KR100308993B1 - Gear train for automatic transmission - Google Patents

Abstract

PURPOSE: A gear train for an automatic transmission is provided to reduce the size and to decrease the weight by realizing forward 6-speed and reverse 1-speed with three planetary gears and five frictional factors. CONSTITUTION: A gear train of an automatic transmission is composed of a first planetary gear(PG1) having variable factors connected to an input shaft(1) and a transmission housing(3), and a fixed factor transmitting power to a transfer driver gear(5); a second planetary gear(PG2) having factors connected the factor of the first planetary gear, the transmission housing and the input shaft; a third planetary gear(PG3) having factors connected to the factors of the first and second planetary gears and the transfer drive gear; first, second and third clutches(C1,C2,C3) transmitting input from planetary gears to the transfer drive gear by connecting the factors of first and third planetary gears to the input shaft; and first and second brakes(B1,B2) variably connecting factors of first and second planetary gears to the transmission housing. The size and the weight are reduced by realizing forward 6-speed and reverse 1-speed.

Description

Gear train for automatic transmission

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gear train for an automatic transmission, and more particularly, to a gear train for an automatic transmission that realizes a sixth forward speed and a first reverse speed by efficiently combining a clutch, a brake, and a planetary gear.

In general, an automatic transmission is configured to automatically realize a multi-stage shift by controlling each element of a compound planetary gear, which is operated and deactivated by a hydraulic control system controlled by a transmission control unit (TCU), connected thereto. .

Such a gear train is commonly referred to as a combination of a planetary gear and a friction element to realize multi-stage shifting.

These gear trains can be configured in various ways according to the target shift speed. Especially, the gear train that realizes 6 forward speeds and 1 reverse speed is composed of a combination of eight clutches and brakes and four planetary gears. It consists of.

However, the gear train for the automatic transmission as described above has a disadvantage in that it increases in size and weight due to the large number of clutches and brakes, and because there are many non-operating friction elements that cause power loss.

Therefore, the present invention was created in order to avoid the above disadvantages, and the object of the present invention is to achieve miniaturization and light weight while achieving six forward speeds and one reverse speed with three planetary gears and five friction elements, and achieve power efficiency. It is to provide a gear train for an automatic transmission.

1 is a configuration diagram of a gear train for an automatic transmission according to the present invention.

2 is a friction element operation table for each shift stage of a gear train for an automatic transmission according to the present invention.

3 is a speed diagram showing a speed ratio of the D range 1 speed of the gear train for an automatic transmission according to the present invention.

Fig. 4 is a speed diagram showing the speed ratio at the second speed D range of the gear train for an automatic transmission according to the present invention.

Fig. 5 is a speed diagram showing the speed ratio of the D range three speeds of the gear train for an automatic transmission according to the present invention.

Fig. 6 is a speed diagram showing the speed ratio of the D range four speeds of the gear train for an automatic transmission according to the present invention.

FIG. 7 is a speed diagram showing a speed ratio of the D range 5 speeds of the gear train for an automatic transmission according to the present invention. FIG.

Fig. 8 is a speed diagram showing a speed ratio of the D range six speeds of the gear train for an automatic transmission according to the present invention.

Fig. 9 is a speed diagram showing the speed ratio at R range 1 speed of the gear train for automatic transmission according to the present invention.

<Explanation of symbols for the main parts of the drawings>

1: input shaft, 3: transmission housing, 5: transfer drive gears B1, B2: 1st, 2nd brake, C1, C2, C3: 1st, 2, 3 clutch, PG1, PG2, PG3: 1st, 2, 3 Planetary gears

In order to realize this, the gear train for an automatic transmission according to the present invention includes three planetary gears fixed and variably connected to specific elements;

It includes five friction elements that selectively and variably connect the input shaft, each element of the planetary gear, and the transmission housing to control these planetary gears so as to realize six forward speeds and one reverse speed.

