JP5143789B2 - Automatic transmission - Google Patents

Automatic transmission Download PDF

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Publication number
JP5143789B2
JP5143789B2 JP2009142339A JP2009142339A JP5143789B2 JP 5143789 B2 JP5143789 B2 JP 5143789B2 JP 2009142339 A JP2009142339 A JP 2009142339A JP 2009142339 A JP2009142339 A JP 2009142339A JP 5143789 B2 JP5143789 B2 JP 5143789B2
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gear
planetary gear
clutch
friction engagement
state
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JP2010286092A (en
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憲明 斉藤
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F16H3/666—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with compound planetary gear units, e.g. two intermeshing orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H2003/442—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion comprising two or more sets of orbital gears arranged in a single plane
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
    • F16H2200/0086—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising two reverse speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2046—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with six engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2064—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using at least one positive clutch, e.g. dog clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2094—Transmissions using gears with orbital motion using positive clutches, e.g. dog clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2097—Transmissions using gears with orbital motion comprising an orbital gear set member permanently connected to the housing, e.g. a sun wheel permanently connected to the housing

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)

Description

本発明は、入力軸の回転を変速機ケース内に配置した減速機構と複式プラネタリギヤ機構とを介して複数段に変速して出力部材に伝達する自動変速機に関する。   The present invention relates to an automatic transmission in which rotation of an input shaft is shifted to a plurality of stages and transmitted to an output member via a speed reduction mechanism and a double planetary gear mechanism arranged in a transmission case.

従来、下記特許文献１により、入力用の第１プラネタリギヤ機構と変速用の複式プラネタリギヤ機構と６個の摩擦係合機構とを用いて、前進８段の変速を行うことができるようにした自動変速機が知られている。この自動変速機における複式プラネタリギヤ機構は、第２と第３の２つのプラネタリギヤ機構のサンギヤ、キャリア及びリングギヤの一部を互いに連結することで構成される４つの回転要素を有する。例えば、第２プラネタリギヤ機構のサンギヤと第３プラネタリギヤ機構のキャリアとを連結することで構成される第１回転要素と、第２プラネタリギヤ機構のキャリアと第３プラネタリギヤ機構のリングギヤとを連結することで構成される第２回転要素と、第２プラネタリギヤ機構のリングギヤから成る第３回転要素と、第３プラネタリギヤ機構のサンギヤから成る第４回転要素とを有する。これら第１〜第４回転要素は、速度線図においてギヤ比に対応する間隔を存して順に並ぶ。そして、第３回転要素が出力部材に連結される。   2. Description of the Related Art Conventionally, according to the following Patent Document 1, an automatic shift that can perform a forward eight-speed shift using a first planetary gear mechanism for input, a dual planetary gear mechanism for shifting, and six friction engagement mechanisms. The machine is known. The double planetary gear mechanism in this automatic transmission has four rotating elements configured by connecting parts of the sun gear, the carrier, and the ring gear of the second and third planetary gear mechanisms. For example, the first planetary gear mechanism is constituted by connecting the sun gear of the second planetary gear mechanism and the carrier of the third planetary gear mechanism, and the carrier of the second planetary gear mechanism and the ring gear of the third planetary gear mechanism. A second rotating element, a third rotating element composed of a ring gear of the second planetary gear mechanism, and a fourth rotating element composed of a sun gear of the third planetary gear mechanism. These first to fourth rotating elements are arranged in order at intervals corresponding to the gear ratio in the velocity diagram. The third rotating element is coupled to the output member.

また、摩擦係合機構として、入力部材の回転を第１プラネタリギヤ機構を介して第４回転要素に伝達する状態とこの伝達を断つ状態とに切換自在な第１クラッチと、入力部材の回転を第１プラネタリギヤ機構を介して第１回転要素に伝達する状態とこの伝達を断つ状態とに切換自在な第２クラッチと、入力部材と第２回転要素とを連結する状態とこの連結を断つ状態とに切換自在な第３クラッチと、入力部材と第１回転要素とを連結する状態とこの連結を断つ状態とに切換自在な第４クラッチと、第１回転要素を変速機ケースに固定する状態とこの固定を解除する状態とに切換自在な第１ブレーキと、第２回転要素を変速機ケースに固定する状態とこの固定を解除する状態とに切換自在な第２ブレーキとを備えている。   Further, as the friction engagement mechanism, a first clutch that can be switched between a state in which the rotation of the input member is transmitted to the fourth rotating element via the first planetary gear mechanism and a state in which the transmission is cut off, and the rotation of the input member are A second clutch that can be switched between a state of transmitting to the first rotating element via the one planetary gear mechanism and a state of disconnecting the transmission, a state of connecting the input member and the second rotating element, and a state of disconnecting the connection; A switchable third clutch, a state in which the input member and the first rotating element are connected, and a state in which the first rotating element is fixed to the transmission case; A first brake that can be switched to a state of releasing the fixing, and a second brake that can be switched to a state of fixing the second rotating element to the transmission case and a state of releasing the fixing are provided.

以上の構成によれば、第１クラッチと第２ブレーキとを係合することで１速段が確立され、第１クラッチと第１ブレーキとを係合することで２速段が確立され、第１クラッチと第２クラッチとを係合することで３速段が確立され、第１クラッチと第４クラッチとを係合することで４速段が確立され、第１クラッチと第３クラッチとを係合することで５速段が確立され、第３クラッチと第４クラッチとを係合することで６速段が確立され、第２クラッチと第３クラッチとを係合することで７速段が確立され、第３クラッチと第１ブレーキとを係合することで８速段が確立される。   According to the above configuration, the first gear is established by engaging the first clutch and the second brake, the second gear is established by engaging the first clutch and the first brake, The third gear is established by engaging the first and second clutches, the fourth gear is established by engaging the first and fourth clutches, and the first and third clutches are engaged. The fifth gear is established by engaging, the sixth gear is established by engaging the third and fourth clutches, and the seventh gear is established by engaging the second and third clutches. Is established, and the eighth gear is established by engaging the third clutch and the first brake.

特開２００３−１３０１５２号公報（図１、図２）JP2003-130152A (FIGS. 1 and 2)

上記従来例のものでは、各変速段において係合する摩擦係合機構の数が２個になる。そのため、解放している残りの４個の摩擦係合機構の引き摺りによるフリクションロスが大きくなり、変速機の効率が悪化するという不具合がある。   In the above conventional example, the number of friction engagement mechanisms engaged at each shift stage is two. Therefore, there is a problem that the friction loss due to dragging of the remaining four friction engagement mechanisms that are released increases, and the efficiency of the transmission deteriorates.

本発明は、以上の点に鑑み、フリクションロスを低減できるようにした自動変速機を提供することを目的とする。   The present invention has been made in view of the above points, and an object thereof is to provide an automatic transmission capable of reducing friction loss.

本発明の第１の態様は、入力軸の回転を変速機ケース内に配置した減速機構と複式プラネタリギヤ機構とを介して複数段に変速して出力部材に伝達する自動変速機であって、前記複式プラネタリギヤ機構は、第１と第２の２つのプラネタリギヤ機構で構成され、第１プラネタリギヤ機構のサンギヤ、キャリア及びリングギヤから成る３個の要素を、速度線図におけるギヤ比に対応する間隔での並び順に夫々第１要素、第２要素及び第３要素とし、第２プラネタリギヤ機構のサンギヤ、キャリア及びリングギヤから成る３個の要素を、速度線図におけるギヤ比に対応する間隔での並び順に夫々第４要素、第５要素及び第６要素として、前記第１要素と前記第４要素とを連結して連結体を構成し、前記第５要素が前記出力部材に連結され、第１と第２の２つの噛合機構と、第１噛合機構に前記入力部材の回転を前記減速機構を介して解除自在に伝達する第１摩擦係合機構と、第２噛合機構と前記第２要素とを解除自在に連結する第２摩擦係合機構と、前記第２要素と前記第６要素とを解除自在に連結する第３摩擦係合機構と、前記第３要素と前記第６要素とを解除自在に連結する第４摩擦係合機構とを備え、前記第１噛合機構は、前記第１摩擦係合機構と前記連結体とを連結する状態、前記第１摩擦係合機構と前記第３要素とを連結する状態、前記第１摩擦係合機構を前記連結体及び前記第３要素の何れにも非連結とする状態の何れか１の状態に切換自在に構成され、前記第２噛合機構は、前記入力軸と前記第２摩擦係合機構とを連結する状態、前記第２摩擦係合機構を前記変速機ケースに固定する状態、前記入力軸と前記第２摩擦係合機構との連結を断つと共に前記第２摩擦係合機構の前記変速機ケースへの固定を解除させた状態の何れか１の状態に切換自在に構成されることを特徴とする。   According to a first aspect of the present invention, there is provided an automatic transmission in which rotation of an input shaft is shifted to a plurality of stages via a speed reduction mechanism and a double planetary gear mechanism disposed in a transmission case and transmitted to an output member. The compound planetary gear mechanism is composed of first and second planetary gear mechanisms, and the three elements including the sun gear, the carrier, and the ring gear of the first planetary gear mechanism are arranged at intervals corresponding to the gear ratio in the velocity diagram. The first element, the second element, and the third element are respectively set in order, and the three elements including the sun gear, the carrier, and the ring gear of the second planetary gear mechanism are arranged in the order of arrangement at intervals corresponding to the gear ratio in the velocity diagram. As the element, the fifth element, and the sixth element, the first element and the fourth element are connected to form a connecting body, and the fifth element is connected to the output member, 2, the first engagement mechanism for releasably transmitting the rotation of the input member to the first engagement mechanism via the speed reduction mechanism, the second engagement mechanism, and the second element are released. A second friction engagement mechanism that freely connects, a third friction engagement mechanism that releasably connects the second element and the sixth element, and a releasable connection between the third element and the sixth element. A fourth friction engagement mechanism to be connected, wherein the first engagement mechanism connects the first friction engagement mechanism and the connecting body, and the first friction engagement mechanism and the third element. The connected state is configured to be switchable to any one of a state in which the first friction engagement mechanism is not connected to any of the connection body and the third element, and the second meshing mechanism is A state in which the input shaft and the second friction engagement mechanism are connected, and the second friction engagement mechanism is connected to the transmission case. The state is fixed to the state, the connection between the input shaft and the second friction engagement mechanism is cut off, and the second friction engagement mechanism is released from being fixed to the transmission case. It is characterized by being freely configured.

本発明の第１の態様は、２つの噛合機構と４つの摩擦係合機構で前進８段の変速を行うことができる構造である。この構造では、各変速段において第１〜第４の４個の摩擦係合機構のうちの３個が係合することになるので、各変速段で解放される摩擦係合機構の数は１個になる。また、噛合機構は解放されても、引き摺りによるフリクションロスは発生しないものである。従って、各変速段において４個の摩擦係合機構が解放されている従来例のものに対し、上記第１の態様によれば、全体としてフリクションロスを低減でき、変速機の効率を向上させることができる。   The first aspect of the present invention is a structure that can perform a forward eight-speed shift with two meshing mechanisms and four friction engagement mechanisms. In this structure, three of the first to fourth four frictional engagement mechanisms are engaged at each shift speed, so the number of frictional engagement mechanisms released at each shift speed is 1. Become a piece. Further, even if the meshing mechanism is released, no friction loss due to dragging occurs. Therefore, in contrast to the conventional example in which four friction engagement mechanisms are released at each gear, according to the first aspect, the friction loss can be reduced as a whole, and the transmission efficiency can be improved. Can do.

本発明の第１の態様において、減速機構は第３プラネタリギヤ機構で構成することができる。   In the first aspect of the present invention, the speed reduction mechanism can be constituted by a third planetary gear mechanism.

また、本発明の第１の態様においては、前記第１要素は前記第１プラネタリギヤ機構のサンギヤであり、前記第４要素は前記第２プラネタリギヤ機構のリングギヤであり、前記第１プラネタリギヤ機構が前記第２プラネタリギヤ機構の径方向外側に配置されると共に、前記第１プラネタリギヤ機構のサンギヤと前記第２プラネタリギヤ機構のリングギヤとを一体化して前記連結体が構成することが好ましい。   In the first aspect of the present invention, the first element is a sun gear of the first planetary gear mechanism, the fourth element is a ring gear of the second planetary gear mechanism, and the first planetary gear mechanism is the first gear. It is preferable that the coupling body is configured by integrating the sun gear of the first planetary gear mechanism and the ring gear of the second planetary gear mechanism, while being arranged radially outside the two planetary gear mechanism.

