenth rotating elements, thereby changing the input shaft. Between 20i and the output shaft 20o, 10 power transmission paths in the forward rotation direction and one in the reverse rotation direction, that is, the forward speed and the reverse speed from the first speed to the tenth speed can be formed. .

Specifically, the forward first speed is formed by engaging the clutch C2, the brakes B1 and B2, and releasing the remaining clutches C1, C3 and C4. That is, when the first forward speed is established, the first carrier 21c and the output shaft 20o of the first planetary gear 21 and the fourth ring gear 24r of the fourth planetary gear 24 are connected to each other by the clutch C2. The second carrier 22c of the second planetary gear 22 is non-rotatably fixed to the transmission case 11 by B1, and the second sun gear 22s of the second planetary gear 22 is non-rotatable to the transmission case 11 by the brake B2. Fixed. In this embodiment (when the gear ratios of the first to fourth planetary gears 21 to 24 are λ1 = 0.495, λ2 = 0.548, λ3 = 0.473, λ4 = 0.528, the same applies hereinafter) The gear ratio (rotational speed of the input shaft 20i / rotational speed of the output shaft 20o) γ1 at the first forward speed is γ1 = 4.830.

The second forward speed is formed by engaging the clutch C4, the brakes B1 and B2, and disengaging the remaining clutches C1, C2 and C3. That is, when forming the second forward speed, the clutch C4 causes the third sun gear 23s of the third planetary gear 23, the fourth sun gear 24s of the fourth planetary gear 24, and the second carrier 22c of the second planetary gear 22 to move. Further, the second carrier 22c of the second planetary gear 22 is fixed to the transmission case 11 so as not to rotate by the brake B1, and the second sun gear 22s of the second planetary gear 22 is connected to the transmission case by the brake B2. 11 is fixed so as not to rotate. In the present embodiment, the gear ratio γ2 at the second forward speed is γ2 = 3.020. The step ratio between the first forward speed and the second forward speed is γ1 / γ2 = 1.599.

The third forward speed is formed by engaging the clutches C2 and C4 and the brake B1 and releasing the remaining clutches C1 and C3 and the brake B2. That is, when the third forward speed is established, the first carrier 21c and the output shaft 20o of the first planetary gear 21 and the fourth ring gear 24r of the fourth planetary gear 24 are connected to each other by the clutch C2. The third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 and the second carrier 22c of the second planetary gear 22 are connected to each other by C4, and further, the second planetary gear by the brake B1. The second carrier 22 c of 22 is fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γ3 at the third forward speed is γ3 = 2.324. Further, the step ratio between the second forward speed and the third forward speed is γ2 / γ3 = 1.300.

The forward fourth speed is formed by engaging the clutches C3 and C4 and the brake B1 and releasing the remaining clutches C1 and C2 and the brake B2. That is, when the fourth forward speed is established, the fourth ring gear 24r of the fourth planetary gear 24 and the input shaft 20i are connected to each other by the clutch C3, and the third sun gear 23s of the third planetary gear 23 is connected to the clutch C4. The fourth sun gear 24s of the fourth planetary gear 24 and the second carrier 22c of the second planetary gear 22 are connected to each other, and the second carrier 22c of the second planetary gear 22 is connected to the transmission case 11 by the brake B1. And fixed so that it cannot rotate. In the present embodiment, the gear ratio γ4 at the fourth forward speed is γ4 = 1.780. The step ratio between the third forward speed and the fourth forward speed is γ3 / γ4 = 1.305.

The forward fifth speed is formed by engaging the clutches C2 and C4 and the brake B2 and releasing the remaining clutches C1 and C3 and the brake B1. That is, when the fifth forward speed is established, the first carrier 21c and the output shaft 20o of the first planetary gear 21 and the fourth ring gear 24r of the fourth planetary gear 24 are connected to each other by the clutch C2. The third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 and the second carrier 22c of the second planetary gear 22 are connected to each other by C4, and further, the second planetary gear by the brake B2. The second sun gear 22 s 22 is fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γ5 at the fifth forward speed is γ5 = 1.603. The step ratio between the fourth forward speed and the fifth forward speed is γ4 / γ5 = 1.110.

