JP2005106260A - Planetary gear type multi-stage transmission for vehicles - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a small planetary gear type multi-stage transmission capable of taking a large speed ratio width and having an appropriate speed ratio step.
SOLUTIONS Sun gears S2 and S3 are connected to each other, a first rotating element RM1, a ring gear R2 to a second rotating element RM2, and a carrier CA3 to connect a third rotating element RM3, a carrier CA2 and a ring gear R3 to each other for a fourth rotation. Each element RM4 is configured. RM1 and RM2 are connected to the transmission case 12 by brakes B1 and B2, RM1 and RM4 are connected to the ring gear R1 of the first planetary gear unit 18 via the clutches C1 and C2, and RM1 and RM2 are connected to the clutches C3 and C4. The RM 3 is connected to the output gear 28 integrally.
[Selection] Figure 1

Description

  The present invention relates to a vehicular planetary gear type multi-stage transmission provided between a prime mover and drive wheels in a vehicle such as an automobile.

  In a vehicle, a plurality of planetary gear devices and engagement elements (for example, clutches and brakes) for connecting the elements constituting them are used to select a plurality of predetermined gear ratios or gear positions. Planetary gear type multi-stage transmissions are widely used. For example, in the automatic transmission described in Patent Document 1, a multi-speed shift of seven forward speeds is achieved by using four sets of planetary gear devices.

JP 2000-266138 A JP 2001-82555 A JP 2000-199549 A JP-A-8-105496 Japanese Patent No. 2956173 JP 2002-206601 A JP 2002-295609 A JP 2002-227940 A JP 2002-323098 A JP 2003-130152 A JP 2003-202057 A Special table 2003-514195 gazette

  By the way, in such a planetary gear type multi-stage transmission, it is desired that the planetary gear type multi-stage transmission is simple and small in size, has a multi-stage, and can have a large speed ratio range. It is also desirable that the transmission ratio step be changed in an equal ratio or close to it. However, it is difficult to satisfy all of these requirements. For example, the automatic transmission described in Patent Document 1 is not multistage with a gear ratio step that is convenient to use. As shown, the gear ratio step between the sixth gear and the seventh gear is as small as 1.050, and the order of the gear ratio steps is varied. On the other hand, to increase the number of planetary gears in order to make the gear ratio step easy to use, it is conceivable to increase the number of planetary gears. Engagement elements for joining the elements that make up the device may also increase.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a small planetary gear type multi-stage transmission which can take a large speed ratio range and has an appropriate speed ratio step. There is to do.

  A first invention for achieving such an object is (a) a planetary gear type multi-stage transmission for a vehicle that includes a plurality of planetary gear devices and that shifts the rotation of an input rotation member and outputs the rotation from an output rotation member. (B) a first intermediate output path for transmitting the rotation of the input rotation member at a predetermined fixed gear ratio, and a gear ratio larger than the first intermediate output path; A first transmission unit including a second intermediate output path that transmits at a lower rotation than the first intermediate output path; (c) a double pinion type 2-1 planetary gear device; and a single pinion type first gear unit. 2-2 planetary gear unit, the sun gear of the 2-1 planetary gear unit and the sun gear of the 2-2 planetary gear unit are connected to each other to form a first rotating element, and the 2-1 planetary unit The second rotating element is configured by the ring gear of the gear device. A third rotating element is constituted by the carrier of the 2-2 planetary gear unit, and the carrier of the 2-1 planetary gear unit and the ring gear of the 2-2 planetary gear unit are connected to each other to form a fourth A rotating element is configured, and the first rotating element is selectively connected to the second intermediate output path via a second clutch and selectively connected to the first intermediate output path via a fourth clutch. Further, the rotation is selectively stopped by the first brake, and the second rotation element is selectively connected to the first intermediate output path via the third clutch and is selectively rotated by the second brake. The third rotating element is stopped, the third rotating element is connected to the output rotating member, and the fourth rotating element has a second transmission unit that is selectively connected to the second intermediate output path via the first clutch. And d) engagement of the clutch and brake, and a plurality of shift stage is established by switching the released state.

