KR100892804B1 - Power train of automatic transmission - Google Patents

Abstract

A power train of an automatic transmission is provided to form a multi-stage shift gear of advance 6-speed and backing 1-speed with a simple structure. A reduction planetary gear set decelerates the rotation of an input shaft(10). Non-reduction rotation and reduction rotation are selectively inputted to a compound planetary gear set from the input shaft and reduction planetary gear. The compound planetary gear set outputs the multi-stage speed-change rotation to an output shaft(20). The reduction planetary gear set comprises the first actuating element connected with the input shaft, the second actuating element connected to the compound planetary gear set and the third actuating element selectively restricted in a transmission case(30).

Description

Power train of automatic transmission

The present invention relates to a power train of an automatic transmission, and more particularly, to a power train of an automatic transmission that implements six forward speeds and one reverse speed.

Automatic transmissions have been tried in various forms to change the engine's power to suit the running load. However, the transmission is generally generalized to include a gear train including a planetary gear and a hydraulic control device for manipulating the gear train.

The gear train is configured to form a specific shift stage by an operation combination of a friction element such as a clutch or a brake operated by the hydraulic control device, so that the hydraulic control device is automatically controlled by the driving state of the vehicle and the driver's operation. When operated, the gear shift to the desired speed shift stage is achieved.

As the speed change stage of the automatic transmission is formed in multiple stages, power output from the engine can be transmitted to the driving wheel with higher efficiency, thereby improving fuel economy, acceleration performance, and speed change quality.

Conventional planetary gearsets used in gear trains of automatic transmissions in order to realize a six-speed shift stage or more are used in the ravenue type. The planetary gearsets of the lavender type have long pinions and short pinions. It has to be a structure that supports at the same time, there is a difficulty in the production of the carrier, it is difficult to support more than four pairs of pinions due to space constraints, and in order to transmit power of high torque, the width of the gearbox must be increased or the pinion must be made large, resulting in a large transmission. There is a disadvantage.

In addition, the lavender type planetary gear set is to secure the power transmission path of the carrier and the ring gear, to have a structure that can control the power through the friction element of the two sun gears respectively engaged with the long pinion and short pinion, Inevitably, the two sun gears must be formed in an overlapping hollow shaft structure, and one sun gear must completely penetrate the inside of the other sun gear, so that the overlapping hollow shaft structure increases the volume and overall length of the transmission. In addition, the two superimposed hollow shaft structure acts as a major obstacle in forming a flow path of oil transferred radially from the center axis of the transmission, thereby having a structural problem of poor lubricity inside the transmission. .

On the other hand, there is always a request to reduce the volume and overall length of the automatic transmission and simplify the structure to improve the mountability on the vehicle, reduce the weight and reduce the manufacturing cost.

Accordingly, the present invention has been made in view of the above-mentioned matters, and a single planetary gear set, two clutches, and three brakes which restrain one simple planetary gear set and two single pinion planetary gear sets are mutually restrained. It is a simple structure that combines 6 forward speed and 1 reverse speed to reduce the volume and overall length of the automatic transmission, reduce the weight of the automatic transmission and reduce the manufacturing cost, and mountability on the vehicle. The purpose is to provide a power train of an automatic transmission that can improve the performance.

The present invention for achieving the above object, in the power train of the automatic transmission is configured by combining the first planetary gear set, the second planetary gear set and the third planetary gear set, the first planetary gear set is A first sun gear directly connected to the input shaft, a first carrier selectively restrained to the transmission case, and a first ring gear connected to the second sun gear of the second planetary gear set and selectively restrained to the transmission case; ;

A second carrier selectively connected to the input shaft and always connected to a third ring gear of the third planetary gear set and selectively restrained by the transmission case; and a third of the third planetary gearset. A second ring gear connected to the three carriers at all times;

The third planetary gear set includes a third sun gear selectively connected to the input shaft, and the third carrier is always connected to the output shaft;

A first clutch for selectively connecting between the input shaft and the third sun gear to transfer the rotational speed of the input shaft to the constant velocity ratio, and selectively connecting between the input shaft and the second carrier to transfer the rotational speed of the input shaft to the constant velocity ratio It has a second clutch to make;

A first brake selectively restraining the first carrier with respect to the transmission case, a second brake selectively restraining the first ring gear and the second sun gear with respect to the transmission case, and the second carrier and the And a third brake for selectively restraining a third ring gear with respect to the transmission case.

