KR100331639B1 - Power train for automatic transmission - Google Patents

Abstract

PURPOSE: A power train of an automatic transmission is provided to minimize power loss, and to reduce the size of the automatic transmission by realizing 5 forward and reverse ranges with reducing frictional factors and planetary gear sets. CONSTITUTION: A power train for an automatic transmission includes an input shaft(1) rotating by receiving power from a turbine of a torque converter; a double pinion planetary gear set(3) regulating rpm of an output shaft according to power transmission of the input shaft; a single pinion planetary gear set(5) having factors variably connected to the double pinion planetary gear set and a transmission housing, and shifting according to power from the double pinion planetary gear set; first, second and third clutches(C1,C2,C3) variably installed between variable factors of planetary gear sets to transmit power from the input shaft through the double pinion planetary gear set to factors of the single pinion planetary gear set; brakes(B1,B2) variably installed between the single pinion planetary gear set and the transmission housing to fix the factor of the single or double pinion gear set; and a fourth clutch unit(C4) variably mounted between factors of the double pinion planetary gear sets to integrally drive the double pinion planetary gear set. The size of the automatic transmission reduces with performing 5 forward and reverse ranges with two planetary gear sets and six frictional factors.

Description

Power train for automatic transmission

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission for a vehicle, and more particularly, to a power train for an automatic transmission that realizes 5 forward speeds and 1 reverse speed by using two simple planetary gear sets.

BACKGROUND ART In general, an automatic transmission for a vehicle includes a transmission control unit (TCU) for automatically controlling a transmission ratio according to a change in a traveling speed and an engine load of a vehicle.

The transmission control unit (TCU) inputs any one of three elements of the planetary gear set (i.e., sun gear, planet carrier, and ring gear) by controlling a plurality of friction elements installed in the gear train in an active or non-operating state. Element, and control the other element as the reaction element to adjust the number of rotation of the output stage.

The power train, which can output speed ratios of 5 forward speeds and 1 reverse speed, has two planetary gear sets constituting the minimum peripheral speed and one planetary gear set constituting the sub transmission, and operate the planetary gear sets. 6,7 friction elements are used.

Therefore, such a power train for automatic transmissions uses a lot of planetary gear sets, and thus requires a large number of friction elements, which causes a limitation of miniaturization of automatic transmissions.

Therefore, the present invention has been invented to overcome the above problems, the object of the present invention is to reduce the number of planetary gear sets and at the same time using a small number of friction elements to implement the 5 forward and 1 reverse speed automatic The present invention provides a power train for an automatic transmission capable of miniaturizing a transmission.

A specific object of the present invention is to variably connect the sun gear of the double pinion planetary gear set and the sun gear of the single pinion planetary gear set, and to change the ring gear of the double pinion planetary gear set to the ring gear and the planet carrier of the single pinion planetary gear set, respectively. To prevent the rotational elements of the two planetary gear sets rotating at a higher speed than the input shaft or the output shaft at five forward speeds, and the entire double pinion planetary gear set can be driven integrally at the forward and fourth gears. By miniaturizing the automatic transmission and minimizing power loss, the present invention provides a power train for the automatic transmission.

In order to realize this, the power train for an automatic transmission according to the present invention adjusts the number of rotations of the output to the input according to the number of the input shaft rotates by receiving the rotational power of the engine from the turbine of the torque converter, the number of rotational power of the input shaft A double pinion planetary gear set, the element having a variable connection to the element of the double pinion planetary gear set, the element having a variable connection to the transmission housing, the shifting output according to the power transmitted from the double pinion planetary gear set A single pinion planetary gear set, which transmits the rotational power of the input shaft to a single pinion planetary gear set and one or more elements through a double pinion planetary gear set, is variably between each element of the two planetary gear sets. Clutch means to be installed, said single blood Brake means variably installed between an element of a double pinion planetary gear set and a transmission housing to secure one element of an unset planetary gear set and a double pinion planetary gear set connected by said clutch means, said double pinion planetary And other clutch means variably installed between the two elements of the gear set to integrally drive the double pinion planetary gear set.

The power train for the automatic transmission configured as described above operates 5 speeds forward and 1 reverse speed by actuating or deactivating the clutch means and the brake means, and at 5 forward speeds, the rotating elements of the two planetary gear sets are faster than the input shaft or the output shaft. It prevents rotation, and drives the entire double pinion planetary gear set integrally at the forward, fourth and fifth speeds.

Hereinafter, the preferred configuration and operation of the present invention will be described in more detail with reference to the accompanying drawings.

