Automatic transmission

The present application claims priority under 35 U.S.C. §119 to Japanese Patent Application No. 2010-247801, filed Nov. 4, 2010, entitled “Automatic Transmission”. The contents of this application are incorporated herein by reference in their entirety.

1. Field of the Invention

The present invention relates to an automatic transmission.

2. Discussion of the Background

In automatic transmissions for vehicles, increasingly large numbers of gear speeds have been employed to improve the running performance and drivability of vehicles. An automatic transmission generally includes planetary gear sets and engagement assemblies including a clutch and a brake. The automatic transmission performs gear changes by changing power transmission routes from one to another by using the engagement assemblies. Thus, the number of gear speeds can be increased by increasing the number of planetary gear sets or engagement assemblies. For example, Japanese Unexamined Patent Application Publication No. 2005-273768 discloses an automatic transmission that achieves eight forward speeds by using three planetary gear sets and six engagement assemblies.

When an engagement assembly, such as a wet clutch, is disengaged (or released), the engagement assembly may cause a frictional loss due to what is called drag. As the number of engagement assemblies is increased to increase the number of gear speeds, the number of engagement assemblies that are disengaged at each gear speed increases accordingly. For example, in the automatic transmission described in Japanese Unexamined Patent Application Publication No. 2005-273768, at each gear speed, two engagement assemblies are engaged while the remaining four engagement assemblies are disengaged. As more engagement assemblies become disengaged, more frictional losses may occur.

According to one aspect of the present invention, an automatic transmission comprises an input shaft, an output member, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, and an engagement mechanism. The input shaft is configured to be rotated with power of a driving source relative to a casing member. Rotation of the input shaft is changed into rotation at a plurality of rotational speeds through a plurality of gear ratios. The output member is to output rotation of the input shaft. The first planetary gear set includes a first sun gear, a first ring gear, and a first carrier supporting a first pinion gear. The second planetary gear set includes a second sun gear, a second ring gear, and a second carrier supporting a second pinion gear. The third planetary gear set includes a third sun gear, a third ring gear, and a third carrier supporting a third pinion gear. The fourth planetary gear set includes a fourth sun gear, a fourth ring gear, and a fourth carrier supporting a fourth pinion gear. The engagement mechanism includes first to sixth engagement assemblies. The first sun gear, the first ring gear, and the first carrier are defined as a first rotary element, a second rotary element, and a third rotary element in the first planetary gear set. The second sun gear, the second ring gear, and the second carrier are defined as a first rotary element, a second rotary element, and a third rotary element in the second planetary gear set. The third sun gear, the third ring gear, and the third carrier are defined as a first rotary element, a second rotary element, and a third rotary element in the third planetary gear set. The fourth sun gear, the fourth ring gear, and the fourth carrier are defined as a first rotary element, a second rotary element, and a third rotary element in the fourth planetary gear set. Each of the first to sixth engagement assemblies is configured to releasably couple at least two of the first to third rotary elements included in each of the first to fourth planetary gear sets to each other, to releasably couple the input shaft to at least one of the first to third rotary elements included in each of the first to fourth planetary gear sets, or to releasably couple at least one of the first to third rotary elements included in each of the first to fourth planetary gear sets to the casing member. The first rotary element of the first planetary gear set is coupled to the input shaft. The first rotary element of the second planetary gear set is coupled to the output member. The first rotary element of the third planetary gear set is releasably coupled to the input shaft via the first engagement assembly. The first rotary element of the fourth planetary gear set is releasably coupled to the input shaft via the second engagement assembly. The second rotary element of the first planetary gear set, the second rotary element of the third planetary gear set, and the second rotary element of the fourth planetary gear set are coupled to one another via a first joint member. The third rotary element of the first planetary gear set and the second rotary element of the second planetary gear set are coupled to each other via a second joint member. The third rotary element of the second planetary gear set and the first rotary element of the third planetary gear set are coupled to each other via a third joint member. The third joint member and the casing member are releasably coupled to each other via the third engagement assembly. The third rotary element of the third planetary gear set and the casing member are releasably coupled to each other via the fourth engagement assembly. The third rotary element of the fourth planetary gear set and the casing member are releasably coupled to each other via the fifth engagement assembly. The second joint member and the third rotary element of the fourth planetary gear set are releasably coupled to each other via the sixth engagement assembly. Each of the plurality of gear ratios is provided by setting three of the first to sixth engagement assemblies in a engagement state.