According to the power train of the automatic transmission according to the present invention, to implement a multi-speed transmission stage of 6 forward speed and 1 reverse speed with a simple structure, to reduce the volume and overall length of the automatic transmission to improve the mountability in the vehicle. do.

In the shift control for each shift range of the D range, one clutch is operated from 1 to 4 speeds, and the other clutch is operated from the D range 4 speeds to 6 speeds. The control for releasing only the element and fastening the other friction element not only facilitates the shift control, but also facilitates the two-stage skip shift.

In addition, since the one-way clutch acts to convert the operating element into the fixed element in the D range 1 speed, if only the clamping pressure is provided to the newly engaged operating element when shifting from the D range 1 speed to the 2 speed, Since the automatic release is performed in the operating element fixed by the way clutch, it is possible to facilitate shift control.

In addition, in the present invention, the output shaft can be arranged on the same axis as the input shaft, when the power train is arranged in the longitudinal direction in the engine room, the output shaft is capable of transmitting power to the rear wheels through a separate propulsion shaft, the electric pipe It can be easily applied to the vehicle of the rear wheel drive (FR).

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

As shown in FIGS. 1 and 2, the power train of the automatic transmission according to the present invention includes an input shaft 10 which receives the rotational force of the engine from the engine through a torque converter, and decelerates and rotates the rotation of the input shaft 10. It has a planetary gear set for outputting a multi-stage rotational rotation to the output shaft 20 by selectively receiving the non-deceleration rotation and deceleration rotation from the input shaft 10 and the reduction planetary gear, respectively. .

In the power train of the automatic transmission according to the present invention, the speed reduction planetary gear set is a planetary gear set having three operating elements, and the speed reduction planetary gear set is always connected to the input shaft 10 and is an input element. A first actuating element N1 acting as a second actuating element and a second planetary actuating element which is always connected to the composite planetary gear set to act as a transition output element of deceleration rotation or is selectively restrained by the transmission case 30 to act as a fixing element. Element N2 and a third actuating element N3, which is selectively constrained to the transmission case 30 and acts as a stationary element.

In the power train of the automatic transmission according to the present invention, the composite planetary gear set has four operating elements by combining two planetary gear sets with each other, and the composite planetary gear set is connected to the second operating element N2. A pair of fourth operating element N4, which is always connected and acts as a transition input element of the deceleration rotation, or selectively restrained by the transmission case 30 and acts as a fixed element, and any one of the operating elements of the composite planetary gear set. A fifth operating element which is always shared, and which is selectively connected to the input shaft 10 to act as a transition input element of non-deceleration rotation, or selectively restrained by the transmission case 30 to serve as a fixed element ( N5), a sixth operating element N6 which always shares another pair of operating elements of the composite planetary gear set and is always connected to the output shaft 20 to act as an output element, and the mouth Shaft 10 and is selectively fixed to and a seventh operating element (N7) which acts as a transition element in the non-reduced rotation is input.

In this case, the reduction planetary gear set is the first planetary gear set PG-1 of the double pinion, and the composite planetary gear set is the second planetary gear set PG-2 of the single pinion and the third planetary planet of the single pinion. As a gear set PG-3, two pairs of operating elements are shared.

The first planetary gear set PG-1, the second planetary gear set PG-2, and the third planetary gear set PG-3 are sequentially connected from the engine side to which the input shaft 10 is connected. The input shaft 10 and the output shaft 20 are coaxially spaced apart from each other.

In addition, the seventh operating element N7 is selectively connected to the input shaft 10 via the first clutch C-1, and the fifth operating element N5 is the second clutch C-2. Is selectively connected to the input shaft 10 via the first shaft, and the third operating element N3 is selectively restrained with respect to the transmission case 30 via the first brake B-1. The actuation element N4 is selectively restrained with respect to the transmission case 30 via the second brake B-2, and the fifth actuation element N5 is via the third brake B-3. It is selectively restrained with respect to the transmission case 30.