More specifically, the gear train for an automatic transmission according to the present invention has a first variable variable connection to the input shaft, an element fixedly connected thereto to transfer power to the transfer drive gear, a first variable variable connection to the input shaft and the transmission housing Planetary gears;

A second planetary gear having an element variably connected to the input shaft and the transmission housing and an element fixedly connected to one element of the first planetary gear;

A third planetary gear having an element fixedly connected to the transmission housing, an element fixedly connected thereto to transmit power to a transfer drive gear together with an element of the first planetary gear, and an element fixedly connected to one element of the second planetary gear ;

The first, second and third planetary gears fixed and variably connected as described above transfer the inputs to the input shaft to six forward speeds and one reverse speed to transfer the specific elements of the first and second planetary gears. First and second clutches variably connected to the input shaft, and first and second brakes variably connecting specific elements of the first and second planetary gears to the transmission housing.

In the gear train for an automatic transmission of the present invention configured as described above, the hydraulic control system selectively controls the first, second and third clutches and the first and second brakes to control the first, second and third planetary gears. Achieves six forward speeds and one reverse speed.

That is, the first clutch and the first brake in the D range 1 speed, the first clutch and the second brake in the D range 2 speed, the first and second clutches in the D range 3 speed, the first and the third clutch in the D range 4 speed, and the D range 5 speed. In the second, third and sixth ranges, the third and second brakes are operated, and in the first, the second and third clutches are operated.

BEST MODE Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a configuration diagram of a gear train for an automatic transmission according to the present invention, and is configured to realize six forward speeds and one reverse speed with three planetary gears and five friction elements.

That is, the gear train of the present embodiment is a variable connection of the first, second, third planetary gears (PG1, PG2, PG3), the specific elements of the first, second, third planetary gears (PG1, PG2, PG3) to the input shaft (1) First and second brakes B1 and B2 for variably connecting specific elements of the first, second and third clutches C1, C2 and C3 and the first and second planetary gears PG1 and PG2 to the transmission housing 3. It is provided.

The first planetary gear PG1 may include an element that is variably connected to the input shaft 1, an element that is fixedly connected to the transfer drive gear 5 to transmit power, and an element that is variably connected to the input shaft and the transmission housing 3. Have

The first planetary gear (PG1) is composed of a single pinion planetary gear, its sun gear (S1) is variably connected to the input shaft (1), the carrier (Ca1) is fixedly connected to the transfer drive gear (5), ring gear R1 is variably connected to the input shaft 1 and the transmission housing 3, respectively.

The second planetary gear PG2 has an element that is variably connected to the input shaft 1 and the transmission housing 3, and an element that is fixedly connected to one element of the first planetary gear PG1.

The second planetary gear (PG2) is composed of a single pinion planetary gear, its sun gear (S2) is variably connected to the input shaft (1) and the transmission housing (3), the ring gear (R2) is the first planetary gear (PG1) ) Is fixedly connected to the sun gear S1.

In addition, the third planetary gear PG3 is an element fixedly connected to the transmission housing 3, an element fixedly connected thereto so as to transmit power to the transfer drive gear 5 together with an element of the first planetary gear PG1. It has an element fixedly connected to one element of the planetary gear PG2.

The third planetary gear (PG3) is composed of a single pinion planetary gear, its sun gear (S3) is fixedly connected to the transmission housing (3), the carrier (Ca3) of the carrier (Ca1) of the first planetary gear (PG1) Together with the transfer drive gear 5, the ring gear R3 is fixedly connected to the carrier Ca2 of the second planetary gear PG2.

On the other hand, the first clutch C1 is provided between them to variably connect the input shaft 1 and the sun gear S1 of the first planetary gear PG1, and the second clutch C2 is the input shaft 1 and the second. It is provided between them so as to variably connect the sun gear S2 of the planetary gear PG2, and the third clutch C3 variably connects the ring shaft R1 of the input shaft 1 and the first planetary gear PG1. It is installed between.

The first brake B1 is installed therebetween so as to variably connect the ring gear R1 of the first planetary gear PG1 to the transmission housing 3, and the second brake B2 is the second planetary gear PG2. Is installed between them so as to variably connect the sun gear S2 to the transmission housing 3.