この好ましい形態によれば、第１プラネタリギヤ機構を第２プラネタリギヤ機構の径方向外側に配置しているため、両プラネタリギヤ機構を軸方向に並べた場合に比し、自動変速機の軸長を短くすることができる。   According to this preferred embodiment, since the first planetary gear mechanism is arranged on the radially outer side of the second planetary gear mechanism, the axial length of the automatic transmission is shortened as compared with the case where both planetary gear mechanisms are arranged in the axial direction. be able to.

本発明の第２の態様は、入力軸の回転を複式プラネタリギヤ機構を介して複数段に変速して出力部材に伝達する自動変速機であって、前記複式プラネタリギヤ機構は、第１と第２の２つのプラネタリギヤ機構で構成され、第１プラネタリギヤ機構のサンギヤ、キャリア及びリングギヤから成る３個の要素を、速度線図におけるギヤ比に対応する間隔での並び順に夫々第１要素、第２要素及び第３要素とし、第２プラネタリギヤ機構のサンギヤ、キャリア及びリングギヤから成る３個の要素を、速度線図におけるギヤ比に対応する間隔での並び順に夫々第４要素、第５要素及び第６要素として、前記第１要素と前記第４要素とを連結して連結体を構成し、前記第５要素が出力部材に連結され、第１と第２の２つの噛合機構と、前記入力軸に回転自在に軸支される第１駆動ギヤとこれに噛合する第１従動ギヤとから成り、ギヤ比が１よりも大きく設定された減速ギヤ列と、第２駆動ギヤとこれに噛合すると共に前記第２要素に連結される第２従動ギヤとから成り、ギヤ比が１よりも小さく設定された増速ギヤ列と、前記入力軸と前記第１駆動ギヤとを解除自在に連結する第１摩擦係合機構と、前記第２噛合機構と前記第２駆動ギヤとを解除自在に連結する第２摩擦係合機構と、前記第２要素と前記第６要素とを解除自在に連結する第３摩擦係合機構と、前記第３要素と前記第６要素とを解除自在に連結する第４摩擦係合機構とを備え、前記第１噛合機構は、前記第１従動ギヤと前記連結体とを連結する状態、前記第１従動ギヤと前記第３要素とを連結する状態、前記第１従動ギヤを前記連結体及び前記第３要素の何れにも非連結とする状態の何れか１の状態に切換自在に構成され、前記第２噛合機構は、前記入力軸と前記第２摩擦係合機構とを連結する状態、前記第２摩擦係合機構を変速機ケースに固定する状態、前記入力軸と前記第２摩擦係合機構との連結を断つと共に前記第２摩擦係合機構の変速機ケースへの固定を解除させた状態の何れか１の状態に切換自在に構成されることを特徴とする。   According to a second aspect of the present invention, there is provided an automatic transmission that shifts the rotation of an input shaft to a plurality of stages through a multiple planetary gear mechanism and transmits it to an output member. The double planetary gear mechanism includes first and second gears. It is composed of two planetary gear mechanisms, and the three elements consisting of the sun gear, carrier and ring gear of the first planetary gear mechanism are arranged in the order corresponding to the gear ratio in the speed diagram in the order of arrangement, respectively. As three elements, the three elements consisting of the sun gear, the carrier and the ring gear of the second planetary gear mechanism are arranged as the fourth element, the fifth element and the sixth element, respectively, in the arrangement order at intervals corresponding to the gear ratio in the velocity diagram. The first element and the fourth element are connected to form a connecting body, the fifth element is connected to the output member, and the first and second meshing mechanisms and the input shaft rotate. A first drive gear that is pivotally supported and a first driven gear that meshes with the first drive gear, a reduction gear train having a gear ratio set to be greater than 1, and a second drive gear that meshes with the first drive gear and the first drive gear. A first frictional gear that includes a second driven gear coupled to two elements and that releasably couples the speed-up gear train having a gear ratio set to be smaller than 1 and the input shaft and the first drive gear. A second friction engagement mechanism for releasably connecting the second engagement mechanism and the second drive gear, and a third friction member for releasably connecting the second element and the sixth element. And a fourth friction engagement mechanism that releasably connects the third element and the sixth element, and the first meshing mechanism connects the first driven gear and the coupling body. A state in which the first driven gear and the third element are coupled, and the first driven gear is It is configured to be switchable to any one of a state in which it is not connected to any of the combined body and the third element, and the second meshing mechanism connects the input shaft and the second friction engagement mechanism. A state in which the second friction engagement mechanism is fixed to the transmission case, a connection between the input shaft and the second friction engagement mechanism is cut off, and the second friction engagement mechanism is fixed to the transmission case. It is characterized in that it can be switched to any one of the states released.

本発明の第２の態様も、２つの噛合機構と４つの摩擦係合機構で前進８段の変速を行うことができる構造である。この構造では、各変速段において第１〜第４の４個の摩擦係合機構のうちの３個が係合することになるので、各変速段で解放される摩擦係合機構の数は１個になる。また、噛合機構は解放されても、引き摺りによるフリクションロスは発生しないものである。従って、各変速段において４個の摩擦係合機構が解放されている従来例のものに対し、上記第２の態様によれば、全体としてフリクションロスを低減でき、変速機の効率が向上する。   The second aspect of the present invention is also a structure capable of performing eight forward shifts with two meshing mechanisms and four friction engagement mechanisms. In this structure, three of the first to fourth four frictional engagement mechanisms are engaged at each shift speed, so the number of frictional engagement mechanisms released at each shift speed is 1. Become a piece. Further, even if the meshing mechanism is released, no friction loss due to dragging occurs. Therefore, in contrast to the conventional example in which four friction engagement mechanisms are released at each shift speed, according to the second aspect, the friction loss can be reduced as a whole, and the efficiency of the transmission is improved.

尚、両ギヤ列のギヤ比は、従動ギヤの歯数を駆動ギヤの歯数で割ったものである。   The gear ratio of both gear trains is obtained by dividing the number of teeth of the driven gear by the number of teeth of the drive gear.

また、本発明の第２の態様において、ステータとロータとを備える電動機を設け、減速ギヤ列の第１駆動ギヤに電動機のロータを連結すれば、ハイブリット車両用の自動変速機とすることができる。   In the second aspect of the present invention, if an electric motor including a stator and a rotor is provided, and the rotor of the electric motor is connected to the first drive gear of the reduction gear train, an automatic transmission for a hybrid vehicle can be obtained. .

本発明の自動変速機の第１実施形態のスケルトン図。The skeleton figure of 1st Embodiment of the automatic transmission of this invention. 第１実施形態のプラネタリギヤ機構の速度線図。The speed diagram of the planetary gear mechanism of 1st Embodiment. 第１実施形態において各変速段での各係合要素の係合状態をまとめて示した図。The figure which showed collectively the engagement state of each engagement element in each gear stage in 1st Embodiment. 第１実施形態の変形例を示す図。The figure which shows the modification of 1st Embodiment. 本発明の自動変速機の第２実施形態のスケルトン図。The skeleton figure of 2nd Embodiment of the automatic transmission of this invention. 第２実施形態の複式プラネタリギヤ機構の速度線図。The speed diagram of the compound planetary gear mechanism of 2nd Embodiment. 第２実施形態において各変速段での各係合要素の係合状態をまとめて示した図。The figure which showed collectively the engagement state of each engagement element in each gear stage in 2nd Embodiment.

[第１実施形態]
図１は、本発明の自動変速機の第１実施形態を示している。この第１実施形態は、変速機ケース１内に回転自在に軸支した、図外のエンジン等の動力源に連結される入力軸２と、入力軸２と同心に配置された出力部材たる出力ギヤ３とを備えている。出力ギヤ３の回転は、図外のデファレンシャルギヤを介して車両の左右の駆動輪に伝達される。 [First embodiment]
FIG. 1 shows a first embodiment of an automatic transmission according to the present invention. In the first embodiment, 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 an output member disposed concentrically with the input shaft 2 A gear 3 is provided. The rotation of the output gear 3 is transmitted to the left and right drive wheels of the vehicle via a differential gear (not shown).

また、変速機ケース１内には、入力軸２の周りに位置させて、減速機構４と、複式プラネタリギヤ機構５とが配置されている。   Further, a reduction mechanism 4 and a double planetary gear mechanism 5 are disposed in the transmission case 1 so as to be positioned around the input shaft 2.

複式プラネタリギヤ機構５は、第１プラネタリギヤ機構６と第２プラネタリギヤ機構７とで構成されている。第１プラネタリギヤ機構６は、サンギヤＳｍと、リングギヤＲｍと、互いに噛合すると共に一方がサンギヤＳｍと噛合し他方がリングギヤＲｍに噛合する一対のピニオンＰｍ，Ｐｍ´を自転及び公転自在に支持するキャリアＣｍとから成るダブルピニオン型のプラネタリギヤ機構で構成される。   The double planetary gear mechanism 5 includes a first planetary gear mechanism 6 and a second planetary gear mechanism 7. The first planetary gear mechanism 6 includes a sun gear Sm and a ring gear Rm, and a carrier Cm that supports a pair of pinions Pm and Pm ′ that mesh with each other and one meshes with the sun gear Sm and the other meshes with the ring gear Rm. It consists of a double pinion type planetary gear mechanism.

第２プラネタリギヤ機構は、サンギヤＳｒと、リングギヤＲｒと、サンギヤＳｒとリングギヤＲｒとに噛合するピニオンＰｒを自転及び公転自在に支持するキャリアＣｒとから成るシングルピニオン型のプラネタリギヤ機構で構成されている。   The second planetary gear mechanism is constituted by a single pinion type planetary gear mechanism including a sun gear Sr, a ring gear Rr, and a carrier Cr that supports the pinion Pr meshing with the sun gear Sr and the ring gear Rr so as to rotate and revolve.

減速機構４は、サンギヤＳｆと、リングギヤＲｆと、サンギヤＳｆとリングギヤＲｆとに噛合するピニオンＰｆを自転及び公転自在に支持するキャリアＣｆとから成るシングルピニオン型の第３プラネタリギヤ機構で構成されている。   The speed reduction mechanism 4 includes a single-pinion type third planetary gear mechanism including a sun gear Sf, a ring gear Rf, and a carrier Cf that supports the pinion Pf meshing with the sun gear Sf and the ring gear Rf so as to rotate and revolve. .

本実施形態では、リングギヤＲｆを入力軸２に連結される入力要素とし、サンギヤＳｆを変速機ケース１に固定される固定要素として、キャリアＣｆが出力要素になるようにしている。図２の上段に示す減速機構４の速度線図（サンギヤ、キャリア、リングギヤの３個の要素の回転速度を直線で表すことができる図）から明らかなように、入力軸２の回転が減速されてキャリアＣｆから出力される。   In the present embodiment, the ring gear Rf is an input element connected to the input shaft 2, and the sun gear Sf is a fixed element fixed to the transmission case 1, so that the carrier Cf is an output element. As is apparent from the speed diagram of the speed reduction mechanism 4 shown in the upper part of FIG. 2 (the speed at which the three elements of the sun gear, the carrier, and the ring gear can be represented by straight lines), the rotation of the input shaft 2 is decelerated. And output from the carrier Cf.

尚、速度線図において、下の横線と上の横線は夫々回転速度が「０」と「１」（入力軸２と同じ回転速度）であることを示している。また、各縦線は左側から順にサンギヤＳｆ、キャリアＣｆ、リングギヤＲｆを表しており、これらの間隔は減速機構４のギヤ比ｉ（リングギヤの歯数／サンギヤの歯数）に応じて定められている。即ち、サンギヤＳｆとキャリアＣｆ間の間隔とキャリアＣｆとリングギヤＲｆ間の間隔との比がｉ：１になるように設定されている。そして、減速機構４の出力速度（キャリアＣｆの回転速度）Ｎ１はｉ／（ｉ＋１）になる。   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. Further, each vertical line represents the sun gear Sf, the carrier Cf, and the ring gear Rf in order from the left side, and the distance between them is determined according to the gear ratio i of the speed reduction mechanism 4 (the number of teeth of the ring gear / the number of teeth of the sun gear). Yes. That is, the ratio between the distance between the sun gear Sf and the carrier Cf and the distance between the carrier Cf and the ring gear Rf is set to i: 1. The output speed (rotational speed of the carrier Cf) N1 of the speed reduction mechanism 4 is i / (i + 1).

