JP4736655B2 - Multistage transmission for vehicles - Google Patents

Description

  The present invention relates to a vehicular multi-stage transmission provided between a prime mover and drive wheels in a vehicle such as an automobile, and more particularly to the multi-stage transmission.

  In a vehicle, a multi-speed shift using a plurality of planetary gear units and engaging elements, for example, a clutch and a brake, for connecting the elements constituting them to select a plurality of predetermined gear ratios or gears. The machine is heavily used. For example, in the vehicular multi-stage transmission disclosed in Patent Document 1, a first transmission unit including a planetary gear unit that decelerates rotation of an input rotation member and a second transmission unit that includes five planetary gear units and includes five rotation elements. A multi-stage transmission for a vehicle that achieves nine forward speeds by selectively connecting the five rotary elements to an input rotary member, a rotary element of the first transmission unit, etc. using four clutches and brakes Has been proposed.

JP 2005-36955 A

  By the way, in a multi-stage transmission for a vehicle such as Patent Document 1, the overall speed ratio range is sufficiently wide, and steps of each speed stage are arranged in an equal ratio or close to it, and the clutch and brake at the time of shifting are arranged. Although it is required that gripping is easy, the entire gear ratio width of Patent Document 1 is about 6.700, and it cannot be said that the gear ratio width is sufficiently wide, and there is room for improvement. .

  The present invention has been made against the background of the above circumstances. The purpose of the present invention is that the gear ratio steps of each gear stage are well-balanced, and the clutch and brake can be easily changed during shifting, and An object of the present invention is to provide a vehicular multi-stage transmission having a sufficiently wide overall gear ratio.

  A first invention that achieves such an object is as follows: (a) a first transmission unit comprising a double pinion type first planetary gear device having a carrier coupled to an input rotating member and a sun gear coupled to a non-rotating member; And (b) a single pinion type second planetary gear device, a single pinion type third planetary gear device, and a double pinion type fourth planetary gear device, and the first rotation by the ring gear of the second planetary gear device. The second planetary gear device and the ring gear of the third planetary gear device are connected to each other to form a second rotating element, the sun gear of the second planetary gear device, and the third planetary gear device. And the carrier of the fourth planetary gear device are connected to each other to form a third rotating element, and the fourth rotation gear is required by the ring gear of the fourth planetary gear device. And (c) the first planetary gear unit, wherein the sun gear of the third planetary gear device and the sun gear of the fourth planetary gear device are connected to each other to form a fifth rotating element. A first clutch element that selectively connects a ring gear of the gear device and the fifth rotating element; a second clutch element that selectively connects the input rotating member and the third rotating element; and the first planet A third clutch element that selectively connects the ring gear of the gear device and the first rotating element; a fourth clutch element that selectively connects the input rotating member and the first rotating element; and the first rotation. A first brake element that selectively couples the element to the non-rotating member; a second brake element that selectively couples the second rotating element to the non-rotating member; and a non-rotating member that selectively connects the third rotating element. 3rd brace connected to And having and element, a.

  According to a second aspect of the present invention, in the vehicular multi-stage transmission according to the first aspect, (a) the first shift stage is established by engaging the first clutch element and the third brake element, and (b) The second shift stage is established by engaging the first clutch element and the first brake element, and (c) the third shift is performed by engaging the first clutch element and the third clutch element. (D) a fourth shift stage is established by engaging the first clutch element and the fourth clutch element, and (e) engagement of the first clutch element and the second clutch element. (F) the sixth gear is established by engaging the second clutch element and the fourth clutch element, and (g) the fifth gear is established. The seventh shift stage is established by engaging the clutch element and the third clutch element, and (h) the eighth shift stage is established by engaging the second clutch element and the first brake element. And (i) the ninth shift speed is established by engaging the second clutch element and the second brake element.

