JP2010286059A - Automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic transmission improved in efficiency for transmitting a drive force. <P>SOLUTION: The automatic transmission has input planetary gears 4, 5 composed of first to fourth rotating elements, and the third rotating element among them is connected to an input shaft, and transmission planetary gears 6, 7 composed of fifth to eighth rotating elements, and the seventh rotating element among them is connected to an output member 3. The automatic transmission includes a first engaging mechanism D1 for fixing the first rotating element to a transmission case 1, a second engaging mechanism B1 for fixing the fourth rotating element to the transmission case 1, a third engaging mechanism D2 for connecting the second rotating element to either of the eighth rotating element and the fifth rotating element, a fourth engaging mechanism D3 for connecting a first connection member G1 to either of the input shaft 2 and the transmission case 1, a fifth engaging mechanism C1 for connecting the first connection member G1 to a second connection member G2, a sixth engaging mechanism C2 for connecting the second connection member G2 to the fifth rotating element, and a seventh engaging mechanism C3 for connecting the second connection member G2 to the sixth rotating element, at least the third engaging mechanism and the fourth engaging mechanism which are constituted as meshing mechanisms. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an automatic transmission that shifts the rotation of an input shaft to a plurality of stages through a plurality of planetary gears and outputs it from an output member.

  In recent years, automatic transmissions used in vehicles have a tendency to increase the number of shift stages in order to improve fuel efficiency and acceleration performance. For this reason, in this type of automatic transmission, a large number of shift stages are established by using a plurality of planetary gears (see, for example, Patent Document 1). Engagement, release, and fixation between the rotating elements of the planetary gear are performed by a friction engagement mechanism such as a hydraulic multi-plate clutch and a hydraulic multi-plate brake, thereby shifting to each gear stage. .

JP 2006-349001 A

  In this type of automatic transmission, in order to establish a large number of shift stages by each rotating element of a plurality of planetary gears, a large number of friction engagement mechanisms are provided accordingly. However, since not all the friction engagement mechanisms are engaged when establishing each shift stage, there is always a non-engaged friction engagement mechanism at each shift stage. In such a non-engaged friction engagement mechanism, hydraulic oil such as a hydraulic multi-plate clutch or a hydraulic multi-plate brake becomes a frictional resistance, and so-called drag torque is generated. The drag torque at this time becomes a friction loss, and the transmission efficiency of the driving force decreases.

  In view of the above points, an object of the present invention is to provide an automatic transmission that can improve the transmission efficiency of driving force.

  The present invention relates to an automatic transmission that shifts the rotation of an input shaft to a plurality of stages through a plurality of planetary gears arranged in a transmission case and outputs the output from an output member. The plurality of planetary gears and a planetary gear for input The planetary gear for input includes four rotating elements arranged at intervals corresponding to the gear ratio in the speed diagram, and the first rotating element, the second rotating element, in the order of arrangement in the speed diagram, respectively. As the third rotation element and the fourth rotation element, the third rotation element is coupled to the input shaft, and the planetary gear for speed change has four rotation elements arranged at intervals corresponding to the gear ratio in the speed diagram. The seventh rotating element is connected to the output member as a fifth rotating element, a sixth rotating element, a seventh rotating element, and an eighth rotating element in order of arrangement in the diagram.

  In the first aspect of the present invention, the first engagement mechanism that releasably fixes the first rotating element to the transmission case and the fourth rotating element are releasably fixed to the transmission case. A second coupling mechanism, a first coupling member for coupling a second coupling member, which will be described later, to any one of the input shaft and the transmission case, the fifth rotation element, and the sixth rotation element. A second connecting member for connecting the first rotating member to the first connecting member, and a third engaging mechanism for selectively connecting the second rotating element to any one of the eighth rotating element and the fifth rotating element. A first engagement member that selectively connects the first connection member to either the input shaft or the transmission case, and the first connection member and the second connection member can be freely released. The fifth engagement mechanism to be coupled, the second coupling member and the fifth rotating element can be released freely. A sixth engagement mechanism for coupling, a seventh engagement mechanism for releasably coupling the second coupling member and the sixth rotating element, and at least the third engagement mechanism and the fourth engagement The mechanism is characterized by a meshing mechanism.

  According to the above configuration, as will be apparent from the description of the embodiment described later, it is possible to establish a large number of shift stages of the ninth speed in the forward speed. In the planetary gear for speed change, a forward speed is established in a state where the second rotating element is connected to the eighth rotating element by the third engagement mechanism, and the second rotating element is changed to the fifth rotating element. The reverse gear is established in the connected state. At this time, while all the forward gears are established, the fifth rotating element side is in the disengaged state, but the third engaging mechanism is constituted by a meshing mechanism such as a synchromesh mechanism or a dog clutch mechanism. Thus, drag torque associated with the disengaged state does not occur.

  Further, in the planetary gear for shifting, when the low speed stage or the reverse stage is established, the first connecting member is fixed to the transmission case by the fourth engagement mechanism, and the speed range from the medium speed stage to the high speed stage is established. Is established, the first connecting member is connected to the input shaft. And while the low speed stage or the reverse speed stage is established, the input shaft side of the fourth engagement mechanism is in the disengaged state, and while the speed stage ranging from the medium speed stage to the high speed stage is established, Although the transmission case side of the fourth engagement mechanism is disengaged, the fourth engagement mechanism is constituted by a meshing mechanism such as a synchromesh mechanism or a dog clutch mechanism, so that dragging associated with the non-engagement state occurs. Torque is not generated.

  Thus, in the third engagement mechanism and the fourth engagement mechanism for switching and connecting two elements, a synchronous engagement mechanism such as a hydraulic multi-plate clutch and a hydraulic multi-plate brake is not employed. By using mesh mechanisms such as mesh mechanisms and dog clutch mechanisms, the number of friction engagement mechanisms can be reduced, and drag torque that causes friction loss can be eliminated, improving the transmission efficiency of driving force. Can be made.

  In the first aspect of the present invention, it is preferable to provide a one-way clutch that is locked when the sixth rotating element rotates in one direction and fixes the sixth rotating element to the transmission case. According to this, for example, when the first gear is established, by automatically locking the one-way clutch, the friction engagement mechanism for fixing the sixth rotating element to the transmission case becomes unnecessary, and the friction loss is eliminated. Therefore, not only the driving force transmission efficiency can be improved, but also the structure can be simplified and the manufacturing cost can be reduced.

  Further, at this time, an eighth engagement mechanism for releasably fixing the sixth rotating element to the transmission case is provided in parallel with the one-way clutch, and the eighth engagement mechanism is a synchromesh mechanism, a dog clutch mechanism, or the like. By configuring the engagement mechanism, even if the fifth engagement mechanism and the seventh engagement mechanism are friction engagement mechanisms, their capacities can be reduced and the weight can be reduced. In addition, by reducing the capacity of the fifth engagement mechanism and the seventh engagement mechanism, the drag torque can be reduced when the fifth engagement mechanism and the seventh engagement mechanism are disengaged. It is possible to improve the transmission efficiency of the driving force.

  In addition, in the first aspect of the present invention, there is provided a two-way clutch that selectively locks one of the rotation directions of the sixth rotation element and the other to fix the sixth rotation element to the transmission case. It may be provided. According to this, while obtaining the same effect as the case where the one-way clutch and the eighth engagement mechanism are adopted, the eighth engagement mechanism can be made unnecessary, the structure is simplified, and the manufacturing cost is reduced. Can be suppressed.