As described above, the gear train including the first, second and third planetary gears PG1, PG2 and PG3 may be moved to the first, second and third clutches C1, C2 and C3 and the first and second brakes B1 and B2. By controlling, the carriers Ca1 and Ca3 of the first and third planetary gears PG1 and PG3 are fixedly connected to the transfer drive gear 5 so as to transmit the outputs of the sixth forward speed and the first reverse speed to the transfer drive gear 5. .

In the gear train for the automatic transmission configured as described above, the transmission control unit (TCU) is a hydraulic control system according to the driving state of the vehicle, such as the vehicle speed and the throttle opening, and the first, second, and third clutches (C1, C2, C3). And first and second brakes B1 and B2 are selectively operated and released as shown in FIG. 2, thereby realizing 6 forward speeds and 1 reverse speed.

That is, the first, second and third clutches C1, C2 and C3 and the first and second brakes B1 and B2 are released in the D range angular speed and the R range as shown in FIG. The three planetary gears PG1, PG2, and PG3 have the first, second, third, fourth, fifth, sixth and seventh levers L1, L2, as shown in FIGS. 3, 4, 5, 6, 7, 8, and 9. L3, L4, L5, L6, L7).

These first, second, third, fourth, fifth, sixth and seventh levers (L1, L2, L3, L4, L5, L6, L7) are elements of the first, second, and third planetary gears (PG1, PG2, PG3). It is represented by the first, second, third, fourth, fifth node (N1, N2, N3, N4, N5).

That is, the first node N1 is the sun gear S2 of the second planetary gear PG2, and the second node N2 is the ring gear R1 and the sun gear, respectively, of the first and third planetary gears PG1 and PG3. S3), the third node N3 is a carrier Ca1, Ca3 of each of the first and third planetary gears PG1 and PG3, and the fourth node N4 is a carrier of the second and third planetary gears PG2 and PG3. Ca2, the ring gear R3, and the fifth node N5 refer to the sun gear S1 and the ring gear R2 of the first and second planetary gears PG1 and PG2, respectively.

Therefore, in the following description, the operation state of each shift stage for each range will be described referring to each node in place of each element of the first, second and third planetary gears PG1, PG2 and PG3.

(D range 1 speed)

Since the first clutch C1 and the first brake B1 are operated in the D-range 1 speed state, the third node N3 is an output element and a second node at the first lever L1 as shown in FIG. 3. N2) is a reaction force element, and the fifth node N5 is an input element. In this case, it is assumed that the output of the third node N3 is 1 (omitted below the vertical direction).

Therefore, when the position of 1 of the second node N2 and the third node N3, which are reaction force elements, is connected, the first speed line l1 is obtained. In this case, the size of the vertical direction in the fifth node N5, which is an input element, is an input speed ratio D1 of the D range 1 to the output 1.

That is, since the input speed ratio D1 of the D range 1 speed is greater than the output 1, it can be seen that the output is decelerated at the D range 1 speed.

(D-range 2 speed)

When the vehicle speed and the throttle opening degree reach the second speed condition in the above D range 1 speed state, the transmission control unit (TCU) realizes the second speed control.

That is, in the D-range 2 speed state, since the first brake B1 is released and the second brake B2 is operated while the first clutch C1 operates, the second lever L2 is shown in FIG. 4. ), The first, second and third planetary gears PG1, PG2 and PG3 form different first, second and third second speed diagrams (l2 ', l2 ", l2"'), and the input element is a fifth node. N5, the reaction force element becomes the first node N1.

Therefore, if the position of the fourth node N4 and the first node N1 are connected on the second 2nd speed line ℓ2 ", the size of the vertical direction in the fifth node N5, which is an input element, is D range for output 1. The input speed ratio D2 at two speeds.

That is, in the D range 2 speed, the input speed ratio D2 of the D range 2 speed is smaller than the input speed ratio D1 of the D range 1 speed with respect to the same output as the D range 1 speed. It can be seen that it is increased. In addition, since the input speed ratio D2 of the D range 2 speed is greater than the output 1, the output is decelerated even in the D range 2 speed.