  According to a second aspect of the present invention, in the first aspect of the present invention, (a-1) a first gear stage having a largest speed ratio established by engagement of the first clutch and the second brake; A second gear having a smaller gear ratio than the first gear, established by engaging one clutch and the first brake; (a-3) engaging the first clutch and the second clutch; (A-4) established by engaging the first clutch and the fourth clutch, the third shift stage having a gear ratio smaller than that of the second shift stage. A fourth gear stage having a gear ratio smaller than that of the gear stage; (a-5) a fifth gear ratio having a gear ratio smaller than that of the fourth gear stage established by engaging the first clutch and the third clutch; (A-6) the third clutch and the front A sixth shift stage having a gear ratio smaller than that of the fifth shift stage, established by engaging the fourth clutch; (a-7) by engaging the second clutch and the third clutch; A seventh shift stage having a smaller gear ratio than the sixth shift stage, and (a-8) the seventh shift stage established by engaging the third clutch and the first brake. The shift is performed using seven or more shift stages among the eighth shift stages having a small speed ratio.

  A third invention is characterized in that, in the second invention, gear shifting is performed using the first to eighth gears.

  According to a fourth aspect of the present invention, in the second aspect or the third aspect, the first shift stage in the reverse rotation direction, which is established when the second clutch and the second brake are engaged, the fourth clutch, and the second brake Further, at least one of the second shift speeds in the reverse rotation direction that is established by engaging the gears is further used to change the speed.

  In a fifth aspect based on any one of the first aspect to the fourth aspect, the first transmission unit includes a first planetary gear unit, and any one of the three rotation elements of the first planetary gear unit is the above-described one. It is connected to the input rotating member and is rotationally driven, the other one is fixed to be non-rotatable, and the other one is configured as an intermediate output member that is decelerated and transmitted to the input rotating member. A path that passes through the output member is the second intermediate output path, and a path that directly transmits the rotation of the input rotation member at a gear ratio of 1.0 is the first intermediate output path.

  According to a sixth aspect of the present invention, in any one of the first to fifth aspects, the output of the engine is input to the input rotating member via a fluid transmission device.

  According to the transmissions of the first invention, the second invention, and the third invention, the first transmission unit having two intermediate output paths having different transmission ratios and the second transmission unit having two planetary gear units are provided with 4 Since the gear ratio range can be increased by switching the engagement of the two clutches and the two brakes, and the gear ratio step is also suitable, the planetary gear type multi-stage transmission can be made compact.

  In the fourth aspect of the invention, in addition to the forward multi-stage shift stage, a reverse two-stage shift stage is possible. In addition, according to the sixth aspect, a compact automatic transmission can be designed.

  The mounting posture of the planetary gear type multi-stage transmission (hereinafter referred to as a transmission) for a vehicle according to the present invention with respect to the vehicle is a horizontal installation type such as an FF (front engine / front drive) vehicle in which the axis of the transmission is in the vehicle width direction. However, it may be a vertical type such as an FR (front engine / rear drive) vehicle in which the axis of the transmission is in the longitudinal direction of the vehicle.

  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). The transmission according to the present invention is capable of multi-speed shifting of 7 or more forward speeds in the forward rotation direction, and is suitably applied to a multi-speed transmission with 8 forward speeds. In the case of an eight-speed shift, it is desirable to use the first to eighth shift stages of the second invention as they are. In a seven-speed shift, any seven shift stages from the first to eighth shift stages are used. Although it can be used, it is desirable to use the first to seventh gears, the first to fourth gears, or the sixth to eighth gears of the second invention in the seventh gear. In addition, it can also be used as a multi-stage transmission of six or less stages that performs a shift using six or less of the first to eighth shift stages of the second invention.

  As the first clutch to the fourth clutch, the first brake, and the second brake, 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 a formula, can also be employed. In order to facilitate shift control, a one-way clutch may be provided in parallel with the brakes and clutches. For example, if a one-way clutch is provided in parallel with the second brake, the first shift stage can be established only by engaging the first clutch, and the second shift stage can be switched simply by engaging the first brake. Can do. When the engine brake is not necessary, only a one-way clutch may be provided as the second brake. The one-way clutch has the same function as the brake in that it stops rotating.