  According to a second aspect of the present invention, a first engagement mechanism that releasably fixes the first rotating element to the transmission case, and a fourth engaging element that is releasably fixed to the transmission case. A second engaging mechanism, a connecting member for connecting the eighth rotating element to any one of the input shaft and the transmission case, and the sixth rotating element fixed to the transmission case so as to be releasable. A third engagement mechanism, a fourth engagement mechanism that selectively connects the connection member to one of the input shaft and the transmission case, and the connection member and the eighth rotation element are released. A fifth engagement mechanism that freely connects, a sixth engagement mechanism that releasably connects the second rotation element and the fifth rotation element, and the second rotation element and the sixth rotation element are released. A seventh engagement mechanism that is freely connected, and at least the third engagement mechanism and the The fourth engagement mechanism, characterized in that it consists of a meshing mechanism.

  According to the above configuration, as will be apparent from the description of the embodiment described later, it is possible to establish a large number of shift stages of the ninth speed in the forward speed. In the planetary gear for speed change, the reverse speed is established with the sixth engagement element fixed to the transmission case by the third engagement mechanism. On the other hand, while the forward gear is established, the third engagement mechanism is in a non-engagement state, but the third engagement mechanism is constituted by a meshing mechanism such as a synchromesh mechanism or a dog clutch mechanism. Thus, drag torque associated with the non-engaged state does not occur.

  Further, in the planetary gear for speed change, when the low speed stage is established, the eighth engaging element is fixed to the transmission case by the fourth engagement mechanism, and the speed stage ranging from the medium speed stage to the high speed stage is established. The eighth rotating element is coupled to the input shaft. While the low speed stage is established, the input shaft side of the fourth engagement mechanism is in the disengaged state, and while the shift stage from the medium speed stage to the high speed stage is established, the fourth engagement mechanism is engaged. The transmission case side of the coupling mechanism is disengaged, but the fourth engagement mechanism is constituted by a meshing mechanism such as a synchromesh mechanism or a dog clutch mechanism, so that drag torque associated with the disengagement state is generated. Absent.

  Thus, in the third engagement mechanism for releasably fixing one element and the fourth engagement mechanism for switching and connecting two elements, friction such as a hydraulic multi-plate clutch and a hydraulic multi-plate brake is used. By adopting a meshing mechanism such as a synchromesh mechanism or a dog clutch mechanism without using an engagement mechanism, the number of friction engagement mechanisms can be reduced, and drag torque that causes friction loss can be eliminated. As a result, the transmission efficiency of the driving force can be improved.

  In the second aspect of the present invention, there is provided a two-way clutch that selectively locks one of the rotation directions of the eighth rotation element and the other to fix the eighth rotation element to the transmission case. Can do. According to this, even if the fifth engagement mechanism that connects the input shaft and the eighth rotating element via the fourth engagement mechanism and the connection member is a friction engagement mechanism, the capacity is reduced and the weight is reduced. In addition, the drag torque when the fifth engagement mechanism is disengaged can be reduced, and the transmission efficiency of the driving force can be improved.

  In the first and second aspects of the present invention described above, the first engagement mechanism may be configured such that the first planetary gears are all gears in a low speed range from a first forward speed to a predetermined medium speed by the speed change planetary gear. Is established, the first rotating element is fixed to the transmission case, and when establishing all the gears in the high speed region including the gears exceeding the predetermined medium speed, It is comprised by the meshing mechanism used as the state which cancel | released fixation.

  According to this configuration, as will be apparent from the description of the embodiment described later, at the shift speed in the low speed range from the first forward speed to the predetermined medium speed, the first engagement mechanism moves the first rotation element. The second engagement mechanism is disengaged by being fixed to the transmission case. On the other hand, in a gear range in a high speed range including a gear range exceeding a predetermined medium speed step, the second engagement mechanism fixes the fourth rotating element to the transmission case, and the first engagement mechanism is non-movable. The engaged state is established. At this time, since the first engagement mechanism is constituted by a meshing mechanism such as a synchromesh mechanism or a dog clutch mechanism, the generation of drag torque can be prevented even in the non-engaged state. In particular, in the high speed range, the second engagement mechanism fixes the fourth rotating element to the transmission case, and no drag torque is generated. Since drag torque is not generated by the meshing mechanism, both the first engagement mechanism and the second engagement mechanism are constituted by a frictional engagement mechanism such as a hydraulic multi-plate brake. As compared with the above, the friction loss at the shift speed in the high speed range can be reduced, and the transmission efficiency can be improved.

  In the first and second aspects of the present invention described above, the input planetary gear is composed of first and second planetary gears, and includes three sun gears, a carrier, and a ring gear of the first planetary gear. The elements are the first element, the second element, and the third element in the order of arrangement at intervals corresponding to the gear ratio in the speed diagram, respectively, and the three elements including the sun gear, the carrier, and the ring gear of the second planetary gear are When the fourth element, the fifth element, and the sixth element are arranged in the order corresponding to the gear ratio in the drawing, respectively, the first element is the first rotating element, the second element, the fourth element, Are connected to form the second rotating element, the third element and the fifth element are connected to form the third rotating element, the sixth element is set to the fourth rotating element, and The tally gear is composed of the third and fourth planetary gears, and the third element consisting of the sun gear, the carrier, and the ring gear of the third planetary gear is arranged in the order of arrangement at intervals corresponding to the gear ratio in the speed diagram. The tenth element and the eleventh element are arranged in the order corresponding to the gear ratio in the velocity diagram, respectively, as the element, the eighth element, and the ninth element. And the twelfth element, the seventh element is the fifth rotation element, the tenth element is the sixth rotation element, and the eighth element and the eleventh element are connected to form the seventh rotation. The ninth element and the twelfth element are connected to form the eighth rotating element.

  According to this configuration, as is clear from the description of an embodiment described later, when torque from the input shaft is transmitted toward the output member, all three elements including the sun gear, the carrier, and the ring gear are The number of planetary gears that transmit (activate) driving force while performing relative rotation is two or less of the first to fourth four in the forward gear. Thus, since the loss of transmission torque can be reduced by reducing the number of planetary gears operating in the forward gear, the transmission efficiency can be dramatically improved.

(A) is a skeleton diagram showing a first embodiment of an automatic transmission of the present invention. (B) is explanatory drawing which shows the engagement state of each engagement mechanism in each gear stage of 1st Embodiment. The speed diagram of each planetary gear of 1st Embodiment. (A) is the skeleton figure which shows 2nd Embodiment of the automatic transmission of this invention. (B) is explanatory drawing which shows the engagement state of each engagement mechanism in each gear stage of 2nd Embodiment. The speed diagram of each planetary gear of 2nd Embodiment. (A) is the skeleton figure which shows 3rd Embodiment of the automatic transmission of this invention. (B) is explanatory drawing which shows the engagement state of each engagement mechanism in each gear stage of 3rd Embodiment. The speed diagram of each planetary gear of 3rd Embodiment. (A) is the skeleton figure which shows 4th Embodiment of the automatic transmission of this invention. (B) is explanatory drawing which shows the engagement state of each engagement mechanism in each gear stage of 4th Embodiment. The speed diagram of each planetary gear of 4th Embodiment. (A) is the skeleton figure which shows 5th Embodiment of the automatic transmission of this invention. (B) is explanatory drawing which shows the engagement state of each engagement mechanism in each gear stage of 5th Embodiment. The speed diagram of each planetary gear of 5th Embodiment.

[First Embodiment]
Fig.1 (a) has shown 1st Embodiment of the automatic transmission of this invention. The automatic transmission according to the first embodiment includes an input shaft 2 that is rotatably supported in a transmission case 1 and connected to a power source such as an engine (not shown), and an output that is arranged concentrically with the input shaft 2. And an output member 3 composed of a gear. The rotation of the output member 3 is transmitted to the left and right drive wheels of the vehicle via a differential gear (not shown).

  In the transmission case 1, first to fourth planetary gears 4, 5, 6, 7 are arranged around the input shaft 2.

  The first planetary gear 4 is a single pinion type planetary gear that includes a sun gear Sa, a ring gear Ra, and a carrier Ca that pivotally supports and rotates a pinion Pa meshing with the sun gear Sa and the ring gear Ra.