The forward sixth speed is formed by engaging the clutches C3 and C4 and the brake B2 and releasing the remaining clutches C1 and C2 and the brake B1. That is, when the sixth forward speed is established, the fourth ring gear 24r of the fourth planetary gear 24 and the input shaft 20i are connected to each other by the clutch C3, and the third sun gear 23s of the third planetary gear 23 is connected to the clutch C4. The fourth sun gear 24s of the fourth planetary gear 24 and the second carrier 22c of the second planetary gear 22 are connected to each other, and the second sun gear 22s of the second planetary gear 22 is connected to the transmission case 11 by the brake B2. And fixed so that it cannot rotate. In the present embodiment, the gear ratio γ6 at the sixth forward speed is γ6 = 1.250. The step ratio between the fifth forward speed and the sixth forward speed is γ5 / γ6 = 1.283.

The seventh forward speed is formed by engaging the clutches C1, C3, and C4 and releasing the remaining clutch C2 and the brakes B1 and B2. That is, when the seventh forward speed is established, the second carrier 22c of the second planetary gear 22 and the input shaft 20i are connected to each other by the clutch C1, and the fourth ring gear 24r of the fourth planetary gear 24 is connected to the clutch C3. And the input shaft 20i are connected to each other, and the third sun gear 23s of the third planetary gear 23, the fourth sun gear 24s of the fourth planetary gear 24, and the second carrier 22c of the second planetary gear 22 are connected by the clutch C4. Connected to each other. In the present embodiment, the gear ratio γ7 at the seventh forward speed is γ7 = 1.000. The step ratio between the sixth forward speed and the seventh forward speed is γ6 / γ7 = 1.250.

The forward eighth speed is formed by engaging the clutches C1 and C4 and the brake B2 and releasing the remaining clutches C2 and C3 and the brake B2. That is, when the eighth forward speed is established, the second carrier 22c of the second planetary gear 22 and the input shaft 20i are connected to each other by the clutch C1, and the third sun gear 23s of the third planetary gear 23 is connected to the clutch C4. The fourth sun gear 24s of the fourth planetary gear 24 and the second carrier 22c of the second planetary gear 22 are connected to each other, and the second sun gear 22s of the second planetary gear 22 is connected to the transmission case 11 by the brake B2. And fixed so that it cannot rotate. In the present embodiment, the gear ratio γ8 at the eighth forward speed is γ8 = 0.838. The step ratio between the seventh forward speed and the eighth forward speed is γ7 / γ8 = 1.193.

The ninth forward speed is established by engaging the clutches C1 and C2 and the brake B2 and releasing the remaining clutches C3 and C4 and the brake B1. That is, when the ninth forward speed is established, the second carrier 22c of the second planetary gear 22 and the input shaft 20i are connected to each other by the clutch C1, and the first carrier 21c of the first planetary gear 21 is connected to the clutch C2. The output shaft 20o and the fourth ring gear 24r of the fourth planetary gear 24 are connected to each other, and the second sun gear 22s of the second planetary gear 22 is fixed to the transmission case 11 so as not to rotate by the brake B2. . In the present embodiment, the gear ratio γ9 at the ninth forward speed is γ9 = 0.697. The step ratio between the eighth forward speed and the ninth forward speed is γ8 / γ9 = 1.202.

The 10th forward speed is formed by engaging the clutches C1 and C3 and the brake B2 and releasing the remaining clutches C2 and C4 and the brake B1. That is, when the forward tenth speed is formed, the second carrier 22c of the second planetary gear 22 and the input shaft 20i are connected to each other by the clutch C1, and the fourth ring gear 24r of the fourth planetary gear 24 is connected to the clutch C3. And the input shaft 20i are connected to each other, and the second sun gear 22s of the second planetary gear 22 is non-rotatably fixed to the transmission case 11 by the brake B2. In the present embodiment, the gear ratio γ10 at the tenth forward speed is γ10 = 0.590. The step ratio between the ninth forward speed and the tenth forward speed is γ9 / γ10 = 1.182. The spread in the automatic transmission 20 (gear ratio width = gear ratio γ1 at the first forward speed, which is the lowest speed) / gear ratio γ10 at the tenth speed, which is the highest speed, is γ1 / γ10 = 8. .188.