図２の下段に示す複式プラネタリギヤ機構５の速度線図を参照して、第１プラネタリギヤ機構６のサンギヤＳｍ、キャリアＣｍ及びリングギヤＲｍから成る３個の要素を、速度線図におけるギヤ比に対応する間隔での並び順に左側から夫々第１要素、第２要素及び第３要素とすると、第１要素はサンギヤＳｍ、第２要素はリングギヤＲｍ、第３要素はキャリアＣｍになる。尚、サンギヤＳｍとキャリアＣｍ間の間隔とリングギヤＲｍとキャリアＣｍ間の間隔との比は、第１プラネタリギヤ機構６のギヤ比をｊとして、ｊ：１に設定される。   Referring to the velocity diagram of the double planetary gear mechanism 5 shown in the lower part of FIG. 2, the three elements including the sun gear Sm, the carrier Cm, and the ring gear Rm of the first planetary gear mechanism 6 correspond to the gear ratio in the velocity diagram. If the first element, the second element, and the third element are arranged from the left side in the order in which they are arranged at intervals, the first element is the sun gear Sm, the second element is the ring gear Rm, and the third element is the carrier Cm. The ratio between the distance between the sun gear Sm and the carrier Cm and the distance between the ring gear Rm and the carrier Cm is set to j: 1 where j is the gear ratio of the first planetary gear mechanism 6.

また、上記複式プラネタリギヤ機構５の速度線図を参照して、第２プラネタリギヤ機構７のサンギヤＳｒ、キャリアＣｒ及びリングギヤＲｒから成る３個の要素を、速度線図におけるギヤ比に対応する間隔での並び順に左側から夫々第４要素、第５要素及び第６要素とすると、第４要素はリングギヤＲｒ、第５要素はキャリアＣｒ、第６要素はサンギヤＳｒになる。尚、サンギヤＳｒ（縦線Ｙ４）とキャリアＣｒ（縦線Ｙ２）間の間隔とキャリアＣｒ（縦線Ｙ２）とリングギヤＲｒ（縦線Ｙ１）間の間隔との比は、第２プラネタリギヤ機構７のギヤ比をｋとして、ｋ：１に設定される。   Further, referring to the speed diagram of the compound planetary gear mechanism 5, the three elements including the sun gear Sr, the carrier Cr and the ring gear Rr of the second planetary gear mechanism 7 are arranged at intervals corresponding to the gear ratio in the speed diagram. If the fourth element, the fifth element, and the sixth element are respectively arranged from the left side in the arrangement order, the fourth element is the ring gear Rr, the fifth element is the carrier Cr, and the sixth element is the sun gear Sr. The ratio between the distance between the sun gear Sr (vertical line Y4) and the carrier Cr (vertical line Y2) and the distance between the carrier Cr (vertical line Y2) and the ring gear Rr (vertical line Y1) is the same as that of the second planetary gear mechanism 7. The gear ratio is set to k: 1 with k being the gear ratio.

ここで、本実施形態では、第１プラネタリギヤ機構６のサンギヤＳｍ（第１要素）と第２プラネタリギヤ機構７のリングギヤＲｒ（第４要素）とを連結して連結体Ｓｍ−Ｒｒを構成し、第２プラネタリギヤ機構７のキャリアＣｒ（第５要素）を出力ギヤ３に連結している。   Here, in the present embodiment, the sun gear Sm (first element) of the first planetary gear mechanism 6 and the ring gear Rr (fourth element) of the second planetary gear mechanism 7 are coupled to form a coupled body Sm-Rr. The carrier Cr (fifth element) of the two planetary gear mechanism 7 is coupled to the output gear 3.

また、後述する第１と第２の２つのシンクロメッシュ機構（噛合機構）Ｄ１，Ｄ２を備えている。   In addition, first and second synchromesh mechanisms (meshing mechanisms) D1 and D2 described later are provided.

また、摩擦係合機構として、第１シンクロメッシュ機構Ｄ１に入力軸の回転を減速機構４を介して解除自在に伝達する第１クラッチ（第１摩擦係合機構）ＣＤ１と、第２シンクロメッシュ機構Ｄ２と第１プラネタリギヤ機構６のリングギヤＲｍ（第２要素）とを解除自在に連結する第２クラッチ（第２摩擦係合機構）ＣＤ２と、第１プラネタリギヤ機構６のリングギヤＲｍ（第２要素）と第２プラネタリギヤ機構７のサンギヤＳｒ（第６要素）とを解除自在に連結する第３クラッチ（第３摩擦係合機構）Ｃａと、第１プラネタリギヤ機構６のキャリアＣｍ（第３要素）と第２プラネタリギヤ機構７のサンギヤＳｒ（第６要素）とを解除自在に連結する第４クラッチ（第４摩擦係合機構）Ｃｂとを備えている。   Further, as a friction engagement mechanism, a first clutch (first friction engagement mechanism) CD1 that releasably transmits the rotation of the input shaft to the first synchromesh mechanism D1 via the speed reduction mechanism 4, and a second synchromesh mechanism A second clutch (second friction engagement mechanism) CD2 for releasably connecting D2 and the ring gear Rm (second element) of the first planetary gear mechanism 6, and a ring gear Rm (second element) of the first planetary gear mechanism 6. A third clutch (third friction engagement mechanism) Ca for releasably connecting the sun gear Sr (sixth element) of the second planetary gear mechanism 7, a carrier Cm (third element) of the first planetary gear mechanism 6, and a second A fourth clutch (fourth friction engagement mechanism) Cb that releasably connects the sun gear Sr (sixth element) of the planetary gear mechanism 7 is provided.

第１シンクロメッシュ機構Ｄ１は、第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態、第１クラッチＣＤ１と第１プラネタリギヤ機構６のキャリアＣｍ（第３要素）とを連結する状態、第１クラッチＣＤ１を連結体Ｓｍ−Ｒｒ及び第１プラネタリギヤ機構６のキャリアＣｍ（第３要素）の何れにも非連結とする状態の何れか１の状態に切換自在に構成される。   The first synchromesh mechanism D1 is a state in which the first clutch CD1 and the coupling body Sm-Rr are coupled, a state in which the first clutch CD1 and the carrier Cm (third element) of the first planetary gear mechanism 6 are coupled, The clutch CD1 is configured to be switchable to any one of the states in which the clutch CD1 is not connected to any of the connecting body Sm-Rr and the carrier Cm (third element) of the first planetary gear mechanism 6.

第２シンクロメッシュ機構Ｄ２は、入力軸２と第２クラッチＣＤ２とを連結する状態、第２クラッチＣＤ２を変速機ケース１に固定する状態、入力軸２と第２クラッチＣＤ２との連結を断つと共に第２クラッチＣＤ２の変速機ケース１への固定を解除させた状態の何れか１の状態に切換自在に構成される。   The second synchromesh mechanism D2 includes a state in which the input shaft 2 and the second clutch CD2 are connected, a state in which the second clutch CD2 is fixed to the transmission case 1, and a connection between the input shaft 2 and the second clutch CD2 is cut off. The second clutch CD2 is configured to be switchable to any one of the states in which the fixing of the second clutch CD2 to the transmission case 1 is released.

上記の如く第１プラネタリギヤ機構６のサンギヤＳｍと第２プラネタリギヤ機構７のリングギヤＲｒとを連結して連結体Ｓｍ−Ｒｒを構成することにより、図２の下段に示す複式プラネタリギヤ機構５の速度線図において、第１プラネタリギヤ機構６のサンギヤＳｍは、第２プラネタリギヤ機構７のリングギヤＲｒと同一の縦線Ｙ１上に常時位置する。   As described above, the sun gear Sm of the first planetary gear mechanism 6 and the ring gear Rr of the second planetary gear mechanism 7 are connected to form the coupling body Sm-Rr, whereby the velocity diagram of the double planetary gear mechanism 5 shown in the lower part of FIG. The sun gear Sm of the first planetary gear mechanism 6 is always located on the same vertical line Y1 as the ring gear Rr of the second planetary gear mechanism 7.

一方、第１プラネタリギヤ機構６のリングギヤＲｍとキャリアＣｍの速度線図上の位置は、第３クラッチＣａを係合させた場合と第４クラッチＣｂを係合させた場合とで異なる。   On the other hand, the positions on the velocity diagram of the ring gear Rm and the carrier Cm of the first planetary gear mechanism 6 differ between when the third clutch Ca is engaged and when the fourth clutch Cb is engaged.

これを詳述するに、第３クラッチＣａの係合時には、第１プラネタリギヤ機構６のリングギヤＲｍが第２プラネタリギヤ機構７のサンギヤＳｒと同一の縦線Ｙ４上に位置し、第１プラネタリギヤ機構６のキャリアＣｍは、縦線Ｙ１と縦線Ｙ４間の間隔の１／（ｊ−１）だけ縦線Ｙ４から右側に離れた縦線Ｙ５上に位置する。   More specifically, when the third clutch Ca is engaged, the ring gear Rm of the first planetary gear mechanism 6 is positioned on the same vertical line Y4 as the sun gear Sr of the second planetary gear mechanism 7, and the first planetary gear mechanism 6 The carrier Cm is positioned on the vertical line Y5 that is separated from the vertical line Y4 to the right side by 1 / (j−1) of the interval between the vertical line Y1 and the vertical line Y4.

また、第４クラッチＣｂの係合時には、第１プラネタリギヤ機構６のキャリアＣｍが縦線Ｙ４上に位置し、第１プラネタリギヤ機構６のリングギヤＲｍは、縦線Ｙ１と縦線Ｙ４間の間隔の１／ｊだけ縦線Ｙ４から左側に離れた縦線Ｙ３上に位置する。   In addition, when the fourth clutch Cb is engaged, the carrier Cm of the first planetary gear mechanism 6 is positioned on the vertical line Y4, and the ring gear Rm of the first planetary gear mechanism 6 has an interval of 1 between the vertical line Y1 and the vertical line Y4. / J is located on the vertical line Y3 that is far left from the vertical line Y4.

第１クラッチＣＤ１と第４クラッチＣｂと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が第２クラッチＣＤ２を変速機ケース１に固定する状態に切換えられると、縦線Ｙ３での回転速度が「０」、縦線Ｙ１での回転速度が減速機構４の出力速度Ｎ１になり、出力ギヤ３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「１ｓｔ」になって１速段が確立される。   The first clutch CD1, the fourth clutch Cb, and the second clutch CD2 are engaged, and the first synchromesh mechanism D1 is switched to a state in which the first clutch CD1 and the connecting body Sm-Rr are connected. When the synchromesh mechanism D2 is switched to a state in which the second clutch CD2 is fixed to the transmission case 1, the rotational speed at the vertical line Y3 is "0", and the rotational speed at the vertical line Y1 is the output speed N1 of the speed reduction mechanism 4. Thus, the rotational speed of the second planetary gear mechanism 7 connected to the output gear 3 at the vertical line Y2 where the carrier Cr is located is “1st”, and the first gear is established.

第１クラッチＣＤ１と第３クラッチＣａと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態に切換られえ、及び第２シンクロメッシュ機構Ｄ２が第２クラッチＣＤ２を変速機ケース１に固定する状態に切換えられると、縦線Ｙ４での回転速度が「０」、縦線Ｙ１での回転速度が減速機構４の出力速度Ｎ１になり、出力ギヤ３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「２ｎｄ」になって２速段が確立される。   The first clutch CD1, the third clutch Ca, and the second clutch CD2 can be engaged, and the first synchromesh mechanism D1 can be switched to a state in which the first clutch CD1 and the connecting body Sm-Rr are connected. When the 2 synchromesh mechanism D2 is switched to a state in which the second clutch CD2 is fixed to the transmission case 1, the rotational speed at the vertical line Y4 is “0”, and the rotational speed at the vertical line Y1 is the output speed of the speed reduction mechanism 4 The rotational speed of the second planetary gear mechanism 7 connected to the output gear 3 at the vertical line Y2 where the carrier Cr is located is “2nd”, and the second speed stage is established.

第１クラッチＣＤ１と第３クラッチＣａと第４クラッチＣｂとを係合させると共に、第１シンクロメッシュ機構Ｄ１が第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が第２クラッチＣＤ２を入力軸２及び変速機ケース１の何れにも非連結とする状態に切換えられると、第１と第２の２つのプラネタリギヤ機構６，７の各要素が相対回転不能なロック状態となる。そして、第１と第２の２つのプラネタリギヤ機構６，７の各要素の回転速度が減速機構４の出力速度Ｎ１となり、縦線Ｙ２での回転速度もＮ１である「３ｒｄ」になって３速段が確立される。   The first clutch CD1, the third clutch Ca, and the fourth clutch Cb are engaged, and the first synchromesh mechanism D1 is switched to a state in which the first clutch CD1 and the connecting body Sm-Rr are connected. When the synchromesh mechanism D2 is switched to a state in which the second clutch CD2 is disconnected from both the input shaft 2 and the transmission case 1, the elements of the first and second planetary gear mechanisms 6 and 7 are relative to each other. It becomes a locked state that cannot be rotated. Then, the rotational speed of each element of the first and second planetary gear mechanisms 6 and 7 becomes the output speed N1 of the speed reduction mechanism 4, and the rotational speed on the vertical line Y2 becomes "3rd", which is N1, and the third speed. A stage is established.