  The second planetary gear 5 is a single pinion type planetary gear that includes a sun gear Sb, a ring gear Rb, and a carrier Cb that rotatably and revolves a pinion Pb that meshes with the sun gear Sb and the ring gear Rb.

  Then, the carrier Ca of the first planetary gear 4 and the ring gear Rb of the second planetary gear 5 are coupled to each other (first coupled bodies Ca and Rb), and the ring gear Ra of the first planetary gear 4 and the carrier Cb of the second planetary gear 5 are coupled to each other. By being connected (second connected bodies Ra and Cb), the first planetary gear 4 and the second planetary gear 5 functionally constitute an input planetary gear.

  Referring to the speed diagram of the input planetary gear shown in the upper part of FIG. 2 (a diagram in which the rotational speed of each element of the sun gear, the carrier and the ring gear can be represented by a straight line), the three elements of the first planetary gear 4 and the The three elements of the two planetary gears 5 constitute four rotating elements as input planetary gears.

  That is, the three elements including the sun gear Sa, the carrier Ca, and the ring gear Ra of the first planetary gear 4 are respectively arranged from the left side in the order of arrangement at intervals corresponding to the gear ratio in the speed diagram shown in the upper part of FIG. Assuming the second element and the third element, the first element is the sun gear Sa, the second element is the carrier Ca, and the third element is the ring gear Ra. Further, the three elements including the sun gear Sb, the carrier Cb, and the ring gear Rb of the second planetary gear 5 are arranged in the order of arrangement at intervals corresponding to the gear ratio in the speed diagram shown in the upper part of FIG. Assuming the fifth element and the sixth element, the fourth element is a ring gear Rb, the fifth element is a carrier Cb, and the sixth element is a sun gear Sb.

  Then, assuming that the four rotating elements as the input planetary gears are the first rotating element, the second rotating element, the third rotating element, and the fourth rotating element in order from the left side in the velocity diagram shown in the upper part of FIG. In the sun gear Sa of the first planetary gear 4 that is one element, the first rotating element is the carrier Ca of the first planetary gear 4 that is the second element and the ring gear Rb of the second planetary gear 5 that is the fourth element (the first coupling body Ca). , Rb), the second rotating element is the third rotating element by the ring gear Ra of the first planetary gear 4 that is the third element and the carrier Cb of the second planetary gear 5 that is the fifth element (the second connecting body Ra, Cb). However, the fourth rotating element is formed by the sun gear Sb of the second planetary gear 5 which is the sixth element.

  Here, the ratio between the distance between the sun gear Sa and the carrier Ca and the distance between the carrier Ca and the ring gear Ra in the first planetary gear 4 is determined by the gear ratio of the first planetary gear 4 (number of teeth of the ring gear / number of teeth of the sun gear). Is set to i: 1, and the ratio of the distance between the sun gear Sb and the carrier Cb and the distance between the carrier Cb and the ring gear Rb in the second planetary gear 5 is j: 1 when the gear ratio of the second planetary gear 5 is j. Set to In the velocity diagram, the lower horizontal line and the upper horizontal line indicate that the rotational speeds are “0” and “1” (the same rotational speed as the input shaft 2), respectively.

  As shown in FIG. 1A, the third planetary gear 6 includes a sun gear Ss, a ring gear Rs, and a carrier Cs that rotatably and revolves a pinion Ps that meshes with the sun gear Ss and the ring gear Rs. This is a single pinion type planetary gear.

  The fourth planetary gear 7 is a single pinion type planetary gear that includes a sun gear SL, a ring gear RL, and a carrier CL that pivotally supports a pinion PL that meshes with the sun gear SL and the ring gear RL so as to rotate and revolve.

  Then, the carrier Cs of the third planetary gear 6 and the carrier CL of the fourth planetary gear 7 are coupled to each other (third coupled body Cs, CL), and the ring gear Rs of the third planetary gear 6 and the sun gear SL of the fourth planetary gear 7 are integrated. Thus, the third planetary gear 6 and the fourth planetary gear 7 functionally constitute a planetary gear for shifting.

  Further, as shown in FIG. 1A, a single-pinion type fourth planetary gear 7 is disposed on the outer periphery of the single-pinion type third planetary gear 6 to form a two-stage planetary gear on the outer periphery of the input shaft 2. ing. According to this, the ring gear Rs of the third planetary gear 6 and the sun gear SL of the fourth planetary gear 7 can be configured by a single component, the number of components can be reduced, and the axial direction of the input shaft 2 can be reduced. The automatic transmission can be made compact by shortening the length.

  The third planetary gear 6 and the fourth planetary gear 7 may be arranged in parallel in the axial direction of the input shaft 2, although not shown, other than having a two-stage structure on the outer periphery of the input shaft 2. In this case, the length of the input shaft 2 in the axial direction is increased, but the outer diameter of the automatic transmission can be reduced.

  Referring to the speed diagram of the speed-change planetary gear shown in the lower part of FIG. 2, the three elements of the third planetary gear 6 and the three elements of the fourth planetary gear 7 have four rotation elements as the speed-change planetary gear. Composed.

  That is, the three elements including the sun gear Ss, the carrier Cs, and the ring gear Rs of the third planetary gear 6 are arranged in the order of arrangement at intervals corresponding to the gear ratio in the speed diagram shown in the lower part of FIG. Assuming the eighth and ninth elements, the seventh element is a sun gear Ss, the eighth element is a carrier Cs, and the ninth element is a ring gear Rs. Further, the three elements including the sun gear SL, the carrier CL, and the ring gear RL of the fourth planetary gear 7 are arranged in the order of arrangement at intervals corresponding to the gear ratio in the speed diagram shown in the lower part of FIG. Assuming the eleventh element and the twelfth element, the tenth element is a ring gear RL, the eleventh element is a carrier CL, and the twelfth element is a sun gear SL.

  Then, assuming that the four rotating elements as the planetary gears for speed change are the fifth rotating element, the sixth rotating element, the seventh rotating element, and the eighth rotating element in order from the left side in the speed diagram shown in the lower part of FIG. The fifth rotating element is the sun gear Ss of the third planetary gear 6 that is the seventh element, the sixth rotating element is the ring gear RL of the fourth planetary gear 7 that is the tenth element, and the carrier Cs of the third planetary gear 6 that is the eighth element. The seventh rotating element is the carrier CL of the fourth planetary gear 7 that is the eleventh element and the third planetary gear 6 that is the ninth element, and the fourth planetary gear that is the twelfth element of the third planetary gear 6 that is the ninth element. The eighth rotating element is formed by the sun gear SL of 7 and the (fourth connecting body Rs, SL).

  Here, the ratio between the distance between the sun gear Ss and the carrier Cs of the third planetary gear 6 and the distance between the carrier Cs and the ring gear Rs is set to k: 1, where k is the gear ratio of the third planetary gear 6. The ratio between the distance between the sun gear SL and the carrier CL of the fourth planetary gear 7 and the distance between the carrier CL and the ring gear RL is set to m: 1, where m is the gear ratio of the fourth planetary gear 7.

  As shown in FIGS. 1A and 2, the second coupling bodies Ra and Cb, which are the third rotating elements of the input planetary gear, are coupled to the input shaft 2. Third coupling bodies Cs and CL, which are seventh rotation elements of the planetary gear for speed change, are coupled to the output member 3.

  Between the input planetary gear and the transmission case 1, a first meshing mechanism D1 (first engagement mechanism) that releasably fixes the sun gear Sa (first rotating element) of the first planetary gear 4 to the transmission case 1. And a hydraulic multi-plate brake B1 (second engagement mechanism) for releasably fixing the sun gear Sb (fourth rotation element) of the second planetary gear 5 to the transmission case 1 is provided.