  According to a third aspect of the present invention, in the vehicular multi-stage transmission according to the first aspect, (a) the first shift stage is established by engaging the first clutch element and the third brake element, and (b) An intermediate shift stage is established by engaging the first clutch element and the second brake element, and (c) a second shift stage by engaging the first clutch element and the first brake element. (D) The third gear stage is established by engaging the first clutch element and the third clutch element, and (e) the first clutch element and the fourth clutch element are engaged. The fourth gear is established, (f) the fifth gear is established by engaging the first clutch element and the second clutch element, and (g) the first gear. The sixth shift stage is established by engaging the clutch element and the fourth clutch element, and (h) the seventh shift stage is established by engaging the second clutch element and the third clutch element. (I) the eighth shift stage is established by engaging the second clutch element and the first brake element, and (j) the second clutch element and the second brake element are engaged. Thus, the ninth shift speed is established.

  According to the first aspect of the present invention, the overall gear ratio range is sufficiently wide, and the gear ratio steps of the respective gear stages are arranged in an equal ratio or close to the same, and the clutch and brake can be easily changed during gear shifting. A multi-stage transmission can be obtained.

  According to the second invention, it is possible to obtain a forward nine-speed shift, and according to the third invention, it is possible to obtain an intermediate shift speed between the first shift speed and the second shift speed, and fine shift control is achieved. Can be possible.

  The mounting posture of the vehicle multi-stage transmission (hereinafter referred to as “transmission”) according to the present invention with respect to the vehicle can be changed even in a horizontal installation type such as an FF (front engine / front drive) vehicle in which the axis of the transmission is in the width direction of the vehicle. A longitudinal type such as an FR (front engine / rear drive) vehicle in which the axis of the machine is the longitudinal direction of the vehicle may be used.

  The transmission may be one that automatically switches the gear position according to the driving state such as the accelerator operation amount and the vehicle speed, or may be one that switches the gear position according to the driver's switch operation (up / down operation or the like).

  As the first to fourth clutch elements and the first and second brake elements, hydraulic friction engagement devices such as a multi-plate type, a single plate type, and a belt type that are frictionally engaged by a hydraulic cylinder are preferably used. Other types of engagement devices such as an electromagnetic type may be employed. In order to facilitate the shift control, a one-way clutch can be provided in parallel or in series with the brakes and clutches.

  The first transmission unit and the second transmission unit may be arranged on the same axis, but the first transmission unit is arranged on the first shaft and the second transmission unit is parallel to the first axis. It arrange | positions on an axis | shaft and the 1st axis | shaft and the 2nd axis | shaft may be connected by the counter gear pair.

  An engine is preferably used as the driving force source, but other driving force sources such as an electric motor may be used instead of the engine or in addition to the engine. Preferably, an output of a driving force source such as an engine is input to the input rotation member via a fluid transmission device. In this way, a compact transmission can be designed. A torque converter is preferably used as the fluid transmission device, but a fluid coupling may be used instead of the torque converter. The fluid transmission device is preferably provided with a lock-up clutch, but the lock-up clutch may not be provided, and instead of the fluid transmission device, a magnetic powder type electromagnetic clutch, a multi-plate or a single plate type The hydraulic clutch may be provided.

  Further, the multi-stage transmission can be used at any forward shift stage selected from among the shift stages that can be achieved.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a skeleton diagram illustrating the configuration of a transmission 10 to which the present invention is applied. In FIG. 1, a transmission 10 includes a torque converter 14 with a lock-up clutch 13 as a fluid transmission device on a common shaft center in a transmission case (hereinafter simply referred to as a case) 12 attached to a vehicle body, and the torque converter 14. An input shaft 16 coupled to the first planetary gear unit 18, a first transmission unit 28 mainly composed of a first planetary gear unit 18, a second planetary gear unit 20, a third planetary gear unit 22, and a fourth planetary gear unit 24. The second transmission unit 30 and the output shaft 26 that are configured as shown in FIG. The transmission 10 is preferably used as an FR automatic transmission that is installed vertically in a vehicle, and is provided between the engine 8 and drive wheels (not shown), and transmits the output of the engine 8 to the drive wheels. . The input shaft 16 is a turbine shaft of the torque converter 14, and the input shaft 16 corresponds to an input rotating member. The output shaft 26 corresponds to an output rotating member, and rotationally drives the left and right drive wheels via, for example, a differential gear device (not shown). The transmission case 12 corresponds to a non-rotating member, and the torque converter 14 is connected to the crankshaft 9 of the engine 8. Since the transmission 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG.

