KR100897955B1 - 6-speed power train of automatic transmission - Google Patents

Abstract

The present invention is a simple structure that combines one simple planetary gear set, one compound planetary gear set, three clutches, and two brakes that mutually restrain double pinion planetary gear sets and single pinion planetary gear sets. It is possible to reduce the volume and overall length of the automatic transmission by implementing the gearshift of 1 reverse speed, reduce the weight of the automatic transmission, reduce the manufacturing cost, and improve the mountability of the vehicle. The goal is to provide a six-speed power train.

The present invention for achieving the above object, the first planetary gear set (PG-1) connected to the input shaft 10, and the second planetary gear set (PG-) connected to the first planetary gear set (PG-1). 2) and a third planetary gear set (PG-3) connected to the input shaft (10) and the second planetary gear set (PG-2) and connected to the output shaft (20), respectively; The first planetary gear set PG-1 includes a first operating element N1 serving as an equivalent input element, a second operating element N2 serving as a fixed element, and a transition output element outputting power at a reduction ratio. A third actuating element N3 acting as a; The second planetary gear set PG-2 and the third planetary gear set PG-3 may include a fourth operating element N4 serving as a transition input element and a fifth acting as a transition input element or a fixed element. An operating element N5, a sixth operating element N6 acting as an equivalent input element or a fixed element, and a seventh operating element N7 connected to the output shaft 20 are provided.

Automatic transmission, 6 speeds, power train, planetary gear set, clutch, brake

Description

6-speed power train of automatic transmission

The present invention relates to a six-speed power train of an automatic transmission, and more particularly, to a six-speed 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 transmission 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 and acceleration performance and improving transmission 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, one simple planetary gear set, one double planetary planetary gear set and one compound planetary gear set, three clutches, which restrain the single pinion planetary gear set, and It is a simple structure that combines two brakes, and realizes 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. The aim is to provide a six-speed power train for an automatic transmission that allows for improved mountability.

The present invention for achieving the above object, the first planetary gear set connected to the input shaft, the second planetary gear set connected to the first planetary gear set, the input shaft and the second planetary gear set, respectively A third planetary gear set connected to the output shaft;

The first planetary gear set may include a first operating element connected to the input shaft and serving as an equivalent input element, a second operating element serving as a fixed element in a state in which rotation is constrained, and a power input from the input shaft. A third operating element acting as a transition output element in a state of outputting at a reduction ratio via the fixed action of the two operating elements;

The second planetary gear set and the third planetary gear set are connected to the third actuating element and act as a transition input element for receiving power from the third actuating element at a reduction ratio, and the second planetary gear set. The actuating element between the gear set and the third planetary gear set mutually shared, and acting as a transition input element selectively receiving power from the third actuating element as a reduction ratio, or acting as a fixed element in which rotation is constrained selectively. Equivalent input element that selectively shares the operating element between the operating element, the second planetary gear set and the third planetary gear set, and selectively receives power from the input shaft as a constant velocity ratio, or optionally rotation is constrained The sixth operating element which acts as a stationary element of the state and the first, second, second, third, fourth, fifth and sixth operating elements connected to the output shaft. With a working element of claim 7 which acts a driving force input from the shaft to an output element that converts to an appropriate gear ratio, and;

The input shaft and the sixth operating element and the third operating element and the fifth operating element are respectively selectively connected through a first clutch means to transfer power provided from the input shaft to an equivalent transition or a deceleration transition. The sixth actuating element is selectively connected to each other via a second clutch means to interlock with each other;

The fifth operating element and the sixth operating element may be connected to each other by a transmission case and a brake means, and configured to perform rotational restraint of the corresponding operating element.

According to the six-speed power train of the automatic transmission according to the present invention, the sixth forward speed and the first speed of the reverse speed can be implemented with a simple structure, and the volume and overall length of the automatic transmission can be reduced, thereby reducing the weight and manufacturing cost of the automatic transmission. It is possible to reduce the pressure, improve the mountability on the vehicle, and improve the lubrication and cooling of the automatic transmission.