(D-range 3 speed)

When the vehicle speed and the throttle opening degree reach the 3 speed condition in the above D range 2 speed state, the transmission control unit TCU realizes the 3 speed control.

That is, in the D range 3 speed state, since the second brake B2 is released and the second clutch C2 is operated while the first clutch C1 is operated, the third lever L3 as shown in FIG. 5. ), The first, second and third planetary gears PG1, PG2 and PG3 form different first, second and third three-speed diagrams l3 ', l3 ", l3"', and the input elements 5 nodes N1 and N5.

Accordingly, when the position of the fourth node N4 and the position of the same size of the first and fifth nodes N1 and N5 are connected on the second third speed line ℓ3 ″, the first and fifth nodes N1 and N5 which are input elements are connected. ), The vertical direction is the input speed ratio D3 of D range 3 speed to output 1.

That is, in the D range 3 speed, the input speed ratio D3 of the D range 3 speed becomes smaller than the input speed ratio D2 of the D range 2 speed for the same output as the D range 2 speed. It can be seen that it is increased. In addition, since the input speed ratio D3 of the D range 3 speed is greater than the output 1, it can be seen that the output is decelerated even at the D range 3 speed.

(D-range 4 speed)

If the vehicle speed and the throttle opening degree reach the 4 speed conditions in the above D range 3 speed state, the transmission control unit (TCU) realizes 4 speed control.

That is, in the D range 4 speed state, since the second clutch C2 is released and the third clutch C3 is operated while the first clutch C1 is operated, the fourth lever L4 as shown in FIG. 6. ), The first, second and third planetary gears PG1, PG2 and PG3 form different first, second and third four speed diagrams l4 ', l4 "and l4"', and the input elements It becomes five nodes N2 and N5.

Accordingly, when the position of the third node N3 and the position of the same size of the second and fifth nodes N2 and N5 are connected on the first fourth speed line ℓ4 ', the vertical direction of the fifth node N5 is an input element. The position of the second node N2, which is another input element of the same size as that of the fifth node N5, is the input speed ratio D4 of the D range 4 speed to the output 1.

That is, in the D range 4 speed, the input speed ratio D4 of the D range 4 speed becomes smaller than the input speed ratio D3 of the D range 3 speed for the same output as the D range 3 speed, so the output of the D range 4 speed is lower than that of the D range 3 speed. It can be seen that it is increased. And it can be seen that the input speed ratio D4 of the D range 4 speed is equal to the output 1.

(D-range 5 speed)

When the vehicle speed and the throttle opening degree reach the 5-speed condition in the D-range 4-speed state as described above, the transmission control unit (TCU) realizes 5-speed control.

That is, in the D range 5 speed state, since the first clutch C1 is released and the second clutch C2 is operated while the third clutch C3 is operated, the fifth lever L5 as shown in FIG. 7. ), The first, second and third planetary gears PG1, PG2 and PG3 form different first, second and third fifth speed diagrams l5 ', l5 ", l5"', and the input elements It becomes two nodes N1 and N2.

Accordingly, the position of the fourth node N4, the position smaller than 1 of the first node N1, and the predetermined position of the fifth node N5 are connected on the third fifth speed line l5 ″ ′, and the first node N1 is connected. When the position of the second node N2 having the same size as the position of the third node N3 and the position of the fifth node N5 is connected, the first and second nodes N1 and N2 which are the same input elements are connected. ), The vertical direction is the input speed ratio D5 of D range 5 to output 1.

That is, in the D range 5 speed, the input speed ratio D5 of the D range 5 speed becomes smaller than the input speed ratio D4 of the D range 4 speed for the same output as the D range 4 speed. It can be seen that it is increased. Since the input speed ratio D5 of the D range 5 speed is smaller than the output 1, it can be seen that the speed is increased at the D range 5 speed.

(D range six speed)

When the vehicle speed and the throttle opening degree reach the six-speed condition in the above-mentioned D range five-speed state, the transmission control unit TCU realizes six-speed control.