  The first planetary gear unit 18 constituting the first transmission unit 28 is a double pinion type planetary gear unit. The first planetary gear unit 18 includes a first sun gear S1, a plurality of pairs of first pinion gears P1 that mesh with each other, a first carrier CA1 that supports the first pinion gears P1 so as to be capable of rotating and revolving, and a first pinion gear P1. A first ring gear R1 meshing with the sun gear S1 is provided.

  In the first transmission unit 28, the first sun gear S1 is integrally fixed to the case 12 and cannot be rotated. The first carrier CA1 is coupled to an input shaft 16 that is an input rotating member and is driven to rotate. With this configuration, the first ring gear R1 is rotated at a reduced speed with respect to the input shaft 16.

  The second planetary gear unit 20 constituting the second transmission unit 30 is a single pinion type, the third planetary gear unit 22 is a single pinion type, and the fourth planetary gear unit 24 is a double pinion type planetary gear unit. The second planetary gear unit 20 meshes with the second sun gear S2 via the second sun gear S2, the second pinion gear P2, the second carrier CA2 that supports the second pinion gear P2 so as to rotate and revolve, and the second pinion gear P2. The third planetary gear unit 22 includes a third sun gear S3, a third pinion gear P3, a third carrier CA3 that supports the third pinion gear P3 so as to rotate and revolve, and a third pinion gear P3. The fourth planetary gear unit 24 is capable of rotating and revolving the fourth sun gear S4, a plurality of pairs of fourth pinion gears P4 that mesh with each other, and the fourth pinion gears P4. A fourth gear meshing with the fourth sun gear S4 via the supporting fourth carrier CA4 and the fourth pinion gear P4. It is provided with a ring gear R4.

  In the second transmission unit 30, the first rotating element RE1 is constituted by the ring gear R2 of the second planetary gear unit 20, and the carrier CA2 of the second planetary gear unit 20 and the ring gear R3 of the third planetary gear unit 22 are connected to each other. Thus, the second rotating element RE2 is configured, and the sun gear S2 of the second planetary gear device 20, the carrier CA3 of the third planetary gear device 22, and the carrier CA4 of the fourth planetary gear device 24 are connected to each other to form the third rotating element. RE3 is configured, the fourth rotating element RE4 is configured by the ring gear R4 of the fourth planetary gear unit 24, the sun gear S3 of the third planetary gear unit 22 and the sun gear S4 of the fourth planetary gear unit 24 are connected to each other to form a fifth A rotating element RE5 is configured.

  The transmission 10 includes a first clutch to a fourth clutch C1 to C4 (that is, a first clutch element to a fourth clutch element), and a first brake B1 to a third brake B3 (that is, a first brake element to a third brake). Element). The first clutch C1 selectively connects the ring gear R1 of the first planetary gear unit 18 and the fifth rotating element RE5 (S3, S4), and the second clutch C2 includes the input shaft 16 and the third rotating element RE3 ( S2, CA3, CA4) are selectively connected, and the third clutch C3 selectively connects the ring gear R1 of the first planetary gear unit 18 and the first rotating element RE1 (R2), and the fourth clutch C4. Selectively connects the input shaft 16 and the first rotating element RE1 (R2). The first brake B1 selectively connects the first rotating element RE1 (R2) to the case 12 to stop the rotation, and the second brake B2 selectively selects the second rotating element RE2 (CA2, R3). The third brake B3 selectively connects the third rotating element RE3 (S2, CA3, CA4) to the case 12 and stops rotating. The first clutch C1 to the fourth clutch C4 and the first brake B1 to the third brake B3 are all multi-plate type hydraulic friction engagement devices that are frictionally engaged by a hydraulic cylinder.

  FIG. 4 illustrates a signal input to the electronic control device 40 for controlling the transmission 10 of the present embodiment and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like. Thus, the output control of the engine 8 and the shift control of the transmission 10 are performed.