  Between the input planetary gear and the transmission planetary gear, the first connecting members Ca, Rb (second rotating element) are connected to the fourth connecting members Rs, SL (eighth rotating element) and the sun gear Ss (third gear) of the third planetary gear 6. A second meshing mechanism D2 (third engagement mechanism) that is selectively coupled to any one of the five rotation elements) is provided.

  Between the input shaft 2 and the transmission planetary gear, there is a third meshing mechanism D3 (fourth engagement mechanism), a first hydraulic multi-plate clutch C1 (fifth engagement mechanism), and a second hydraulic multi-plate. A clutch C2 (sixth engagement mechanism) and a third hydraulic multi-plate clutch C3 (seventh engagement mechanism) are provided.

  The third meshing mechanism D3 selectively couples the clutch guide G1 (first coupling member) of the first hydraulic multi-plate clutch C1 to either the input shaft 2 or the transmission case 1. The first hydraulic multi-plate clutch C1 includes a clutch guide G1 (first connecting member), and a clutch guide G2 (second clutch) of the second hydraulic multi-plate clutch C2 and the third hydraulic multi-plate clutch C3 connected to each other. The connecting member is releasably connected. The second hydraulic multi-plate clutch C2 releasably connects the first hydraulic multi-plate clutch C1 and the sun gear Ss (fifth rotating element) of the third planetary gear 6 via the clutch guide G2. The third hydraulic multi-plate clutch C3 releasably connects the first hydraulic multi-plate clutch C1 and the ring gear RL (sixth rotating element) of the fourth planetary gear 7 via the clutch guide G2.

  A synchromesh mechanism or a dog clutch mechanism is employed for the first meshing mechanism D1, the second meshing mechanism D2, and the third meshing mechanism D3.

  Further, between the planetary gear for speed change and the transmission case 1, the one way to lock the ring gear RL to the transmission case 1 by locking when the fourth planetary gear 7 rotates in one direction of the ring gear RL (sixth rotating element). A clutch F1 is provided. That is, the one-way clutch F1 allows forward rotation of the ring gear RL of the fourth planetary gear 7 and prevents reverse rotation.

  According to the automatic transmission of the first embodiment having the above-described configuration, the forward speed and the reverse speed of the first to ninth speed stages are established as is apparent from the speed diagram shown in FIG.

  First, in all the forward speeds, the second meshing mechanism D2 is connected to the fourth connecting body Rs, SL (eighth rotating element) side. Then, the first meshing mechanism D1 is engaged, the third meshing mechanism D3 is connected to the neutral or transmission case 1 side, and the first hydraulic multi-plate clutch C1 and the third hydraulic multi-plate clutch C3 are engaged. When the ring gear RL is locked by the one-way clutch F1, the rotational speeds of the third coupling bodies Cs, CL (seventh rotating element) become “1st”, and the first gear is established.

  When the first meshing mechanism D1 is engaged, the third meshing mechanism D3 is connected to the transmission case 1 side, and the first hydraulic multi-plate clutch C1 and the second hydraulic multi-plate clutch C2 are engaged, the third The rotational speed of the coupling bodies Cs, CL (seventh rotation element) becomes “2nd”, and the second speed stage is established.

  The first meshing mechanism D1 is engaged, the third meshing mechanism D3 is neutral (or can be connected to either the transmission case 1 side or the input shaft 2 side according to a shift change), and the second hydraulic type When the multi-plate clutch C2 and the third hydraulic multi-plate clutch C3 are engaged, the rotation speed of the third coupling bodies Cs, CL (seventh rotation element) becomes “3rd”, and the third speed stage is established. .

  When the first engagement mechanism D1 is engaged, the third engagement mechanism D3 is connected to the input shaft 2 side, and the first hydraulic multi-plate clutch C1 and the second hydraulic multi-plate clutch C2 are engaged, the third connection The rotational speed of the bodies Cs, CL (seventh rotating element) becomes “4th”, and the fourth speed stage is established.

  When the first engagement mechanism D1 is engaged, the third engagement mechanism D3 is connected to the input shaft 2 side, and the first hydraulic multi-plate clutch C1 and the third hydraulic multi-plate clutch C3 are engaged, the third connection The rotation speed of the bodies Cs, CL (seventh rotation element) becomes “5th”, and the fifth speed stage is established.

  When the third meshing mechanism D3 is connected to the input shaft 2 side and the first hydraulic multi-plate clutch C1, the second hydraulic multi-plate clutch C2, and the third hydraulic multi-plate clutch C3 are engaged, the third planetary gear 6 And all the elements of the 4th planetary gear 7 will be in the locked state which cannot be rotated relatively. Therefore, the third coupling body Cs, CL (seventh rotation element) becomes “6th”, which is the same as the rotation speed of the input shaft 2, and the sixth speed is established.

  When the hydraulic multi-plate brake B1 is engaged, the third meshing mechanism D3 is connected to the input shaft 2 side, and the first hydraulic multi-plate clutch C1 and the third hydraulic multi-plate clutch C3 are engaged, The rotational speed of the coupled bodies Cs, CL (seventh rotating element) becomes “7th”, and the seventh speed stage is established.

  When the hydraulic multi-plate brake B1 is engaged, the third meshing mechanism D3 is connected to the input shaft 2 side, and the first hydraulic multi-plate clutch C1 and the second hydraulic multi-plate clutch C2 are engaged, the third The rotational speed of the coupled bodies Cs, CL (seventh rotational element) becomes “8th”, and the eighth speed stage is established.

  When the hydraulic multi-plate brake B1 is engaged, the third meshing mechanism D3 is connected to the neutral or input shaft 2 side, and the second hydraulic multi-plate clutch C2 and the third hydraulic multi-plate clutch C3 are engaged, The third connected body Cs, CL (seventh rotating element) has a rotational speed of “9th”, and the ninth speed stage is established.

  In the reverse speed, the second meshing mechanism D2 is connected to the sun gear Ss (fifth rotating element) side of the third planetary gear 6, the first meshing mechanism D1 is engaged, and the third meshing mechanism D3 is connected to the transmission case 1. When the first hydraulic multi-plate clutch C1 and the third hydraulic multi-plate clutch C3 are engaged, the rotational speed of the third coupling bodies Cs, CL (seventh rotating element) becomes “Rev”. Reverse.

  FIG. 1 (b) summarizes the engagement states of the engagement mechanisms at the above-described shift speeds. In FIG. 1B, “◯” indicates engagement, “B” indicates connection to the transmission case 1 side of the third meshing mechanism D3, and “C” indicates input side 2 of the third meshing mechanism D3. "D" indicates the connection to the fourth connecting body Rs, SL (eighth rotating element) side in the second meshing mechanism D2, and "R" indicates the sun gear Ss of the third planetary gear 6 in the second meshing mechanism D2. Each of the connections to the (fifth rotating element) side is shown. It should be noted that “(◯)”, “(B)”, “(B / C)”, and “(C)” indicate that selection can be made according to the situation such as upshift or downshift.

  FIG. 1B shows that the gear ratio i of the first planetary gear 4 is 1.50, the gear ratio j of the second planetary gear 5 is 2.00, the gear ratio k of the third planetary gear 6 is 2.00, The gear ratio of each gear stage (rotational speed of the input shaft 2 / rotational speed of the output member 3) when the gear ratio m of the planetary gear 7 is 1.60 is also shown. According to this, the common ratio (ratio of gear ratios between the respective gears) becomes appropriate, and the ratio orange (ratio of the gear ratio of the first gear to the gear ratio of the ninth gear (the ratio of the first gear of FIG. 1B) Appropriate ratio))) is also appropriate.