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

2 is a second configuration diagram of a power train for an automatic transmission according to the present invention;

3 is a third configuration diagram of a power train for an automatic transmission according to the present invention.

FIG. 1 is a first configuration diagram of a power train for an automatic transmission according to the present invention, in which a rotational power of the engine E is torque converted from a torque converter T to be transmitted to an input shaft 1 of a gear train. consist of.

The input shaft 1 receives torque from the turbine of the torque converter T to transmit torque to the double pinion planetary gear set 3 of the gear train, and the double pinion planetary gear set 3 is a single pinion planetary gear. A clutch hook-up is achieved to transmit the shifted torque to the set 5.

That is, the input shaft 1 is connected to the planetary carrier 9 in which the pinion gear 7 of the double pinion planetary gear set 3 is installed in a fixed coupling structure.

And between the sun gear 11 of the double pinion planetary gear set (3) and the sun gear 13 of the single pinion planetary gear set (5) is provided a first clutch (C1) for enabling power transmission and interruption between them. A second clutch C2 is provided between the ring gear 15 of the double pinion planetary gear set 3 and the ring gear 17 of the single pinion planetary gear set 5 to enable power transmission and interruption therebetween. Between the ring gear 15 of the double-pinion planetary gear set 3 and the planetary carrier 21 of the single-pinion planetary gear set 5 on which the other pinion gear 19 is installed, an agent for enabling power transmission and interruption therebetween. Three clutches C3 are provided to form a gear train.

Meanwhile, when the two planetary gear sets 3 and 5 connected in the variable coupling structure as described above realize shifting, the planetary carrier 21 and the transmission housing of the single pinion planetary gear set 5 can be applied to them. A first brake B1 is provided between the 23 and a second brake B2 is provided between the sun gear 13 and the transmission housing 23 of the planetary gear set 5, respectively.

The first, second and third clutches C1, 2 and 3 and the first and second brakes B1 and 2 realize three speed shifts, and the sun gear 13 of the single-pinion planetary gear set 5 is realized. ) And a second variable variable connection between three selected elements of the double-pinion planetary gear set (3) to apply the input to one or more or two of the planetary carrier (21) to enable forward and reverse speeds. Four clutches C4 are provided.

The fourth clutch C4 is provided between the sun gear 7 and the planet carrier 9 of the double pinion planetary gear set 3.

Meanwhile, the transfer drive gear 25 formed integrally with the ring gear 17 of the single pinion planetary gear set 5 is geared with a transfer driven gear (not shown) to transfer the power shifted to the differential device through the final reduction gear. In the present construction, such a structure is omitted in the present disclosure because a known one can be used, and any structure can be used to realize the object intended by the present invention.

The power train for the automatic transmission of the present invention made as described above comprises three elements of the two planetary gear sets 3 and 5 according to friction elements (clutch and brake means) selectively activated or deactivated by the transmission control unit. Sun gear, planetary carrier, ring gear) is selected as an input element and the other element as a reaction force element, and the transmission ratio of 5 forward speed and 1 reverse speed will be described.

The transmission control unit activates or deactivates the friction element as shown in [Table 1].

TABLE 1

When the shift lever (not shown) is selected as the forward D-range and the opening amount of the throttle valve is increased, the transmission control unit causes the gear train to output the first and second clutches C1 and 2 so as to output the first speed ratio. Hydraulic pressure is supplied to one brake B1 to operate these friction elements.

Hereinafter, the first, second, third, and fourth clutches C1, 2, 3, and 4 and the first and second brakes B1 and 2 mean that hydraulic pressure is supplied from the hydraulic control system.

When the first and second clutches C1 and 2 and the first brake B1 are operated, the sun gear 11 of the double pinion planetary gear set 3 and the sun gear 13 of the single pinion planetary gear set 5 are operated. ) Is connected, and the ring gear 15 of the double pinion planetary gear set 3 and the ring gear 17 of the single pinion planetary gear set 5 are connected, respectively.

Therefore, the planetary carrier 21 of the single pinion planetary gear set 5 acts as a reaction element by the first brake Bl, and the rotational power of the input shaft 1 is the input element of the double pinion planetary gear set 3 as the input element. It is transmitted to the planet carrier 9 and rotates forward, and is transmitted through the pinion gear 7 to the sun gear 11 and the sun gear 13 of the single pinion planetary gear set 5 connected thereto by the first clutch C1. To reverse it.