The reverse gear is formed by engaging the clutch C3 and the brakes B1 and B2 and releasing the remaining clutches C1, C2, and C4. That is, when the reverse gear is formed, the fourth ring gear 24r of the fourth planetary gear 24 and the input shaft 20i are connected to each other by the clutch C3, and further, the second carrier 22c of the second planetary gear 22 is connected to the transmission case by the brake B1. 11 and the second sun gear 22s of the second planetary gear 22 are fixed to the transmission case 11 so as not to rotate. In the present embodiment, the gear ratio γrev in the reverse speed is γrev = −3.727. The step ratio between the first forward speed and the reverse speed is | γrev / γ1 | = 0.722.

As described above, according to the automatic transmission 20, it is possible to provide the forward speed and the reverse speed from the first speed to the tenth speed by engaging / disengaging the clutches C1 to C4 and the brakes B1 and B2. Become. As a result, in the automatic transmission 20, the spread is increased (8.188 in this embodiment) to improve the fuel efficiency of the vehicle, particularly at a high vehicle speed, and further increase the speed ratio of the low speed stage and increase the speed. The speed ratio of the gears can be made smaller to improve the acceleration performance at each gear, and the gear ratio can be improved by optimizing the step ratio (suppressing the increase). Therefore, according to the automatic transmission 20, it is possible to satisfactorily improve both the fuel consumption of the vehicle on which the automatic transmission 20 is mounted and the drivability, that is, the acceleration performance of the vehicle, the shift feeling, and the like. .

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. As a result, the time required for engaging the clutches C2 and C3 corresponding to the fourth ring gear 24r of the fourth planetary gear 24 is shortened, and the occurrence of shock at the time of shifting accompanied by the engagement of the clutch C2 and / or C3 is reduced. In addition, the friction material of the clutches C2 and C3, that is, the durability of the friction plate and the separator plate can be satisfactorily secured. In addition, by reducing the inertia during rotation of the first to fourth ring gears 21r to 24r, the connecting member 213 connected to the first to fourth ring gears 21r to 24r and the first and third ring gears 21r and 23r. , The connecting member 223 connected to the second ring gear 22r, the drum members of the clutches C2 and C3 connected to the fourth ring gear 24r, etc. (thickness etc.), that is, the increase in weight, the large size of the automatic transmission 20 Can be suppressed. As a result, in the automatic transmission 20, the speed change performance and the durability of the clutches C2 and C3 can be further improved, and the entire device can be made lighter and more compact.

Further, the first and second

planetary gears

21 and 22 are single pinion type planetary gears, so that the first and second

planetary gears

21 and 22 are compared with a case where both are made to be a double pinion type planetary gear, for example. The transmission loss in the automatic transmission 20 in the automatic transmission 20 is reduced to improve the power transmission efficiency, that is, the fuel consumption of the vehicle, and the number of parts is reduced to suppress the increase in the weight of the automatic transmission 20. This can be further improved. Further, a so-called SS-CC type compound planetary gear mechanism 25 configured by combining a double pinion type third planetary gear 23 and a single pinion type fourth planetary gear 24 as in the automatic transmission 20 is provided. If this is adopted, the third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 are always connected, so that the torque acting on the seventh rotating element of the automatic transmission 20 is supplied to the third sun gear. 23s and the fourth sun gear 24s can share the torque, and the torque sharing of the third and fourth sun gears 23s and 24s can be reduced. Thus, the meshing loss between the rotating elements of the compound planetary gear mechanism 25 is reduced to further improve the power transmission efficiency, that is, the fuel efficiency of the vehicle, and further, the third carrier 23c of the third planetary gear 23 and the fourth planetary gear 24. The fourth carrier 24c is integrated with the third sun gear 3s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 to reduce the number of parts, and the automatic transmission 20 It is possible to further improve assemblability while suppressing an increase in weight.