A more complete appreciation of the invention and many of the attendant advantages thereof will be readily obtained as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings.

FIG. 1A is a skeleton diagram of an automatic transmission according to a first embodiment.

FIG. 1B is an illustration of components that rotate integrally.

FIG. 2A is an engagement chart for showing an exemplary engagement status of engagement assemblies.

FIG. 2B is a chart for showing gear ratios of planetary gear sets.

FIG. 3 is a velocity diagram for the automatic transmission according to the first embodiment.

FIG. 4 is an engagement chart for showing another exemplary engagement status of engagement assemblies.

FIG. 5A is a skeleton diagram of an automatic transmission according to a second embodiment.

FIG. 5B is a skeleton diagram of an automatic transmission according to a third embodiment.

FIG. 6A is a skeleton diagram of an automatic transmission according to a fourth embodiment.

FIG. 6B is a skeleton diagram of an automatic transmission according to a fifth embodiment.

FIG. 7 is a velocity diagram for the automatic transmission according to the first embodiment in which the engagement chart shown in FIG. 4 is employed.

The embodiments will now be described with reference to the accompanying drawings, wherein like reference numerals designate corresponding or identical elements throughout the various drawings.

First Embodiment

FIG. 1A is a skeleton diagram of an automatic transmission 1 according to a first embodiment. The automatic transmission 1 includes an input shaft 10 and an output member 11 . The input shaft 10 is rotatably and pivotally supported in a casing member 12 that constitutes a transmission case of the automatic transmission 1 . The output member 11 is supported by a support member 12 a so as to rotate coaxially with the input shaft 10 . The support member 12 a is supported by the casing member 12 .

The input shaft 10 receives power input from a driving source (not illustrated) such as an internal combustion engine or a motor and is thus rotated by the power. A starting device may be provided between the input shaft 10 and the driving source. Providing the starting device brings about an effect of lessening a gear change shock. Examples of a starting device include a clutch-type starting device (such as a single-plate clutch or a multiplate clutch) and a hydraulic coupling starting device (such as a torque converter).

The output member 11 includes an output gear that is concentric with the input shaft 10 . The rotation of the input shaft 10 is transmitted to the output member 11 after being subjected to a speed adjustment by transmission systems that will be described below. The rotation of the output member 11 is transmitted to driving wheels via, for example, a differential gear system, which is not illustrated.

The automatic transmission 1 includes first to fourth planetary gear sets P 1 to P 4 and first to sixth engagement assemblies Q 1 to Q 6 , which serve as transmission systems. The first to fourth planetary gear sets P 1 to P 4 respectively include, as rotational components, sun gears S 1 to S 4 , ring gears R 1 to R 4 , and carriers C 1 to C 4 that support pinion gears pg 1 to pg 4 . The first to fourth planetary gear sets P 1 to P 4 are arranged coaxially with the input shaft 10 . In this embodiment, a single-pinion planetary gear set is employed for each of the first to fourth planetary gear sets P 1 to P 4 .

In this embodiment, the second planetary gear set P 2 is arranged further outward, in the radial direction of the input shaft 10 , than the first planetary gear set P 1 so as to be superposed with the first planetary gear set P 1 with respect to the axial direction of the input shaft 10 . With this arrangement, the length of the automatic transmission 1 is reduced in an axial direction of the automatic transmission 1 (in the axial direction of the input shaft 10 ). Thus, a space in which, for example, to transversely mount the shorter automatic transmission 1 in the vehicle can easily be secured.

In the above arrangement, the ring gear R 1 of the first planetary gear set P 1 and the sun gear S 2 of the second planetary gear set P 2 can be integrally formed. For example, part of a second joint member JM 2 is formed into an annular member, a gear that is to become the ring gear R 1 is formed on the inner circumferential surface of the annular member, and a gear that is to become the sun gear S 2 is formed on the outer circumferential surface of the annular member. As a result, the size of the automatic transmission 1 can be decreased in the radial direction of the automatic transmission 1 .

