KR100341744B1 - GEAR TRAIN FOR ATs - Google Patents

Abstract

SUMMARY OF THE INVENTION An object of the present invention is to provide a gear train for an automatic transmission that realizes 5 forward speeds and 1 reverse speed with 4 planetary gears and 4 friction elements, while pursuing miniaturization and light weight, and improving power efficiency.

A gear train for an automatic transmission according to the present invention includes a first planetary gear having an element variably connected to an input shaft, an element variably connected to a transmission housing, and an element fixedly connected to a transfer drive gear;

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

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

A fourth planetary gear having an element fixedly connected to the transmission housing, an element fixedly connected to one element of the first planetary gear and the transfer drive gear, and an element fixedly connected to one element of the third planetary gear;

The first, second, third and fourth planetary gears fixed and variably connected to the first, second, and third planetary gears may be transferred to the transfer drive gear by shifting the inputs transmitted to the input shaft to the fifth forward speed and the first reverse speed as described above. A first brake for variably connecting a specific element of the first planetary gear to the input housing, or a first, second, third clutch for variably connecting specific elements of the first, second and third planetary gears to the transmission housing. It is configured to include.

Description

Gear train for automatic transmission {GEAR TRAIN FOR ATs}

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 achieves 5 forward speeds and 1 reverse speed while miniaturizing and reducing weight by efficiently combining a clutch, a brake, and a planetary gear.

In general, the automatic transmission is configured to automatically realize a multi-stage shift by controlling each element of the compound planetary gear, which is operated and deactivated by the hydraulic control system controlled by the 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 5 forward speeds and 1 reverse speed is composed of a peripheral speed and a sub-speed gear that combines seven clutches and brakes and three planetary gears. Is done.

However, the gear train for the automatic transmission as described above has a disadvantage in that the size and weight of the clutch and the brake are large, so that the size and weight are increased and the non-operating friction elements that cause power loss reduce the power efficiency.

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 realizing 5 forward speeds and 1 reverse speed with 4 planetary gears and 4 friction elements. 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 the speed ratio of the D range 1,2 speeds of the gear train for an automatic transmission according to the present invention.

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

Fig. 5 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. 6 is a speed diagram showing a speed ratio of the D range 5 speed of the gear train for an automatic transmission according to the present invention. FIG.

Fig. 7 is a speed diagram showing a speed ratio at R range 1 speed of a gear train for an automatic transmission according to the present invention.

Fig. 8 is a speed diagram showing an R range 1 * speed shift ratio of a gear train for an automatic transmission according to the present invention.

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

1: input shaft, 3: transmission housing, 5: transmission drive gear, B1, B2: first, second brake, C1, C2, C3: first, two, three clutch, PG1, PG2, PG3, PG4: first, 2,3,4 planetary gear

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

In order to control these planetary gears to achieve 5 forward speeds and 1 reverse speed, four friction elements selectively variablely connect the input shaft, each element of the planetary gear, and the transmission housing.

More specifically, the gear train for an automatic transmission according to the present invention includes a first planetary gear having an element variablely connected to the input shaft, an element variablely connected to the transmission housing, and an element fixedly connected to the transfer drive gear;

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

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

A fourth planetary gear having an element fixedly connected to the transmission housing, an element fixedly connected to one element of the first planetary gear and the transfer drive gear, and an element fixedly connected to one element of the third planetary gear;

The first, second, third and fourth planetary gears fixed and variably connected to the first, second, and third planetary gears may be transferred to the transfer drive gear by shifting the inputs transmitted to the input shaft to the fifth forward speed and the first reverse speed as described above. A first brake for variably connecting a specific element of the first planetary gear to the input housing, or a first, second, third clutch for variably connecting specific elements of the first, second and third planetary gears to the transmission housing. It includes.

In the gear train for an automatic transmission of the present invention configured as described above, the hydraulic control system controls the first, second, third and fourth planetary gears by selectively operating and releasing the first, second, third clutch and the first brake. 5 forward speeds and 1 reverse speed are realized.

