KR100412675B1 - 6-shift power train of automatic transmission for vehicles and method for the same - Google Patents

Abstract

To improve fuel economy, to efficiently use the driving force of the engine, and to improve the shift responsiveness by making a skip shift within three steps;

It consists of a main transmission consisting of two single pinion planetary gear sets, and a sub transmission consisting of one single pinion planetary gear set, wherein the main transmission part includes one fixed input element, two variable input elements, and two variable input elements. The present invention provides a six-speed power train of an automatic transmission for a vehicle made by combining a variable fixed element and one output element, and a control method for controlling the same.

Description

6-speed power train of a vehicle automatic transmission and its shift control method {6-SHIFT POWER TRAIN OF AUTOMATIC TRANSMISSION FOR VEHICLES AND METHOD FOR THE SAME}

The present invention relates to a six-speed power train of an automatic transmission for a vehicle, and more particularly, to improve fuel efficiency by multi-stage shifting, and to allow a skip shift to be performed within three speeds, but the main transmission improves durability. 4, 4 and 3, the present invention relates to a six-speed power train of an automatic transmission for a vehicle, and a shift control method thereof.

For example, an automatic transmission for a vehicle has a torque converter and a power train, which is a multi-stage gear mechanism connected to the torque converter, and selectively selects one of the operating elements of the power train according to the driving state of the vehicle. It will have a hydraulic control system for operation.

The power train in the above is composed of a complex planetary gear set that can obtain the required shift stage by combining at least two simple planetary gear sets, the hydraulic control system for operating the power train is from the oil pump Pressure control means for adjusting the generated hydraulic pressure, manual and automatic shift control means for forming a shift mode, hydraulic control means for adjusting shift feeling and responsiveness for smooth shift mode formation during shifting, and damper of a torque converter Damper clutch control means for clutch operation, and hydraulic distribution means for distributing an appropriate hydraulic supply to each friction element.

Accordingly, the hydraulic distribution of the hydraulic distribution means is made different by the solenoid valves turned on / off by the transmission control unit and the solenoid valves controlled by the duty, and the operation of the friction element is selected to realize the shift stage control.

These power trains and hydraulic control systems have been developed and applied in different types according to each car maker. Currently, automatic transmissions that are commonly used are mainly composed of four-speed transmissions. In recent years, development of five-speed transmissions has been active. Only plans are being made or plans to begin mass production in the future.

However, in the case of the fourth speed, there is a problem in that the fuel consumption rate is large because the number of gear stages is small and the gear ratio difference between the gear stages is large.

In addition, since the skip shift is limited to two steps or less, there is a problem in that the shift response is not good.

Therefore, in recent years, the research has been continued to multiply the shift stage, and as a result, the present invention provides a power train of an automatic transmission having a six-speed shift stage to improve fuel economy and efficiently use driving power of the engine. It is possible to improve the shift responsiveness by making the skip shift within 3 steps, but the main shift part improves the durability and the 3 → 4, 4 → 3 shift control can be easily performed. An object of the present invention is to provide a six-speed power train of a transmission and a shift control method thereof.

1 shows an embodiment of a power train according to the invention.

Figure 2 is a speed diagram according to the lever analysis method according to an embodiment of the operation of the power train according to the present invention.

3 is an operating element table of FIG.

In order to achieve the above object, the present invention provides a set of two single-pinion planetary gears, which fixedly connects a first planetary carrier and a second ring gear acting as an output element, and comprises a first ring gear and a second planetary carrier. Is variably connected via a first clutch, the first sun gear is fixedly connected to the input shaft, the second planet carrier is variably connected to the input shaft by a second clutch, and the second sun gear is input by the third clutch. Variably connected to the three elements to selectively act as input elements, the second planetary carrier is variably fixed to the housing by the first brake and the first one-way clutch, and the second sun gear is secondly A main transmission portion variably fixed to the housing by the brake and holding two fixing elements;

A single pinion planetary gear set comprising a third ring gear as an input element and a third planetary carrier acting as the output element via a fourth clutch and a third clutch, and at the same time, a third brake and a second one-way clutch. It provides a six-speed power train of the automatic transmission for a vehicle including a secondary transmission connected to the housing by a method and a method of controlling the same.