The first to sixth engagement assemblies Q 1 to Q 6 each releasably couple either one of the following combinations: at least two of the rotational components of the planetary gear sets P 1 to P 4 ; the input shaft 10 and at least one of the rotational components; and at least one of the rotational components and the casing member 12 . In this embodiment, the engagement assemblies Q 1 , Q 2 , and Q 6 are clutches and the engagement assemblies Q 3 to Q 5 are brakes. When each of the first to six engagement assemblies Q 1 to Q 6 is switched between an engaged state and a disengaged state, power transmission routes from the input shaft 10 to the output member 11 are changed from one to another and thus multiple gear speeds are achieved.

In this embodiment, the first to sixth engagement assemblies Q 1 to Q 6 are described as being frictional engagement assemblies. Examples of a frictional engagement assembly include a dry or wet single-plate clutch and a dry or wet multiplate clutch. In this embodiment, wet multiplate clutches are employed. Although a wet clutch can transmit a large amount of torque, it may cause frictional losses due to what is called drag when disengaged.

Referring now to FIGS. 1A and 1B , coupling relationships between components will be described. FIG. 1B illustrates the components that rotate integrally. Specifically, the components in the groups G 1 to G 8 of the automatic transmission 1 are illustrated. In each of the groups G 1 to G 8 , the components are coupled to one another with no engagement assemblies, and constantly and integrally rotate coaxially with the input shaft 10 .

The sun gear S 1 of the first planetary gear set P 1 and the input shaft 10 are coupled to each other and constitute the group G 1 . The ring gear R 2 of the second planetary gear set P 2 and the output member 11 are coupled to each other and constitute the group G 2 .

The carrier C 1 of the first planetary gear set P 1 and the ring gear R 3 of the third planetary gear set P 3 are coupled to the carrier C 4 of the fourth planetary gear set P 4 via a first joint member JM 1 . The carrier C 1 , the ring gear R 3 , the carrier C 4 , and the first joint member JM 1 constitute the group G 3 . The carrier C 2 of the second planetary gear set P 2 and the carrier C 3 of the third planetary gear set P 3 are coupled to each other via a third joint member JM 3 . The carrier C 2 , the carrier C 3 , and the third joint member JM 3 constitute the group G 4 .

The sun gear S 3 of the third planetary gear set P 3 and a member M 2 are coupled to each other and constitute the group G 5 . The ring gear R 1 of the first planetary gear set P 1 and the sun gear S 2 of the second planetary gear set P 2 are coupled to each other via the second joint member JM 2 . The ring gear R 1 , the sun gear S 2 , and the second joint member JM 2 constitute the group G 6 . The ring gear R 4 of the fourth planetary gear set P 4 and the member M 3 are coupled to each other and constitute the group G 7 . The sun gear S 4 of the fourth planetary gear set P 4 and the member M 1 are coupled to each other and constitute the group G 8 .

The carrier C 3 of the third planetary gear set P 3 is releasably coupled to the input shaft 10 via the first engagement assembly Q 1 . Thus, the group G 1 and the group G 4 rotate together when the first engagement assembly Q 1 is engaged. The ring gear R 4 (with the member M 3 ) of the fourth planetary gear set P 4 is releasably coupled to the input shaft 10 via the second engagement assembly Q 2 . Thus, the group G 1 and the group G 7 rotate together when the second engagement assembly Q 2 is engaged.

The third joint member JM 3 and the casing member 12 are releasably coupled to each other via the third engagement assembly Q 3 . Thus, when the third engagement assembly Q 3 is engaged, the group G 4 is fixed to the casing member 12 and is in a stationary state. The sun gear S 3 (with the member M 2 ) of the third planetary gear set P 3 and the casing member 12 are releasably coupled to each other via the fourth engagement assembly Q 4 . Thus, when the fourth engagement assembly Q 4 is engaged, the group G 5 is fixed to the casing member 12 and is in a stationary state.

The sun gear S 4 (with the member M 1 ) of the fourth planetary gear set P 4 and the casing member 12 are releasably coupled to each other via the fifth engagement assembly Q 5 . Thus, when the fifth engagement assembly Q 5 is engaged, the group G 8 is fixed to the casing member 12 and is in a stationary state.