  In the fifth aspect of the invention, the first transmission unit includes the first planetary gear device, and the gear ratio of the second intermediate output path of the first transmission unit (= input rotation speed / output rotation speed of the first transmission unit). Is greater than 1.0 and decelerates and transmits the rotation of the input rotating member, while the first intermediate output path transmits the rotation of the input rotating member as it is (speed ratio = 1.0). At this time, the gear ratio of the first intermediate output path does not necessarily need to be 1.0. For example, the gear ratio of the first intermediate output path is smaller than 1.0 and the rotation of the input rotating member is increased and transmitted. On the other hand, various modes are possible, such as the transmission ratio of the second intermediate output path being 1.0 and the rotation of the input rotating member being transmitted as it is. The first planetary gear device is disposed coaxially with the second transmission unit, for example.

  As the first planetary gear device of the fifth invention, a double pinion type or single pinion type planetary gear device having a sun gear, a carrier, and a ring gear as three rotating elements is preferably used. Any one of the ring gear and the ring gear is connected to the input rotation member and is driven to rotate, the other one is fixed to be non-rotatable, and the other one is rotated at a reduced speed with respect to the input rotation member as an intermediate output member for output. Configured as follows.

  When a single-pinion type planetary gear device is used, a stepped gear having a large-diameter portion and a small-diameter portion (compound planetary gear device) can be adopted as the pinion gear disposed on the carrier. In that case, in addition to the case where the three rotating elements are constituted by a sun gear and a ring gear and a carrier meshed with one and the other of the large diameter part and the small diameter part of the pinion gear, they mesh with the large diameter part and the small diameter part of the pinion gear, respectively. Or a pair of small-diameter sun gears and large-diameter sun gears and a carrier, or a pair of large-diameter ring gears and small-diameter ring-and-gear gears and carriers respectively engaged with the large-diameter portion and small-diameter portion of the pinion gear. .

  The positional relationship between the 2-1 planetary gear device and the 2-2 planetary gear device of the second transmission unit is not particularly limited, and in the order of the 2-1 planetary gear device and the 2-2 planetary gear device from the engine side. They may be arranged side by side in the axial direction, or vice versa. The clutch and the brake can be variously arranged, for example, concentrated on one end portion or separately arranged on both sides of the planetary gear device.

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 the transmission case 12 attached to the vehicle body, the transmission 10 has a torque converter 14 with a lock-up clutch 13 as a fluid transmission device on a common axis, an input shaft 16 connected to the torque converter 14, a first A first transmission unit 20 mainly composed of the planetary gear unit 18, a second transmission unit 26 mainly composed of the second planetary gear unit 22 and the third planetary gear unit 24, and an output gear 28 are sequentially provided. It is arranged. 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 gear 28 corresponds to an output rotating member, and the transmission case 12 corresponds to a non-rotating member. The torque converter 14 is connected to the crankshaft 9 of the engine 8, and the output gear 28 rotationally drives the left and right drive wheels via, for example, a differential gear device (not shown). 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 is a double-pinion type planetary gear unit, and includes a sun gear S1, a plurality of pairs of pinion gears P1 that mesh with each other, a carrier CA1 that supports the pinion gears P1 so as to rotate and revolve, and a sun gear S1 via the pinion gears P1. A ring gear R1 meshing with the ring gear R1. The carrier CA1 is coupled to the input shaft 16 and driven to rotate, and the sun gear S1 is fixed to the transmission case 12 so as not to rotate. The ring gear R <b> 1 functions as an intermediate output member, is rotated at a reduced speed with respect to the input shaft 16, and transmits the rotation to the second transmission unit 26. In the present embodiment, the path for transmitting the rotation of the input shaft 16 to the second transmission unit 26 at the same speed is the first intermediate output path for transmitting the rotation at a predetermined constant speed ratio (= 1.0). The first intermediate output path PA1 includes a direct connection path PA1a that transmits rotation from the input shaft 16 to the second transmission unit 26 without passing through the first planetary gear unit 18, and a first planetary gear from the input shaft 16. There is an indirect path PA1b that transmits the rotation to the second transmission unit 26 via the carrier CA1 of the device 18. Further, the transmission ratio from the input shaft 16 to the second transmission 26 via the carrier CA1, the pinion gear P1 disposed on the carrier CA1, and the ring gear R1 is larger than the first intermediate output path PA1 (> 1). .0) is a second intermediate output path PA2 that transmits the rotation of the input shaft 16 at a reduced speed (deceleration).