FIG. 4 is a schematic configuration diagram of a power transmission device 10B including an automatic transmission 20B as a multi-stage transmission according to another embodiment of the present invention, and FIG. 5 is a rotational speed of the input shaft 20i in the automatic transmission 20B. It is a speed diagram which shows ratio of the rotational speed of each rotation element with respect to (input rotational speed). The automatic transmission 20B of the power transmission device 10B shown in FIG. 4 includes the double planetary gear mechanism 23 and the single pinion fourth planetary gear 24 in the compound planetary gear mechanism 25 in the automatic transmission 20 described above. This is equivalent to a so-called SC-SC type compound planetary gear mechanism 25B.

As shown in FIG. 4, in the automatic transmission 20 </ b> B, the third carrier 23 c of the third planetary gear 23 and the fourth sun gear 24 s of the fourth planetary gear 24 are connected via a connection member (third connection element) 234. It is always connected and always rotates or stops integrally (and coaxially). The third sun gear 23s of the third planetary gear 23 and the fourth carrier 24c of the fourth planetary gear 24 are always connected via a connecting member (fourth connecting element) 243, and are always integrated (and coaxial). ) Rotate or stop. Thus, the compound planetary gear mechanism 25B is always connected to the third carrier 23c of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24, and the third ring gear 23r of the third planetary gear 23, which are always connected. The fourth planetary gear 23 has four rotating elements, that is, a third sun gear 23 s and a fourth carrier 24 c of the fourth planetary gear 24, and a fourth ring gear 24 r of the fourth planetary gear 24. The third ring gear 23r of the third planetary gear 23 is always connected to the first ring gear 21r of the first planetary gear 21 via a connecting member (first connecting element) 213, and they are always integrated (and Rotate or stop on the same axis. Further, the third sun gear 23 s of the third planetary gear 23 and the fourth carrier 24 c of the fourth planetary gear 24 are always connected to the second ring gear 22 r of the second planetary gear 22 via a connecting member (second connecting element) 224. These three elements always rotate or stop integrally (and coaxially).

Further, as shown in FIG. 5, the four rotating elements of the compound planetary gear mechanism 25B, that is, the third carrier 23c of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24, which are always connected, The third ring gear 23r of the planetary gear 23, the third sun gear 23s of the third planetary gear 23 and the fourth carrier 24c of the fourth planetary gear 24 that are always connected, and the fourth ring gear 24r of the fourth planetary gear 24 are in this order. 5 is a velocity diagram of the compound planetary gear mechanism 25B from the left side at intervals corresponding to the gear ratio λ3 of the third planetary gear 23 of the double pinion type and the gear ratio λ4 of the fourth planetary gear 24 of the single pinion type. (Velocity diagram on the right side in FIG. 5) According to the arrangement order in the speed diagram, in this embodiment, the third carrier 23c and the fourth sun gear 24s are used as the seventh rotating element of the automatic transmission 20B, and the third ring gear 23r is used as the eighth rotation element of the automatic transmission 20B. The third sun gear 23s and the fourth carrier 24c are the ninth rotating elements of the automatic transmission 20B, and the fourth ring gear 24r is the tenth rotating element of the automatic transmission 20B. Accordingly, the compound planetary gear mechanism 25B has the seventh rotation element, the eighth rotation element, the ninth rotation element, and the tenth rotation element of the automatic transmission 20B that are arranged in order according to the gear ratios λ3 and λ4.

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

planetary gears

21, 22, 23, and 24 are set to 1 = 0.495, λ2 = 0.548, λ3 = 0.527, λ4 = By setting the value to 0.528, the gear ratio and the like from the first forward speed to the tenth speed and the reverse speed can be the same as those of the automatic transmission 20 described above (see FIG. 3). In the automatic transmission 20B configured as described above, it is possible to obtain the same operational effects as those of the automatic transmission 20. That is, in the automatic transmission 20B employing the SC-SC type compound planetary gear mechanism 25B, the third carrier 23c of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 are always connected, The third sun gear 23s of the planetary gear 23 and the fourth carrier 24c of the fourth planetary gear 24 are always connected. Therefore, the torque acting on the seventh rotating element of the automatic transmission 20B is shared by the third sun gear 23s and the fourth carrier 24c, and the torque acting on the ninth rotating element is handled by the third carrier 23c and the fourth sun gear 24s. Thus, the torque sharing of the third sun gear 23s, the third carrier 23c, the fourth sun gear 24s, and the fourth carrier 24c can be reduced. Thereby, it is possible to reduce the meshing loss between the rotating elements of the compound planetary gear mechanism 25B and further improve the power transmission efficiency.