The second joint member JM 2 and the sun gear S 4 (with the member M 1 ) of the fourth planetary gear set P 4 are releasably coupled to each other via the sixth engagement assembly Q 6 . Thus, the group G 6 and the group G 8 rotate together when the sixth engagement assembly Q 6 is engaged.

FIG. 2A is an engagement chart for showing an exemplary engagement status of the engagement assemblies Q 1 to Q 6 . In FIG. 2A , “O” denotes an engaged state and a blank denotes a disengaged state. In addition, the row “Gear Ratio” shows gear ratios between the input shaft 10 and the output member 11 .

In the automatic transmission 1 according to this embodiment, eight forward speeds and one reverse speed (RVS) are achieved by engaging three of the first to sixth engagement assemblies Q 1 to Q 6 at each gear speed. Accordingly, the automatic transmission 1 has fewer (three) engagement assemblies that are disengaged at each gear speed than in the known case where two engagement assemblies are engaged. Thus, the frictional losses can be decreased.

Note that the engaged state of the fifth engagement assembly Q 5 at the first gear speed and the engaged state of the second engagement assembly Q 2 at the fifth gear speed have no effect on power transmission between the input shaft 10 and the output member 11 . However, if the fifth engagement assembly Q 5 is engaged at the first gear speed, an effect of reducing the time required to upshift will be obtained, because the fifth engagement assembly Q 5 is to be engaged at the second gear speed. Moreover, if the second engagement assembly Q 2 is engaged at the fifth gear speed, an effect of reducing the time required to upshift and downshift will be obtained, because the second engagement assembly Q 2 is to be engaged at the fourth and sixth gear speeds.

FIG. 2B shows gear ratios (between the sun gear and the ring gear) of the planetary gear sets P 1 to P 4 . FIG. 3 is a velocity diagram for the automatic transmission 1 . The velocity diagram of FIG. 3 illustrates ratios of the number of rotations of each of the groups G 1 to G 8 , with respect to the input that is input to the input shaft 10 , for all the gear speeds. The vertical axis represents the speed ratio, “1” denotes that the number of rotations is equal to that of the input shaft 10 (the group G 1 ), and “0” denotes that the group is stationary. The horizontal axis is based on the gear ratios between the rotational components of the first to fourth planetary gear sets P 1 to P 4 .

For example, at the first gear speed, the third and fourth engagement assemblies Q 3 and Q 4 are engaged (see FIG. 2A ), and thus the groups G 4 and G 5 are stopped. Consequently, the group G 3 is also stopped. Here, the input that is input to the input shaft 10 causes the sun gear S 2 (the group G 6 ) of the second planetary gear set P 2 to rotate via the first planetary gear set P 1 as well as to rotate the ring gear R 2 (the group G 2 ) (while the carrier C 2 (the group G 4 ) is stopped).

At the first gear speed, the fifth engagement assembly Q 5 is also engaged (see FIG. 2A ). Thus, the group 8 is stopped together with the group 3 and consequently, the group G 7 is also stopped. In the velocity chart of FIG. 3 , the speed line for the first gear speed denoted by “1st” indicates “0” for each of the groups G 3 to G 5 and G 7 . Here, the group G 6 is rotated (reversely), the group G 2 is rotated via the second planetary gear set P 2 , and torque is output.

Instead of the engagement chart of FIG. 2A , an engagement chart shown in FIG. 4 is also employable. The engagement chart of FIG. 4 is different from the engagement chart of FIG. 2A in terms of the engagement assemblies engaged at the first gear speed and the fifth gear speed. Specifically, at the first gear speed, the fifth engagement assembly Q 5 is engaged in the example shown in FIG. 2A , while the fifth engagement assembly Q 5 is disengaged and the sixth engagement assembly Q 6 is engaged in the example shown in FIG. 4 . At the fifth gear speed, the second engagement assembly Q 2 is engaged in the example shown in FIG. 2A , while the second engagement assembly Q 2 is disengaged and the sixth engagement assembly Q 6 is engaged in the example shown in FIG. 4 .