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 of releasing only the element and fastening the other friction element not only facilitates the shift control, but also facilitates the skip shift.

In addition, since the one-way clutch serves to convert the operating element into a 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 clutch, the shift control can be facilitated.

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

Particularly, the present invention enables a selective connection between the second ring gear of the second planetary gear set and the third carrier of the third planetary gear set by means of the second clutch, so that the D ranges 5 and 6 Since the second sun gear of the second planetary gear set can be prevented from rotating at a speed higher than the speed of the input shaft, it is possible to prevent the durability of the transmission due to the high speed rotation of a specific operating element.

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

As shown in Figures 1 to 3, the six-speed power train of the automatic transmission according to the present invention is directly connected to the input shaft 10 and the input shaft 10 receives the rotational force of the engine from the engine through the torque converter A first planetary gear set PG-1, a second planetary gear set PG-2 directly connected and selectively connected to the first planetary gear set PG-1, and optional with the input shaft 10; And a third planetary gear set PG-3 directly connected to the second planetary gear set PG-2 and selectively connected to the second planetary gear set PG-2.

First, the first planetary gear set PG-1 is a deceleration planetary gear set that decelerates and outputs a rotation input from the input shaft 10. The first planetary gear set PG-1 is always connected to the input shaft 10 to act as an equivalent input element. The first operating element N1, the second operating element N2 acting as a fixed element in which the rotation is always restrained, and the power received from the input shaft 10 is fixed to the second operating element N2. It is provided with a third operating element (N3) which acts as a transition output element in a state of always outputting at a reduction ratio via a medium.

The second planetary gear set PG-2 and the third planetary gear set PG-3 are non-decelerated rotation input through the input shaft 10 and the first planetary gear set PG-1. A composite planetary gear set that receives a deceleration rotation through the output shaft 20 and outputs the transmission speed in multiple stages, wherein the second planetary gear set PG-2 and the third planetary gear set PG-3 are provided. Each consists of a composite planetary gear set that shares two operating elements with each other to form four independent operating elements.

That is, the second planetary gear set PG-2 and the third planetary gear set PG-3 are always connected to the third operating element N3 to reduce power from the third operating element N3. The fourth operating element (N4) acting as a transition input element received by the second and any one of the operating element between the second planetary gear set (PG-2) and the third planetary gear set (PG-3) A fifth operating element N5 and the second planetary gear, which share and share a transition input element that selectively receives power from the third operating element N3 as a reduction ratio or a fixed element in which rotation is constrained selectively. The other of the operating elements between the set PG-2 and the third planetary gear set PG-3 is limited and selectively shared with each other according to the gear stage, and the power from the input shaft 10 is selectively selected as a constant speed ratio. Equivalent input element received as input or fixed element with rotation constrained selectively Interaction between the sixth operating element N6 and the first, second, third, fourth, fifth, sixth operating element N1, N2, N3, N4, N5, N6 connected to the output shaft 20 It is provided with a seventh operating element (N7) that acts as an output element for converting the power input from the input shaft 10 to the appropriate transmission ratio via the medium.

In addition, between the input shaft 10 and the sixth operating element (N6), and between the third operating element (N3) and the fifth operating element (N5) are selectively connected via a first clutch means, respectively. The power provided from the input shaft 10 is transmitted to an equivalent transition or a deceleration transition, and the sixth operating element N6 is limitedly and selectively connected according to the shift stage via a second clutch means to interlock with each other to generate power. To pass.

On the other hand, the fifth operating element (N5) and the sixth operating element (N6) is connected via the transmission case 30 and the brake means, respectively, to perform the rotational restraint of the corresponding operating element.