  The second planetary gear unit 22 is also a double-pinion type planetary gear unit, and includes a sun gear S2, a plurality of pairs of pinion gears P2 that mesh with each other, a carrier CA2 that supports the pinion gears P2 so as to rotate and revolve, and a sun gear S2 via the pinion gears P2. An intermeshing ring gear R2 is provided. On the other hand, the third planetary gear unit 24 is a single-pinion type planetary gear unit, and includes a sun gear S3, a pinion gear P3, a carrier CA3 that supports the pinion gear P3 so that it can rotate and revolve, and a ring gear R3 that meshes with the sun gear S3 via the pinion gear P3. It has.

  The second planetary gear device 22 and the third planetary gear device 24 function as a 2-1 planetary gear device and a 2-2 planetary gear device, respectively. Two rotating elements RM1 to RM4 are configured. That is, the sun gear S2 of the second planetary gear device 22 and the sun gear S3 of the third planetary gear device are connected to each other to form the first rotating element RM1, and the second rotating element RM2 is formed by the ring gear R2 of the second planetary gear device 22. The third rotating element RM3 is configured by the carrier CA3 of the third planetary gear unit 24, and the carrier CA2 of the second planetary gear unit 22 and the ring gear R3 of the third planetary gear unit 24 are connected to each other to form the fourth rotating element. RM4 is configured.

  The first rotating element RM1 (sun gears S2 and S3) is selectively connected to the transmission case 12 by the first brake B1 to be stopped from rotation, and is a first planet which is an intermediate output member via the second clutch C2. The ring gear R1 (that is, the second intermediate output path PA2) of the gear device 18 is selectively coupled to the input shaft 16 (that is, the direct connection path PA1a of the first intermediate output path PA1) via the fourth clutch C4. It is connected to. The second rotating element RM2 (ring gear R2) is selectively connected to the transmission case 12 by the second brake B2 and stopped rotating, and the transmission is also transmitted by the one-way clutch F1 provided in parallel with the second brake B2. It is selectively connected to the case 12 to always prevent the rotation in the reverse direction (the direction opposite to the rotation of the input shaft 16). Further, the carrier CA1 of the first planetary gear unit 18 (that is, the first planetary gear device 18) via the third clutch C3. It is selectively connected to the indirect path PA1b) of the intermediate output path PA1. The third rotation element RM3 (carrier CA3) is integrally connected to the output gear 28 to output rotation. The fourth rotating element RM4 (the carrier CA2 and the ring gear R3) is selectively coupled to the ring gear R1 (that is, the second intermediate output path PA2) of the first planetary gear device 18 via the first clutch C1. Each of the brakes B1 and B2 and the clutches C1 to C4 is a multi-plate hydraulic friction engagement device that is frictionally engaged by a hydraulic cylinder.

  FIG. 2 is a collinear diagram in which the rotational speeds of the rotating elements of the first transmission unit 20 and the second transmission unit 26 can be represented by a straight line. Is the rotation speed “1.0”, that is, the same rotation speed as the input shaft 16. Further, each vertical line of the first transmission unit 20 represents the sun gear S1, the ring gear R1, and the carrier CA1 in order from the left side, and these intervals are the gear ratio of the first planetary gear unit 18 (= the teeth of the sun gear S1). Number / number of teeth of the ring gear R1). The figure shows a case where the gear ratio ρ1 = 0.500. The four vertical lines of the second transmission unit 26 indicate the first rotation element RM1 (sun gears S2 and S3), the second rotation element RM2 (ring gear R2), the third rotation element RM3 (carrier CA3), 4 rotation elements RM4 (carrier CA2 and ring gear R3) are represented, and the distance between them is determined according to the gear ratio ρ2 of the second planetary gear unit 22 and the gear ratio ρ3 of the third planetary gear unit 24. The figure shows a case where the gear ratio ρ2 = 0.531, and ρ3 = 0.422.