And the reverse rotational power transmitted to the sun gear 13 is transmitted to its ring gear 17 through the pinion gear 19 of the single-pinion planetary gear set 5 to rotate it forward.

At the same time, the rotational power transmitted to the ring gear 15 through the pinion gear 9 of the double pinion planetary gear set 3 causes the ring gear 15 to rotate forward, and the second clutch to the ring gear 15. It is transmitted to the ring gear 17 of the single pinion planetary gear set 5 connected to (C2) to rotate it forward.

As described above, the rotational power transmitted to the ring gear 17 of the single pinion planetary gear set 5 is transmitted to the transfer drive gear 25 formed integrally therewith, thereby outputting a speed ratio of 1 speed.

When the vehicle speed increases in the first speed state, the transmission control unit deactivates the second clutch C2 while the first clutch C1 and the first brake B1 are operated, and then releases the third clutch C3. It works.

Since the ring gear 15 of the double pinion planetary gear set 3 and the planet carrier 21 of the single pinion planetary gear set 5 act as a reaction element, the double pinion planetary gear set 3 is operated as described above. The rotational power transmitted to the planetary carrier 9 of is transmitted to the sun gear 11 of the single-pinion planetary gear set 5 connected to the sun gear 11 and the first clutch C1 through the pinion gear 7. Rotate them back.

At this time, while the pinion gear 7 is further rotated by the reaction force of the ring gear 15 of the double pinion planetary gear set 3, the sun gear of the planetary gear set 3 is rotated as much as the pinion gear 7 is rotated further. Rotate 11) further.

Therefore, the reverse rotational power transmitted to the sun gear 13 of the single-pinion planetary gear set 5 is transmitted to the ring gear 17 through its pinion gear 19 and forwardly rotated so as to be integrally formed therewith. It is delivered to 25) to output the speed ratio of 2 speed.

When the vehicle speed increases in the second speed state, the transmission control unit deactivates the first brake B1 and operates the second brake B2 while the first and third clutches C1 and 3 are operated. .

Since the sun gears 11 and 13 of the two planetary gear sets 3 and 5 act as reaction elements by the above action, the rotational power transmitted to the planet carrier 9 of the double pinion planetary gear set 3 is It is transmitted to the planet carrier 21 of the single pinion planetary gear set 5 connected to the ring gear 15 and the third clutch C3 through the pinion gear 7 to rotate it forward.

At this time, the rotational power transmitted to the planet carrier 21 of the single-pinion planetary gear set 5 is transmitted to the ring gear 17 thereof while further rotating the pinion gear 19 by the reaction force of the sun gear 13 to further rotate it. It is transmitted to the transfer drive gear 25 is formed integrally therewith to output a three-speed transmission ratio.

When the vehicle speed increases in the third speed state, the transmission control unit deactivates the second brake B2 and operates the fourth clutch C4 while the first and third clutches C1 and 3 operate. .

The rotational force of the input shaft 1 transmitted to the planet carrier 9 of the double pinion planetary gear set 3 while the double pinion planetary gear set 3 and the single pinion planetary gear set 5 are locked by the above operation. Is transmitted to the ring gear 17 of the single-pinion planetary gear set 5 as it is (transmission ratio 1: 1) while being transmitted to the transfer drive gear 25 formed integrally therewith, thereby outputting a transmission ratio of four speeds.

When the vehicle speed increases in the fourth speed state, the transmission control unit deactivates the first clutch C1 and operates the second brake B2 while the third and fourth clutches C3 and 4 operate. .

By the above action, since the double pinion planetary gear set 3 is locked and driven integrally, the sun gear 13 of the single pinion planetary gear set 5 acts as a reaction force element, and thus, by the third clutch C3. The rotational power transmitted to the planet carrier 9 of the double pinion planetary gear set 3 is transmitted to the planet carrier 21 of the single pinion planetary gear set 5 as it is and rotates forward.

At this time, the rotational power transmitted to the planet carrier 21 of the single-pinion planetary gear set 5 is increased by the reaction force of the sun gear 13 and is transmitted to the ring gear 17 to the transfer drive gear 25 formed integrally therewith. The speed ratio of 5 speeds is output.

In the fifth speed state as described above, the second brake B2 is operated to fix the sun gear 13 of the single-pinion planetary gear set 5 to remove the high-speed rotating element, thereby reducing power loss.

Meanwhile, when the reverse R range is selected by the shift lever, the transmission control unit TCU operates the first and fourth clutches C1 and 4 and the first brake B1.