FIG. 6 is a schematic configuration diagram of a power transmission device 10C including an automatic transmission 20C as a multi-stage transmission according to another embodiment of the present invention. The power transmission device 10C shown in the figure is connected to a crankshaft of an engine (internal combustion engine) (not shown) that is mounted horizontally on the front portion of the front-wheel drive vehicle, and power (torque) from the engine is not shown on the left and right sides. It can be transmitted to the front wheels (drive wheels). The automatic transmission 20C of the power transmission device 10C corresponds to a modification of the automatic transmission 20 described above for a front-wheel drive vehicle. FIG. 7 shows a power transmission device 10D including an automatic transmission 20D as a multi-stage transmission according to another embodiment of the present invention. The power transmission device 10D shown in the figure is also connected to a crankshaft of an engine (internal combustion engine) (not shown) mounted horizontally on the front portion of the front-wheel drive vehicle, and power (torque) from the engine is not shown on the left and right sides. It can be transmitted to the front wheels (drive wheels). The automatic transmission 20D of the power transmission device 10D corresponds to a modification of the above-described automatic transmission 20B for a front-wheel drive vehicle.

In these

automatic transmissions

20C and 20D, the first carrier 21c of the first planetary gear 21 is always connected to a counter drive gear 41 as an output member. The power (torque) transmitted from the

automatic transmissions

20C and 20D to the counter drive gear 41 as an output member is transmitted through the counter driven gear 42 and the counter shaft 43 that mesh with the counter drive gear 41 in addition to the counter drive gear 41. A drive pinion gear (final drive gear) 44 coupled to the counter driven gear 42, a gear train 40 including a differential ring gear (final driven gear) 45 meshing with the drive pinion gear 44, a differential gear 50 coupled to the differential ring gear 45, a drive It is transmitted to the left and right front wheels via the shaft 51. Thus, the multi-stage transmission according to the present invention may be configured as a transmission mounted on a front wheel drive vehicle.

In the automatic transmissions 20 to 20D described above, at least one of the clutches C1 to C4 and the brakes B1 and B2 may be a meshing engagement element such as a dog clutch or a dog brake. For example, in the automatic transmissions 20 to 20D, the clutch C4 that is continuously engaged when forming the second forward speed to the eighth forward speed, or continuously when forming the fourth forward speed from the first forward speed. In addition, a dog clutch or a dog brake may be employed as the brake B1 that is engaged when the reverse gear is formed. In the automatic transmissions 20 to 20D, the gear ratios λ1 to λ4 in the first to fourth planetary gears 21 to 24 are not limited to those exemplified in the above description. Further, in the automatic transmissions 20 to 20D, at least one of the first and second

planetary gears

21 and 22 may be a double pinion type planetary gear, and the compound planetary gear mechanism 25 may be a Simpson type, a CR-CR type, Or you may replace with other compound planetary gear mechanisms, such as Ravigneaux type.

As described above, the multi-stage transmission according to the present invention is a multi-stage transmission that shifts the power transmitted to the input member and transmits it to the output member. A first planetary gear having a rotation element and a third rotation element; a fourth planetary gear having a fourth rotation element, a fifth rotation element and a sixth rotation element arranged in order according to the gear ratio; a third planetary gear; A compound planetary gear configured by a fourth planetary gear and having a seventh rotating element, an eighth rotating element, a ninth rotating element, and a tenth rotating element arranged in order according to the gear ratio of the third and fourth planetary gears First, second, and third mechanisms that connect any one of the rotating elements of the mechanism and the first and second planetary gears and the compound planetary gear mechanism to the other rotating elements or stationary members, respectively, and release the connection between them. , Fourth, fifth and A sixth engaging element, wherein the first rotating element of the first planetary gear is always connected to the input member, and the second rotating element of the first planetary gear is always connected to the output member. The third rotating element of the first planetary gear and the eighth rotating element of the compound planetary gear mechanism are always connected, and the sixth rotating element of the second planetary gear and the sixth planetary gear mechanism of the compound planetary gear mechanism. Nine rotation elements are always connected, and the first engagement element connects the fifth rotation element of the second planetary gear and the input member to each other and releases the connection between them. The engaging element connects the second rotating element of the first planetary gear and the tenth rotating element of the compound planetary gear mechanism to each other and releases the connection therebetween, and the third engaging element is , The tenth rotating element of the compound planetary gear mechanism, The input member is connected to each other and the connection between both is released, and the fourth engaging element includes the fifth rotating element of the second planetary gear and the seventh rotating element of the compound planetary gear mechanism. The fifth engaging element connects the fifth planetary gear to the stationary member so as to be non-rotatable and connects the two. The sixth engaging element is connected to the stationary member to fix the fourth rotating element of the second planetary gear to be non-rotatable, and also releases the connection between the first and second elements. By selectively engaging any three of the third, fourth, fifth and sixth engaging elements, the forward speed and the reverse speed from the first speed to the tenth speed can be achieved. It is characterized by forming.