  As is apparent from this alignment chart, the first clutch C1 and the second brake B2 (or the one-way clutch F1) are engaged, and the fourth rotating element RM4 is input via the first transmission unit 20. When the second rotation element RM2 is rotated at a reduced speed with respect to the shaft 16 and the rotation of the second rotation element RM2 is stopped, the third rotation element RM3 connected to the output gear 28 is rotated at the rotation speed indicated by “1st”, which is the largest. A first gear stage “1st” of the gear ratio (= the rotational speed of the input shaft 16 / the rotational speed of the output gear 28) is established. The first clutch C1 and the first brake B1 are engaged, and the fourth rotating element RM4 is decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20, and the first rotating element RM1 stops rotating. Then, the third rotation element RM3 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. When the first clutch C1 and the second clutch C2 are engaged and the second transmission unit 26 is integrally decelerated with respect to the input shaft 16 via the first transmission unit 20, the third rotation element RM3. Is rotated at the rotational speed indicated by “3rd”, and the third speed “3rd” having a smaller gear ratio than the second speed “2nd” is established. The first clutch C1 and the fourth clutch C4 are engaged, the fourth rotating element RM4 is decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20, and the first rotating element RM1 is input to the input shaft. When it is rotated integrally with 16, the third rotation element RM3 is rotated at the rotational speed indicated by “4th”, and the fourth shift stage “4th” having a smaller speed ratio than the third shift stage “3rd” is established. . The first clutch C1 and the third clutch C3 are engaged, and the fourth rotating element RM4 is decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20, and the second rotating element RM2 is input to the input shaft. When it is rotated integrally with 16, the third rotation element RM3 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. . When the third clutch C3 and the fourth clutch C4 are engaged and the second transmission unit 26 is rotated integrally with the input shaft 16, the third rotational element RM3 is rotated at the rotational speed indicated by "6th", that is, with the input shaft 16. The sixth shift stage “6th”, which is rotated at the same rotational speed and has a smaller speed ratio than the fifth shift stage “5th”, is established. The gear ratio of the sixth gear stage “6th” is 1. The second clutch C2 and the third clutch C3 are engaged, and the first rotating element RM1 is decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20, and the second rotating element RM2 is input to the input shaft. When it is rotated integrally with 16, the third rotation element RM3 is rotated at the rotational 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 third clutch C3 and the first brake B1 are engaged, the second rotation element RM2 is rotated integrally with the input shaft 16, and the rotation of the first rotation element RM1 is stopped, the third rotation element RM3 is “ The eighth speed “8th” is established with a lower speed ratio than the seventh speed “7th”.

  Further, when the second clutch C2 and the second brake B2 are engaged, the first rotating element RM1 is decelerated and rotated through the first transmission unit 20, and the second rotating element RM2 is stopped. The third rotation element RM3 is reversely rotated at the rotation speed indicated by “Rev1”, and the first reverse shift stage “Rev1” having the largest speed ratio in the reverse rotation direction is established. When the fourth clutch C4 and the second brake B2 are engaged, the first rotating element RM1 is rotated integrally with the input shaft 16, the second rotating element RM2 is stopped and the third rotating element RM3 is The second reverse shift stage “Rev2”, which is reversely rotated at the rotational speed indicated by “Rev2” and has a smaller gear ratio than the first reverse shift stage “Rev1”, is established. The first reverse speed “Rev1” and the second reverse speed “Rev2” correspond to the first speed and the second speed in the reverse rotation direction, respectively.