According to an embodiment of the present invention, the first operating element N1 is composed of the first sun gear S1 of the first planetary gear set PG-1, and the second operating element N2 is formed of the first operating element N2. The first ring gear (R1) of the first planetary gear set (PG-1), and the third operating element (N3) is made of a first carrier (C1) of the first planetary gear set (PG-1). The fourth operating element N4 includes the second sun gear S2 of the second planetary gear set PG-2, and the fifth operating element N5 includes the second planetary gear set PG. -2) is always connected between the second carrier (C2) and the third ring gear (R3) of the third planetary gear set (PG-3), the sixth operating element (N6) is the second It is made by always connecting between the second ring gear R2 of the planetary gear set PG-2 and the third carrier C3 of the third planetary gear set PG-3, and the seventh operating element N7 ) Is composed of the third sun gear S3 of the third planetary gear set PG-3.

Hereinafter, the configuration of the power train of the automatic transmission according to the embodiment of the present invention will be described in more detail.

The first planetary gear set PG-1 is directly connected to the input shaft 10 to selectively transmit the rotational speed of the input shaft 10 at a constant speed ratio to the first sun gear S1 and the transmission case 30. The first ring gear (R1) connected to the first carrier (C1) and the second sun gear (S2) of the second planetary gear set (PG-2) to be restrained and selectively restrained by the transmission case 30 Equipped.

The second planetary gear set PG-2 is selectively connected to the input shaft 10 and always connected to the third ring gear R3 of the third planetary gear set PG-3, and the transmission case 30 The second carrier (C2) selectively restrained on the) and the second ring gear (R2) is always connected to the third carrier (C3) of the third planetary gear set (PG-3).

The third planetary gear set PG-3 includes a third sun gear S3 selectively connected to the input shaft 10, and the third carrier C3 is always connected to the output shaft 20. In addition, the third ring gear R3 of the third planetary gear set PG-3 is connected to the second carrier C2.

In addition, the power train of the automatic transmission according to the present invention is the first clutch to selectively rotate between the input shaft 10 and the third sun gear (S3) between them to transfer the rotational speed of the input shaft 10 to the constant velocity ratio (C-1) and a second clutch (C-2) for selectively connecting between the input shaft (10) and the second carrier (C2) to transfer the rotational speed of the input shaft (10) at a constant velocity ratio. It is provided.

In addition, the power train of the automatic transmission according to the present invention includes a first brake (B-1) for selectively restraining the first carrier (C1) with respect to the transmission case 30, and the first ring gear (R1). And a second brake (B-2) for selectively restraining the second sun gear (S2) with respect to the transmission case 30, and the second carrier (C2) and the third ring gear (R3). The third brake B-3 selectively restrains the case 30.

Here, the first clutch (C-1) is installed in parallel with respect to the path connecting the input shaft 10 and the first sun gear (S1) is connected to the third sun gear (S3), the second The clutch C-2 is installed in parallel with a path connecting the input shaft 10 and the first sun gear S1 to be connected to the second carrier C2, and the first clutch C-1. ) And the second clutch C-2 are respectively installed in parallel with respect to a path connecting the input shaft 10 and the first sun gear S1.

The first brake B-1 is installed between the transmission case 30 and the first carrier C1, and the second brake B-2 is connected to the first ring gear R1. It is installed in parallel with respect to the path connecting the second sun gear (S2) is connected to the transmission case 30, the third brake (B-3) is the second carrier (C2) and the third ring Installed in parallel with respect to the path connecting the gear (R3) is connected to the transmission case (30).

In addition, the one-way clutch OWC is installed in parallel with respect to a path connecting the third brake B-3 and the third ring gear R3.