尚、３速段においては、図外のトランスミッション・コントロール・ユニット（ＴＣＵ）が、車速等の車両情報に基づいて、２速段へのダウンシフトを予測している場合には、第２シンクロメッシュ機構Ｄ２を第２クラッチＣＤ２を変速機ケース１に固定する状態にプリシフトして待機状態とする。逆に、ＴＣＵが４速段へのアップシフトを予測している場合には、第２シンクロメッシュ機構Ｄ２を入力軸２と第２クラッチＣＤ２とを連結する状態にプリシフトして待機状態とする。   At the third speed, the second synchromesh is used when a transmission control unit (TCU) (not shown) predicts a downshift to the second speed based on vehicle information such as the vehicle speed. The mechanism D2 is pre-shifted to a state in which the second clutch CD2 is fixed to the transmission case 1 to enter a standby state. Conversely, when the TCU predicts an upshift to the fourth gear, the second synchromesh mechanism D2 is preshifted to a state in which the input shaft 2 and the second clutch CD2 are connected to enter a standby state.

第１クラッチＣＤ１と第３クラッチＣａと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が入力軸２と第２クラッチＣＤ２とを連結する状態に切換えられると、縦線Ｙ４での回転速度が「１」、縦線Ｙ１での回転速度が減速機構４の出力速度Ｎ１になり、出力ギヤ３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「４ｔｈ」になって４速段が確立される。   The first clutch CD1, the third clutch Ca, and the second clutch CD2 are engaged, and the first synchromesh mechanism D1 is switched to a state in which the first clutch CD1 and the connecting body Sm-Rr are connected. When the synchromesh mechanism D2 is switched to a state in which the input shaft 2 and the second clutch CD2 are connected, the rotational speed at the vertical line Y4 is "1", and the rotational speed at the vertical line Y1 is the output speed N1 of the speed reduction mechanism 4. Thus, the rotational speed of the second planetary gear mechanism 7 connected to the output gear 3 at the vertical line Y2 where the carrier Cr is located is “4th”, and the fourth speed stage is established.

第１クラッチＣＤ１と第４クラッチＣｂと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が入力軸２と第２クラッチＣＤ２とを連結する状態に切換えられると、縦線Ｙ３での回転速度が「１」、縦線Ｙ１での回転速度が減速機構４の出力速度Ｎ１になり、出力ギヤ３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「５ｔｈ」になって５速段が確立される。   The first clutch CD1, the fourth clutch Cb, and the second clutch CD2 are engaged, and the first synchromesh mechanism D1 is switched to a state in which the first clutch CD1 and the connecting body Sm-Rr are connected. When the synchromesh mechanism D2 is switched to a state in which the input shaft 2 and the second clutch CD2 are connected, the rotational speed on the vertical line Y3 is “1”, and the rotational speed on the vertical line Y1 is the output speed N1 of the speed reduction mechanism 4. Thus, the rotational speed of the second planetary gear mechanism 7 connected to the output gear 3 at the vertical line Y2 where the carrier Cr is located is “5th”, and the fifth speed stage is established.

第３クラッチＣａと第４クラッチＣｂと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が第１クラッチＣＤ１を連結体Ｓｍ−Ｒｒ及び第１プラネタリギヤ機構６のキャリアＣｍ（第３要素）の何れにも非連結とする状態に切換えられ、並びに第２シンクロメッシュ機構Ｄ２が入力軸２と第２クラッチＣＤ２とを連結する状態に切換えられると、第１と第２の２つのプラネタリギヤ機構６，７の各要素が相対回転不能なロック状態となる。そして、第１と第２の２つのプラネタリギヤ機構６，７の各要素の回転速度が入力軸２と同一の回転速度である「１」となり、縦線Ｙ２での回転速度も「１」である「６ｔｈ」になって６速段が確立される。   The third clutch Ca, the fourth clutch Cb, and the second clutch CD2 are engaged, and the first synchromesh mechanism D1 connects the first clutch CD1 to the coupling body Sm-Rr and the carrier Cm (third of the first planetary gear mechanism 6). When the second synchromesh mechanism D2 is switched to a state in which the input shaft 2 and the second clutch CD2 are connected, the first and second planetary gears are switched. Each element of the mechanisms 6 and 7 is in a locked state where relative rotation is impossible. The rotational speed of each element of the first and second planetary gear mechanisms 6 and 7 is “1”, which is the same rotational speed as the input shaft 2, and the rotational speed at the vertical line Y2 is also “1”. "6th" is reached and the sixth gear is established.

尚、６速段においては、図外のトランスミッション・コントロール・ユニット（ＴＣＵ）が、車速等の車両情報に基づいて、５速段へのダウンシフトを予測している場合には、第１シンクロメッシュ機構Ｄ１を第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態にプリシフトして待機状態とする。逆に、ＴＣＵが７速段へのアップシフトを予測している場合には、第１シンクロメッシュ機構Ｄ１を第１クラッチＣＤ１と第１プラネタリギヤ機構６のキャリアＣｍ（第３要素）とを連結する状態にプリシフトして待機状態とする。   At the sixth gear, the transmission control unit (TCU) (not shown) predicts a downshift to the fifth gear based on vehicle information such as the vehicle speed. The mechanism D1 is pre-shifted to a state in which the first clutch CD1 and the connecting body Sm-Rr are connected to enter a standby state. Conversely, when the TCU predicts an upshift to the seventh gear, the first synchromesh mechanism D1 is connected to the first clutch CD1 and the carrier Cm (third element) of the first planetary gear mechanism 6. Pre-shift to the state and enter the standby state.

第１クラッチＣＤ１と第４クラッチＣｂと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が第１クラッチＣＤ１と第１プラネタリギヤ機構６のキャリアＣｍ（第３要素）とを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が入力軸２と第２クラッチＣＤ２とを連結する状態に切換えられると、縦線Ｙ４での回転速度が減速機構４の出力速度Ｎ１、縦線Ｙ３での回転速度が「１」になり、出力ギヤ３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「７ｔｈ」になって７速段が確立される。   The first clutch CD1, the fourth clutch Cb, and the second clutch CD2 are engaged, and the first synchromesh mechanism D1 connects the first clutch CD1 and the carrier Cm (third element) of the first planetary gear mechanism 6. When the state is switched and the second synchromesh mechanism D2 is switched to the state in which the input shaft 2 and the second clutch CD2 are connected, the rotational speed on the vertical line Y4 is the output speed N1 of the speed reduction mechanism 4 and the vertical line Y3. At the vertical line Y2 where the carrier Cr of the second planetary gear mechanism 7 connected to the output gear 3 is located is "7th" and the seventh gear is established. .

第１クラッチＣＤ１と第３クラッチＣａと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が第１クラッチＣＤ１と第１プラネタリギヤ機構６のＣｍ（第３要素）とを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が入力軸２と第２クラッチＣＤ２とを連結する状態に切換えられると、縦線Ｙ５での回転速度が減速機構４の出力速度Ｎ１、縦線Ｙ４での回転速度が「１」になり、出力ギヤ３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「８ｔｈ」になって８速段が確立される。   A state in which the first clutch CD1, the third clutch Ca, and the second clutch CD2 are engaged, and the first synchromesh mechanism D1 connects the first clutch CD1 and Cm (third element) of the first planetary gear mechanism 6. And the second synchromesh mechanism D2 is switched to a state in which the input shaft 2 and the second clutch CD2 are connected to each other, the rotational speed on the vertical line Y5 is the output speed N1 of the speed reduction mechanism 4 and the vertical line Y4. The rotation speed of the second planetary gear mechanism 7 connected to the output gear 3 becomes “8th” at the vertical line Y2 where the carrier Cr is located, and the eighth speed stage is established.

第１クラッチＣＤ１と第４クラッチＣｂと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が第１クラッチＣＤ１と第１プラネタリギヤ機構６のキャリアＣｍ（第３要素）とを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が第２クラッチＣＤ２を変速機ケース１に固定する状態に切換えられると、縦線Ｙ４での回転速度が減速機構４の出力速度Ｎ１、縦線Ｙ３での回転速度が「０」になり、出力ギヤ３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「Ｒｅｖ１」になって後進１速段が確立される。   The first clutch CD1, the fourth clutch Cb, and the second clutch CD2 are engaged, and the first synchromesh mechanism D1 connects the first clutch CD1 and the carrier Cm (third element) of the first planetary gear mechanism 6. When the state is switched and the second synchromesh mechanism D2 is switched to a state in which the second clutch CD2 is fixed to the transmission case 1, the rotational speed at the vertical line Y4 is the output speed N1 of the speed reduction mechanism 4 and the vertical line Y3. The rotational speed at the vertical line Y2 where the carrier Cr of the second planetary gear mechanism 7 connected to the output gear 3 is “Rev1” is established, and the first reverse speed stage is established. The

第１クラッチＣＤ１と第３クラッチＣａと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が第１クラッチＣＤ１と第１プラネタリギヤ機構６のＣｍ（第３要素）とを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が第２クラッチＣＤ２を変速機ケース１に固定する状態に切換えられると、縦線Ｙ５での回転速度が減速機構４の出力速度Ｎ１、縦線Ｙ４での回転速度が０になり、出力ギヤ３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「Ｒｅｖ２」になって後進２速段が確立される。   A state in which the first clutch CD1, the third clutch Ca, and the second clutch CD2 are engaged, and the first synchromesh mechanism D1 connects the first clutch CD1 and Cm (third element) of the first planetary gear mechanism 6. And the second synchromesh mechanism D2 is switched to a state in which the second clutch CD2 is fixed to the transmission case 1, the rotational speed at the vertical line Y5 is the output speed N1 of the speed reduction mechanism 4 and the vertical line Y4. The rotational speed of the second planetary gear mechanism 7 connected to the output gear 3 at the vertical line Y2 where the carrier Cr is located is “Rev2”, and the second reverse speed is established.

図３は、上述した各変速段とクラッチＣＤ１，ＣＤ２，Ｃａ，Ｃｂの係合状態との関係をまとめて表示した図であり、「○」は係合を表している。   FIG. 3 is a diagram collectively showing the relationship between the above-described shift speeds and the engagement states of the clutches CD1, CD2, Ca, and Cb, and “◯” represents engagement.

また、上述した各変速段において、第１シンクロメッシュ機構Ｄ１が、第１クラッチＣＤ１と連結体とを連結する状態を「Ｓ」で表し、第１クラッチＣＤ１と第１プラネタリギヤ機構６のキャリアＣｍ（第３要素）とを連結する状態を「Ｃ」で表し、第１クラッチＣＤ１を連結体及び第１プラネタリギヤ機構６のキャリアＣｍ（第３要素）の何れにも非連結とする状態（前記プリシフト状態を含む）を「（Ｓ／Ｃ）」で表している。   Further, in each of the above-described shift speeds, the state in which the first synchromesh mechanism D1 connects the first clutch CD1 and the connecting body is represented by “S”, and the carrier Cm of the first clutch CD1 and the first planetary gear mechanism 6 ( The state in which the third element) is coupled is represented by “C”, and the first clutch CD1 is not coupled to either the coupling body or the carrier Cm (third element) of the first planetary gear mechanism 6 (pre-shift state). Is represented by “(S / C)”.

また、上述した各変速段において、第２シンクロメッシュ機構Ｄ２が、入力軸２と第２クラッチＣＤ２とを連結する状態を「Ｒ」で表し、第２クラッチＣＤ２を変速機ケース１に固定する状態を「Ｂ」で表し、入力軸２と第２クラッチＣＤ２との連結を断つと共に第２クラッチＣＤ２の変速機ケース１への固定を解除させた状態（前記プリシフト状態を含む）を「（Ｂ／Ｒ）」で表している。   In each of the above-described shift speeds, the state in which the second synchromesh mechanism D2 connects the input shaft 2 and the second clutch CD2 is represented by “R”, and the second clutch CD2 is fixed to the transmission case 1. Is represented by “B”, and the state (including the pre-shift state) in which the connection between the input shaft 2 and the second clutch CD2 is disconnected and the second clutch CD2 is fixed to the transmission case 1 is released. R) ”.