  FIG. 3 is an operation table for explaining the engagement elements and the gear ratios at the time when the gears are established. “◯” represents the engagement, and “◎” represents the engagement during engine braking. The blank is free. The gear ratio of each gear stage is appropriately determined by the gear ratios ρ1 to ρ3 of the first planetary gear device 18, the second planetary gear device 22, and the third planetary gear device 24, for example, ρ1 = 0.500, ρ2 = 0. 331 and ρ3 = 0.422, the gear ratio shown in FIG. 3 is obtained, the gear ratio ratio step (the ratio of the gear ratio between the respective gears) is substantially appropriate, and the total gear ratio width ( = 4.532 / 0.667) is also as large as about 6.798, the gear ratios of the reverse gears “Rev1” and “Rev2” are also appropriate, and an appropriate gear ratio characteristic is obtained as a whole.

  As described above, the transmission 10 of the present embodiment includes the first transmission unit 20 having the two intermediate output paths PA1 and PA2 having different transmission ratios and the second transmission unit 26 having the two sets of planetary gear units 22 and 24. Since the eight forward shift speeds are achieved by switching the engagement of the four clutches C1 to C4 and the two brakes B1 and B2, the structure is reduced in size and the mountability to the vehicle is improved. Further, as shown in FIG. 3, the transmission 10 of the present embodiment can have a large speed ratio range and an appropriate speed ratio step. In addition, as is apparent from FIG. 3, since it is possible to perform shifts at each shift stage by simply grasping any one of the clutches C1 to C4 and the brakes B1 and B2, shift control is easy and shift shock is generated. Is suppressed.

  Further, according to the present embodiment, the first reverse shift stage is established by engaging the second clutch C2 and the second brake B2, and the fourth clutch C4 and the second brake B2 are engaged. As a result, the second reverse speed is established, so that in addition to the eighth forward speed, two reverse speeds are obtained.

  Further, according to the present embodiment, the first planetary gear device 18, the second planetary gear device 22, and the third planetary gear device 24 are sequentially arranged between the input shaft 16 and the output gear 28, and the output of the engine 8. Is input to the input shaft 16 of the transmission 10 via the torque converter 14 with the lockup clutch 13, so that the transmission 10 is configured in a small size.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, although the above-described embodiment has been described for the case of eight forward speeds, the shift is performed at seven forward speeds from the first shift speed “1st” to the seventh shift speed “7th”, or the second shift speed “2nd” Shifting can also be performed in seven forward speeds of the eighth speed “8th”. In addition, various gears such as the first shift stage “1st” to the fourth shift stage “4th” + the sixth shift stage “6th” to the eighth shift stage “8th” are performed by skipping the intermediate shift stage. Embodiments are possible.

  In each of the above-described embodiments, the engine 8 and the torque converter 14 are directly connected via the crankshaft 9. However, the engine 8 and the torque converter 14 need only be operatively connected via a gear, a belt, etc. There is no need to be placed on the mind. The engine 8 may be another driving force source such as an electric motor.

  In each of the above-described embodiments, the torque converter 14 with the lock-up clutch 13 is provided between the engine 8 and the input shaft 16 as a fluid transmission device. However, even if the lock-up clutch 13 is not provided. Good. Further, instead of the torque converter 14, a fluid coupling, a magnetic powder type electromagnetic clutch, a multi-plate or a single-plate hydraulic clutch may be provided.

  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 configuration of a main part of a planetary gear type multi-stage transmission for a vehicle that is an embodiment of the present invention. It is a collinear diagram explaining the action | operation of the transmission of FIG. 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.

Explanation of symbols

10: planetary gear type multi-stage transmission 16: input shaft (input rotation member) 18: first planetary gear device 20: first transmission unit 22: second planetary gear device (2-1 planetary gear device) 24: third Planetary gear device (2-2 planetary gear device) 26: second transmission 28: output gear (output rotating member) PA1: first intermediate output path PA2: second intermediate output path RM1: first rotating element RM2: 2nd rotation element RM3: 3rd rotation element RM4: 4th rotation element C1: 1st clutch C2: 2nd clutch C3: 3rd clutch C4: 4th clutch B1: 1st brake B2: 2nd brake F1: One direction clutch