Meanwhile, according to the exemplary embodiment of the present invention, as shown in FIG. 3, the first clutch C-1 and the one-way clutch OWC operate in the D range 1, and the D clutch 2 operates in the D range 2 speed. The second brake B-2 is operated while the first clutch C-1 is maintained (the one-way clutch OWC is naturally released). The first brake B-1 is operated while the second brake B-2 is released while the operation of the first clutch C-1 is maintained, and the first clutch B is performed at the D range 4 speed. The second clutch C-2 is operated while the first brake B-1 is released while the operation of C-1) is maintained, and the second clutch C-2 in the D range 5 is performed. The first clutch B-1 is operated while the first clutch C-1 is released while the operation of the first clutch C-1 is maintained, and the operation of the second clutch C-2 is maintained at the D range 6 speed. State As the first brake B-1 is released, the second brake B-2 is operated, and the first brake B-1 and the third brake B-3 are operated at the R range. Shift is made.

Hereinafter, the shift process for each shift stage in the power train of the automatic transmission according to the present invention will be described as the ratio of the speed by lever analysis.

-D range 1 speed

As shown in FIG. 4, in the D range 1 speed, the first clutch C-1 and the one-way clutch OWC operate as fastening elements, respectively.

The input provided through the input shaft 10 is transferred to the first sun gear S1 and the third sun gear S3 at a constant velocity ratio, and the input transferred to the third sun gear S3 is the third ring gear (S3). With R3) as a fixed element, it is decelerated through the third carrier C3 and output to the output shaft 20.

That is, the speed input through the input shaft 10 is transferred to the third sun gear S3 of the third planetary gear set PG-3 through the operation of the first clutch C-1. The speed transferred to the third sun gear S3 decreases through the third carrier C3 as the third ring gear R3 acts as a fixed element by the operation of the one-way clutch OWC. It is output to the output shaft 20 in the state of D range 1 speed.

At this time, the second ring gear R2 of the second planetary gear set PG-2 is synchronized with the third carrier C3, and the second carrier C2 operates the one-way clutch OWC. The second sun gear S2 is reversed as it acts as a fixed element, and the second sun gear S2 is interlocked at the same speed as the first ring gear R1.

-D range 2 speed

As shown in FIG. 5, in the D range 2 speed, the second brake B-2 operates as a fastening element while the operation of the first clutch C-1 is maintained. At this time, the one-way clutch OWC is naturally released.

The input provided through the input shaft 10 is transferred to the first sun gear S1 and the third sun gear S3 at a constant velocity ratio, and the input transferred to the third sun gear S3 is the second sun gear S2. ) Is decelerated through the third carrier C3 and output to the output shaft 20.

That is, the speed input through the input shaft 10 is transferred to the third sun gear S3 of the third planetary gear set PG-3 through the operation of the first clutch C-1. The speed transferred to the third sun gear S3 decreases through the third carrier C3 as the second sun gear S2 acts as a fixed element by the operation of the second brake B-2. The output shaft 20 is output in the state of the D range 2 speed.

At this time, the second ring gear R2 of the second planetary gear set PG-2 is synchronized with the third carrier C3, and the second sun gear S2 is the second brake B-2. By acting as a fixed element by the operation of the second carrier (C2) is decelerated and is in a state of interlocking at the same speed as the third ring gear (R3).

D range 3-speed

As shown in FIG. 6, in the D range 3 speed, the first brake B-1 is released while the second brake B-2 is released while the operation of the first clutch C-1 is maintained. It acts as a fastening element.

The input provided through the input shaft 10 is transferred to the first sun gear S1 and the third sun gear S3 at a constant velocity ratio, and the input transferred to the first sun gear S1 is the first brake (S1). The first carrier C1, which is constrained by the operation of B-1), is used as a fixed element to decelerate through the first ring gear R1 to be transferred to the second sun gear S2, and the second sun gear ( The input of the deceleration transferred to S2) and the input of the constant velocity transferred to the third sun gear S3 are the interaction between the second planetary gear set PG-2 and the third planetary gear set PG-3. Through the third carrier (C3) is output to the output shaft 20 in the state D range 3 speed.

D range 4-speed

As shown in FIG. 7, in the D range 4 speed, the first clutch B-1 is released while the second clutch C-2 is released while the operation of the first clutch C-1 is maintained. It acts as a fastening element.