The aforementioned electronic control unit 40, from the sensors and switches shown in FIG. 4, a signal indicating the engine coolant temperature, a signal representing the shift position, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, the operation of an air conditioner An air conditioner signal, a vehicle speed signal corresponding to the rotational speed of the output shaft 26, an oil temperature signal indicating the hydraulic oil temperature of the transmission 10, a signal indicating a side brake operation, a signal indicating a foot brake operation, and a catalyst temperature signal indicating a catalyst temperature. , An accelerator opening signal indicating the amount of operation of the accelerator pedal, a cam angle signal, a snow mode setting signal indicating a snow mode setting, an acceleration signal indicating the longitudinal acceleration of the vehicle, a signal indicating an auto cruise signal indicating auto cruise traveling, etc. Supplied respectively.

  Further, the electronic control unit 40 receives a drive signal for a throttle actuator that controls the opening of the throttle valve, a boost pressure adjustment signal for adjusting the boost pressure, and an electric air conditioner drive signal for operating the electric air conditioner. , An ignition signal for instructing the ignition timing of the engine 8, a shift position (operation position) display signal for operating the shift indicator, a gear ratio display signal for displaying the gear ratio, and a display for indicating the snow mode. A snow mode display signal, an ABS operation signal for operating an ABS actuator for preventing wheel slippage during braking, and an electromagnetic wave included in a hydraulic control circuit for controlling the hydraulic actuator of the hydraulic friction engagement device of the transmission 10 Valve command signal for operating the valve, and actuating the electric hydraulic pump that is the hydraulic source of the above hydraulic control circuit Because of the drive command signal, a signal for driving an electric heater, signals, etc. to the cruise control computer is output, respectively.

  FIG. 2 is an operation table (engagement operation table) for explaining an engagement element and a gear ratio when each gear position is established, where “◯” indicates engagement, and a blank indicates release. Each gear is engaged according to the instruction of the electronic control unit 40. The gear ratio of each gear stage is appropriately determined by the gear ratios ρ1 to ρ4 of the first planetary gear device 18, the second planetary gear device 20, the third planetary gear device 22, and the fourth planetary gear device 24. For example, ρ1 = 0.465, ρ2 = 0.500, ρ3 = 0.524, ρ4 = 0.411, the gear ratio shown in FIG. 2 is obtained, and the gear ratio and the gear ratio step (the ratio of the gear ratio between the gear stages) ) Value is substantially appropriate and the overall gear ratio range is large, the gear ratios of the reverse gears “Rev1” and “Rev2” are also appropriate, and an appropriate gear ratio characteristic is obtained as a whole. Further, since shifting can be achieved by grasping any two of the clutches C1 to C4 and the brakes B1 to B3, shifting control is easy and occurrence of shifting shock is suppressed. Further, even in the case of a jump shift, a shift can be achieved by grasping any two of the clutches C1 to C4 and the brakes B1 to B3, so that the jump shift is also facilitated.

  As shown in FIG. 2, the engagement of the first clutch C1 and the third brake B3 connects the fifth rotating element RE5 (S3, S4) and the ring gear R1 of the first planetary gear device 18, By connecting the third rotation element RE3 (S2, CA3, CA4) to the case 12, the first shift stage in which the speed ratio γ1 is the maximum value, for example, about “4.552” is established.

  Further, the engagement of the first clutch C1 and the first brake B1 connects the fifth rotating element RE5 (S3, S4) and the ring gear R1 of the first planetary gear unit 18, and also the first rotating element RE1. By connecting between (R2) and the case 12, a second speed stage in which the speed ratio γ2 is smaller than the first speed stage, for example, about “2.790” is established.

  Further, by engagement of the first clutch C1 and the third clutch C3, the fifth rotating element RE5 (S3, S4) and the ring gear R1 of the first planetary gear device 18 are connected, and the first rotating element RE1. (R2) and the ring gear R1 of the first planetary gear unit 18 are connected to each other, so that the third speed stage in which the speed ratio γ3 is smaller than the second speed stage, for example, about “1.870”. It is established.