That is, in the D range 6 speed state, since the second clutch C2 is released and the second brake B2 is operated while the third clutch C3 is operated, the sixth lever L6 is illustrated in FIG. 8. ), The first, second and third planetary gears PG1, PG2 and PG3 form different first, second and third sixth speed diagrams l6 ', l6 ", l6"', and the input element is a second node. It becomes (N2).

Accordingly, the position of the fourth node N4 and the predetermined positions of the first node N1 and the fifth node N5 on the second sixth speed line ℓ6 ″ is connected, and the position of 1 of the third node N3, When the position of the fifth node N5 is connected, the size of the vertical direction in the second node N2 as the input element is the input speed ratio D6 of the D range 6 to the output 1.

That is, in the D range 6 speed, the input speed ratio D6 of the D range 6 speed becomes smaller than the input speed ratio D5 of the D range 5 speed for the same output as the D range 5 speed. It can be seen that it is increased. In addition, since the input speed ratio D6 of the D range 6 speed is smaller than the output 1 and smaller than the input speed ratio D5 of the D range 5 speed, it can be seen that the speed of the D range 6 is increased more than the D range 5 speed.

(R range 1 speed)

In the R range 1 speed state, since the second clutch C2 and the first brake B1 are operated, the third node N3 is the output element and the second node in the seventh lever L7 as shown in FIG. 9. N2) is a reaction force element, and the first node N1 is an input element.

Therefore, when the position of the first node N1 and the second node N2 and the third node N3, which are reaction force elements, are connected, the R range 1 speed diagram lR1 is obtained. In this case, the size of the vertical direction in the first node N1, which is an input element, is an input speed ratio r1 of the R range 1 speed to the output 1. Herein, the input speed ratio r1 of the R range 1 speed is lowered to 0 or less in the seventh lever L7 because output 1 is assumed to be upward.

That is, in the R range 1 speed, the output is reverse to the input rotation direction.

As described above, the gear train for the automatic transmission according to the present invention effectively combines three planetary gears, three clutches, and two brakes to selectively operate and release the clutch and the brake, thereby achieving six forward speeds and one reverse speed. ;

In addition, the number of clutches and brakes can be reduced to realize miniaturization and light weight, and the power efficiency can be improved by reducing non-operating friction elements causing power loss.

Claims (7)

A first planetary gear having first, second and third actuating elements; A second planetary gear having fourth, fifth and sixth operating elements; And A gear train for an automatic transmission comprising a third planetary gear having a seventh, eighth, and ninth operating elements; The first actuating element of the first planetary gear set is connected to the transmission housing via a first brake and to the input shaft via a first clutch and optionally acts as a reaction force element and an input element, the second actuating element being a transfer drive. Connected to the gear to act as an output element, and the third actuating element is connected to the input shaft via the second clutch to act as the input element, The fourth actuating element of the second planetary gear set is directly connected with the third actuating element of the first planetary gear set, the fifth actuating element is directly connected with the seventh actuating element of the third actuating element, and The sixth actuating element is connected to the input shaft via a third clutch and to the transmission housing via a second brake and optionally acts as an input and reaction force element, and The seventh operating element of the third planetary gearset is directly connected to the fifth operating element of the second planetary gearset, and the eighth operating element is directly connected to the second operating element of the first planetary gearset together with the output element. And a ninth actuating element, in direct connection with the transmission housing, to always act as a reaction force element. The gear train of claim 1, wherein the first planetary gear is configured as a single pinion planetary gear. The gear train of claim 1 or 2, wherein the first actuating element of the first planetary gear is a ring gear, the second actuating element is a carrier, and the third actuating element is a sun gear. The gear train of claim 1, wherein the second planetary gear is configured as a single pinion planetary gear. The gear train of claim 1 or 4, wherein the fourth actuating element of the second planetary gear is a ring gear, the fifth actuating element is a carrier, and the sixth actuating element is a sun gear. The gear train of claim 1, wherein the third planetary gear is configured as a single pinion planetary gear. 7. The gear train of claim 1 or 6, wherein the seventh actuating element of the third planetary gear is a ring gear, the eighth actuating element is a carrier, and the ninth actuating element is a sun gear.

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