以上、本実施形態によれば、４個の摩擦係合機構ＣＤ１，ＣＤ２，Ｃａ，Ｃｂのうち各変速段において３個の摩擦係合機構が係合するため、各変速段で解放している摩擦係合機構の数は１個になる。また、噛合機構ＣＤ１，ＣＤ２は解放されても引き摺りによるフリクションロスは発生しない。従って、解放している摩擦係合機構によるフリクションロスを低減でき、変速機の効率が向上する。   As described above, according to the present embodiment, three friction engagement mechanisms are engaged at each shift speed among the four friction engagement mechanisms CD1, CD2, Ca, Cb, and thus are released at each shift speed. The number of friction engagement mechanisms is one. Further, even when the meshing mechanisms CD1 and CD2 are released, no friction loss due to dragging occurs. Therefore, the friction loss due to the released friction engagement mechanism can be reduced, and the transmission efficiency is improved.

また、本実施形態において、図４に示すように、第１要素を第１プラネタリギヤ機構６のサンギヤＳｍとし、第４要素を第２プラネタリギヤ機構７のリングギヤＲｒとし、第１プラネタリギヤ機構６を第２プラネタリギヤ機構７の径方向外側に配置すると共に、第１プラネタリギヤ機構６のサンギヤＳｍと第２プラネタリギヤ機構７のリングギヤＲｒとを一体化して連結体Ｓｍ−Ｒｒを構成することができる。   In the present embodiment, as shown in FIG. 4, the first element is the sun gear Sm of the first planetary gear mechanism 6, the fourth element is the ring gear Rr of the second planetary gear mechanism 7, and the first planetary gear mechanism 6 is the second gear. While being arranged on the outer side in the radial direction of the planetary gear mechanism 7, the sun gear Sm of the first planetary gear mechanism 6 and the ring gear Rr of the second planetary gear mechanism 7 can be integrated to form the coupling body Sm-Rr.

本実施形態によれば、第１プラネタリギヤ機構６を第２プラネタリギヤ機構７の径方向外側に配置しているため、両プラネタリギヤ機構６，７を軸方向に並べた場合に比し、自動変速機の軸長を短くすることができる。   According to the present embodiment, since the first planetary gear mechanism 6 is arranged on the radially outer side of the second planetary gear mechanism 7, the automatic transmission of the automatic transmission is compared with the case where the planetary gear mechanisms 6 and 7 are arranged in the axial direction. The shaft length can be shortened.

[第２実施形態]
次に、本発明の自動変速機の第２実施形態について説明する。第２実施形態の自動変速機は、図５に示されるように、モータＭを備えるハイブリット車両用のものである。 [Second Embodiment]
Next, a second embodiment of the automatic transmission according to the present invention will be described. The automatic transmission according to the second embodiment is for a hybrid vehicle including a motor M as shown in FIG.

第２実施形態は、変速機ケース１内に回転自在に軸支した、図外のエンジンに連結される入力部材たる入力軸２と、入力軸２と平行に配置された出力部材たる出力軸３とを備えている。出力軸３の回転は、出力軸３に固定された出力ギヤ３ａ及び図外のデファレンシャルギヤを介して車両の左右の駆動輪に伝達される。エンジンと入力軸２との間には、連結の衝撃を緩和するダンパＰが設けられている。   In the second embodiment, an input shaft 2 as an input member connected to an engine (not shown) that is rotatably supported in the transmission case 1, and an output shaft 3 as an output member arranged in parallel with the input shaft 2. And. The rotation of the output shaft 3 is transmitted to the left and right drive wheels of the vehicle via an output gear 3a fixed to the output shaft 3 and a differential gear (not shown). A damper P is provided between the engine and the input shaft 2 to reduce the coupling impact.

また、変速機ケース１内には、出力軸３の周りに位置させて、複式プラネタリギヤ機構５が配置されている。   Further, a double planetary gear mechanism 5 is disposed in the transmission case 1 so as to be positioned around the output shaft 3.

複式プラネタリギヤ機構５は、第１プラネタリギヤ機構６と第２プラネタリギヤ機構７とで構成されている。第１プラネタリギヤ機構６は、サンギヤＳｍと、リングギヤＲｍと、互いに噛合すると共に一方がサンギヤＳｍと噛合し他方がリングギヤＲｍに噛合する一対のピニオンＰｍ，Ｐｍ´を自転及び公転自在に支持するキャリアＣｍとから成るダブルピニオン型のプラネタリギヤ機構で構成される。   The double planetary gear mechanism 5 includes a first planetary gear mechanism 6 and a second planetary gear mechanism 7. The first planetary gear mechanism 6 includes a sun gear Sm and a ring gear Rm, and a carrier Cm that supports a pair of pinions Pm and Pm ′ that mesh with each other and one meshes with the sun gear Sm and the other meshes with the ring gear Rm. It consists of a double pinion type planetary gear mechanism.

第２プラネタリギヤ機構は、サンギヤＳｒと、リングギヤＲｒと、サンギヤＳｒとリングギヤＲｒとに噛合するピニオンＰｒを自転及び公転自在に支持するキャリアＣｒとから成るシングルピニオン型のプラネタリギヤ機構で構成されている。   The second planetary gear mechanism is constituted by a single pinion type planetary gear mechanism including a sun gear Sr, a ring gear Rr, and a carrier Cr that supports the pinion Pr meshing with the sun gear Sr and the ring gear Rr so as to rotate and revolve.

図６の下段に示す複式プラネタリギヤ機構５の速度線図を参照して、第１プラネタリギヤ機構６のサンギヤＳｍ、キャリアＣｍ及びリングギヤＲｍから成る３個の要素を、速度線図におけるギヤ比に対応する間隔での並び順に左側から夫々第１要素、第２要素及び第３要素とすると、第１要素はサンギヤＳｍ、第２要素はリングギヤＲｍ、第３要素はキャリアＣｍになる。尚、サンギヤＳｍとキャリアＣｍ間の間隔とリングギヤＲｍとキャリアＣｍ間の間隔との比は、第１プラネタリギヤ機構６のギヤ比をｊとして、ｊ：１に設定される。   Referring to the velocity diagram of the double planetary gear mechanism 5 shown in the lower part of FIG. 6, the three elements including the sun gear Sm, the carrier Cm, and the ring gear Rm of the first planetary gear mechanism 6 correspond to the gear ratio in the velocity diagram. If the first element, the second element, and the third element are arranged from the left side in the order in which they are arranged at intervals, the first element is the sun gear Sm, the second element is the ring gear Rm, and the third element is the carrier Cm. The ratio between the distance between the sun gear Sm and the carrier Cm and the distance between the ring gear Rm and the carrier Cm is set to j: 1 where j is the gear ratio of the first planetary gear mechanism 6.

また、上記複式プラネタリギヤ機構５の速度線図を参照して、第２プラネタリギヤ機構７のサンギヤＳｒ、キャリアＣｒ及びリングギヤＲｒから成る３個の要素を、速度線図におけるギヤ比に対応する間隔での並び順に左側から夫々第４要素、第５要素及び第６要素とすると、第４要素はリングギヤＲｒ、第５要素はキャリアＣｒ、第６要素はサンギヤＳｒになる。尚、サンギヤＳｒ（縦線Ｙ４）とキャリアＣｒ（縦線Ｙ２）間の間隔とキャリアＣｒ（縦線Ｙ２）とリングギヤＲｒ（縦線Ｙ１）間の間隔との比は、第２プラネタリギヤ機構６のギヤ比をｋとして、ｋ：１に設定される。   Further, referring to the speed diagram of the compound planetary gear mechanism 5, the three elements including the sun gear Sr, the carrier Cr and the ring gear Rr of the second planetary gear mechanism 7 are arranged at intervals corresponding to the gear ratio in the speed diagram. If the fourth element, the fifth element, and the sixth element are respectively arranged from the left side in the arrangement order, the fourth element is the ring gear Rr, the fifth element is the carrier Cr, and the sixth element is the sun gear Sr. The ratio between the distance between the sun gear Sr (vertical line Y4) and the carrier Cr (vertical line Y2) and the distance between the carrier Cr (vertical line Y2) and the ring gear Rr (vertical line Y1) is determined by the second planetary gear mechanism 6. The gear ratio is set to k: 1 with k being the gear ratio.

ここで、本実施形態では、第１プラネタリギヤ機構６のサンギヤＳｍ（第１要素）と第２プラネタリギヤ機構７のリングギヤＲｒ（第４要素）とを連結して連結体Ｓｍ−Ｒｒを構成し、第２プラネタリギヤ機構７のキャリアＣｒ（第５要素）を出力ギヤ３に連結している。   Here, in the present embodiment, the sun gear Sm (first element) of the first planetary gear mechanism 6 and the ring gear Rr (fourth element) of the second planetary gear mechanism 7 are coupled to form a coupled body Sm-Rr. The carrier Cr (fifth element) of the two planetary gear mechanism 7 is coupled to the output gear 3.

また、本実施形態では、後述する第１と第２の２つのシンクロメッシュ機構（噛合機構）Ｄ１，Ｄ２と、入力軸２に回転自在に軸支される第１駆動ギヤＧ１ａとこれに噛合すると共に第１シンクロメッシュ機構Ｄ１に連結される第１従動ギヤＧ１ｂとから成る減速ギヤ列Ｇ１と、第２駆動ギヤＧ２ａとこれに噛合すると共にリングギヤＲｍ（第２要素）に連結される第２従動ギヤＧ２ｂとから成る増速ギヤ列Ｇ２と、ステータＭａとロータＭｂとを有するモータ（電動機）Ｍを備えている。   In the present embodiment, first and second synchromesh mechanisms (meshing mechanisms) D1 and D2, which will be described later, and a first drive gear G1a rotatably supported by the input shaft 2 are meshed with the first and second synchromesh mechanisms (meshing mechanisms) D1 and D2. And a second driven gear connected to the ring gear Rm (second element) while meshing with the second drive gear G2a and the reduction gear train G1 including the first driven gear G1b connected to the first synchromesh mechanism D1. A speed increasing gear train G2 including a gear G2b, and a motor (electric motor) M having a stator Ma and a rotor Mb are provided.

尚、減速ギヤ列Ｇ１のギヤ比（第１従動ギヤＧ１ｂの歯数／第１駆動ギヤＧ１ａの歯数）をｍとして、ギヤ比ｍは１よりも大きく設定されている。また、増速ギヤ列Ｇ２のギヤ比（第２従動ギヤＧ２ｂの歯数／第２駆動ギヤＧ２ａの歯数）をｎとして、ギヤ比ｎは１よりも小さく設定されている。   The gear ratio m is set to be greater than 1, where m is the gear ratio of the reduction gear train G1 (the number of teeth of the first driven gear G1b / the number of teeth of the first drive gear G1a). The gear ratio n is set to be smaller than 1, where n is the gear ratio of the speed increasing gear train G2 (number of teeth of the second driven gear G2b / number of teeth of the second drive gear G2a).

また、摩擦係合機構として、第１シンクロメッシュ機構Ｄ１に入力軸の回転を減速機構たる減速ギヤ列Ｇ１を介して解除自在に伝達する第１クラッチ（第１摩擦係合機構）ＣＤ１と、第２シンクロメッシュ機構Ｄ２と第１プラネタリギヤ機構６のリングギヤＲｍ（第２要素）とを増速ギヤ列Ｇ２を介して解除自在に連結する第２クラッチ（第２摩擦係合機構）ＣＤ２と、第１プラネタリギヤ機構６のリングギヤＲｍ（第２要素）と第２プラネタリギヤ機構７のサンギヤＳｒ（第６要素）とを解除自在に連結する第３クラッチ（第３摩擦係合機構）Ｃａと、第１プラネタリギヤ機構６のキャリアＣｍ（第３要素）と第２プラネタリギヤ機構７のサンギヤＳｒ（第６要素）とを解除自在に連結する第４クラッチ（第４摩擦係合機構）Ｃｂとを備えている。   Further, as a friction engagement mechanism, a first clutch (first friction engagement mechanism) CD1 that releasably transmits the rotation of the input shaft to the first synchromesh mechanism D1 via a reduction gear train G1 that is a reduction mechanism; A second clutch (second friction engagement mechanism) CD2 that releasably connects the two synchromesh mechanism D2 and the ring gear Rm (second element) of the first planetary gear mechanism 6 via the speed increasing gear train G2, and the first A third clutch (third friction engagement mechanism) Ca for releasably connecting the ring gear Rm (second element) of the planetary gear mechanism 6 and the sun gear Sr (sixth element) of the second planetary gear mechanism 7; and the first planetary gear mechanism. And a fourth clutch (fourth friction engagement mechanism) Cb that releasably connects the carrier Cm (third element) 6 and the sun gear Sr (sixth element) of the second planetary gear mechanism 7. There.