Furthermore, in the multi-stage transmission according to the present invention, the forward speed and the reverse speed from the first speed to the tenth speed are formed by engaging the first to sixth engaging elements as follows. Can do. That is, the forward first speed is formed by engaging the second engagement element, the fifth engagement element, and the sixth engagement element. Further, the second forward speed is formed by engaging the fourth engagement element, the fifth engagement element, and the sixth engagement element. Further, the third forward speed is formed by engaging the second engagement element, the fourth engagement element, and the fifth engagement element. Further, the fourth forward speed is formed by engaging the third engagement element, the fourth engagement element, and the fifth engagement element. Further, the fifth forward speed is formed by engaging the second engagement element, the fourth engagement element, and the sixth engagement element. The sixth forward speed is formed by engaging the third engagement element, the fourth engagement element, and the sixth engagement element. Further, the seventh forward speed is formed by engaging the first engagement element, the third engagement element, and the fourth engagement element. The eighth forward speed is established by engaging the first engagement element, the fourth engagement element, and the sixth engagement element. Further, the ninth forward speed is formed by engaging the first engagement element, the second engagement element, and the sixth engagement element. Further, the tenth forward speed is formed by engaging the first engagement element, the third engagement element, and the sixth engagement element. Further, the reverse gear is formed by engaging the third engagement element, the fifth engagement element, and the sixth engagement element.

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, the first rotating element may be the first sun gear, and the second rotating element is The first carrier may be, the third rotating element may be the first ring gear, and the fourth rotating element may be the second sun gear. There may be a, the fifth rotating element may be a second carrier, the sixth rotary element may be a second ring gear.

Thus, by making the first and second planetary gears into single pinion type planetary gears, the meshing loss between the rotating elements in the first and second planetary gears is reduced, and the power transmission efficiency in the multi-stage transmission is reduced. That is, the fuel efficiency of the vehicle can be further improved, and the number of parts can be reduced to improve the assemblability while suppressing an increase in the weight of the multi-stage transmission.

Further, the compound planetary gear mechanism can rotate and revolve a set of two pinion gears that mesh with the third sun gear and the third ring gear, one meshing with the third sun gear and the other meshing with the third ring gear. A double pinion type third planetary gear having a plurality of third carriers to be held, a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears meshed with the fourth sun gear and the fourth ring gear, respectively. The fourth planetary gear of a single pinion type having a fourth carrier that can be freely and revolved, and the seventh rotating element is always connected to the third sun gear and the fourth sun gear. The eighth rotating element may be the third ring gear, and the ninth rotating element may be May be a third carrier and the fourth carrier, the tenth rotary element may be a fourth ring gear.

In this way, if a so-called SS-CC type compound planetary gear mechanism configured by combining a double pinion type third planetary gear and a single pinion type fourth planetary gear is employed, the third planetary gear of the third planetary gear Since the third sun gear and the fourth sun gear of the fourth planetary gear are always connected, the torque acting on the seventh rotating element of the multi-stage transmission can be shared by the third sun gear and the fourth sun gear. The torque sharing of each of the third and fourth sun gears can be reduced. This reduces the meshing loss between the rotating elements of the compound planetary gear mechanism to further improve the power transmission efficiency, and further integrates the third carrier of the third planetary gear and the fourth carrier of the fourth planetary gear. In addition, by integrating the third sun gear of the third planetary gear and the fourth sun gear 2 of the fourth planetary gear, the number of parts is reduced, and the assembly performance is further improved while suppressing the weight increase of the multi-stage transmission. Is possible.