In other words, the first and second clutches in D range 1, the second and first brakes in D range 2, the first and second clutches in D range 3, the second and third clutches in D range 4, and the 5th range in D range In the first and third clutches and R range 1 speed, the third clutch and the first brake 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 five forward speeds and one reverse speed with four planetary gears and four or five friction elements.

In other words, the gear train of the present embodiment may include the first, second, third and fourth planetary gears PG1, PG2, PG3 and PG4, and the specific elements of the first, second and third planetary gears PG1, PG2 and PG3. 1, 2, 3 clutches (C1, C2, C3), 1, 2, 3 which are variably connected to each other, or variably connect specific elements of the first, second and third planetary gears (PG1, PG2, PG3). First and second brakes B1 and B2 for variably connecting specific elements of the planetary gears PG1, PG2 and PG3 to the transmission housing 3 are provided.

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

That is, the first planetary gear PG1 is configured as a single pinion planetary gear, its sun gear S1 is variably connected to the input shaft 3, the carrier Ca1 is variably connected to the transmission housing 3, and a ring gear. R1 is fixedly connected to the transfer drive gear 5.

The second planetary gear PG2 is an element fixedly connected to one element of the first planetary gear PG1, an element variably connected to the input shaft 1, and an element fixedly connected to another element of the first planetary gear PG1. Has

That is, the second planetary gear PG2 includes a double pinion planetary gear, and its sun gear S2 is variably connected to the sun gear S1 of the first planetary gear PG1, and the carrier Ca2 is the input shaft 3. The ring gear R2 is fixedly connected to the carrier Ca1 of the first planetary gear PG1. The carrier Ca2 of the second planetary gear PG2 is variably connected to the transmission housing 3.

The third planetary gear PG3 has an element that is variably connected to the input shaft 1, an element that is fixedly connected to one element of the second planetary gear PG2, and that is variably connected to the input shaft 1.

That is, the third planetary gear PG3 is configured as a single pinion planetary gear, its sun gear S3 is variably connected to the input shaft 1, and the carrier Ca3 is the carrier Ca2 of the second planetary gear PG2. It is fixedly connected and variably connected to the input shaft 1. The carrier Ca3 of the third planetary gear PG3 is variably connected to the transmission housing 3.

The fourth planetary gear PG4 is an element fixedly connected to the transmission housing 3, an element of the first planetary gear PG1 fixedly connected to the transfer drive gear 5, and a third planetary gear PG3. It has an element that is fixedly connected to one element.

That is, the fourth planetary gear PG4 includes a single pinion planetary gear, and its sun gear S4 is fixedly connected to the transmission housing 3, and the carrier Ca4 is a ring gear of the first planetary gear PG1. It is fixedly connected to R1) and the transfer drive gear 5, the ring gear (R4) is fixedly connected to the ring gear (R3) of the third planetary gear (PG3).

Meanwhile, the first clutch C1 is installed between the input shaft 1 and the sun gear S3 of the third planetary gear PG3 to be variably connected, and the second clutch C2 is fixedly connected to the input shaft 1. The second and third planetary gears PG2 and PG3 are installed between them so as to variably connect the carriers Ca2 and Ca3, and the third clutch C3 is a sun gear of the input shaft 1 and the first planetary gear PG1. It is provided between them so as to variably connect S1).

The first brake B1 is installed therebetween to variably connect the carrier Ca1 of the first planetary gear PG1 to the transmission housing 3.

In addition, the gear train of the present embodiment includes a second brake B2 that realizes a specific R range 1 * speed, and the second brake B2 includes the carrier Ca3 of the third planetary gear PG3 and the transmission housing ( 3) is installed between them so as to variably connect them.

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 5 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 operated and released as shown in FIG. The 3,4 planetary gears PG1, PG2, PG3, and PG4 are the first, second, third, fourth, fifth and sixth levers as shown in FIGS. , L4, L5, L6).