第１シンクロメッシュ機構Ｄ１は、減速ギヤ列Ｇ１を介して第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態、第１クラッチＣＤ１と第１プラネタリギヤ機構６のＣｍ（第３要素）とを連結する状態、第１クラッチＣＤ１を連結体Ｓｍ−Ｒｒ及び第１プラネタリギヤ機構６のキャリアＣｍ（第３要素）の何れにも非連結とする状態の何れか１の状態に切換自在に構成される。   The first synchromesh mechanism D1 connects the first clutch CD1 and the connecting body Sm-Rr via the reduction gear train G1, and the first clutch CD1 and Cm (third element) of the first planetary gear mechanism 6 are connected. A state in which the first clutch CD1 is connected and a state in which the first clutch CD1 is not connected to any of the connecting body Sm-Rr and the carrier Cm (third element) of the first planetary gear mechanism 6 can be switched to any one state. .

第２シンクロメッシュ機構Ｄ２は、入力軸２と第２クラッチＣＤ２とを連結する状態、第２クラッチＣＤ２を変速機ケース１に固定する状態、入力軸２と第２クラッチＣＤ２との連結を断つと共に第２クラッチＣＤ２の変速機ケース１への固定を解除させた状態の何れか１の状態に切換自在に構成される。   The second synchromesh mechanism D2 includes a state in which the input shaft 2 and the second clutch CD2 are connected, a state in which the second clutch CD2 is fixed to the transmission case 1, and a connection between the input shaft 2 and the second clutch CD2 is cut off. The second clutch CD2 is configured to be switchable to any one of the states in which the fixing of the second clutch CD2 to the transmission case 1 is released.

上記の如く第１プラネタリギヤ機構６のサンギヤＳｍと第２プラネタリギヤ機構７のリングギヤＲｒとを連結して連結体Ｓｍ−Ｒｒを構成することにより、図６の下段に示す複式プラネタリギヤ機構５の速度線図において、第１プラネタリギヤ機構６のサンギヤＳｍは、第２プラネタリギヤ機構７のリングギヤＲｒと同一の縦線Ｙ１上に常時位置する。   As described above, by connecting the sun gear Sm of the first planetary gear mechanism 6 and the ring gear Rr of the second planetary gear mechanism 7 to form the coupling body Sm-Rr, a speed diagram of the double planetary gear mechanism 5 shown in the lower part of FIG. The sun gear Sm of the first planetary gear mechanism 6 is always located on the same vertical line Y1 as the ring gear Rr of the second planetary gear mechanism 7.

一方、第１プラネタリギヤ機構６のリングギヤＲｍとキャリアＣｍの速度線図上の位置は、第３クラッチＣａを係合させた場合と第４クラッチＣｂを係合させた場合とで異なる。   On the other hand, the positions on the velocity diagram of the ring gear Rm and the carrier Cm of the first planetary gear mechanism 6 differ between when the third clutch Ca is engaged and when the fourth clutch Cb is engaged.

これを詳述するに、第３クラッチＣａの係合時には、第１プラネタリギヤ機構６のキャリアＲｍが第２プラネタリギヤ機構７のサンギヤＳｒと同一の縦線Ｙ４上に位置し、第１プラネタリギヤ機構６のキャリアＣｍは、縦線Ｙ１と縦線Ｙ４間の間隔の１／（ｊ−１）だけ縦線Ｙ４から右側に離れた縦線Ｙ５上に位置する。   In detail, when the third clutch Ca is engaged, the carrier Rm of the first planetary gear mechanism 6 is positioned on the same vertical line Y4 as the sun gear Sr of the second planetary gear mechanism 7, and the first planetary gear mechanism 6 The carrier Cm is positioned on the vertical line Y5 that is separated from the vertical line Y4 to the right side by 1 / (j−1) of the interval between the vertical line Y1 and the vertical line Y4.

また、第４クラッチＣｂの係合時には、第１プラネタリギヤ機構６のキャリアＣｍが縦線Ｙ４上に位置し、第１プラネタリギヤ機構６のリングギヤＲｍは、縦線Ｙ１と縦線Ｙ４の間隔の１／ｊだけ縦線Ｙ４から左側に離れた縦線Ｙ３上に位置する。   When the fourth clutch Cb is engaged, the carrier Cm of the first planetary gear mechanism 6 is positioned on the vertical line Y4, and the ring gear Rm of the first planetary gear mechanism 6 is 1 / of the interval between the vertical line Y1 and the vertical line Y4. It is located on the vertical line Y3 that is separated from the vertical line Y4 to the left by j.

第１クラッチＣＤ１と第４クラッチＣｂと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が減速ギヤ列Ｇ１を介して第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が第２クラッチＣＤ２を変速機ケース１に固定する状態に切換えられると、縦線Ｙ３での回転速度が「０」、縦線Ｙ１での回転速度が入力軸２の回転速度の１／ｍに減速されたＮ２になり、出力軸３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「１ｓｔ」になって１速段が確立される。   A state in which the first clutch CD1, the fourth clutch Cb, and the second clutch CD2 are engaged, and the first synchromesh mechanism D1 connects the first clutch CD1 and the coupling body Sm-Rr via the reduction gear train G1. And the second synchromesh mechanism D2 is switched to a state in which the second clutch CD2 is fixed to the transmission case 1, the rotational speed at the vertical line Y3 is "0", and the rotational speed at the vertical line Y1 is The rotation speed at the vertical line Y2 where the carrier Cr of the second planetary gear mechanism 7 connected to the output shaft 3 is N1 is reduced to 1 / m of the rotation speed of the input shaft 2 and becomes “1st”. First gear is established.

第１クラッチＣＤ１と第３クラッチＣａと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が減速ギヤ列Ｇ１を介して第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態に切換られえ、及び第２シンクロメッシュ機構Ｄ２が第２クラッチＣＤ２を変速機ケース１に固定する状態に切換えられると、縦線Ｙ４での回転速度が「０」、縦線Ｙ１での回転速度が入力軸２の回転速度の１／ｍに減速されたＮ２になり、出力軸３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「２ｎｄ」になって２速段が確立される。   A state in which the first clutch CD1, the third clutch Ca, and the second clutch CD2 are engaged, and the first synchromesh mechanism D1 connects the first clutch CD1 and the coupling body Sm-Rr via the reduction gear train G1. And the second synchromesh mechanism D2 is switched to a state in which the second clutch CD2 is fixed to the transmission case 1, the rotational speed at the vertical line Y4 is "0", and the rotational speed at the vertical line Y1. Becomes N2 reduced to 1 / m of the rotational speed of the input shaft 2, and the rotational speed at the vertical line Y2 where the carrier Cr of the second planetary gear mechanism 7 connected to the output shaft 3 is located is "2nd". The second gear is established.

第１クラッチＣＤ１と第３クラッチＣａと第４クラッチＣｂとを係合させると共に、第１シンクロメッシュ機構Ｄ１が減速ギヤ列Ｇ１を介して第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が第２クラッチＣＤ２を入力軸２及び変速機ケース１の何れにも非連結とする状態に切換えられると、第１と第２の２つのプラネタリギヤ機構６，７の各要素が相対回転不能なロック状態となる。そして、第１と第２の２つのプラネタリギヤ機構６，７の各要素の回転速度が入力軸２の回転速度の１／ｍに減速されたＮ２となり、縦線Ｙ２での回転速度もＮ２である「３ｒｄ」になって３速段が確立される。   A state in which the first clutch CD1, the third clutch Ca, and the fourth clutch Cb are engaged, and the first synchromesh mechanism D1 connects the first clutch CD1 and the coupling body Sm-Rr via the reduction gear train G1. And the second synchromesh mechanism D2 is switched to a state in which the second clutch CD2 is disconnected from both the input shaft 2 and the transmission case 1, the first and second planetary gear mechanisms 6 , 7 are locked so that they cannot rotate relative to each other. The rotational speed of each element of the first and second planetary gear mechanisms 6 and 7 is N2 reduced to 1 / m of the rotational speed of the input shaft 2, and the rotational speed at the vertical line Y2 is also N2. “3rd” is established and the third gear is established.

尚、３速段においては、図外のトランスミッション・コントロール・ユニット（ＴＣＵ）が、車速等の車両情報に基づいて、２速段へのダウンシフトを予測している場合には、第２シンクロメッシュ機構Ｄ２を第２クラッチＣＤ２を変速機ケース１に固定する状態にプリシフトして待機状態とする。逆に、ＴＣＵが４速段へのアップシフトを予測している場合には、第２シンクロメッシュ機構Ｄ２を入力軸２と第２クラッチＣＤ２とを連結する状態にプリシフトして待機状態とする。   At the third speed, the second synchromesh is used when a transmission control unit (TCU) (not shown) predicts a downshift to the second speed based on vehicle information such as the vehicle speed. The mechanism D2 is pre-shifted to a state in which the second clutch CD2 is fixed to the transmission case 1 to enter a standby state. Conversely, when the TCU predicts an upshift to the fourth gear, the second synchromesh mechanism D2 is preshifted to a state in which the input shaft 2 and the second clutch CD2 are connected to enter a standby state.

第１クラッチＣＤ１と第３クラッチＣａと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が減速ギヤ列Ｇ１を介して第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が入力軸２と第２クラッチＣＤ２とを連結する状態に切換えられると、縦線Ｙ４での回転速度が入力軸２の回転速度の１／ｎ倍に増速されたＮ３、縦線Ｙ１での回転速度が入力軸２の回転速度の１／ｍに減速されたＮ２となり、出力軸３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「４ｔｈ」になって４速段が確立される。   A state in which the first clutch CD1, the third clutch Ca, and the second clutch CD2 are engaged, and the first synchromesh mechanism D1 connects the first clutch CD1 and the coupling body Sm-Rr via the reduction gear train G1. And the second synchromesh mechanism D2 is switched to a state in which the input shaft 2 and the second clutch CD2 are connected to each other, the rotational speed at the vertical line Y4 becomes 1 / n times the rotational speed of the input shaft 2. The increased speed N3, the rotational speed at the vertical line Y1 becomes N2 reduced to 1 / m of the rotational speed of the input shaft 2, and the vertical planetary gear mechanism 7 carrier Cr connected to the output shaft 3 is located. The rotational speed on the line Y2 becomes “4th”, and the fourth speed stage is established.

第１クラッチＣＤ１と第４クラッチＣｂと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が減速ギヤ列Ｇ１を介して第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が入力軸２と第２クラッチＣＤ２とを連結する状態に切換えられると、縦線Ｙ３での回転速度が入力軸２の回転速度の１／ｎ倍に増速されたＮ３、縦線Ｙ１での回転速度が入力軸２の回転速度の１／ｍに減速されたＮ２になり、出力軸３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「５ｔｈ」になって５速段が確立される。   A state in which the first clutch CD1, the fourth clutch Cb, and the second clutch CD2 are engaged, and the first synchromesh mechanism D1 connects the first clutch CD1 and the coupling body Sm-Rr via the reduction gear train G1. And the second synchromesh mechanism D2 is switched to a state in which the input shaft 2 and the second clutch CD2 are connected to each other, the rotational speed at the vertical line Y3 becomes 1 / n times the rotational speed of the input shaft 2. The increased speed N3 and the rotational speed at the vertical line Y1 become N2 reduced to 1 / m of the rotational speed of the input shaft 2, and the carrier Cr of the second planetary gear mechanism 7 connected to the output shaft 3 is located. The rotational speed at the vertical line Y2 is “5th”, and the fifth gear is established.

第３クラッチＣａと第４クラッチＣｂと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が減速ギヤ列Ｇ１を介して第１クラッチＣＤ１を連結体Ｓｍ−Ｒｒ及び第１プラネタリギヤ機構６のキャリアＣｍ（第３要素）の何れにも非連結とする状態に切換えられ、並びに第２シンクロメッシュ機構Ｄ２が入力軸２と第２クラッチＣＤ２とを連結する状態に切換えられると、第１と第２の２つのプラネタリギヤ機構６，７の各要素が相対回転不能なロック状態となる。そして、第１と第２の２つのプラネタリギヤ機構６，７の各要素の回転速度が入力軸２の回転速度の１／ｎ倍に増速されたＮ３となり、縦線Ｙ２での回転速度もＮ３である「６ｔｈ」になって６速段が確立される。   The third clutch Ca, the fourth clutch Cb, and the second clutch CD2 are engaged, and the first synchromesh mechanism D1 connects the first clutch CD1 to the coupling body Sm-Rr and the first planetary gear mechanism via the reduction gear train G1. When the second synchromesh mechanism D2 is switched to a state in which the input shaft 2 and the second clutch CD2 are connected to each other, the first carrier Cm (third element) is switched to a state where it is disconnected. And each element of the 2nd two planetary gear mechanisms 6 and 7 will be in the locked state which cannot be rotated relatively. The rotational speed of each element of the first and second planetary gear mechanisms 6 and 7 is increased to 1 / n times the rotational speed of the input shaft 2, and the rotational speed on the vertical line Y2 is also N3. "6th" becomes the sixth gear is established.