In the example shown in FIG. 4 , the engaged state of the sixth engagement assembly Q 6 at the first gear speed and the engaged state of the sixth engagement assembly Q 6 at the fifth gear speed have no effect on power transmission between the input shaft 10 and the output member 11 . However, if the sixth engagement assembly Q 6 is engaged at the first gear speed, an effect of reducing the time required to upshift will be obtained, because the sixth engagement assembly Q 6 is to be engaged at the second gear speed. Moreover, if the sixth engagement assembly Q 6 is engaged at the fifth gear speed, an effect of reducing the time required to upshift and downshift will be obtained, because the sixth engagement assembly Q 6 is to be engaged at the fourth and sixth gear speeds.

FIG. 7 is a velocity chart for the case where the engagement chart shown in FIG. 4 is employed. The velocity chart shown in FIG. 7 is different from the velocity chart shown in FIG. 3 only in terms of the speed lines for the fourth planetary gear set P 4 at the first gear speed (1st) and the fifth gear speed (5th).

Second Embodiment

Although the first to sixth engagement assemblies Q 1 to Q 6 are described as being frictional engagement assemblies in the first embodiment, meshing-type engagement assemblies such as dog clutches/brakes may also be employed.

Compared with a frictional engagement assembly, a meshing-type engagement assembly substantially causes no frictional losses due to drag when disengaged. The meshing-type engagement assembly can also transmit a large amount of torque. On the other hand, the meshing-type engagement assembly causes a stronger gear change shock. For lessening the gear change shock, complex control or a longer time for changing from the disengaged state to the engaged state is required. For this reason, it is preferable that either the frictional engagement assembly or the meshing-type engagement assembly be used in accordance with the location.

FIG. 5A is a skeleton diagram of an automatic transmission 2 according to a second embodiment. The structure of the automatic transmission 2 is almost the same as that of the automatic transmission 1 according to the first embodiment except that the automatic transmission 2 includes a third engagement assembly Q 3 ′ and a fourth engagement assembly Q 4 ′, which are dog brakes, that replace the third engagement assembly Q 3 and the fourth engagement assembly Q 4 , respectively.

In the automatic transmission 1 according to the first embodiment, the third engagement assembly Q 3 is engaged at the reverse gear speed and the first gear speed and disengaged at the other gear speeds (see FIG. 2A and FIG. 4 ). This means that the third engagement assembly Q 3 is disengaged most of the time while the vehicle is travelling and thus greatly causes frictional losses. In addition, a large amount of torque is applied to an engagement assembly at the reverse gear speed or the first gear speed. To address this situation, a dog brake (the third engagement assembly Q 3 ′), which substantially causes no frictional losses due to drag when disengaged, is employed in the second embodiment.

In the automatic transmission 1 according to the first embodiment, the fourth engagement assembly Q 4 is engaged at the first to fifth gear speeds (see FIG. 2A and FIG. 4 ) to which the automatic transmission 1 is frequently set while the vehicle is travelling. At the reverse gear speed and the sixth to eighth gear speeds where the fourth engagement assembly Q 4 is disengaged, the group 5 with which the fourth engagement assembly Q 4 is supposed to be engaged rotates fast (see FIG. 3 ). The fourth engagement assembly Q 4 thus greatly causes frictional losses. To address this situation, a dog brake (a fourth engagement assembly Q 4 ′), which substantially causes no frictional losses due to drag when disengaged, is employed in the second embodiment.

Although dog clutches/brakes are employed as examples in this embodiment, two-way clutches/brakes are also employable. For example, two-way brakes may be employed as the third and fourth engagement assemblies Q 3 and Q 4 of the automatic transmission 1 according to the first embodiment. Employing two-way brakes also brings about an effect of decreasing the frictional losses.

Third Embodiment

Since dog brakes are employed as the third and fourth engagement assemblies Q 3 ′ and Q 4 ′ in the second embodiment, a gear change shock caused during a gear change from the neutral gear to the first gear speed may become larger. More specifically, when a torque converter or the like is used as a starting device, the input shaft 10 is also rotating at the neutral gear, and thus the groups G 4 and G 5 illustrated in FIG. 1B also rotate, to which the third and fourth engagement assemblies Q 3 ′ and Q 4 ′ are supposed to be engaged, respectively. For this reason, when the third and fourth engagement assemblies Q 3 ′ and Q 4 ′ are engaged according to the engagement chart shown in FIG. 2A or 4 , the engagements are not performed smoothly and a large gear change shock may occur during a gear change from the neutral gear to the first gear speed. To address this situation, another engagement assembly may be additionally provided.