In addition, the compound planetary gear mechanism can rotate and revolve a pair of two pinion gears that mesh with the third sun gear and the third ring gear, one meshing with the third sun gear and the other meshing with the third ring gear. A double pinion type third planetary gear having a plurality of third carriers to be held, a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears meshed with the fourth sun gear and the fourth ring gear, respectively. The fourth planetary gear of a single pinion type having a fourth carrier that can be freely and revolved, and the seventh rotation element includes the third carrier and the fourth sun gear that are always connected. The eighth rotating element may be the third ring gear, and the ninth rotating element may be The third may be a sun gear and the fourth carrier, the tenth rotary element may be a fourth ring gear.

Even if such a so-called SC-SC type compound planetary gear mechanism configured by combining a double-pinion type third planetary gear and a single-pinion type fourth planetary gear is adopted, Since the three carriers and the fourth sun gear of the fourth planetary gear are always connected, and the third sun gear of the third planetary gear and the fourth carrier of the fourth planetary gear are always connected, The torque acting on the seventh rotating element can be shared by the third sun gear and the fourth carrier, and the torque acting on the ninth rotating element can be shared by the third carrier and the fourth sun gear. The torque sharing of each of the sun gear, the third carrier, the fourth sun gear, and the fourth carrier can be reduced. Thereby, it is possible to reduce the meshing loss between the rotating elements of the compound planetary gear mechanism and further improve the power transmission efficiency.

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.

Further, the output member may be a counter drive gear included in a gear train that transmits power to a differential gear connected to a front wheel of the vehicle. That is, the multi-stage transmission according to the present invention may be configured as a transmission mounted on a front wheel drive vehicle.

And this invention is not limited to the said embodiment at all, and it cannot be overemphasized that various changes can be made within the range of the extension of this invention. Furthermore, the mode for carrying out the invention described above is merely a specific form of the invention described in the Summary of Invention column, and does not limit the elements of the invention described in the Summary of Invention column. Absent.