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

1 is a configuration diagram of a power train according to the present invention, wherein the power train of the present invention comprises a main transmission portion M and a sub transmission portion S. As shown in FIG.

The input shaft 2 of the main transmission portion M receives power from the turbine T of the torque converter TC and transmits torque to the first and second single pinion planetary gear sets 4 and 6, Complementary operation of these first and second single pinion planetary gear sets (4) and (6) transfers the transfer drive gear connected to the planet carrier (8) of the first single pinion planetary gear set (4). Clutch hook up that can be output through (10) is made.

For convenience of description, the sun gear of the first single pinion planetary gear set 4 is the first sun gear 12, the planet carrier 8 is the first planet carrier, and the ring gear is the first ring gear 14. It is assumed that the sun gear of the second single pinion planetary gear set 6 is referred to as the second sun gear 16, the planet carrier as the second planet carrier 18, and the ring gear as the second ring gear 20.

In the state where the first sun gear 12 is fixedly connected to the input shaft 2, the first planet carrier 8 is fixedly connected to the second ring gear 20, and the first ring gear 14 is secondly connected. The planetary carrier 18 is variably connected by the first clutch C1 operating at the forward 1, 2, 3, 4, and 5 speeds.

In addition, the second planet carrier 18 is connected to the input shaft 2 via a second clutch C2 operating in the forward 4, 5, and 6, and the second sun gear 16 operates only in the reverse shift stage. The first gear 12, the second planet carrier 18, and the second sun gear 20 are variably connected to the input shaft 2 by a third clutch C3. The element acts as an input element.

In addition, the connecting member 22 connecting the first ring gear 14 and the second planetary carrier 18 is variably attached to the housing 24 by a first brake B1 operating at forward 1 and 2 speeds. While being fixed, the rotation in the direction opposite to the engine rotation direction by the first one-way clutch F1 at the forward 1 and 2 speeds is suppressed.

Of course, the first brake B1 is arranged in parallel with the first one-way clutch F1, so that the first one-way clutch F1 performs its function even if the first brake B1 is not necessarily operated at the first and second speeds.

In addition, the second sun gear 16 is variably connected to the transmission housing 24 by a second brake B2 operating at the third and sixth forward speeds.

In addition, the sub-shift portion S is composed of a single pinion planetary gear set. For convenience of description, the sun gear may include the third sun gear 28, the planet carrier the third planet carrier 30, and the ring gear the third ring gear ( 32).

The third sun gear 28 may be variably connected via the third planet carrier 30 and the fourth clutch C4 and operate at the forward 1, 4 speed, or operate at the forward 1, 4, 5 speed. 3 is connected to the housing 24 by the brake B3 and the second one-way clutch F2.

The third planetary carrier 30 is integrally formed with the output gear 34 to operate as an output element, and the third ring gear 30 is a transfer driven gear 36 meshed with the transfer drive gear 10. It is formed integrally with) and acts as an input element.

The output gear 34 is connected to the differential not shown, and the differential thereof is determined according to the conditions of the applied vehicle without regard to any type.

The power train made as described above can obtain the sixth forward speed and the first reverse speed as the respective friction elements operate as shown in FIG. 3, and the O marks of the first and third brakes are indicated by the first, third and third brakes. It is associated with the operation of the two-way clutch (F1) (F2) means that it can be activated or deactivated.

Looking at the first embodiment of the shift process in detail by the lever analysis method, as shown in Figs. 2 and 3, the first planetary carrier 8 and the second ring gear 20 is fixed in the main transmission (M) And the first ring gear 14 and the second planet carrier 18 are variably connected to each other, so that the lever first node N1 in FIG. 2 is the first sun gear 12 and the second node N2. ) Is the first planet carrier 8 and the second ring gear 20, and the third node N3 is the first ring gear 14, the second planet carrier 18, and the fourth node N4 is the second The sun gear 16 is set.