These first, second, third, fourth, fifth, and sixth levers L1, L2, L3, L4, L5, and L6 represent the elements of the first, second, and third planetary gears PG1, PG2, and PG3. 1,2,3,4,5,6 nodes (N1, N2, N3, N4, N5, N6).

That is, the first node N1 is the sun gear S3 of the third planetary gear PG3, and the second node N2 is the carrier Ca2, Ca3, or third of the second and third planetary gears PG2, PG3. The node N3 is the ring gears R3 and R4 of the third and fourth planetary gears PG3 and PG4, and the fourth node N4 is the ring gear R1 of the first and fourth planetary gears PG1 and PG4. Carrier Ca4 and fifth node N5 are carriers Ca1, ring gear R2, sun gear S4, and sixth node N6 of the first, second and fourth planetary gears PG1, PG2 and PG4. Denotes the sun gears S1 and S2 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 of the first, second, third and fourth planetary gears PG1, PG2, PG3, and PG4.

(D range 1 speed)

In the D range 1 speed state, since the first clutch C1 and the first brake B1 are operated, the fourth node N4 is the output element and the fifth node (1) at the first lever L1 as shown in FIG. N5) is a reaction force element, and the first node N1 is an input element. In this case, it is assumed that the output of the fourth node N4 is one.

Therefore, any one position of the fifth node N5 and the fourth node N4, which are reaction force elements (not shown in the vertical direction or less), and any positions of the first, second, third, and sixth nodes N1, N2, N3, and N6. When connected, it becomes the 1st speed line l1. In this case, the size of the vertical direction in the first node N1 as the input element is the input speed ratio D1 of the D range 1 to the output 1.

That is, in the D range 1 speed, the output is decelerated compared to the input speed ratio D1 of 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 clutch C1 is released and the second clutch C2 is operated while the first brake B1 is operated, as shown in FIG. In L1) only the input element is switched to the second node N2.

Therefore, if you connect the position 1 of the fifth node (N5) and the fourth node (N4), which is the reaction force element, and the arbitrary positions of the first, second, third, and sixth nodes (N1, N2, N3, N6), (l2). In this case, the size of the vertical direction in the second node N2, which is an input element, is an input speed ratio D2 of the D range 2 speed with respect to the output 1.

In other words, 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 to the same output as the D range 1 speed. Able to know. And it can be seen that the output of D-Layer 2 speed is decelerated.

(D-range 3 speed)

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

That is, in the D range 3 speed state, since the first brake B1 is released while the second clutch C2 is operated, and the first clutch C1 is operated, as shown in FIG. 4, the second lever ( In L2, the fourth node N4 is an output element, the first and second nodes N1 and N2 are input elements, and the sixth node N6 is a constraint element.

Therefore, when a position larger than 1 of the first and second nodes N1 and N2 and an arbitrary position of the third node N3 are connected, a third third speed line l3c is obtained, and the position of the third node N3 is If the position that is 1 of the fourth node N4 is connected to the position 0 of the fifth node N5, it becomes the first third speed line l3a, and the sixth node that is a constraint element with the position of the second node N2. When the position of N6 and the arbitrary position of the fifth node N5 are connected, a second third speed line l3b is obtained.

Here, the sixth node N6 serves as a restraint element. Accordingly, the size of the vertical direction in the first and second nodes N1 and N2 as the input elements becomes the input speed ratio D3 at the third speed D range.

That is, in the D range 3 speed, the D speed 3 speed is increased than the D range 2 speed because the input speed ratio D 3 of the D range 3 speed is smaller than the input speed ratio D 2 of the D range 2 speed for the same output as the D range 2 speed. Able to know. And it can be seen that the output of D-speed 3 is decelerated.

(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 first clutch C1 is released while the second clutch C2 is operated and the third clutch C3 is operated, as shown in FIG. 5, the third lever ( In L3), the fourth node N4 is an output element, the second and fifth nodes N2 and N5 are input elements, and the third node N3 is a restraining element.