FIG. 5B is a skeleton diagram of an automatic transmission 3 according to a third embodiment. The structure of the automatic transmission 3 is almost the same as that of the automatic transmission 2 (see FIG. 5A ) according to the second embodiment except that the automatic transmission 3 additionally includes a seventh engagement assembly Q 7 . The seventh engagement assembly Q 7 is an engagement assembly that releasably couples the carrier C 4 (the group G 3 ) of the fourth planetary gear set P 4 to the casing member 12 . The seventh engagement assembly Q 7 is described as a frictional engagement assembly in this embodiment.

When a gear change is to be performed from the neutral gear to the first gear speed, the seventh engagement assembly Q 7 is engaged before the third and fourth engagement assemblies Q 3 ′ and Q 4 ′ are engaged so that the group G 3 is rotated at a slower speed or stopped. As a consequence, the groups G 4 and G 5 are rotated at a slower speed or stopped. Thus, the third and fourth engagement assemblies Q 3 ′ and Q 4 ′ are allowed to be engaged smoothly with a smaller gear change shock. As described, since the seventh engagement assembly Q 7 is provided for the reduction of the gear change shock by reducing or stopping the rotations of the groups G 3 to G 5 , the seventh engagement assembly Q 7 only needs to transmit a relatively small amount of torque.

Fourth Embodiment

In the first embodiment, the length of the automatic transmission 1 in the axial direction is decreased by arranging the second planetary gear set P 2 further outward, in the radial direction of the input shaft 10 , than the first planetary gear set P 1 so that the second planetary gear set P 2 is superposed with the first planetary gear set P 1 with respect to the axial direction of the input shaft 10 . However, the length of an automatic transmission in the axial direction may be further decreased.

FIG. 6A is a skeleton diagram of an automatic transmission 4 according to a fourth embodiment. The automatic transmission 4 is different from the automatic transmission 1 according to the first embodiment only in the arrangement of the components.

In the automatic transmission 4 according to this embodiment, the fourth planetary gear set P 4 , the output member 11 , the first and second planetary gear sets P 1 and P 2 , and the third planetary gear set P 3 are arranged in this order in the axial direction of the input shaft 10 . The fifth and sixth engagement assemblies Q 5 and Q 6 are arranged between the fourth planetary gear set P 4 and the output member 11 . The first engagement assembly Q 1 is arranged between the first and third planetary gear sets P 1 and P 3 .

The fifth engagement assembly Q 5 is arranged further outward, in the radial direction of the input shaft 10 , than the sixth engagement assembly Q 6 so as to be superposed with the sixth engagement assembly Q 6 with respect to the axial direction of the input shaft 10 . The fourth engagement assembly Q 4 is arranged further outward, in the radial direction of the input shaft 10 , than the third planetary gear set P 3 so as to be superposed with the third planetary gear set P 3 with respect to the axial direction of the input shaft 10 . The third engagement assembly Q 3 is arranged further outward, in the radial direction of the input shaft 10 , than the first engagement assembly Q 1 so as to be superposed with the first engagement assembly Q 1 with respect to the axial direction of the input shaft 10 .

With these arrangements, the length of the automatic transmission 1 in the axial direction may be further decreased. Thus, a space in which, for example, to transversely mount the shorter automatic transmission 1 in the vehicle can easily be secured.

Fifth Embodiment

FIG. 6B is a skeleton diagram of an automatic transmission 5 according to a fifth embodiment. The automatic transmission 5 is a combination of the automatic transmission 4 according to the fourth embodiment and the automatic transmission 2 according to the second embodiment. Specifically, the automatic transmission 5 is obtained by replacing the third engagement assembly Q 3 and the fourth engagement assembly Q 4 in the automatic transmission 4 according to the fourth embodiment with the third and fourth engagement assemblies Q 3 ′ and Q 4 ′, which are dog brakes, in the automatic transmission 2 according to the second embodiment. The automatic transmission 5 having this structure has both advantages described in relation to the second and fourth embodiments.