Then, the lever fifth node N5 in the sub transmission portion is the third ring gear 32, the sixth node N6 is the third planet carrier 30, and the seventh node N7 is the third sun gear 28. Is set to.

Accordingly, at the first forward speed, an input is made through the first sun gear 12 while the first clutch C1 is operated, and the first ring gear 14 and the second planet carrier are operated by the operation of the first brake B1. The first node N1 acts as an input element, the third node N3 acts as a fixed element, and the peripheral speed M through the second node N2. The intermediate first velocity at is outputted.

Then, the input is made through the third ring gear 32, which is an input element of the sub transmission S, and the third sun gear 28 is operated as a fixed element by the operation of the third brake B3. The fifth node N5 acts as an input element and the seventh node N7 operates as a fixed element, thereby finally decelerating and outputting the final first speed.

When the vehicle speed increases in the first speed control state, the third brake B3 is released from the first speed control state and the fourth clutch C4 is operated in the transmission control unit.

Then, the output is performed in the same state as the first speed in the main transmission unit M. In the sub-transmission unit S, the fifth node N5 and the seventh node N7 simultaneously operate as input elements. The output of the final second speed is achieved by directly outputting the output of the intermediate first speed transmitted from the main transmission unit while being in a direct connection state.

In the first and second speeds, even if the first brake B1 does not necessarily operate, the first one-way clutch F1 operates so that there is no effect on the shift.

When the vehicle speed is increased in this second speed state, the transmission control unit releases the operation of the first brake B1 of the main transmission portion M and operates the second brake B2 in the second speed state.

Then, in the state in which the first node N1 is operating as an input element, the fixed element is changed from the third node N3 to the fourth node N4 while the third speed is output. Since the state of the second speed is maintained, the final third speed output is achieved by outputting the shift stage transmitted from the main speed shifting unit M as it is.

When the vehicle speed increases in the state of the third speed, the transmission control unit operates and controls the second clutch C2 while releasing the second brake B2 of the main transmission unit M in the state of the third speed, and the secondary transmission unit After the operation of the fourth clutch C4 of (S) is performed to shift to the fifth speed, the operation of the fourth clutch C4 is again released, and the third brake of the sub transmission part S is removed. Operation B3 is controlled, in which case the second one-way clutch F2 is controlled.

That is, when shifting from the third speed to the fourth speed, the shift is first made to the fifth speed and then to the fourth speed.

This means that when shifting from the third speed to the fourth speed, the two operating elements must be deactivated and the two operating elements must be operated and controlled. Such shift control is almost impossible to control. After shifting, the speed is shifted to 4 speeds.

Of course, the downshift from the fourth to third speed is also made through the fifth speed.

As a result, in the primary transmission unit M, the first node N1 and the fourth node N4 are output as they are while the input elements are directly connected, and in the secondary transmission unit, the fifth node N5. Is operated as an input element, and the seventh node N7 becomes a fixed element to decelerate and output the final fourth speed.

When the vehicle speed increases in such a state of four speeds, the main transmission unit M maintains the fourth speed state in the transmission control unit, and releases the operation of the third brake B3 in the secondary transmission unit S, The fourth clutch C4 is operated.

Then, the sub transmission S is in a direct connection state, thereby outputting the output transmitted from the main transmission M as it is, and the output of the final fifth speed is achieved.

When the vehicle speed increases in such a state of five speeds, the transmission control unit releases the operation of the first clutch C1 of the main transmission portion M, and controls the second brake B2 to operate to control the third node N3. ) Acts as an input element, the fourth node N4 acts as a fixed element, and the sub transmission part controls to maintain the same state as the fifth speed.

Then, an overdrive having a larger output than the input is generated in the main transmission unit M, and the output is made as it is, and the sub transmission unit S outputs it as it is, resulting in a final sixth speed output as the highest shift stage.

In the reverse shift stage, the third clutch C3 and the first brake B1 of the main transmission unit M are operated to be input to the fourth node N4, and the third node N3 is fixed. Control to act as an element.