Here, the first, second and third planetary gear sets (PG-1, PG-2, PG-3) are the first planetary gear set (PG-1), the second from the engine side to which the input shaft 10 is connected The planetary gear set PG-2 and the third planetary gear set PG-3 are arranged in this order. The first planetary gear set PG-1 and the third planetary gear set PG-3 are composed of a single pinion planetary gear set, and the second planetary gear set PG-2 is a double pinion planetary gear set. It consists of.

According to an embodiment of the invention, the first operating element (N1) is made of a first ring gear (R1) of the first planetary gear set (PG-1), the second operating element (N2) is The first sun gear S1 of the first planetary gear set PG-1 is formed, and the third operating element N3 is formed of the 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. The second carrier C2 of -2) and the third sun gear S3 of the third planetary gear set PG-3 are connected to each other, and the sixth operating element N6 is connected to the second planetary gear set. The second carrier C2 of PG-2 and the third carrier C3 of the third planetary gear set PG-3 are connected to each other, and the seventh operating element N7 is the third planetary body. It consists of the 3rd ring gear R3 of the gear set PG-3.

In this case, the first ring gear R1 is directly connected to the input shaft 10, and the third ring gear R3 is directly connected to the output shaft 20.

According to an embodiment of the present invention, the first clutch means is composed of the first clutch C-1 and the third clutch C-3, and the second clutch means is the second clutch C-2. The brake means includes a first brake B-1 and a second brake B-2.

The fourth operating element N4 is directly connected to the first carrier C1 of the first planetary gear set PG-1, and the fifth operating element N5 is connected to the first clutch C-1. Is selectively variablely connected to the third operating element N3 as a reduction ratio as a medium, and is selectively variably constrained to the transmission case 30 via the first brake B-1, and the sixth operating element N6 denotes a second carrier C2 of the second planetary gear set PG-2 and a third carrier of the third planetary gear set PG-3 via the second clutch C-2. (C3) is selectively variably connected to the input shaft (10) via the third clutch (C-3) as a constant velocity ratio while selectively connecting between (C3) and the second brake (B-2) as the medium. It is selectively variably constrained to the transmission case 30.

In this case, the sixth operating element N6 is selectively provided to the transmission case 30 via a one-way clutch OWC installed in parallel with the second brake B-2 on the transmission case 30. Are variable constrained.

According to an embodiment of the present invention, a path through which power is transmitted from the input shaft 10 to the first, second, and third planetary gear sets PG-1, PG-2, and PG-3 may include the first operating element. A first input path which is always input at a reduction ratio to the fourth operating element N4 via N1) and the third operating element N3, and the first operating element N1 and the third operating element N3; A second input path selectively inputted to the fifth operating element N5 at a reduction ratio, a third input path selectively inputted at a constant speed ratio to the sixth operating element N6, and the sixth operating element N6; It is set as a fourth input element for selectively connecting between the second ring gear (R2) and the third carrier (C3).

In this case, the first input path is set to directly connect between the third operating element (N3) and the fourth operating element (N4) over the entire shift range during operation to drive the driving force transmitted from the input shaft (10) It is always delivered to the fourth operating element (N4).

In addition, the first input clutch C− may variably connect the third operating element N3 and the fifth operating element N5 at the D range 3, 5 speed and the R range, respectively. Is set by the operation of 1).

In addition, the third input path operates an operation of the third clutch C-3 which variably connects the input shaft 10 and the sixth operating element N6 at D speeds 4, 5, and 6, respectively. Is set by.

Meanwhile, the fourth input path is variably between the second ring gear R2 and the third carrier C3 of the sixth operating element N6 in the D ranges 1,2, 3, and 4, respectively. It is set by the operation of the second clutch C-2 to be connected.

According to an embodiment of the present invention, the path from which power is cut off in the first, second, and third planetary gear sets PG-1, PG-2, and PG-3 includes the sixth operating element N6 and the transmission case. And a first blocking path for connecting between 30 and a second blocking path for connecting between the fifth operating element N5 and the transmission case 30.