  Further, by engagement of the first clutch C1 and the fourth clutch C4, the fifth rotating element RE5 (S3, S4) and the ring gear R1 of the first planetary gear device 18 are connected, and the first rotating element RE1 is connected. By connecting between (R2) and the input shaft 16, a fourth shift stage in which the speed ratio γ4 is smaller than the third shift stage, for example, about “1.453” is established.

  Further, the engagement of the first clutch C1 and the second clutch C2 couples the fifth rotating element RE5 (S3, S4) and the ring gear R1 of the first planetary gear unit 18 and also connects the third rotating element RE3. (S2, CA3, CA4) and the input shaft 16 are connected to establish the fifth shift stage in which the speed ratio γ5 is smaller than the fourth shift stage, for example, about “1.236”. It is done.

  Further, the engagement of the second clutch C2 and the fourth clutch C4 couples the third rotating element RE3 (S2, CA3, CA4) and the input shaft 16, and the first rotating element RE1 (R2). By connecting the input shaft 16 to the input shaft 16, the sixth shift stage in which the speed ratio γ6 is smaller than the fifth shift stage, for example, about “1.000” is established.

  Further, the engagement of the second clutch C2 and the third clutch C3 couples the third rotating element RE3 (S2, CA3, CA4) and the input shaft 16, and the first rotating element RE1 (R2). By connecting the first planetary gear unit 18 to the ring gear R1, a seventh shift stage in which the speed ratio γ7 is smaller than the sixth shift stage, for example, about “0.805” is established.

  Further, the engagement of the second clutch C2 and the first brake B1 couples the third rotating element RE3 (S2, CA3, CA4) and the input shaft 16, and the first rotating element RE1 (R2). The connection with the case 12 establishes the eighth shift stage in which the speed ratio γ8 is smaller than the seventh shift stage, for example, about “0.657”.

  Further, the engagement of the second clutch C2 and the second brake B2 couples the third rotating element RE3 (S2, CA3, CA4) and the input shaft 16, and the second rotating element RE2 (CA2, R3). ) And the case 12 are connected to establish a ninth shift stage in which the speed ratio γ9 is smaller than the eighth shift stage, for example, about “0.561”.

  Further, the engagement of the third clutch C3 and the third brake B3 connects the first rotating element RE1 (R2) and the ring gear R1 of the first planetary gear unit 18 and also connects the third rotating element RE3 (S2). , CA3, CA4) and the case 12 are connected to establish the reverse first shift stage “Rev1” in which the speed ratio γR1 is about “3.581”.

  Further, the engagement of the fourth clutch C4 and the third brake B3 connects the first rotating element RE1 (R2) and the input shaft 16, and the third rotating element RE3 (S2, CA3, CA4). By connecting with the case 12, a reverse second shift stage “Rev2” in which the speed ratio γR2 is smaller than the reverse first shift stage, for example, “1.915” is established.

  Further, the engagement of the first clutch C1 and the second brake B2 couples the fifth rotating element RE5 (S3, S4) and the ring gear R1 of the first planetary gear unit 18 and also connects the second rotating element RE2. (CA2, R3) and the case 12 are connected to each other, so that the gear ratio is an intermediate value between the first gear and the second gear, for example, about “3.048”. 1.5st "is established.