In addition, in the auxiliary transmission unit S, the third brake B3 is operated to control the input to the fifth node N5 and to operate the seventh node N7 as a fixed element.

Then, the reverse transmission is performed in the main transmission unit M, and the reverse transmission is performed by decelerating and outputting the secondary transmission unit S.

In FIG. 2, the rotation direction of the sub transmission part S is the same as the rotation direction of the main transmission part M, but in reality, when the transfer drive gear 10 and the transfer driven gear 36 are directly engaged with each other. The rotational direction of the secondary transmission S is made in the opposite direction, and in the case of the idle gear or the chain connection therebetween, of course, the rotational direction is made the same.

The above-described speed shift process, that is, deceleration, speed, and speed increase relationship, is as follows.

Main transmission Vice derailleur D (forward) One deceleration deceleration 2 deceleration Same speed 3 deceleration Same speed 4 Same speed deceleration 5 Same speed Same speed 6 Acceleration (Overdrive) Same speed R (Reverse) One deceleration deceleration

In the shift control process as described above, 4 → 2, 5 → 3, 5 → 2, 6 → 4, 6 → 3 skip shifting is possible, which is one when 5 → 3, 5 → 2, 6 → 3 skip shifting. The shifting element is released and the other operating element is activated. A skip shift is possible. A skip shift such as 4 → 2 and 6 → 4 deactivates the two operating elements, and Although the operation is controlled, the first one-way clutch F1 is operated at the time of 4 → 2 skip shifting, and the second one-way clutch F2 is operated at the time of 6 → 4 skipping shift, thereby allowing skip shifting. .

More specifically, during the 4 → 2 skip shift, the second clutch C2 is released from the fourth speed state in which the first and second clutches C1 and C2 and the third brake B3 are operated. 2 brake (B2) is controlled to operate, and the third brake (B3) is released, and the fourth clutch (C4) is operated to achieve a 4 → 2 skip shift, in which case the first and second one-way The operation of the clutches F1 and F2 facilitates shift control and minimizes shift shock.

When the 5 → 3 skip is shifted, the second clutch C2 is released and the second brake B2 is operated in the fifth speed state in which the first, second and fourth clutches C1, C2 and C4 are operating. To make 5 → 3 skip shifts.

When 5 → 2 skip shifting, the second clutch C2 is released and the first brake B1 is operated in the fifth speed state in which the first, second, and fourth clutches C1, C2, and C4 are operating. 5 → 2 skip shift is made, and the shift control is easy and the shift shock can be minimized by the operation of the first one-way clutch F1.

At the time of 6 to 4 skip shifting, the first clutch C1 is operated and controlled in the sixth speed state in which the second and fourth clutches C2 and C4 and the second brake B2 are operated, and the second brake B2 is operated. Disable the operation.

Then, the third brake B3 is operated and released, and the fourth clutch C4 is released to perform 6 to 4 skip shifts. The shift control is easy and shifts by the operation of the first one-way clutch F1. The impact can be minimized.

6 → 3 Skip shifting operation, the first clutch C1 is operated and controlled in the sixth speed state in which the second and fourth clutches C2 and C4 are operating, and then the operation of the second clutch C2 is released. 3 skip shifts are made.

As described above, according to the powertrain of the present invention, by shifting the six gear stages, the fuel economy can be improved by multi-stage gearing, the driving force of the engine can be efficiently used, and the shift gearing can be made within three gear stages. To improve.

In addition, the durability of the shift shock is minimized to improve durability, and when the speed of 3 → 4, 4 → 3 in which two operating elements are released and the two operating elements are controlled again, the fourth speed or the third speed By shifting to the gear shift control is an invention that can be made very easily.