The input provided through the input shaft 10 is transferred to the first sun gear S1, the third sun gear S3, the second carrier C2, and the third ring gear R3 at a constant velocity ratio, respectively. By the input of the constant speed transferred to the third sun gear S3 and the third ring gear R3, the output is output to the output shaft 20 through the third carrier C3 in the state of D range 4.

That is, in the D range 4, the first planetary gear set PG-1, the second planetary gear set PG-2, and the third planetary gear set PG-3 are both separated from the input shaft 10. Since the provided input is in a state of transitioning at a constant speed, a direct drive state that matches the rotational speed of the input shaft 10 is obtained.

-D range 5 speed

As shown in FIG. 8, in the D range 5 speed, the first brake C-1 is released while the first clutch C-1 is released while the operation of the second clutch C-2 is maintained. It acts as a fastening element.

The input provided through the input shaft 10 is transferred to the first sun gear S1, the second carrier C2, and the third ring gear R3 at a constant velocity ratio, and is transferred to the first sun gear S1. Input is decelerated through the first ring gear (R1) to the second sun gear (S2) by using the first carrier (C1), which is restrained by the operation of the first brake (B-1), as a fixed element. The input of the deceleration transferred to the second sun gear S2 and the input of the constant velocity transferred to the second carrier C2 include the second planetary gear set PG-2 and the third planetary gear set PG-3) is output to the output shaft 20 via the third carrier C3 in the overdrive state of the D range 5 speed.

-D range 6 speed

As shown in FIG. 9, in the D range 6 speed, the first brake B-1 is released while the second brake B-2 is released while the second clutch C-2 is maintained. It acts as a fastening element.

The input provided through the input shaft 10 is transferred to the first sun gear S1, the second carrier C2, and the third ring gear R3 at a constant velocity ratio, and is transferred to the second carrier C2. The input is accelerated through the second ring gear R2 using the second sun gear S2 that is restrained by the operation of the second brake B-2 as a fixed element, and the second ring gear R2. The input accelerated through) may be connected to the output shaft 20 through the third carrier C3 through the interaction between the second planetary gear set PG-2 and the third planetary gear set PG-3. ) Is output in overdrive of D range 6 speed.

R range

As shown in FIG. 10, in the R range, the first brake B-1 and the third brake B-3 operate as fastening elements, respectively.

The input provided through the input shaft 10 is transferred to the first sun gear S1 at a constant speed ratio, and the input transferred to the first sun gear S1 is restrained by the operation of the first brake B-1. The first carrier (C1) as a fixed element is decelerated through the first ring gear (R1), the input decelerated through the first ring gear (R1) is transferred to the second sun gear (S2), The input transferred to the second sun gear S2 is reversed through the second ring gear R2 using the second carrier C2 as a fixed element that is restrained by the operation of the third brake B-3. Decelerating to the second ring gear (R2), the input through the interaction between the second planetary gear set (PG-2) and the third planetary gear set (PG-3) It is output in the R range state to the output shaft 20 in an inverted state through the three carriers C3.

1 is a schematic diagram showing a configuration of a power train of an automatic transmission according to the present invention;

Figure 2 is a lever analysis diagram showing the configuration of each operating element for the power train of the automatic transmission according to the present invention.

Figure 3 is an operating element table showing the operating state of the friction element for each shift stage for the power train of the automatic transmission according to the present invention.

4 to 10 are lever analysis diagrams showing the speed relationship for each shift stage with respect to the power train of the automatic transmission according to the present invention.

<Description of Symbols for Main Parts of Drawings>

10-input shaft 20-output shaft

30-transmission case

Claims (12)