  In the transmission 10 that establishes the gear position according to the engagement operation table of FIG. 2, the step (= γ1 / γ2) that is the ratio of the gear ratio γ1 of the first gear and the gear ratio γ2 of the second gear is “= 1.631 ", and the ratio (= γ2 / γ3) of the gear ratio γ2 of the second gear and the gear ratio γ3 of the third gear is" 1.492 ", and the gear ratio γ3 of the third gear And the gear ratio γ4 of the fourth gear (= γ3 / γ4) is “1.287”, and the ratio of the gear ratio γ4 of the fourth gear and the gear ratio γ5 of the fifth gear (= γ4). / Γ5) is set to “1.175”, and the ratio (= γ5 / γ6) of the speed ratio γ5 of the fifth speed stage to the speed ratio γ6 of the sixth speed stage is set to “1.236”. The ratio (= γ6 / γ7) of the gear ratio γ6 of the gear and the gear ratio γ7 of the seventh gear is “1.243”, and the gear ratio γ7 of the seventh gear and the gear ratio γ8 of the eighth gear are Ratio (= γ7 γ8) is set to “1.225”, and the ratio (= γ8 / γ9) of the speed ratio γ8 of the eighth gear and the gear ratio γ9 of the ninth gear is set to “1.172”. Are changed in a substantially equal ratio. Further, the overall speed ratio width (= γ1 / γ9), which is the ratio of the speed ratio γ1 of the first speed stage and the speed ratio γ9 of the ninth speed stage, is set to “8.117”, which is a relatively large value. Yes.

  FIG. 3 is a collinear chart in which the rotational speeds of the rotating elements of the first transmission unit 28 and the second transmission unit 30 can be represented by straight lines. The lower horizontal line X1 is the rotational speed “0”, The horizontal line X2 is the rotational speed “1.0”, that is, the same rotational speed as the input shaft 16. Also, each vertical line of the first transmission unit 28 represents the first sun gear S1, the first ring gear R1, and the first carrier CA1 in order from the left side, and the interval between them is “1” between the sun gear and the carrier. ”Is determined according to the gear ratio (= the number of teeth of the sun gear / the number of teeth of the ring gear) ρ1 so that the distance between the carrier and the ring gear becomes ρ. The figure shows a case where the gear ratio ρ1 = 0.465. Further, the four vertical lines of the second transmission unit 30 indicate the first rotation element RE1 (R2), the second rotation element RE2 (CA2, R3), and the third rotation element RE3 (S2, CA3, CA4) in order from the left side. ), The fourth rotation element RE4 (R4), and the fifth rotation element RE5 (S3, S4), and their intervals are the gear ratio ρ2 of the second planetary gear unit 18 and the gears of the third planetary gear unit 22. It is determined according to the ratio ρ3 and the gear ratio ρ4 of the fourth planetary gear device 24. The figure shows a case where the gear ratio ρ2 = 0.500, ρ3 = 0.524, and ρ4 = 0.411.

  Further, as shown in the nomograph, when the first clutch C1 is engaged, the fifth rotating element RE5 is rotated at a reduced speed with respect to the input shaft 16, and the third brake B3 is engaged. Thus, when the third rotation element RE3 is stopped from rotating, the fourth rotation element RE4 connected to the output shaft 26 rotates at the rotation speed indicated by “1st”, and the largest gear ratio (= the rotation of the input shaft 16). (Speed / rotation speed of output shaft 26) is established.

  Further, when the first clutch C1 is engaged, the fifth rotating element RE5 is rotated at a reduced speed with respect to the input shaft 16, and when the first brake B1 is engaged, the first rotating element RE1 stops rotating. Then, the fourth rotation element RE4 is rotated at the rotation speed indicated by “2nd”, and the second speed “2nd” having a smaller gear ratio than the first speed “1st” is established.

  Further, when the first clutch C1 is engaged, the fifth rotating element RE5 is decelerated and rotated with respect to the input shaft 16, and when the third clutch C3 is engaged, the first rotating element RE1 is moved to the input shaft. When the rotation speed is reduced with respect to 16, the fourth rotation element RE4 is rotated at the rotation speed indicated by “3rd”, and the third shift speed “3rd” having a smaller gear ratio than the second shift speed “2nd” is established. To do.

  In addition, when the first clutch C1 is engaged, the fifth rotating element RE5 is decelerated and rotated with respect to the input shaft 16, and when the fourth clutch C4 is engaged, the first rotating element RE1 is input to the input shaft. When connected to 16, the fourth rotation element RE4 is rotated at the rotational speed indicated by “4th”, and the fourth speed “4th” having a smaller gear ratio than the third speed “3rd” is established.