The rotational force of the input shaft 1 transmitted to the planet carrier 9 while the double pinion planetary gear set 3 is locked by the above-described action is the single gear connected to the sun gear 11 and the first clutch C1. It is transmitted to the sun gear 13 of the pinion planetary gear set 5 to rotate it forward.

At this time, the rotational power transmitted to the sun gear 13 transmits the reverse rotational power to the ring gear 17 through the pinion gear 19 in response to the planetary carrier set 21 of the planetary gear set 5.

This reverse rotational power outputs the gear ratio of reverse speed 1 through the transfer drive gear 25 formed integrally with the ring gear 17.

In the reverse shift stage as described above, power loss is reduced since the double pinion planetary gear set 3 is integrally driven to remove the high-speed rotating element.

On the other hand, Figure 2 is a second configuration according to the present invention, and since the first configuration and its overall configuration and operation are the same, a detailed description of the same parts will be omitted, and only other parts will be described.

In other words, while the first configuration is provided between the planetary carrier 9 and the sun gear 11 of the double-pinion planetary gear set 3, the installation position of the fourth clutch C4 operated at the forward speeds 4 and 5 and the reverse shift stage is different. This second configuration differs only in that the installation position of the fourth clutch C4 is between the planetary carrier 9 and the ring gear 15 of the double pinion planetary gear set 3.

Therefore, in the first and fourth speeds and the reverse shift, in the first configuration, the fourth clutch C4 operates to connect the planet carrier 9 and the sun gear 11 to lock the planet gear set 3. In the configuration, there is only a difference that the fourth clutch C4 operates to connect the planet carrier 9 and the ring gear 15 to lock the planet gear set 3.

3 is a third configuration according to the present invention, and since the overall configuration and operation of the first configuration are the same, detailed description of the same parts will be omitted, and only the other parts will be described.

In other words, while the first configuration is provided between the planetary carrier 9 and the sun gear 11 of the double-pinion planetary gear set 3, the installation position of the fourth clutch C4 operated at the forward speeds 4 and 5 and the reverse shift stage is different. This third configuration differs only in that the installation position of the fourth clutch C4 is between the sun gear 11 and the ring gear 15 of the double pinion planetary gear set 3.

Therefore, in the first and fourth speeds and the reverse shift, in the first configuration, the fourth clutch C4 is operated to connect the planet carrier 9 and the sun gear 11 to lock the planet gear set 3. In the configuration, the fourth clutch C4 operates to connect the sun gear 11 and the ring gear 15 to lock the planetary gear set 3.

As described above, the power train for the automatic transmission according to the present invention implements 5 forward speeds and 1 reverse speed with two planetary gear sets and six friction elements, and the sun gear of a single pinion planetary gear set as a brake means at the fifth forward speed In the 4th and 5th forward and reverse gears, the entire planetary gear set is driven integrally by another clutch means installed between the two elements of the double pinion planetary gear set, minimizing the automatic transmission and minimizing power loss. Can be.

Claims (3)

An automatic transmission for vehicles that can achieve 5 forward and 1 reverse speed by combining a double pinion planetary gear set and a single pinion planetary gear set on the same axis as the input shaft that receives engine rotation power from the torque converter's turbine. In forming the powertrain, The first clutch C1 is connected between the sun gear 11 of the double pinion planetary gear set 3 and the sun gear 13 of the single pinion planetary gear set 5, and the ring gear 15 of the double pinion planetary gear set. And a second clutch C2 between the ring gear 17 of the single pinion planetary gear set, and a third clutch C2 between the ring gear 15 of the double pinion planetary gear set and the planetary carrier 21 of the single pinion planetary gear set. Install the clutch C3 respectively to control the transmission of power between the two elements, A first brake B1 is disposed between the planet carrier 21 of the single pinion planetary gear set and the planet carrier 21 of the single pinion planetary gear set and the transmission housing 23, and the sun gear of the single pinion planetary gear set 13 and a second brake (B2) is provided between the transmission housing 23, respectively to variably fix each element and the transmission housing 23, And a fourth clutch (C4) between the planetary carrier (9) and the sun gear (11) of the double pinion planetary gear set to variably connect the two elements. The power train for an automatic transmission as claimed in claim 1, wherein the fourth clutch (C4) is installed between the planet carrier (9) and the ring gear (15) of the double pinion planetary gear set. The power train for an automatic transmission as claimed in claim 1, wherein the fourth clutch (C4) is installed between the sun gear (11) and the ring gear (15) of the double pinion planetary gear set.