Reduction planetary gear set for outputting the rotation of the input shaft 10 in the deceleration rotation, and non-deceleration rotation and deceleration rotation from the input shaft 10 and the reduction planetary gear selectively receives the output shaft 20 in multiple stages of rotation It has a composite planetary gear set for outputting; The reduction planetary gear set is always connected to the input shaft 10 to act as an input element, the first operating element (N1), and always connected to the composite planetary gear set to act as a transition output element of the deceleration rotation, or transmission case A second actuating element (N2) selectively restrained at (30) to act as a stationary element and a third actuating element (N3) as selectively restrained to the transmission case (30) to act as a stationary element; The composite planetary gear set is always connected to the second operating element (N2) to act as a transition input element of deceleration rotation, or the fourth operating element (N4) selectively restrained to the transmission case (30) to act as a fixed element. And a pair of operating elements of the composite planetary gear set at all times, and selectively connected to the input shaft 10 to act as a transition input element of non-deceleration rotation, or to the transmission case 30. A fifth operating element (N5), which is selectively restrained and acts as a fixed element, always shares another pair of operating elements among the operating elements of the composite planetary gear set, and is always connected to the output shaft 20 to act as an output element. And a sixth operating element (N6) and a seventh operating element (N7) selectively connected to the input shaft (10) to act as a transition input element of non-deceleration rotation. The method according to claim 1, The reduction planetary gear set is a first planetary gear set PG-1 of a double pinion, and the composite planetary gear set is a second planetary gear set PG-2 of a single pinion and a third planetary gear set of a single pinion ( PG-3), a power train of an automatic transmission, characterized by sharing two pairs of operating elements with each other. The method according to claim 2, The first planetary gear set PG-1 and the second planetary gear set PG-2 and the third planetary gear set PG-3 are arranged in order from an engine side to which the input shaft 10 is connected. And the input shaft (10) and the output shaft (20) are coaxially spaced apart from each other. The method according to claim 2, The seventh operating element N7 is selectively connected to the input shaft 10 via the first clutch C-1, and the fifth operating element N5 is the second clutch C-2. Is selectively connected to the input shaft 10, and the third operating element N3 is selectively restrained with respect to the transmission case 30 via a first brake B-1 and the fourth operating element. N4 is selectively restrained with respect to the transmission case 30 via the second brake B-2, and the fifth operating element N5 is connected to the transmission via the third brake B-3. Power train of an automatic transmission, characterized in that it is selectively constrained to the case (30). The method according to claim 4, The first operating element N1 is composed of the first sun gear S1 of the first planetary gear set PG-1, and the second operating element N2 is the first planetary gear set PG-1. The first ring gear (R1) of the first, the third operating element (N3) is made of a first carrier (C1) of the first planetary gear set (PG-1), the fourth operating element ( N4) is composed of the second sun gear S2 of the second planetary gear set PG-2, and the fifth operating element N5 is the second carrier of the second planetary gear set PG-2. C2) is always connected between the third ring gear R3 of the third planetary gear set PG-3, and the sixth operating element N6 is the second planetary gear set PG-2. Is connected between the second ring gear (R2) and the third carrier (C3) of the third planetary gear set (PG-3) at all times, the seventh operating element (N7) is the third planetary gear set A power train of an automatic transmission, comprising: a third sun gear S3 of (PG-3). The method according to claim 5, The first clutch C-1 is installed in parallel with respect to a path connecting the input shaft 10 and the first sun gear S1 and is connected to the third sun gear S3. Power train. The method according to claim 6, The second clutch C-2 is installed in parallel with respect to a path connecting the input shaft 10 and the first sun gear S1 and is connected to the second carrier C2. Power train. The method according to claim 7, The first clutch C-1 and the second clutch C-2 are automatically installed in parallel with respect to a path connecting the input shaft 10 and the first sun gear S1, respectively. Power train of the transmission. The method according to claim 5, The first brake (B-1) is a power train of the automatic transmission, characterized in that installed between the transmission case (30) and the first carrier (C1). The method according to claim 5, The second brake (B-2) is installed in parallel with respect to the path connecting the first ring gear (R1) and the second sun gear (S2) is characterized in that connected to the transmission case (30). Power train of automatic transmission. The method according to claim 5, The third brake (B-3) is installed in parallel with respect to a path connecting the second carrier (C2) and the third ring gear (R3) is characterized in that connected to the transmission case (30). Power train of automatic transmission. The method according to claim 11, The power train of the automatic transmission, characterized in that it further comprises a one-way clutch (OWC) installed in parallel with respect to the path connecting the third brake (B-3) and the third ring gear (R3).

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