Therefore, if the position of 1 of the fourth node N4, the position of 0 of the fifth node N5, and any position of the third node N3 are connected, the third fourth speed line l4c becomes a third node ( When the position of N3, the position of 1 of the second node N2, and the arbitrary position of the first node N1 are connected, the second 4-speed line l4b becomes the second, fourth, and sixth nodes N2. If the position of 1 of N4 and N6 is connected, it becomes the 1st 4th speed | rate l4a.

Here, the third node N3 acts as a restraint element. Accordingly, the size of the vertical direction in the second and sixth nodes N2 and N6 as the input elements becomes the input speed ratio D4 of the D range 4 speed.

That is, in the D range 4 speed, the D speed range 4 speed is faster than the D range 3 speed because the input speed ratio D4 of the D range 4 speed is smaller than the input speed ratio D3 of the D range 3 speed for the same output as the D range 3 speed. Able to know. And it can be seen that the output of D range 4 speed is constant.

(D-range 5 speed)

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

That is, in the D range 5 speed state, since the second clutch C2 is released while the third clutch C3 is operating, and the first clutch C1 is operated, as shown in FIG. 6, the fourth lever ( In L4, the fourth node N4 is an output element, the first and sixth nodes N1 and N6 are input elements, and the second and third nodes N2 and N3 are restraining elements.

Therefore, if the position 1 of the fourth node N4, the position 0 of the fifth node N5, and the arbitrary position of the third node N3 are connected, the third fifth speed line l5c becomes a third node (5c). When the position of N3), the arbitrary position of the second node N2, and the position of the first node N1 smaller than 1 and the same size as the sixth node N6 are connected, the second fifth speed diagram l5b is obtained. When the position of the second node (N2), the position of the fourth node (N4) 1, the position of the sixth node (N6) of the same size as the first node (N1) is connected to the first fifth speed diagram (l5a).

Here, the second and third nodes N2 and N3 serve as restraining elements. Here, the size of the vertical direction in the first and sixth nodes N1 and N6 as the input elements becomes the input speed ratio D5 of the D range 5 speed.

That is, in the D range 5 speed, the D speed range 5 speed is faster than the D range 4 speed because the input speed ratio D5 of the D range 5 speed is smaller than the D speed speed D4 of the D range 4 speed for the same output as the D range 4 speed. Able to know. And it can be seen that the output of the D range 5 speed is increased.

(R range 1 speed)

In the R-range 1 speed state, since the third clutch C3 and the first brake B1 are operated, the fourth node N4 is the output element, the fifth node (5) at the fifth lever L5 as shown in FIG. N5) is a reaction force element, and the sixth node N6 is an input element.

That is, when the position of 0 of the fifth node N5, which is the reaction force element, the position of 1 of the fourth node N4, which is the output element, and the arbitrary positions of the first, second, and sixth nodes N1, N2, N6, And R range 1 speed curve lR1.

Therefore, the size of the vertical direction in the sixth node N6 as the input element is the input speed ratio r1 of the R range 1 speed with respect to the output 1. The reason why the input speed ratio r1 of the R range 1 speed is lowered from the fifth lever L5 is because the output 1 is assumed to be upward.

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

(R range 1 * speed)

On the other hand, in the R range 1 * speed state, since the first clutch C1 and the second brake B2 are operated, the fourth node N4 is the output element, the fourth node in the sixth lever L6 as shown in FIG. The 2,5 nodes N2 and N5 are the reaction force elements, the third node N3 is the restraining element, and the first node N1 is the input element.

That is, when the position 0 of the second node N2, which is the reaction force element, the position 1 of the fourth node N4, which is the output element, and any position of the sixth node N6, the first R range 1 * speed is connected. A third line R becomes the line lR1 * a, and when the arbitrary position of the third node N3, which is the restraining element, the first position of the fourth node N4, and the zero position of the fifth node N5 are connected, the third R is generated. It becomes the range 1 * speed line lR1 * c, and if the said position of the 2nd, 3rd node N2 and N3 and the arbitrary position of the 1st node N1 which is an input element are connected, it will be the 2nd Rrange 1 * speed. It becomes the line lR1 * b.