The present invention 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,
A first planetary gear having a first rotating element, a second rotating element, and a third rotating element arranged in order according to the gear ratio;
A second planetary gear having a fourth rotating element, a fifth rotating element and a sixth rotating element arranged in order according to the gear ratio;
A seventh rotating element, an eighth rotating element, a ninth rotating element, and a tenth rotating element that are constituted by a third planetary gear and a fourth planetary gear and are arranged in order according to the gear ratio of the third and fourth planetary gears. A compound planetary gear mechanism having
The first, second, third, and fourth of the first and second planetary gears and the rotating elements of the compound planetary gear mechanism are connected to other rotating elements or stationary members, respectively, and the connection between them is released. And fifth and sixth engaging elements,
The first rotating element of the first planetary gear is always connected to the input member;
The second rotating element of the first planetary gear is always connected to the output member;
The third rotating element of the first planetary gear and the eighth rotating element of the compound planetary gear mechanism are always connected,
The sixth rotating element of the second planetary gear and the ninth rotating element of the compound planetary gear mechanism are always connected,
The first engagement element connects the fifth rotation element of the second planetary gear and the input member to each other, and releases the connection between them.
The second engaging element connects the second rotating element of the first planetary gear and the tenth rotating element of the compound planetary gear mechanism to each other, and releases the connection between them.
The third engagement element connects the tenth rotation element of the compound planetary gear mechanism and the input member to each other, and releases the connection between them.
The fourth engaging element connects the fifth rotating element of the second planetary gear and the seventh rotating element of the compound planetary gear mechanism to each other, and releases the connection between them.
The fifth engaging element connects the fifth rotating element of the second planetary gear to the stationary member and fixes the non-rotatable, and releases the connection between the two,
The sixth engaging element connects the fourth rotating element of the second planetary gear to the stationary member and fixes the non-rotatable, and releases the connection between the two,
Advancement from the first speed to the tenth speed by selectively engaging any three of the first, second, third, fourth, fifth and sixth engagement elements A multi-stage transmission characterized by forming a stage and a reverse stage.
The multi-stage transmission according to claim 1, wherein
The forward first speed is formed by the engagement of the second engagement element, the fifth engagement element, and the sixth engagement element,
A forward second speed is formed by engagement of the fourth engagement element, the fifth engagement element, and the sixth engagement element;
A forward third speed is formed by engagement of the second engagement element, the fourth engagement element, and the fifth engagement element;
A forward fourth speed is formed by engagement of the third engagement element, the fourth engagement element, and the fifth engagement element;
A forward fifth speed is formed by engagement of the second engagement element, the fourth engagement element, and the sixth engagement element;
A forward sixth speed is formed by engagement of the third engagement element, the fourth engagement element, and the sixth engagement element;
A forward seventh speed is formed by engagement of the first engagement element, the third engagement element, and the fourth engagement element,
The eighth forward speed is formed by the engagement of the first engagement element, the fourth engagement element, and the sixth engagement element,
A forward ninth speed is formed by engagement of the first engagement element, the second engagement element, and the sixth engagement element,
A forward tenth speed stage is formed by engagement of the first engagement element, the third engagement element, and the sixth engagement element,
The multi-stage transmission is characterized in that a reverse gear is formed by the engagement of the third engagement element, the fifth engagement element, and the sixth engagement element.
The multi-stage transmission according to claim 1 or 2,
The first planetary gear includes a first sun gear, a first ring gear, and a first carrier that holds a plurality of first pinion gears that mesh with the first sun gear and the first ring gear, respectively, in a freely rotating and revolving manner. It is a single pinion type planetary gear,
The second planetary gear includes a second sun gear, a second ring gear, and a second carrier that holds a plurality of second pinion gears that mesh with the second sun gear and the second ring gear, respectively, in a freely rotating and revolving manner. It is a single pinion type planetary gear,
The first rotating element is the first sun gear, the second rotating element is the first carrier, the third rotating element is the first ring gear, and the fourth rotating element is the A multi-stage transmission which is a second sun gear, wherein the fifth rotating element is the second carrier, and wherein the sixth rotating element is the second ring gear.
The multi-stage transmission according to any one of claims 1 to 3,
The compound planetary gear mechanism includes a plurality of sets of two pinion gears that mesh with each other, one of which is meshed with the third sun gear and the other of the third ring gear, and the other is meshed with the third ring gear. A third planetary gear of a double pinion type having a third carrier, a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears meshed with the fourth sun gear and the fourth ring gear, respectively, and are rotatable. The fourth planetary gear of the single pinion type having a fourth carrier that is held revolving freely,
The seventh rotating element is the third sun gear and the fourth sun gear that are always connected, the eighth rotating element is the third ring gear, and the ninth rotating element is the always connected first gear. A multi-stage transmission comprising three carriers and the fourth carrier, wherein the tenth rotating element is the fourth ring gear.
The multi-stage transmission according to any one of claims 1 to 3,
The compound planetary gear mechanism includes a plurality of sets of two pinion gears that mesh with each other, one of which is meshed with the third sun gear and the other of the third ring gear, and the other is meshed with the third ring gear. A third planetary gear of a double pinion type having a third carrier, a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears meshed with the fourth sun gear and the fourth ring gear, respectively, and are rotatable. The fourth planetary gear of the single pinion type having a fourth carrier that is held revolving freely,
The seventh rotating element is the third carrier and the fourth sun gear that are always connected, the eighth rotating element is the third ring gear, and the ninth rotating element is the always connected first gear. 3. A multi-stage transmission comprising three sun gears and the fourth carrier, wherein the tenth rotating element is the fourth ring gear.
The multi-stage transmission according to any one of claims 1 to 5,
The multi-stage transmission, wherein the output member is an output shaft connected to a rear wheel of a vehicle through a differential gear.
The multi-stage transmission according to any one of claims 1 to 5,
The multi-stage transmission, wherein the output member is a counter drive gear included in a gear train that transmits power to a differential gear connected to a front wheel of a vehicle.