  Further, the number of disengagement column in FIG. 1B shows a disengaged state (disconnected state) among friction engagement mechanisms constituted by a hydraulic multi-plate clutch and a brake that generate drag torque at the time of disengagement. ) (The number of releases) is shown for each gear position. According to this, it can be seen that the number of releases is 2 or less in all the gears, and the number of releases is 1 particularly in the sixth to ninth gears.

  Further, in the column for the number of operations in FIG. 1B, all three elements of the first to fourth planetary gears 4, 5, 6, and 7 are relative to each other when the respective shift stages are established. The number of planetary gears that are rotating and transmitting torque as driving force (acting) is shown. According to this, the number of operations is 2 or less at all the shift speeds in the forward gear, and the number of operations is not only zero at the sixth gear but also the number of operations at the third gear and the ninth gear. It turns out that it is 1.

  According to the automatic transmission of the first embodiment, the friction engagement mechanism is reduced in the non-engagement state, and the number of planetary gears that are operated to establish each gear stage is reduced, and the friction loss associated therewith is reduced. Since transmission torque loss can be reliably reduced, transmission efficiency can be dramatically improved.

  Further, in the automatic transmission according to the first embodiment, when the first to fourth planetary gears 4, 5, 6 and 7 are all single pinion type planetary gears, a double pinion type planetary gear is employed. The number of meshing gears is small compared to the above, and this also makes it possible to obtain high transmission efficiency.

[Second Embodiment]
FIG. 3A shows a second embodiment of the automatic transmission of the present invention. Since the basic configuration of the automatic transmission of the second embodiment is the same as that of the automatic transmission of the first embodiment described above, only different parts will be described, and the description of the common configuration will be the same in the drawings. The description is omitted.

  As shown in FIGS. 3A and 4, the automatic transmission according to the second embodiment includes a ring gear RL (sixth rotating element) of the fourth planetary gear 7 in the transmission case 1 in parallel with the one-way clutch F1. A fourth engagement mechanism D4 (eighth engagement mechanism) that is releasably fixed is provided.

  As a result, the fourth meshing mechanism D4 can be brought into a non-engaged state (released), and all the forward gears can be established as in the automatic transmission of the first embodiment.

  In the reverse speed, the fourth meshing mechanism D4 is engaged, the second meshing mechanism D2 is connected to the sun gear Ss (fifth rotating element) side of the third planetary gear 6, and the first meshing mechanism D1 is engaged. Thus, as shown in FIG. 4, the rotation speeds of the third coupling bodies Cs and CL (seventh rotation elements) become “Rev” and reversely rotate.

  At this time, the hydraulic multi-plate brake B1, the first hydraulic multi-plate clutch C1, the second hydraulic multi-plate clutch C2, and the third hydraulic multi-plate clutch C3 are disengaged. However, the ring gear RL (sixth rotating element) of the fourth planetary gear 7 is fixed to the transmission case 1 by the fourth meshing mechanism D4 and the rotation of the ring gear RL (sixth rotating element) of the fourth planetary gear 7 is locked. In addition, since the third meshing mechanism D3 can be connected to the transmission case 1 in preparation for the forward gear, at least in the first hydraulic multi-plate clutch C1 and the third hydraulic multi-plate clutch C3. There is virtually no dragging. Therefore, as shown in the open number column of FIG. 3B, the open number of the friction engagement mechanism is substantially “2” even in the reverse speed, and the same effect as the automatic transmission of the first embodiment is obtained. Is obtained.

  Furthermore, in the automatic transmission according to the second embodiment, the third meshing mechanism D3 is fixed to the transmission case 1 with the relatively large transmission torque in the reverse gear, and the first hydraulic multi-plate clutch C1 and the third hydraulic pressure are fixed. It is not necessary to engage the multi-plate clutch C3, and even if it is engaged in preparation for the forward gear, the torque is transmitted by the fourth meshing mechanism D4, so it is necessary to transmit a substantially large torque. There is no. Therefore, the capacity of the first hydraulic multi-plate clutch C1 and the third hydraulic multi-plate clutch C3 can be reduced, and the first hydraulic multi-plate clutch C1 and the third hydraulic multi-plate clutch C3 are not engaged. The friction loss in the state can be further reduced, and the automatic transmission can be made small and light.

[Third Embodiment]
FIG. 5A shows a third embodiment of the automatic transmission of the present invention. Since the basic configuration of the automatic transmission of the third embodiment is the same as that of the automatic transmission of the first embodiment described above, only different parts will be described, and the description of the common configuration will be the same in the drawings. The description is omitted.

  In the automatic transmission according to the third embodiment, as shown in FIGS. 5A and 6, the ring gear RL (sixth rotation element) of the fourth planetary gear 7 is provided between the transmission planetary gear and the transmission case 1. A two-way clutch T1 is provided that selectively locks one and the other in the rotation direction to fix the ring gear RL to the transmission case 1.

  The two-way clutch T1 is set to a state in which the forward rotation of the ring gear RL is allowed and the reverse rotation is prevented in the forward speed, and in the reverse speed, the reverse rotation of the ring gear RL is allowed and the forward rotation is prevented. In FIG. 6, “F” indicates a locked state when the ring gear RL is allowed to rotate forward and prevents reverse rotation, and “(F)” is a setting where the ring gear RL is allowed forward rotation and prevents reverse rotation. "R" represents the lock state when setting is made to allow reverse rotation of the ring gear RL and prevent forward rotation.

  In this way, the capacities of the first hydraulic multi-plate clutch C1 and the third hydraulic multi-plate clutch C3 can be reduced as in the automatic transmission of the second embodiment described above, and the friction loss can be reduced. The automatic transmission can be reduced in size and weight. Furthermore, by adopting the two-way clutch T1, the fourth meshing mechanism D4 like the automatic transmission of the second embodiment can be eliminated, and the structure can be simplified.

  Note that the two-way clutch T1 may be set to a state in which both reverse rotation and forward rotation of the ring gear RL are prevented in the reverse speed. By doing so, it becomes possible to use the engine brake when the vehicle is decelerated during traveling in the reverse gear.

[Fourth Embodiment]
FIG. 7A shows a fourth embodiment of the automatic transmission according to the present invention. The automatic transmission according to the fourth embodiment includes an input shaft 2 that is rotatably supported in a transmission case 1 and connected to a power source such as an engine (not shown), and an output that is arranged concentrically with the input shaft 2. And an output member 3 composed of a gear. The rotation of the output member 3 is transmitted to the left and right drive wheels of the vehicle via a differential gear (not shown).

  In the transmission case 1, first to fourth planetary gears 4, 5, 6, 7 are arranged around the input shaft 2.

  The first planetary gear 4 is a single pinion type planetary gear that includes a sun gear Sa, a ring gear Ra, and a carrier Ca that pivotally supports and rotates a pinion Pa meshing with the sun gear Sa and the ring gear Ra.

  The second planetary gear 5 is a single pinion type planetary gear that includes a sun gear Sb, a ring gear Rb, and a carrier Cb that rotatably and revolves a pinion Pb that meshes with the sun gear Sb and the ring gear Rb.

  Then, the carrier Ca of the first planetary gear 4 and the ring gear Rb of the second planetary gear 5 are coupled to each other (first coupled bodies Ca and Rb), and the ring gear Ra of the first planetary gear 4 and the carrier Cb of the second planetary gear 5 are coupled to each other. By being connected (second connected bodies Ra and Cb), the first planetary gear 4 and the second planetary gear 5 functionally constitute an input planetary gear.

  Referring to the velocity diagram of the input planetary gear shown in the upper part of FIG. 8, the four elements as the planetary gear for input are composed of the three elements of the first planetary gear 4 and the three elements of the second planetary gear 5. Composed.