Claims (6)

A planetary gear type multi-stage transmission for a vehicle that includes a plurality of planetary gear devices, and that shifts the rotation of the input rotation member and outputs the rotation from the output rotation member,
A first intermediate output path for transmitting the rotation of the input rotation member at a predetermined constant transmission ratio, and a transmission ratio larger than the first intermediate output path, and the rotation of the input rotation member is transmitted to the first intermediate output path A first transmission unit including a second intermediate output path that transmits at a lower rotation than the path;
A double pinion type 2-1 planetary gear device and a single pinion type 2-2 planetary gear device, wherein the sun gear of the 2-1 planetary gear device and the sun gear of the 2-2 planetary gear device are The first rotating element is connected to each other, the second rotating element is constituted by the ring gear of the 2-1 planetary gear device, the third rotating element is constituted by the carrier of the 2-2 planetary gear device, The carrier of the 2-1 planetary gear device and the ring gear of the 2-2 planetary gear device are connected to each other to form a fourth rotating element, and the first rotating element is connected to the second intermediate through a second clutch. Selectively coupled to the output path, and selectively coupled to the first intermediate output path via a fourth clutch, and further selectively stopped by the first brake, the second rotating element being 3rd And is selectively connected to the first intermediate output path via a switch and selectively stopped by a second brake, the third rotating element is connected to the output rotating member, and the fourth rotating element Has a second transmission portion selectively connected to the second intermediate output path via a first clutch,
A planetary gear type multi-stage transmission for vehicles, wherein a plurality of shift stages are established by switching between engagement and disengagement states of the clutch and brake. The planetary gear type multi-stage transmission for a vehicle according to claim 1,
A first gear stage having a largest speed ratio established by engaging the first clutch and the second brake;
A second shift speed, which is established by engaging the first clutch and the first brake, and has a smaller speed ratio than the first shift speed;
A third shift speed, which is established by engaging the first clutch and the second clutch, and has a gear ratio smaller than that of the second shift speed;
A fourth shift speed, which is established by engaging the first clutch and the fourth clutch, and has a gear ratio smaller than that of the third shift speed;
A fifth shift speed, which is established by engaging the first clutch and the third clutch, and has a smaller speed ratio than the fourth shift speed;
A sixth shift speed, which is established by engaging the third clutch and the fourth clutch, and has a gear ratio smaller than that of the fifth shift speed;
A seventh shift speed, which is established by engaging the second clutch and the third clutch, and has a smaller gear ratio than the sixth shift speed;
An eighth shift stage having a gear ratio smaller than that of the seventh shift stage, which is established when the third clutch and the first brake are engaged;
The planetary gear type multi-stage transmission for a vehicle is characterized in that the shift is performed using seven or more shift stages. The vehicular planetary gear type multi-stage transmission according to claim 2,
A planetary gear type multi-stage transmission for a vehicle, wherein a shift is performed using the first to eighth shift stages. The vehicular planetary gear type multi-stage transmission according to claim 2 or 3,
A first shift stage in the reverse rotation direction established by engagement of the second clutch and the second brake;
A second shift stage in the reverse rotation direction established by engagement of the fourth clutch and the second brake;
A planetary gear type multi-stage transmission for a vehicle, wherein a shift is performed by further using at least one of the shift stages. A vehicular planetary gear type multi-stage transmission according to any one of claims 1 to 4,
The first transmission unit includes a first planetary gear device, and any one of the three rotating elements of the first planetary gear device is connected to the input rotation member to be rotated, and the other one cannot rotate. And the other one is configured to be transmitted at a reduced speed to the input rotating member as an intermediate output member, and a path passing through the intermediate output member is the second intermediate output path, A planetary gear type multi-stage transmission for a vehicle, wherein the first intermediate output path is a path through which the rotation of the input rotating member is directly transmitted at a gear ratio of 1.0. The vehicular planetary gear type multi-stage transmission according to any one of claims 1 to 5,
An output of the engine is input to the input rotating member via a fluid transmission device, and a planetary gear type multi-stage transmission for a vehicle.

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