  Further, when the first clutch C1 is engaged, the fifth rotating element RE5 is decelerated and rotated with respect to the input shaft 16, and when the second clutch C2 is engaged, the third rotating element RE3 is input to the input shaft. When connected to 16, the fourth rotation element RE4 is rotated at the rotational speed indicated by "5th", and the fifth shift stage "5th" having a smaller gear ratio than the fourth shift stage "4th" is established.

  Further, when both the first rotating element RE1 and the third rotating element RE3 are connected to the input shaft 16 by engaging the second clutch C2 and the fourth clutch C4, the second transmission unit 30 is connected to the input shaft 16. The fourth rotation element RE4 is rotated at the rotation speed indicated by “6th”, and the sixth shift stage “6th” having a smaller gear ratio than the fifth shift stage “5th” is established. To do.

  Further, the third rotating element RE3 is connected to the input shaft 16 by engaging the second clutch C2, and the first rotating element RE1 is connected to the input shaft 16 by engaging the third clutch C3. Then, the fourth rotation element RE4 is rotated at the rotation speed indicated by “7th”, and the seventh shift stage “7th” having a smaller gear ratio than the sixth shift stage “6th” is established.

  When the second clutch C2 is engaged, the third rotating element RE3 is coupled to the input shaft 16, and when the first brake B1 is engaged, the first rotating element RE1 is stopped. The fourth rotation element RE4 is rotated at the rotational speed indicated by “8th”, and the eighth shift stage “8th” having a smaller gear ratio than the seventh shift stage “7th” is established.

  When the second clutch C2 is engaged, the third rotating element RE3 is connected to the input shaft 16, and when the second brake B2 is engaged, the second rotating element RE2 is stopped. The fourth rotation element RE4 is rotated at the rotation speed indicated by “9th”, and the ninth shift stage “9th” having a smaller gear ratio than the eighth shift stage “8th” is established. A 9-speed forward multi-speed transmission can be obtained by using the first gear to the ninth gear.

  Further, when the third brake B3 is engaged, the third rotating element RE3 is stopped from rotating, and when the third clutch C3 is engaged, the first rotating element RE1 is made to be the ring gear of the first planetary gear unit 18. When connected to R1, the fourth rotation element RE4 is reversely rotated at the rotation speed indicated by “Rev1”, and the reverse first shift stage “Rev1” is established.

  When the third brake B3 is engaged, the third rotation element RE3 is stopped from rotating, and when the fourth clutch C4 is engaged, the first rotation element RE1 is connected to the input shaft 16. The fourth rotation element RE4 is reversely rotated at the rotational speed indicated by “Rev2”, and the reverse second shift stage “Rev2” having a smaller gear ratio than the reverse first shift stage “Rev1” is established.

  Furthermore, when the first clutch C1 is engaged, the fifth rotation element RE5 is decelerated and rotated with respect to the input shaft 16, and when the second brake B2 is engaged, the second rotation element RE2 stops rotating. Then, the fourth rotation element RE4 is rotated at a rotational speed indicated by “1.5st”, and an intermediate shift stage “that is a speed ratio between the first shift stage“ 1st ”and the second shift stage“ 2nd ”is set. 1.5st "is established. When this intermediate shift speed is used, a forward 10-speed multi-speed transmission is obtained.

  As described above, the transmission 10 according to the present embodiment includes the first transmission unit 28 that decelerates the rotation of the input shaft 16 and the five rotation elements RE1 to RE5, and changes the rotation obtained by the first transmission unit 28. The second transmission unit 30 and the four clutches C1 to C4 and the three brakes B1 to B3 that selectively connect these rotating elements have a sufficiently wide overall gear ratio range, and the gear ratio steps of each gear stage Are arranged in an equivalent ratio or in a form close to it, and the transmission 10 can be easily changed during shifting.

  Further, the transmission 10 can obtain the ninth forward speed by selectively engaging any two of the first clutch C1 to the fourth clutch C4 and the first brake B1 to the third brake B3.

  Further, by adding an intermediate shift speed between the first shift speed and the second shift speed, it is possible to obtain the 10th forward speed, and finer shift control is possible.