In this case, the first blocking path is set by the operation of the one-way clutch OWC that variably restrains between the sixth operating element N6 and the transmission case 30 in the D range 1 speed. .

In addition, the first blocking path is operated by the second brake B-2 which variably restrains the sixth operating element N6 and the transmission case 30 in the R range and the L range, respectively. Preferably, the first blocking path is implemented by preventing the reverse rotation of the sixth operating element N6 by the operation of the one-way clutch OWC in the D range 1 speed. In addition, the first blocking path is implemented in the R and L ranges through the restraint of forward / reverse rotation with respect to the sixth operating element N6 by the operation of the second brake B-2, respectively.

In addition, the second blocking path is operated by the first brake B-1 that variably restrains the fifth operating element N5 and the transmission case 30 in the D ranges 2 and 6, respectively. Is set.

According to an exemplary embodiment of the present invention, each of the operating elements operates the second clutch C-2 and the one-way clutch OWC in the D range 1 speed, and the second clutch C in the D range 2 speed. The first brake B-1 is operated (at this time, the one-way clutch OWC is naturally released) while the second clutch C-2 is operated in the D range 3 speed. The first clutch C-1 is operated while the first brake B-1 is released while the operation of the second clutch C-1 is maintained in the D range 4 speed. The third clutch C-3 is operated while the first clutch C-1 is released in the maintained state, and the third clutch C-3 is maintained in the D range 5 speed. The first clutch C-1 is operated while the second clutch C-2 is released, and the first clutch is operated while the operation of the third clutch C-3 is maintained in the D range 6 speed. (C-1) When the first brake (B-1) is operated while the release is released, the first clutch (C-1) and the second brake (B-2) is operated in the R range is shifted.

According to an embodiment of the present invention, the output shaft 20 is arranged to be spaced apart from each other on the same axis line with the input shaft 10, when the six-speed power train in the longitudinal direction in the engine room, the output shaft 20 Since the power transmission is possible to the rear wheels through a separate propulsion shaft, it is possible to apply the six-speed power train of the present invention to the vehicle of the electric tube rear wheel drive (FR).

In addition, the first clutch C-1 is installed in parallel with respect to a connection path between the first carrier C1 and the second sun gear S2 and is connected to the second carrier C2. The second clutch C-2 is installed between the second ring gear R2 and the third carrier C3 to variably implement a connection therebetween for each shift stage, and the third clutch C-3. Is connected in parallel to the connection path between the input shaft 10 and the first ring gear (R1) is connected to the third carrier (C3), the first brake (B-1) is the first clutch It is installed in parallel with the connection path between the (C-1) and the second carrier (C2) is connected to the transmission case 30, the second brake (B-2) and the one-way clutch (OWC) Are respectively installed in parallel with respect to the connection path between the second ring gear R2 and the third carrier C3 and are connected to the transmission case 30.

Hereinafter, the shift process for each shift stage in the six-speed 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 second clutch C-2 and the one-way clutch OWC operate as fastening elements, respectively.

When an input is made to the first operating element N1 through the input shaft 10, the fourth operation is decelerated through the third operating element N3 using the second operating element N2 as a fixed element. The input transitioned to the element N4 at all times and the input to the fourth actuating element N4 is decelerated through the seventh actuating element N7 by using the sixth actuating element N6 as a fixed element, thereby reducing the output shaft ( 20) is output.

That is, the speed input to the first ring gear R1 of the first planetary gear set PG-1 through the input shaft 10 is controlled by the first sun gear S1 as a fixed element. After the first deceleration through the carrier (C1) is always transferred to the second sun gear (S2) of the second planetary gear set (PG-2), the speed transferred to the second sun gear (S2) is the second ring gear The third sun gear (3) of the third planetary gear set (PG-3) after the second deceleration through the second carrier (C2) as (R2) acts as a fixed element by the operation of the one-way clutch (OWC). S3) and the speed transferred to the third sun gear S3 is the third ring gear (R3) as the third carrier (C3) acts as a fixed element by the operation of the one-way clutch (OWC). After the third deceleration through) is output through the output shaft 20 to the D range 1 speed.