According to an embodiment of the invention, an automatic transmission is provided that includes an input shaft that is rotated by power input from a driving source; an output member that allows rotation of the input shaft to be transmitted thereto after the rotation has been subjected to a speed adjustment; first to fourth planetary gear sets that each include a sun gear, a ring gear, and a carrier as rotational components, the carrier supporting a pinion gear; and first to sixth engagement assemblies that each releasably couple either at least two of the rotational components to each other, the input shaft to at least one of the rotational components, or at least one of the rotational components to a casing member. A first rotational component of the first planetary gear set is coupled to the input shaft. A first rotational component of the second planetary gear set is coupled to the output member. A first rotational component of the third planetary gear set is releasably coupled to the input shaft via the first engagement assembly. A first rotational component of the fourth planetary gear set is releasably coupled to the input shaft via the second engagement assembly. A second rotational component of the first planetary gear set, a second rotational component of the third planetary gear set, and a second rotational component of the fourth planetary gear set are coupled to one another via a first joint member. A third rotational component of the first planetary gear set and a second rotational component of the second planetary gear set are coupled to each other via a second joint member. A third rotational component of the second planetary gear set and the first rotational component of the third planetary gear set are coupled to each other via a third joint member. The third joint member and the casing member are releasably coupled to each other via the third engagement assembly. A third rotational component of the third planetary gear set and the casing member are releasably coupled to each other via the fourth engagement assembly. A third rotational component of the fourth planetary gear set and the casing member are releasably coupled to each other via the fifth engagement assembly. The second joint member and the third rotational component of the fourth planetary gear set are releasably coupled to each other via the sixth engagement assembly. Three of the first to sixth engagement assemblies are engaged at each gear speed.

In the automatic transmission according to an embodiment of the invention, three of the first to sixth engagement assemblies are engaged at a gear speed. Accordingly, the automatic transmission has fewer (three) engagement assemblies that are disengaged at each gear speed than in the known case where two engagement assemblies are engaged. Thus, the frictional losses can be decreased.

The second planetary gear set may be arranged further outward, in a radial direction of the input shaft, than the first planetary gear set so as to be superposed with the first planetary gear set with respect to an axial direction of the input shaft. The third rotational component of the first planetary gear set and the second rotational component of the second planetary gear set may be integrally formed. With this structure, the length of the automatic transmission can be decreased in the axial direction of the automatic transmission.

The fourth planetary gear set, the output member, the first and second planetary gear sets, and the third planetary gear set may be arranged in this order in the axial direction of the input shaft. The fifth and sixth engagement assemblies may be arranged between the fourth planetary gear set and the output member. The fifth engagement assembly may be arranged further outward, in the radial direction of the input shaft, than the sixth engagement assembly so as to be superposed with the sixth engagement assembly with respect to the axial direction of the input shaft. The first engagement assembly may be arranged between the first planetary gear set and the third planetary gear set. The third engagement assembly may be arranged further outward, in the radial direction of the input shaft, than the first engagement assembly so as to be superposed with the first engagement assembly with respect to the axial direction of the input shaft. The fourth engagement assembly may be arranged further outward, in the radial direction of the input shaft, than the third planetary gear set so as to be superposed with the third planetary gear set with respect to the axial direction of the input shaft. With this structure, the length of the automatic transmission can be decreased in the axial direction of the automatic transmission.

At least one of the third and fourth engagement assemblies may be a meshing-type engagement assembly. With this structure, the frictional losses can be further decreased.

At least one of the third and fourth engagement assemblies may be a two-way clutch. With this structure, the frictional losses can be further decreased.

The third and fourth engagement assemblies may be meshing-type engagement assemblies. The automatic transmission may further include a seventh engagement assembly that releasably couples the second rotational component of the fourth planetary gear set to the casing member. With this structure, the frictional losses can be further decreased while a gear change shock caused by employing the meshing-type engagement assemblies is lessened.

The automatic transmission may further include a clutch-type starting device arranged between the input shaft and the driving source. In addition, the automatic transmission may further include a hydraulic coupling starting device arranged between the input shaft and the driving source.

According to an embodiment of the present invention, fewer engagement assemblies are disengaged at each gear speed and thus the frictional losses can be decreased.

Obviously, numerous modifications and variations of the present invention are possible in light of the above teachings. It is therefore to be understood that within the scope of the appended claims, the invention may be practiced otherwise than as specifically described herein.