  Further, the transmission 10 has the clutch and brake arrangement positions appropriately dispersed in the axial direction, so that the oil passage can be easily arranged, and the second transmission unit 30 has three planetary gear units. Therefore, the connection relationship is simple.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a main configuration of a vehicular multi-stage transmission that is an embodiment of the present invention. FIG. 2 is an operation table showing a relationship between a shift stage of the transmission of FIG. 1 and an operation of a hydraulic friction engagement device necessary to establish it. It is a collinear diagram explaining the action | operation of the transmission of FIG. It is a figure which illustrates the signal input into the electronic controller for controlling the transmission of FIG. 1, and the signal output from the electronic controller.

Explanation of symbols

10: Multi-speed transmission for vehicle 12: Transmission case (non-rotating member) 16: Input shaft (input rotating member) 18: First planetary gear device 20: Second planetary gear device 22: Third planetary gear device 24: Fourth Planetary gear unit 28: first transmission unit 30: second transmission unit RE1: first rotation element RE2: second rotation element RE3: third rotation element RE4: fourth rotation element RE5: fifth rotation element C1: first clutch (First clutch element) C2: Second clutch (second clutch element) C3: Third clutch (third clutch element) C4: Fourth clutch (fourth clutch element) B1: First brake (first brake element) B2: Second brake (second brake element) B3: Third brake (third brake element)

Claims (3)

A first transmission unit including a double pinion type first planetary gear device having a carrier coupled to the input rotation member and a sun gear coupled to the non-rotation member;
A single pinion type second planetary gear device, a single pinion type third planetary gear device, and a double pinion type fourth planetary gear device, wherein the ring gear of the second planetary gear device constitutes the first rotating element, The carrier of the second planetary gear device and the ring gear of the third planetary gear device are connected to each other to form a second rotating element, the sun gear of the second planetary gear device, the carrier of the third planetary gear device, and the Carriers of the fourth planetary gear device are connected to each other to constitute a third rotating element, and a fourth rotating element is constituted by a ring gear of the fourth planetary gear device, and the sun gear and the fourth planetary gear of the third planetary gear device. A sun gear of the gear device is connected to each other to form a fifth rotating element, and
A first clutch element that selectively connects the ring gear of the first planetary gear device and the fifth rotating element; a second clutch element that selectively connects the input rotating member and the third rotating element; A third clutch element that selectively connects the ring gear of the first planetary gear device and the first rotating element; a fourth clutch element that selectively connects the input rotating member and the first rotating element; A first brake element that selectively connects the first rotating element to a non-rotating member, a second brake element that selectively connects the second rotating element to a non-rotating member, and the third rotating element selectively And a third brake element coupled to the non-rotating member. The first shift stage is established by engaging the first clutch element and the third brake element,
The second shift stage is established by engaging the first clutch element and the first brake element,
The third shift stage is established by engaging the first clutch element and the third clutch element,
The fourth shift stage is established by engaging the first clutch element and the fourth clutch element,
The fifth shift stage is established by engaging the first clutch element and the second clutch element,
A sixth shift stage is established by engaging the second clutch element and the fourth clutch element,
The seventh shift stage is established by engaging the second clutch element and the third clutch element,
An eighth shift stage is established by engaging the second clutch element and the first brake element,
The vehicle multi-stage transmission according to claim 1, wherein the ninth shift stage is established by engaging the second clutch element and the second brake element. The first shift stage is established by engaging the first clutch element and the third brake element,
An intermediate shift stage is established by engaging the first clutch element and the second brake element,
The second shift stage is established by engaging the first clutch element and the first brake element,
The third shift stage is established by engaging the first clutch element and the third clutch element,
The fourth shift stage is established by engaging the first clutch element and the fourth clutch element,
The fifth shift stage is established by engaging the first clutch element and the second clutch element,
A sixth shift stage is established by engaging the second clutch element and the fourth clutch element,
The seventh shift stage is established by engaging the second clutch element and the third clutch element,
An eighth shift stage is established by engaging the second clutch element and the first brake element,
The vehicle multi-stage transmission according to claim 1, wherein the ninth shift stage is established by engaging the second clutch element and the second brake element.

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