  That is, the three elements including the sun gear Sa, the carrier Ca, and the ring gear Ra of the first planetary gear 4 are arranged in the order corresponding to the gear ratio in the speed diagram shown in the upper part of FIG. Assuming the second element and the third element, the first element is the sun gear Sa, the second element is the carrier Ca, and the third element is the ring gear Ra. Further, the three elements including the sun gear Sb, the carrier Cb, and the ring gear Rb of the second planetary gear 5 are arranged in the order of arrangement at intervals corresponding to the gear ratio in the speed diagram shown in the upper part of FIG. Assuming the fifth element and the sixth element, the fourth element is a ring gear Rb, the fifth element is a carrier Cb, and the sixth element is a sun gear Sb.

  Then, if the four rotating elements as the input planetary gear are the first rotating element, the second rotating element, the third rotating element, and the fourth rotating element in order from the right side in the velocity diagram shown in the upper part of FIG. In the sun gear Sa of the first planetary gear 4 that is one element, the first rotating element is the carrier Ca of the first planetary gear 4 that is the second element and the ring gear Rb of the second planetary gear 5 that is the fourth element (the first coupling body Ca). , Rb), the second rotating element is the third rotating element by the ring gear Ra of the first planetary gear 4 that is the third element and the carrier Cb of the second planetary gear 5 that is the fifth element (the second connecting body Ra, Cb). However, the fourth rotating element is formed by the sun gear Sb of the second planetary gear 5 which is the sixth element.

  Here, the ratio between the distance between the sun gear Sa and the carrier Ca and the distance between the carrier Ca and the ring gear Ra in the first planetary gear 4 is determined by the gear ratio of the first planetary gear 4 (number of teeth of the ring gear / number of teeth of the sun gear). Is set to i: 1, and the ratio of the distance between the sun gear Sb and the carrier Cb and the distance between the carrier Cb and the ring gear Rb in the second planetary gear 5 is j: 1 when the gear ratio of the second planetary gear 5 is j. Set to In the velocity diagram, the lower horizontal line and the upper horizontal line indicate that the rotational speeds are “0” and “1” (the same rotational speed as the input shaft 2), respectively.

  As shown in FIG. 7A, the third planetary gear 6 includes a sun gear Ss, a ring gear Rs, and a carrier Cs that rotatably and revolves a pinion Ps that meshes with the sun gear Ss and the ring gear Rs. This is a single pinion type planetary gear.

  The fourth planetary gear 7 is a single pinion type planetary gear that includes a sun gear SL, a ring gear RL, and a carrier CL that pivotally supports a pinion PL that meshes with the sun gear SL and the ring gear RL so as to rotate and revolve.

  Then, the carrier Cs of the third planetary gear 6 and the carrier CL of the fourth planetary gear 7 are coupled to each other (third coupled body Cs, CL), and the ring gear Rs of the third planetary gear 6 and the sun gear SL of the fourth planetary gear 7 are integrated. Thus, the third planetary gear 6 and the fourth planetary gear 7 functionally constitute a planetary gear for shifting.

  Further, as shown in FIG. 7A, a single-pinion type fourth planetary gear 7 is disposed on the outer periphery of the single-pinion type third planetary gear 6 to form a two-stage planetary gear on the outer periphery of the input shaft 2. ing. According to this, the ring gear Rs of the third planetary gear 6 and the sun gear SL of the fourth planetary gear 7 can be configured by a single component, the number of components can be reduced, and the axial direction of the input shaft 2 can be reduced. The automatic transmission can be made compact by shortening the length.

  Referring to the speed diagram of the speed-change planetary gear shown in the lower part of FIG. 8, the three elements of the third planetary gear 6 and the three elements of the fourth planetary gear 7 have four rotation elements as the speed-change planetary gear. Composed.

  That is, the three elements including the sun gear Ss, the carrier Cs, and the ring gear Rs of the third planetary gear 6 are arranged in the order of arrangement at intervals corresponding to the gear ratio in the speed diagram shown in the lower part of FIG. Assuming the eighth and ninth elements, the seventh element is a sun gear Ss, the eighth element is a carrier Cs, and the ninth element is a ring gear Rs. In addition, the three elements including the sun gear SL, the carrier CL, and the ring gear RL of the fourth planetary gear 7 are changed from the left side to the tenth element in the arrangement order at intervals corresponding to the gear ratio in the speed diagram shown in the lower part of FIG. Assuming the eleventh element and the twelfth element, the tenth element is a ring gear RL, the eleventh element is a carrier CL, and the twelfth element is a sun gear SL.

  Then, assuming that the four rotating elements as the planetary gears for speed change are the fifth rotating element, the sixth rotating element, the seventh rotating element, and the eighth rotating element in order from the left side in the speed diagram shown in the lower part of FIG. The fifth rotating element is the sun gear Ss of the third planetary gear 6 that is the seventh element, the sixth rotating element is the ring gear RL of the fourth planetary gear 7 that is the tenth element, and the carrier Cs of the third planetary gear 6 that is the eighth element. The seventh rotating element is the carrier CL of the fourth planetary gear 7 that is the eleventh element and the third planetary gear 6 that is the ninth element, and the fourth planetary gear that is the twelfth element of the third planetary gear 6 that is the ninth element. The eighth rotating element is formed by the sun gear SL of 7 and the (fourth connecting body Rs, SL).

  Here, the ratio between the distance between the sun gear Ss and the carrier Cs of the third planetary gear 6 and the distance between the carrier Cs and the ring gear Rs is set to k: 1, where k is the gear ratio of the third planetary gear 6. The ratio between the distance between the sun gear SL and the carrier CL of the fourth planetary gear 7 and the distance between the carrier CL and the ring gear RL is set to m: 1, where m is the gear ratio of the fourth planetary gear 7.

  As shown in FIGS. 7A and 8, the second connecting bodies Ra and Cb, which are the third rotating elements of the input planetary gear, are connected to the input shaft 2. Third coupling bodies Cs and CL, which are seventh rotation elements of the planetary gear for speed change, are coupled to the output member 3.

  Between the input planetary gear and the transmission case 1, a first meshing mechanism D1 (first engagement mechanism) that releasably fixes the sun gear Sa (first rotating element) of the first planetary gear 4 to the transmission case 1. And a hydraulic multi-plate brake B1 (second engagement mechanism) for releasably fixing the sun gear Sb (fourth rotation element) of the second planetary gear 5 to the transmission case 1 is provided.

  Between the transmission planetary gear and the transmission case 1, a second meshing mechanism D <b> 2 (third engagement mechanism) for releasably fixing the ring gear RL (sixth rotating element) of the fourth planetary gear 7 to the transmission case 1. Is provided.

  A third meshing mechanism D3 (fourth engagement mechanism) and a first hydraulic multi-plate clutch C1 (fifth engagement mechanism) are provided between the input shaft 2 and the speed-change planetary gear. The third meshing mechanism D3 selectively couples the clutch guide G1 (first coupling member) of the first hydraulic multi-plate clutch C1 to either the input shaft 2 or the transmission case 1.

  A second hydraulic multi-plate clutch C2 (sixth engagement mechanism) and a third hydraulic multi-plate clutch C3 (seventh engagement mechanism) are provided between the input planetary gear and the transmission planetary gear. Yes. The second hydraulic multi-plate clutch C2 and the third hydraulic multi-plate clutch C3 include a clutch guide G2 (second connecting member) that is connected to each other. The second hydraulic multi-plate clutch C2 releasably connects the first coupling bodies Ca and Rb (second rotation element) and the sun gear Ss (fifth rotation element) of the third planetary gear 6 via the clutch guide G2. . The third hydraulic multi-plate clutch C3 releasably connects the first coupling bodies Ca, Rb (second rotation element) and the ring gear RL (sixth rotation element) of the fourth planetary gear 7 via the clutch guide G2. .

  A synchromesh mechanism or a dog clutch mechanism is employed as the first meshing mechanism D1, the second meshing mechanism D2, and the third meshing mechanism D3.