Claims (5)

A set of two single pinion planetary gears, fixedly connecting the first planetary carrier and the second ring gear acting as an output element, and variably connecting the first ring gear and the second planetary carrier via the first clutch. And the first element is fixedly connected to the input shaft, the second planet carrier is variably connected to the input shaft by a second clutch, and the second sun gear is variably connected to the input shaft by a third clutch so that the three elements are optional. The second planetary carrier is variably fixed to the housing by the first brake and the first one-way clutch, and the second sun gear is variably fixed to the housing by the second brake. A main transmission portion for holding the element; A single pinion planetary gear set comprising a third ring gear as an input element and a third planetary carrier acting as the output element via a fourth clutch and a third clutch, and at the same time, a third brake and a second one-way clutch. The six-speed power train of the automatic transmission for a vehicle, characterized in that it comprises a secondary transmission connected to the housing by. delete delete A set of two single pinion planetary gears, fixedly connecting the first planetary carrier and the second ring gear acting as an output element, and variably connecting the first ring gear and the second planetary carrier via the first clutch. And the first element is fixedly connected to the input shaft, the second planet carrier is variably connected to the input shaft by a second clutch, and the second sun gear is variably connected to the input shaft by a third clutch so that the three elements are optional. The second planetary carrier is variably fixed to the housing by the first brake and the first one-way clutch, and the second sun gear is variably fixed to the housing by the second brake. A main transmission portion for holding the element; A single pinion planetary gear set comprising a third ring gear as an input element and a third planetary carrier acting as the output element via a fourth clutch and a third clutch, and at the same time, a third brake and a second one-way clutch. In the six-speed power train of the automatic transmission for a vehicle comprising a secondary transmission connected to the housing by, In the fourth speed state in which the first and second clutches and the third brake are operated, the operation of the second clutch is released, the second brake is operated and controlled, the third brake is released, and the fourth clutch is operated. 4 → 2 skip shift control for shifting inwardly; A 5 → 3 skip shift control for releasing the operation of the second clutch and operating the second brake in the fifth speed state in which the first, second, and fourth clutches are operated to shift in three speeds; 5 → 2 skip shift control for releasing the operation of the second clutch and operating the first brake in the fifth speed state in which the first, second, and fourth clutches are operated to shift to second speed; After operating the first clutch in the sixth speed state in which the second and fourth clutches and the second brake are operated, the operation of the fourth clutch is released after the operation of the second brake is released, the operation of the third brake is controlled. 6 to 4 skip shift control for releasing and shifting to the fourth speed; An automatic transmission for a vehicle, comprising: 6 → 3 skip shift control for operating and controlling the first clutch in a sixth speed state in which the second and fourth clutches are operating, and releasing the operation of the second clutch to shift to three speeds. 6-speed power train shift control method. A set of two single pinion planetary gears, fixedly connecting the first planetary carrier and the second ring gear acting as an output element, and variably connecting the first ring gear and the second planetary carrier via the first clutch. And the first element is fixedly connected to the input shaft, the second planet carrier is variably connected to the input shaft by a second clutch, and the second sun gear is variably connected to the input shaft by a third clutch so that the three elements are optional. The second planetary carrier is variably fixed to the housing by the first brake and the first one-way clutch, and the second sun gear is variably fixed to the housing by the second brake. A main transmission portion for holding the element; A single pinion planetary gear set comprising a third ring gear as an input element and a third planetary carrier acting as the output element via a fourth clutch and a third clutch, and at the same time, a third brake and a second one-way clutch. In the six-speed power train of the automatic transmission for a vehicle comprising a secondary transmission connected to the housing by, 1 → 2 speed shift control for releasing the operation of the third brake and operating the fourth clutch in a first speed state in which the first clutch, the first and third brakes, and the first and second one-way clutches are operated; 2 → 3 speed shift control for releasing the operation of the first brake in the state of the second speed and controlling the operation of the second brake; A 3 → 4 speed shift control for releasing the operation of the second brake in the state of the third speed, releasing the operation of the fourth clutch and controlling the operation of the third brake after the operation control of the second clutch; A 4 → 5 speed shift control for releasing the operation of the third brake in the state of the 4 speed and operating controlling the fourth clutch; The six-speed power train shift control method of the automatic transmission for a vehicle according to claim 5, wherein the operation of the first clutch is canceled and the second brake is operated.