Here, the size of the vertical direction in the first node N1 as the input element is the input speed ratio r1 * in the R range 1 * to the output 1. The reason why the input speed ratio r1 * in the R range 1 * is lowered from the sixth lever L6 is because the output 1 is assumed to be upward.

That is, in the R range 1 *, it can be seen that 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 four planetary gears, three clutches, one brake or two brakes, thereby selectively operating and releasing the clutch and the brake, so that the 5th forward and the 1st reverse To realize;

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 (18)

A first planetary gear having an element variably connected to the input shaft, an element variably connected to the transmission housing, and an element fixedly connected to the transfer drive gear; A second planetary gear having an element fixedly connected to one element of the first planetary gear, an element variably connected to an input shaft, and an element fixedly connected to another element of the first planetary gear; A third planetary gear having an element variably connected to the input shaft and an element fixedly connected to one element of the second planetary gear and variably connected to the input shaft; A fourth planetary gear having an element fixedly connected to the transmission housing, an element fixedly connected to one element of the first planetary gear and the transfer drive gear, and an element fixedly connected to one element of the third planetary gear; The first, second, third and fourth planetary gears fixed and variably connected to the first, second, and third planetary gears may be transferred to the transfer drive gear by shifting the inputs transmitted to the input shaft to the fifth forward speed and the first reverse speed as described above. A first brake for variably connecting a specific element of the first planetary gear to the input housing, or a first, second, third clutch for variably connecting specific elements of the first, second and third planetary gears to the transmission housing. Gear train for automatic transmission comprising a. 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 planetary gear has a sun gear variablely connected to the input shaft, a carrier variablely connected to the transmission housing, and a ring gear fixedly connected to the transfer drive gear. The gear train of claim 1, wherein the second planetary gear is configured as a double pinion planetary gear. The method of claim 1 or 4, wherein the second planetary gear is characterized in that the sun gear is variably connected to the sun gear of the first planetary gear, the carrier is variably connected to the input shaft, the ring gear is fixedly connected to the carrier of the first planetary gear Gear train for automatic transmission. The gear train of claim 5, wherein the carrier of the second planetary gear is variably connected to the transmission housing. The gear train of claim 1, wherein the third planetary gear is configured as a single pinion planetary gear. The gear train of claim 1 or 7, wherein the third planetary gear is variably connected to the input shaft of the sun gear and the carrier is fixedly connected to the carrier of the second planetary gear. The gear train of claim 8, wherein the carrier of the third planetary gear is variably connected to the transmission housing. The gear train of claim 1, wherein the fourth planetary gear is configured as a single pinion planetary gear. The planetary gear of claim 1 or 10, wherein the fourth planetary gear has a sun gear fixedly connected to the transmission housing, a carrier fixedly connected to the ring gear and the transfer drive gear of the first planetary gear, and the ring gear is a ring gear of the third planetary gear. Gear train for automatic transmission characterized in that it is fixedly connected to the gearbox. The gear train of claim 1, wherein the first clutch is disposed therebetween so as to variably connect the input shaft and the sun gear of the third planetary gear. The gear train of claim 1, wherein the second clutch is disposed therebetween so as to variably connect the carriers of the input shaft and each of the second and third planetary gears. The gear train of claim 1, wherein the third clutch is disposed therebetween so as to variably connect the input shaft and the sun gear of the first planetary gear. The gear train of claim 1, wherein the first brake is disposed therebetween so as to variably connect the carrier of the first planetary gear to the transmission housing. The gear train of claim 1 comprising a second brake disposed therebetween to variably connect the elements of the second and third planetary gears that are fixedly connected to the transmission housing. The gear train of claim 16, wherein the second brake is disposed therebetween to variably connect the carrier of the third planetary gear and the transmission housing. 17. The gear train of claim 15 or 16, wherein the first and second brakes are selectively operated in accordance with reverse shift control.