尚、６速段においては、図外のトランスミッション・コントロール・ユニット（ＴＣＵ）が、車速等の車両情報に基づいて、５速段へのダウンシフトを予測している場合には、第１シンクロメッシュ機構Ｄ１を減速ギヤ列Ｇ１を介して第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態にプリシフトして待機状態とする。逆に、ＴＣＵが７速段へのアップシフトを予測している場合には、第１シンクロメッシュ機構Ｄ１を減速ギヤ列Ｇ１を介して第１クラッチＣＤ１と第１プラネタリギヤ機構６のＣｍ（第３要素）とを連結する状態にプリシフトして待機状態とする。   At the sixth gear, the transmission control unit (TCU) (not shown) predicts a downshift to the fifth gear based on vehicle information such as the vehicle speed. The mechanism D1 is pre-shifted to a state in which the first clutch CD1 and the connecting body Sm-Rr are connected via the reduction gear train G1 to enter a standby state. Conversely, when the TCU predicts an upshift to the seventh gear, the first synchromesh mechanism D1 is connected to the first clutch CD1 and the first planetary gear mechanism 6 via the reduction gear train G1. The element is pre-shifted to a connected state to enter a standby state.

第１クラッチＣＤ１と第４クラッチＣｂと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が減速ギヤ列Ｇ１を介して第１クラッチＣＤ１と第１プラネタリギヤ機構６のＣｍ（第３要素）とを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が入力軸２と第２クラッチＣＤ２とを連結する状態に切換えられると、縦線Ｙ４での回転速度が入力軸２の回転速度の１／ｍに減速されたＮ２になり、縦線Ｙ３での回転速度が入力軸２の回転速度の１／ｎ倍に増速されたＮ３になり、出力軸３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「７ｔｈ」になって７速段が確立される。   The first clutch CD1, the fourth clutch Cb, and the second clutch CD2 are engaged, and the first synchromesh mechanism D1 is connected to the first clutch CD1 and the first planetary gear mechanism 6 via the reduction gear train G1 (third). Element) and the second synchromesh mechanism D2 is switched to a state in which the input shaft 2 and the second clutch CD2 are connected to each other, the rotational speed on the vertical line Y4 is the rotation of the input shaft 2. N2 is reduced to 1 / m of the speed, and the rotational speed at the vertical line Y3 is increased to 1 / n times the rotational speed of the input shaft 2 to be N3. The rotational speed of the planetary gear mechanism 7 at the vertical line Y2 where the carrier Cr is located is "7th", and the seventh speed stage is established.

第１クラッチＣＤ１と第３クラッチＣａと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が減速ギヤ列Ｇ１を介して第１クラッチＣＤ１と第１プラネタリギヤ機構６のＣｍ（第３要素）とを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が入力軸２と第２クラッチＣＤ２とを連結する状態に切換えられると、縦線Ｙ５での回転速度が入力軸２の回転速度の１／ｍに減速されたＮ２、縦線Ｙ４での回転速度が入力軸２の回転速度の１／ｎ倍に増速されたＮ３になり、出力ギヤ３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「８ｔｈ」になって８速段が確立される。   The first clutch CD1, the third clutch Ca, and the second clutch CD2 are engaged with each other, and the first synchromesh mechanism D1 is connected to the first clutch CD1 and the first planetary gear mechanism 6 via the reduction gear train G1 (third). And the second synchromesh mechanism D2 is switched to a state in which the input shaft 2 and the second clutch CD2 are connected to each other, the rotational speed on the vertical line Y5 is the rotation of the input shaft 2. The second planetary gear mechanism connected to the output gear 3 is N2 which is reduced to 1 / m of the speed, and N3 whose rotational speed at the vertical line Y4 is increased to 1 / n times the rotational speed of the input shaft 2. The rotational speed at the vertical line Y2 at which the seventh carrier Cr is located is “8th”, and the eighth speed stage is established.

第１クラッチＣＤ１と第４クラッチＣｂと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が減速ギヤ列Ｇ１を介して第１クラッチＣＤ１と第１プラネタリギヤ機構６のＣｍ（第３要素）とを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が第２クラッチＣＤ２を変速機ケース１に固定する状態に切換えられると、縦線Ｙ４での回転速度が入力軸２の回転速度の１／ｍに減速されたＮ２、縦線Ｙ３での回転速度が「０」になり、出力ギヤ３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「Ｒｅｖ１」になって後進１速段が確立される。   The first clutch CD1, the fourth clutch Cb, and the second clutch CD2 are engaged, and the first synchromesh mechanism D1 is connected to the first clutch CD1 and the first planetary gear mechanism 6 via the reduction gear train G1 (third). Element) and the second synchromesh mechanism D2 is switched to a state in which the second clutch CD2 is fixed to the transmission case 1, the rotational speed at the vertical line Y4 is the rotation of the input shaft 2. Rotational speed at the vertical line Y2 where the carrier Cr of the second planetary gear mechanism 7 connected to the output gear 3 is located at N2 which is reduced to 1 / m of the speed, and the rotational speed at the vertical line Y3 becomes “0”. Becomes “Rev1” and the first reverse speed is established.

第１クラッチＣＤ１と第３クラッチＣａと第２クラッチＣＤ２とを係合させると共に、第１シンクロメッシュ機構Ｄ１が減速ギヤ列Ｇ１を介して第１クラッチＣＤ１と第１プラネタリギヤ機構６のＣｍ（第３要素）とを連結する状態に切換えられ、及び第２シンクロメッシュ機構Ｄ２が第２クラッチＣＤ２を変速機ケース１に固定する状態に切換えられると、縦線Ｙ５での回転速度が入力軸２の回転速度の１／ｍに減速されたＮ２、縦線Ｙ４での回転速度が「０」になり、出力ギヤ３に連結される第２プラネタリギヤ機構７のキャリアＣｒが位置する縦線Ｙ２での回転速度は「Ｒｅｖ２」になって後進２速段が確立される。   The first clutch CD1, the third clutch Ca, and the second clutch CD2 are engaged with each other, and the first synchromesh mechanism D1 is connected to the first clutch CD1 and the first planetary gear mechanism 6 via the reduction gear train G1 (third). Element) and the second synchromesh mechanism D2 is switched to a state in which the second clutch CD2 is fixed to the transmission case 1, the rotational speed at the vertical line Y5 is the rotation of the input shaft 2. The rotational speed at the vertical line Y2 where the carrier Cr of the second planetary gear mechanism 7 connected to the output gear 3 is located at N2 which has been reduced to 1 / m of the speed, and the rotational speed at the vertical line Y4 becomes “0”. Becomes “Rev2” and the second reverse speed is established.

図７は、上述した各変速段とクラッチＣＤ１，ＣＤ２，Ｃａ，Ｃｂの係合状態との関係をまとめて表示した図であり、「○」は係合を表している。   FIG. 7 is a diagram collectively showing the relationship between the above-described shift speeds and the engagement states of the clutches CD1, CD2, Ca, and Cb, and “◯” represents engagement.

また、上述した各変速段において、第１シンクロメッシュ機構Ｄ１が、減速ギヤ列Ｇ１を介して第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態を「Ｓ」で表し、減速ギヤ列Ｇ１を介して第１クラッチＣＤ１と第１プラネタリギヤ機構６のキャリアＣｍ（第３要素）とを連結する状態を「Ｃ」で表し、減速ギヤ列Ｇ１を介して第１クラッチＣＤ１を連結体Ｓｍ−Ｒｒ及び第１プラネタリギヤ機構６のキャリアＣｍ（第３要素）の何れにも非連結とする状態（前記プリシフト状態を含む）を「（Ｓ／Ｃ）」で表している。   Further, in each of the above-described shift stages, the state in which the first synchromesh mechanism D1 connects the first clutch CD1 and the connecting body Sm-Rr via the reduction gear train G1 is represented by “S”, and the reduction gear train G1 The state in which the first clutch CD1 and the carrier Cm (third element) of the first planetary gear mechanism 6 are connected via the clutch is represented by “C”, and the first clutch CD1 is connected to the connecting body Sm-Rr via the reduction gear train G1. In addition, a state (including the pre-shift state) that is not connected to any of the carriers Cm (third element) of the first planetary gear mechanism 6 is represented by “(S / C)”.

また、上述した各変速段において、第２シンクロメッシュ機構Ｄ２が、入力軸２と第２クラッチＣＤ２とを連結する状態を「Ｒ」で表し、第２クラッチＣＤ２を変速機ケース１に固定する状態を「Ｂ」で表し、入力軸２と第２クラッチＣＤ２との連結を断つと共に第２クラッチＣＤ２の変速機ケース１への固定を解除させた状態（前記プリシフト状態を含む）を「（Ｂ／Ｒ）」で表している。   In each of the above-described shift speeds, the state in which the second synchromesh mechanism D2 connects the input shaft 2 and the second clutch CD2 is represented by “R”, and the second clutch CD2 is fixed to the transmission case 1. Is represented by “B”, and the state (including the pre-shift state) in which the connection between the input shaft 2 and the second clutch CD2 is disconnected and the second clutch CD2 is fixed to the transmission case 1 is released. R) ”.

以上、本実施形態によれば、第１実施形態と同様に、４個の摩擦係合機構ＣＤ１，ＣＤ２，Ｃａ，Ｃｂのうち各変速段において３個の摩擦係合機構が係合するため、各変速段で解放している摩擦係合機構の数は１個になる。噛合機構ＣＤ１，ＣＤ２は解放されても引き摺りによるフリクションロスは発生しない。従って、上記従来例のものに比し、解放している摩擦係合機構によるフリクションロスを低減でき、変速機の効率が向上する。   As described above, according to the present embodiment, as in the first embodiment, among the four friction engagement mechanisms CD1, CD2, Ca, and Cb, three friction engagement mechanisms are engaged at each shift stage. The number of frictional engagement mechanisms released at each shift stage is one. Even if the meshing mechanisms CD1 and CD2 are released, friction loss due to drag does not occur. Therefore, the friction loss due to the released friction engagement mechanism can be reduced as compared with the conventional example, and the transmission efficiency is improved.

また、本実施形態では、第１クラッチＣＤ１を係合させて、モータＭでエンジンを始動させることができる。また、上記のようにモータＭでエンジンを始動する場合に、第１シンクロメッシュ機構Ｄ１を解放しておくことで、モータＭの駆動力が第１及び第２プラネタリギヤ機構６，７に伝達されず、エンジン始動時のモータＭの負荷を低減することができる。   In the present embodiment, the engine can be started by the motor M by engaging the first clutch CD1. Further, when the engine is started by the motor M as described above, the driving force of the motor M is not transmitted to the first and second planetary gear mechanisms 6 and 7 by releasing the first synchromesh mechanism D1. The load on the motor M when starting the engine can be reduced.

また、第１シンクロメッシュ機構Ｄ１を減速ギヤ列Ｇ１を介して第１クラッチＣＤ１と連結体Ｓｍ−Ｒｒとを連結する状態とする６速段以外の各変速段では、モータＭでエンジンの駆動力をアシストするアシスト走行や、モータＭの駆動力のみで走行するＥＶ走行が可能である。更に、上記アシスト走行中又はＥＶ走行中に車両が減速状態にあるときには、モータＭで発電し図外の二次電池に充電する回生を行うことができる。   Further, at each speed stage other than the sixth speed stage in which the first synchromesh mechanism D1 is connected to the first clutch CD1 and the coupling body Sm-Rr via the reduction gear train G1, the motor M is used to drive the engine. Assist traveling that assists the vehicle or EV traveling that travels only by the driving force of the motor M is possible. Furthermore, when the vehicle is in a decelerating state during the assist traveling or EV traveling, regeneration can be performed in which the motor M generates power and charges a secondary battery (not shown).

尚、本実施形態では、ハイブリット車両用の自動変速機について説明したが、モータＭを省略しても、同様に本発明の効果を得ることができる。   In this embodiment, the automatic transmission for a hybrid vehicle has been described. However, even if the motor M is omitted, the effects of the present invention can be obtained in the same manner.