In this case, the second ring gear R2 of the second planetary gear set PG-2 and the third carrier C3 of the third planetary gear set PG-3 are the second clutch C-2. The second ring gear (R2) and the third carrier (C3) are respectively connected to each other by the fastening of the one-way clutch (OWC) acts as a fixing element by the operation of the one-way clutch (OWC).

-D range 2 speed

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

When an input is made to the first operating element N1 through the input shaft 10, the fourth operation is decelerated through the third operating element N3 using the second operating element N2 as a fixed element. The input transitioned to the element N4 at all times and the input to the fourth actuating element N4 is decelerated through the seventh actuating element N7 by using the fifth actuating element N5 as a fixed element, thereby reducing the output shaft ( 20) is output.

That is, the speed input to the first ring gear R1 of the first planetary gear set PG-1 through the input shaft 10 is controlled by the first sun gear S1 as a fixed element. After the first deceleration through the carrier C1, the gear shifts to the second sun gear S2 of the second planetary gear set PG-2 at all times, and the speed transferred to the second sun gear S2 is the second carrier. The third of the third planetary gear set PG-3 after the second deceleration through the second ring gear R2 as C2) acts as a fixed element by the operation of the first brake B-1. The speed transferred to the carrier C3 and the speed transferred to the third carrier C3 are controlled by the third sun gear S3 as a fixed element by the operation of the first brake B-1. After the speed increase through the ring gear (R3) is output via the output shaft 20 at the second speed D range.

In this case, the second ring gear R2 of the second planetary gear set PG-2 and the third carrier C3 of the third planetary gear set PG-3 are the second clutch C-2. Interconnected by the coupling of the power transmission can be made between the second ring gear (R2) and the third carrier (C3).

D range 3-speed

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

When an input is made to the first operating element N1 through the input shaft 10, the fourth operation is decelerated through the third operating element N3 using the second operating element N2 as a fixed element. An input simultaneously transferred to the element N4 and the fifth operating element N5 and simultaneously transferred to the fourth operating element N4 and the fifth operating element N5 is provided through the seventh operating element N7. It is output to the output shaft 20 in a state where the primary decelerated level is maintained as it is.

That is, the output through the third ring gear R3 is output at the D range 3 speed while maintaining the level decelerated in the first carrier C1.

In this case, the second ring gear R2 of the second planetary gear set PG-2 and the third carrier C3 of the third planetary gear set PG-3 may have the second clutch C-2. ) Are connected to each other by the fastening, and power transmission is possible between the second ring gear R2 and the third carrier C3.

D range 4-speed

As shown in FIG. 7, in the D range 4 speed, the third clutch C-3 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.

When an input is made to the first operating element N1 through the input shaft 10, the fourth operation is decelerated through the third operating element N3 using the second operating element N2 as a fixed element. It is always transitioned to the element N4, and the input of the input shaft 10 is transferred directly to the sixth operating element N6.

Accordingly, the speed output to the output shaft 20 through the seventh operating element N7 is smaller than the speed of the input shaft 10 and larger than the speed of the third operating element N3.

That is, the speed input to the first ring gear R1 of the first planetary gear set PG-1 through the input shaft 10 is controlled by the first sun gear S1 as a fixed element. After the first deceleration through the carrier (C1) is transferred to the second sun gear (S2) of the second planetary gear set (PG-2), the third carrier (C3) of the third planetary gear set (PG-3). The input of the input shaft 10 is transferred at constant speed as it is.