  In the automatic transmission according to the fourth embodiment, the configuration of the input planetary gear shown in FIG. 7A is adopted, but the other configuration of the second planetary gear 5 is not shown as another configuration of the input planetary gear. The ring gear Rb is used as a first rotating element, the ring gear Ra of the first planetary gear 4 and the carrier Cb of the second planetary gear 5 are connected, and this coupling body is used as the second rotating element. The carrier Ca of the first planetary gear 4 and the second planetary gear are connected. The sun gear Sb of the first planetary gear 4 may be used as the fourth rotating element.

  In addition, the input planetary gear, for example, meshes with the first sun gear, the second sun gear, and the ring gear, one meshes with the first sun gear, and the other meshes with the second sun gear and the ring gear. It can also be constituted by a Ravigneaux type planetary gear comprising a carrier that pivotally supports a pair of pinions so as to rotate and revolve.

  According to the automatic transmission of the fourth embodiment configured as shown in FIG. 7 (a), as is clear from the speed diagram shown in FIG. Established.

  First, in all the forward speeds, the second meshing mechanism D2 is brought into a non-engaged state (released). Since the second meshing mechanism D2 employs a synchromesh mechanism or a dog clutch mechanism, drag does not occur even in the non-engaged state. Then, when the first meshing mechanism D1 is engaged, the third meshing mechanism D3 is connected to the transmission case 1 side, and the first hydraulic multi-plate clutch C1 and the second hydraulic multi-plate clutch C2 are engaged, The rotation speed of the third coupled bodies Cs, CL (seventh rotation element) becomes “1st”, and the first gear is established.

  When the first meshing mechanism D1 is engaged, the third meshing mechanism D3 is connected to the transmission case 1 side, and the first hydraulic multi-plate clutch C1 and the third hydraulic multi-plate clutch C3 are engaged, The rotational speed of the coupling bodies Cs, CL (seventh rotation element) becomes “2nd”, and the second speed stage is established.

  The first meshing mechanism D1 is engaged, the third meshing mechanism D3 is neutral (or can be connected to either the transmission case 1 side or the input shaft 2 side according to a shift change), and the second hydraulic type When the multi-plate clutch C2 and the third hydraulic multi-plate clutch C3 are engaged, the rotation speed of the third coupling bodies Cs, CL (seventh rotation element) becomes “3rd”, and the third speed stage is established. .

  When the first engagement mechanism D1 is engaged, the third engagement mechanism D3 is connected to the input shaft 2 side, and the first hydraulic multi-plate clutch C1 and the third hydraulic multi-plate clutch C3 are engaged, the third connection The rotational speed of the bodies Cs, CL (seventh rotating element) becomes “4th”, and the fourth speed stage is established.

  When the first engagement mechanism D1 is engaged, the third engagement mechanism D3 is connected to the input shaft 2 side, and the first hydraulic multi-plate clutch C1 and the second hydraulic multi-plate clutch C2 are engaged, the third connection The rotation speed of the bodies Cs, CL (seventh rotation element) becomes “5th”, and the fifth speed stage is established.

  When the third meshing mechanism D3 is connected to the input shaft 2 side and the first hydraulic multi-plate clutch C1, the second hydraulic multi-plate clutch C2, and the third hydraulic multi-plate clutch C3 are engaged, the third planetary gear 6 And all the elements of the 4th planetary gear 7 will be in the locked state which cannot be rotated relatively. Therefore, the third coupling body Cs, CL (seventh rotation element) becomes “6th”, which is the same as the rotation speed of the input shaft 2, and the sixth speed is established.

  When the hydraulic multi-plate brake B1 is engaged, the third meshing mechanism D3 is connected to the input shaft 2 side, and the first hydraulic multi-plate clutch C1 and the second hydraulic multi-plate clutch C2 are engaged, the third The rotational speed of the coupled bodies Cs, CL (seventh rotating element) becomes “7th”, and the seventh speed stage is established.

  When the hydraulic multi-plate brake B1 is engaged, the third meshing mechanism D3 is connected to the input shaft 2 side, and the first hydraulic multi-plate clutch C1 and the third hydraulic multi-plate clutch C3 are engaged, The rotational speed of the coupled bodies Cs, CL (seventh rotational element) becomes “8th”, and the eighth speed stage is established.

  When the hydraulic multi-plate brake B1 is engaged, the third meshing mechanism D3 is connected to the neutral or input shaft 2 side, and the second hydraulic multi-plate clutch C2 and the third hydraulic multi-plate clutch C3 are engaged, The third connected body Cs, CL (seventh rotating element) has a rotational speed of “9th”, and the ninth speed stage is established.

  When establishing the reverse gear, engaging the first meshing mechanism D1, the second meshing mechanism D2, and the second hydraulic multi-plate clutch C2 engages the third coupling bodies Cs, CL (first The rotation speed of the 7 rotation elements becomes “Rev” and the rotation is reversed.

  FIG. 7B summarizes the engagement state of each engagement mechanism at each of the above-described shift speeds. In FIG. 7B, “◯” indicates engagement, “B” indicates connection to the transmission case 1 side in the third meshing mechanism D3, and “C” indicates to the input shaft 2 side in the third meshing mechanism D3. Represents the connection. Note that “(B)”, “(B / C)”, and “(C)” indicate that selection can be made according to the situation such as upshift or downshift.

  Further, FIG. 7B shows that the gear ratio i of the first planetary gear 4 is 1.53, the gear ratio j of the second planetary gear 5 is 1.85, the gear ratio k of the third planetary gear 6 is 1.75, Also shown are the gear ratios of the respective speeds (the rotational speed of the input shaft 2 / the rotational speed of the output member 3) when the gear ratio m of the planetary gear 7 is 1.70. According to this, the common ratio (ratio of gear ratios between the respective gears) becomes appropriate, and the ratio orange (ratio of the gear ratio of the first gear to the gear ratio of the ninth gear (the first gear in FIG. 7B) Appropriate ratio))) is also appropriate.

  Further, in the number of disengagement column in FIG. 7B, the number of disengaged states (the number of disengagements) among the friction engagement mechanisms constituted by a hydraulic multi-plate clutch and a brake that generate drag torque when disengaged. ) For each gear position. According to this, it can be seen that the release number is 2 or less in all the forward gears, and in particular, the release number is 1 in the sixth to ninth gears.

  Further, in the column for the number of operations in FIG. 7B, all the three elements among the first to fourth planetary gears 4, 5, 6 and 7 are relative to each other when the respective gear positions are established. The number of planetary gears that are rotating and transmitting torque as driving force (acting) is shown. According to this, the number of operations is 2 or less at all the shift speeds in the forward gear, and the number of operations is not only zero at the sixth gear but also the number of operations at the third gear and the ninth gear. It turns out that it is 1.

  According to the automatic transmission of the fourth embodiment, the friction engagement mechanism is reduced in the non-engaged state, and the number of planetary gears that are operated to establish each gear stage is reduced, and the friction loss associated therewith is reduced. Since transmission torque loss can be reliably reduced, transmission efficiency can be dramatically improved.

[Fifth Embodiment]
FIG. 9A shows a fifth embodiment of the automatic transmission of the present invention. Since the basic configuration of the automatic transmission of the fifth embodiment is the same as that of the automatic transmission of the fourth embodiment described above, only different parts will be described, and the description of the common configuration will be the same in the drawings. The description is omitted.

  As shown in FIGS. 9A and 10, the automatic transmission according to the fifth embodiment includes fourth coupling bodies Rs, SL (eighth rotating elements) between the planetary gear for shifting and the transmission case 1. A two-way clutch T1 that selectively locks one and the other in the rotational direction and fixes the fourth coupling bodies Rs, SL to the transmission case 1 is provided.