１…変速機ケース、２…入力軸（入力部材）、３…出力ギヤ（出力部材）、４…減速機構、５…複式プラネタリギヤ機構、６…第１プラネタリギヤ機構、Ｓｍ…第１プラネタリギヤ機構のサンギヤ（第１要素）、Ｒｍ…第１プラネタリギヤ機構のリングギヤ（第２要素）、Ｐｍ，Ｐｍ´…第１プラネタリギヤ機構のピニオン、Ｃｍ…第１プラネタリギヤ機構のキャリア（第３要素）、７…第２プラネタリギヤ機構、Ｓｒ…第２プラネタリギヤ機構のサンギヤ（第６要素）、Ｐｒ…第２プラネタリギヤ機構のピニオン、Ｃｒ…第２プラネタリギヤ機構のキャリア（第５要素）、Ｒｒ…第２プラネタリギヤ機構のリングギヤ（第４要素）、Ｓｆ…減速機構のサンギヤ、Ｒｆ…減速機構のリングギヤ、Ｐｆ…減速機構のピニオン、Ｃｆ…減速機構のキャリア、ＣＤ１…第１クラッチ（第１摩擦係合機構）、ＣＤ２…第２クラッチ（第２摩擦係合機構）、Ｃａ…第３クラッチ（第３摩擦係合機構）、Ｃｂ…第４クラッチ（第４摩擦係合機構）、Ｄ１…第１シンクロメッシュ機構（第１噛合機構）、Ｄ２…第２シンクロメッシュ機構（第２噛合機構）、Ｐ…ダンパ、Ｇ１…減速ギヤ列、Ｇ１ａ…第１駆動ギヤ、Ｇ１ｂ…第１従動ギヤ、Ｇ２…増速ギヤ列、Ｇ２ａ…第２駆動ギヤ、Ｇ２ｂ…第２従動ギヤ、Ｍ…モータ、Ｍａ…ステータ、Ｍｂ…ロータ。   DESCRIPTION OF SYMBOLS 1 ... Transmission case, 2 ... Input shaft (input member), 3 ... Output gear (output member), 4 ... Deceleration mechanism, 5 ... Double planetary gear mechanism, 6 ... 1st planetary gear mechanism, Sm ... Sun gear of 1st planetary gear mechanism (First element), Rm ... ring gear (second element) of the first planetary gear mechanism, Pm, Pm '... pinion of the first planetary gear mechanism, Cm ... carrier (third element) of the first planetary gear mechanism, 7 ... second Planetary gear mechanism, Sr: Sun gear of the second planetary gear mechanism (sixth element), Pr: Pinion of the second planetary gear mechanism, Cr: Carrier of the second planetary gear mechanism (fifth element), Rr: Ring gear of the second planetary gear mechanism (first element) 4 elements), Sf ... sun gear of the reduction mechanism, Rf ... ring gear of the reduction mechanism, Pf ... pinion of the reduction mechanism, Cf ... of the reduction mechanism Carrier, CD1 ... 1st clutch (first friction engagement mechanism), CD2 ... 2nd clutch (2nd friction engagement mechanism), Ca ... 3rd clutch (3rd friction engagement mechanism), Cb ... 4th clutch ( 4th friction engagement mechanism), D1 ... 1st synchromesh mechanism (1st meshing mechanism), D2 ... 2nd synchromesh mechanism (2nd meshing mechanism), P ... damper, G1 ... reduction gear train, G1a ... 1st Drive gear, G1b ... 1st driven gear, G2 ... Speed-up gear train, G2a ... 2nd drive gear, G2b ... 2nd driven gear, M ... Motor, Ma ... Stator, Mb ... Rotor.

Claims (5)

入力軸の回転を変速機ケース内に配置した減速機構と複式プラネタリギヤ機構とを介して複数段に変速して出力部材に伝達する自動変速機であって、
前記複式プラネタリギヤ機構は、第１と第２の２つのプラネタリギヤ機構で構成され、
第１プラネタリギヤ機構のサンギヤ、キャリア及びリングギヤから成る３個の要素を、速度線図におけるギヤ比に対応する間隔での並び順に夫々第１要素、第２要素及び第３要素とし、第２プラネタリギヤ機構のサンギヤ、キャリア及びリングギヤから成る３個の要素を、速度線図におけるギヤ比に対応する間隔での並び順に夫々第４要素、第５要素及び第６要素として、前記第１要素と前記第４要素とを連結して連結体を構成し、前記第５要素が前記出力部材に連結され、
第１と第２の２つの噛合機構と、
第１噛合機構に前記入力軸の回転を前記減速機構を介して解除自在に伝達する第１摩擦係合機構と、
第２噛合機構と前記第２要素とを解除自在に連結する第２摩擦係合機構と、
前記第２要素と前記第６要素とを解除自在に連結する第３摩擦係合機構と、
前記第３要素と前記第６要素とを解除自在に連結する第４摩擦係合機構とを備え、
前記第１噛合機構は、前記第１摩擦係合機構と前記連結体とを連結する状態、前記第１摩擦係合機構と前記第３要素とを連結する状態、前記第１摩擦係合機構を前記連結体及び前記第３要素の何れにも非連結とする状態の何れか１の状態に切換自在に構成され、
前記第２噛合機構は、前記入力軸と前記第２摩擦係合機構とを連結する状態、前記第２摩擦係合機構を前記変速機ケースに固定する状態、前記入力軸と前記第２摩擦係合機構との連結を断つと共に前記第２摩擦係合機構の前記変速機ケースへの固定を解除させた状態の何れか１の状態に切換自在に構成されることを特徴とする自動変速機。 An automatic transmission that shifts the rotation of the input shaft to a plurality of stages via a speed reduction mechanism and a compound planetary gear mechanism arranged in a transmission case, and transmits them to an output member.
The double planetary gear mechanism is composed of first and second planetary gear mechanisms,
The three planetary gear mechanisms of the first planetary gear mechanism are the first element, the second element, and the third element, respectively, in order of arrangement at intervals corresponding to the gear ratio in the velocity diagram. The three elements consisting of the sun gear, the carrier, and the ring gear are arranged as the fourth element, the fifth element, and the sixth element in the arrangement order at intervals corresponding to the gear ratio in the velocity diagram, respectively. Combining elements to form a coupling body, the fifth element is coupled to the output member,
Two first and second meshing mechanisms;
A first friction engagement mechanism for releasably transmitting the rotation of the input shaft to the first meshing mechanism via the speed reduction mechanism;
A second friction engagement mechanism for releasably connecting the second meshing mechanism and the second element;
A third friction engagement mechanism for releasably connecting the second element and the sixth element;
A fourth friction engagement mechanism for releasably connecting the third element and the sixth element;
The first meshing mechanism includes a state in which the first friction engagement mechanism and the connecting body are connected, a state in which the first friction engagement mechanism and the third element are connected, and the first friction engagement mechanism. It is configured to be freely switchable to any one of the states that are not connected to any of the connection body and the third element,
The second engagement mechanism includes a state in which the input shaft and the second friction engagement mechanism are connected, a state in which the second friction engagement mechanism is fixed to the transmission case, the input shaft and the second friction engagement. An automatic transmission configured to be freely switchable to any one of a state in which the connection with the coupling mechanism is cut off and the second friction engagement mechanism is released from being fixed to the transmission case. 請求項１記載の自動変速機において、
前記減速機構は第３プラネタリギヤ機構で構成されることを特徴とする自動変速機。 The automatic transmission according to claim 1, wherein
The automatic transmission is characterized in that the speed reduction mechanism is constituted by a third planetary gear mechanism. 請求項１又は２記載の自動変速機において、
前記第１要素は前記第１プラネタリギヤ機構のサンギヤであり、前記第４要素は前記第２プラネタリギヤ機構のリングギヤであり、前記第１プラネタリギヤ機構が前記第２プラネタリギヤ機構の径方向外側に配置されると共に、前記第１プラネタリギヤ機構のサンギヤと前記第２プラネタリギヤ機構のリングギヤとを一体化して前記連結体が構成されることを特徴とする自動変速機。 The automatic transmission according to claim 1 or 2,
The first element is a sun gear of the first planetary gear mechanism, the fourth element is a ring gear of the second planetary gear mechanism, and the first planetary gear mechanism is disposed radially outside the second planetary gear mechanism. An automatic transmission characterized in that the connecting body is constituted by integrating a sun gear of the first planetary gear mechanism and a ring gear of the second planetary gear mechanism. 入力軸の回転を複式プラネタリギヤ機構を介して複数段に変速して出力部材に伝達する自動変速機であって、
前記複式プラネタリギヤ機構は、第１と第２の２つのプラネタリギヤ機構で構成され、
第１プラネタリギヤ機構のサンギヤ、キャリア及びリングギヤから成る３個の要素を、速度線図におけるギヤ比に対応する間隔での並び順に夫々第１要素、第２要素及び第３要素とし、第２プラネタリギヤ機構のサンギヤ、キャリア及びリングギヤから成る３個の要素を、速度線図におけるギヤ比に対応する間隔での並び順に夫々第４要素、第５要素及び第６要素として、前記第１要素と前記第４要素とを連結して連結体を構成し、前記第５要素が出力部材に連結され、
第１と第２の２つの噛合機構と、
前記入力軸に回転自在に軸支される第１駆動ギヤとこれに噛合する第１従動ギヤとから成り、ギヤ比が１よりも大きく設定された減速ギヤ列と、
第２駆動ギヤとこれに噛合すると共に前記第２要素に連結される第２従動ギヤとから成り、ギヤ比が１よりも小さく設定された増速ギヤ列と、
前記入力軸と前記第１駆動ギヤとを解除自在に連結する第１摩擦係合機構と、
前記第２噛合機構と前記第２駆動ギヤとを解除自在に連結する第２摩擦係合機構と、
前記第２要素と前記第６要素とを解除自在に連結する第３摩擦係合機構と、
前記第３要素と前記第６要素とを解除自在に連結する第４摩擦係合機構とを備え、
前記第１噛合機構は、前記第１従動ギヤと前記連結体とを連結する状態、前記第１従動ギヤと前記第３要素とを連結する状態、前記第１従動ギヤを前記連結体及び前記第３要素の何れにも非連結とする状態の何れか１の状態に切換自在に構成され、
前記第２噛合機構は、前記入力軸と前記第２摩擦係合機構とを連結する状態、前記第２摩擦係合機構を変速機ケースに固定する状態、前記入力軸と前記第２摩擦係合機構との連結を断つと共に前記第２摩擦係合機構の変速機ケースへの固定を解除させた状態の何れか１の状態に切換自在に構成されることを特徴とする自動変速機。 An automatic transmission that shifts the rotation of an input shaft to a plurality of stages via a double planetary gear mechanism and transmits the same to an output member,
The double planetary gear mechanism is composed of first and second planetary gear mechanisms,
The three planetary gear mechanisms of the first planetary gear mechanism are the first element, the second element, and the third element, respectively, in order of arrangement at intervals corresponding to the gear ratio in the velocity diagram. The three elements consisting of the sun gear, the carrier, and the ring gear are arranged as the fourth element, the fifth element, and the sixth element in the arrangement order at intervals corresponding to the gear ratio in the velocity diagram, respectively. Combining elements to form a coupled body, the fifth element is coupled to the output member,
Two first and second meshing mechanisms;
A reduction gear train comprising a first drive gear rotatably supported by the input shaft and a first driven gear meshing with the first drive gear, and a gear ratio set to be greater than 1,
A speed increasing gear train comprising a second drive gear and a second driven gear meshing with the second drive gear and coupled to the second element, the gear ratio being set to be smaller than 1,
A first friction engagement mechanism for releasably connecting the input shaft and the first drive gear;
A second friction engagement mechanism for releasably connecting the second meshing mechanism and the second drive gear;
A third friction engagement mechanism for releasably connecting the second element and the sixth element;
A fourth friction engagement mechanism for releasably connecting the third element and the sixth element;
The first meshing mechanism includes a state in which the first driven gear and the connecting body are connected, a state in which the first driven gear and the third element are connected, and the first driven gear is connected to the connecting body and the first body. It is configured to be switchable to any one of the states that are not connected to any of the three elements,
The second meshing mechanism includes a state in which the input shaft and the second friction engagement mechanism are connected, a state in which the second friction engagement mechanism is fixed to a transmission case, the input shaft and the second friction engagement. An automatic transmission characterized in that it can be switched to any one of the states in which the second friction engagement mechanism is released from being fixed to the transmission case while being disconnected from the mechanism. 請求項４記載の自動変速機において、
ステータとロータとを備える電動機を備え、
前記減速ギヤ列の第１駆動ギヤに前記電動機のロータが連結されることを特徴とする自動変速機。
The automatic transmission according to claim 4, wherein
An electric motor including a stator and a rotor;
An automatic transmission, wherein a rotor of the electric motor is connected to a first drive gear of the reduction gear train.
JP2009142339A 2009-06-15 2009-06-15 Automatic transmission Expired - Fee Related JP5143789B2 (en)

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