  The two-way clutch T1 is set to a state in which the forward rotation of the fourth coupling bodies Rs, SL is allowed and the reverse rotation is prevented, and in the reverse movement, the reverse rotation of the fourth coupling bodies Rs, SL is allowed and the forward rotation is allowed. Set to prevent rolling. In FIG. 10, “F” indicates a locked state in which the forward rotation of the fourth connected bodies Rs and SL is allowed and reverse rotation is prevented, and “(F)” indicates the forward state of the fourth connected bodies Rs and SL. "(R)" represents the unlocked state when the setting is made to allow the reverse rotation of the fourth connected bodies Rs and SL and prevent the forward rotation. Yes.

  By doing so, the capacity of the first hydraulic multi-plate clutch C1 can be reduced, and friction loss can be reduced and the automatic transmission can be reduced in size and weight. Furthermore, by adopting the two-way clutch T1, the fourth meshing mechanism D4 like the automatic transmission of the second embodiment can be eliminated, and the structure can be simplified.

  DESCRIPTION OF SYMBOLS 1 ... Transmission case, 2 ... Input shaft, 3 ... Output member, 4 ... 1st planetary gear, 5 ... 2nd planetary gear, 6 ... 3rd planetary gear, 7 ... 4th planetary gear, D1 ... 1st meshing mechanism (1st engagement) Combination mechanism), B1 ... hydraulic multi-plate brake (second engagement mechanism), D2 ... second engagement mechanism (third engagement mechanism), D3 ... third engagement mechanism (fourth engagement mechanism), C1 ... first. 1 hydraulic multi-plate clutch (fifth engagement mechanism), C2 ... second hydraulic multi-plate clutch (sixth engagement mechanism), C3 ... third hydraulic multi-plate clutch (seventh engagement mechanism), D4 ... Fourth engagement mechanism (eighth engagement mechanism), G1... Clutch guide (first connection member, connection member), G2... Clutch guide (second connection member), F1.

Claims (8)

In an automatic transmission that shifts the rotation of an input shaft to a plurality of stages through a plurality of planetary gears arranged in a transmission case and outputs it from an output member,
The plurality of planetary gears includes an input planetary gear and a shift planetary gear,
The planetary gear for input has four rotation elements arranged at intervals corresponding to the gear ratio in the speed diagram, and the first rotation element, the second rotation element, the third rotation element, and the fourth rotation in the order of arrangement in the speed diagram. As an element, the third rotating element is connected to the input shaft,
The planetary gear for speed change has four rotation elements arranged at intervals corresponding to the gear ratio in the speed diagram, and the fifth rotation element, the sixth rotation element, the seventh rotation element, and the eighth rotation in the order of arrangement in the speed diagram. As an element, the seventh rotating element is connected to the output member,
A first engagement mechanism for releasably fixing the first rotating element to the transmission case;
A second engagement mechanism for releasably fixing the fourth rotation element to the transmission case;
A first connecting member for connecting a second connecting member, which will be described later, to either the input shaft or the transmission case;
A second connecting member for connecting the fifth rotating element and the sixth rotating element to the first connecting member;
A third engagement mechanism for selectively connecting the second rotating element to any one of the eighth rotating element and the fifth rotating element;
A fourth engagement mechanism for selectively connecting the first connecting member to either the input shaft or the transmission case;
A fifth engagement mechanism for releasably connecting the first connection member and the second connection member;
A sixth engagement mechanism for releasably connecting the second connecting member and the fifth rotating element;
A seventh engaging mechanism for releasably connecting the second connecting member and the sixth rotating element;
An automatic transmission characterized in that at least the third engagement mechanism and the fourth engagement mechanism are constituted by a meshing mechanism. The automatic transmission according to claim 1, wherein
An automatic transmission comprising a one-way clutch that locks when the sixth rotating element rotates in one direction and fixes the sixth rotating element to the transmission case. The automatic transmission according to claim 2, wherein
In parallel with the one-way clutch, an eighth engagement mechanism for releasably fixing the sixth rotating element to the transmission case is provided,
The automatic transmission is characterized in that the eighth engagement mechanism is constituted by a meshing mechanism. The automatic transmission according to claim 1, wherein
An automatic transmission comprising a two-way clutch that selectively locks one of the rotation directions of the sixth rotation element and the other to fix the sixth rotation element to the transmission case. In an automatic transmission that shifts the rotation of an input shaft to a plurality of stages through a plurality of planetary gears arranged in a transmission case and outputs it from an output member,
The plurality of planetary gears includes an input planetary gear and a shift planetary gear,
The planetary gear for input has four rotation elements arranged at intervals corresponding to the gear ratio in the speed diagram, and the first rotation element, the second rotation element, the third rotation element, and the fourth rotation in the order of arrangement in the speed diagram. As an element, the third rotating element is connected to the input shaft,
The planetary gear for speed change has four rotation elements arranged at intervals corresponding to the gear ratio in the speed diagram, and the fifth rotation element, the sixth rotation element, the seventh rotation element, and the eighth rotation in the order of arrangement in the speed diagram. As an element, the seventh rotating element is connected to the output member,
A first engagement mechanism for releasably fixing the first rotating element to the transmission case;
A second engagement mechanism for releasably fixing the fourth rotation element to the transmission case;
A connecting member for connecting the eighth rotating element to any one of the input shaft and the transmission case;
A third engagement mechanism for releasably fixing the sixth rotation element to the transmission case;
A fourth engagement mechanism for selectively connecting the connecting member to either the input shaft or the transmission case;
A fifth engagement mechanism for releasably connecting the connecting member and the eighth rotating element;
A sixth engagement mechanism for releasably connecting the second rotation element and the fifth rotation element;
A seventh engaging mechanism for releasably connecting the second rotating element and the sixth rotating element;
An automatic transmission characterized in that at least the third engagement mechanism and the fourth engagement mechanism are constituted by a meshing mechanism. The automatic transmission according to claim 5, wherein
An automatic transmission comprising a two-way clutch that selectively locks one of the rotation directions of the eighth rotation element and the other to fix the eighth rotation element to the transmission case. The automatic transmission according to any one of claims 1 to 6,
When the first engagement mechanism establishes all the speeds in the low speed range from the first forward speed to the predetermined medium speed by the planetary gear for speed change, the first rotating element is used as the transmission. It is in a state of being fixed to the case, and is configured by a meshing mechanism that is in a state in which the fixed state is released when establishing all the high speed stages including the above-mentioned predetermined medium speed stage. Automatic transmission featured. The automatic transmission according to any one of claims 1 to 7,
The planetary gear for input is composed of first and second planetary gears,
The three elements including the sun gear, the carrier, and the ring gear of the first planetary gear are set as the first element, the second element, and the third element in the order corresponding to the gear ratio in the velocity diagram, respectively, and the sun gear of the second planetary gear When the three elements consisting of the carrier and the ring gear are the fourth element, the fifth element, and the sixth element in the order of arrangement at intervals corresponding to the gear ratio in the velocity diagram, respectively, the first element is the first element. A rotating element, the second element and the fourth element are connected to form the second rotating element, the third element and the fifth element are connected to form the third rotating element, and the sixth element Is the fourth rotating element,
The planetary gear for speed change is composed of third and fourth planetary gears,
The three elements including the sun gear, the carrier, and the ring gear of the third planetary gear are respectively arranged in the order corresponding to the gear ratio in the velocity diagram in the order of the seventh element, the eighth element, and the ninth element, and the sun gear of the fourth planetary gear. When the three elements consisting of the carrier and the ring gear are designated as the tenth element, the eleventh element, and the twelfth element in the order of arrangement at intervals corresponding to the gear ratio in the velocity diagram, the seventh element is the fifth element. A rotating element, the tenth element as the sixth rotating element, the eighth element and the eleventh element are connected to form the seventh rotating element, and the ninth element and the twelfth element are connected. And an eighth transmission element.

Images