As a result, an input transferred to the second sun gear S2 of the second planetary gear set PG-2 at a reduction ratio and equivalently transferred to the third carrier C3 of the third planetary gear set PG-3. An input is inputted through the output shaft 20 via the third ring gear R3 by an interaction between the second planetary gear set PG-2 and the third planetary gear set PG-3. Output at 4 speeds.

In this case, in the second planetary gear set PG-2, the input shifted to the second sun gear S2 at a reduction ratio and the second ring gear R2 are equivalently transferred to the second ring gear R2 through the third carrier C3. The speed of the second carrier C2 is determined by the input.

In addition, in the third planetary gear set PG-3, the input transferred to the third sun gear S3 through the second carrier C2 and the input transferred equivalently to the third carrier C3. The output speed through the third ring gear R3 is determined.

In this case, the second ring gear R2 of the second planetary gear set PG-2 and the third carrier C3 of the third planetary gear set PG-3 may have the second clutch C-2. ) Are connected to each other by the fastening, and power transmission is possible between the second ring gear R2 and the third carrier C3.

-D range 5 speed

As shown in FIG. 8, in the D range 5 speed, the first clutch C-1 is released while the second clutch C-2 is released while the operation of the third clutch C-3 is maintained. It acts as a fastening element.

When an input is made to the first operating element N1 through the input shaft 10, the fourth operation is decelerated through the third operating element N3 using the second operating element N2 as a fixed element. The element N4 and the fifth operating element N5 are simultaneously transferred, and the input of the input shaft 10 is transferred to the sixth operating element N6 as it is.

Accordingly, the speed output to the output shaft 20 through the seventh operating element N7 is greater than the speed of the input shaft 10.

That is, the speed input to the first ring gear R1 of the first planetary gear set PG-1 through the input shaft 10 is controlled by the first sun gear S1 as a fixed element. After the first deceleration through the carrier C1, the second planetary gear set PG-2 is transferred to the second sun gear S2, and the second carrier C2 of the second planetary gear set PG-2 is transferred. ) And the third sun gear S3 of the third planetary gear set PG-3. In addition, the input of the input shaft 10 is transferred to the second carrier C2 of the second planetary gear set PG-2 at constant speed.

As a result, the input shifted to the third sun gear S3 of the third planetary gear set PG-3 at a reduction ratio and the input shifted to the third carrier C3 are equivalent to the third planetary gear set PG-. 3) through the third ring gear (R3) through the output shaft 20 through the output of the drive D over the range 5 speed.

In this case, in the second planetary gear set PG-2, the speed of the second ring gear R2 is determined by an input transferred to the second sun gear S2 and the second carrier C2 at a reduction ratio. In this case, since the second clutch C-2 is in a released state, the speed of the second ring gear R2 does not affect the third carrier C3 of the third planetary gear set PG-3. I can't.

-D range 6 speed

As shown in FIG. 9, in the D range 6 speed, the first brake C-1 is released while the first clutch C-1 is released while the operation of the third clutch C-3 is maintained. It acts as a fastening element.

When an input is made to the first operating element N1 through the input shaft 10, the fourth operation is decelerated through the third operating element N3 using the second operating element N2 as a fixed element. The input of the input shaft 10 is transferred to the sixth operating element N6 as it is.

At this time, the input transferred to the sixth operating element N6 is increased by using the fifth operating element N5 as a fixed element and output through the seventh operating element N7.

Accordingly, the speed output to the output shaft 20 through the seventh operating element N7 is greater than the speed of the input shaft 10.

That is, the speed input to the first ring gear R1 of the first planetary gear set PG-1 through the input shaft 10 is controlled by the first sun gear S1 as a fixed element. After the first deceleration through the carrier C1, the second planetary gear set PG-2 is transferred to the second sun gear S2. In addition, the input of the input shaft 10 is transferred to the third carrier C3 of the third planetary gear set PG-3 at constant speed. In addition, rotation of the second carrier C2 and the third sun gear S3 is restricted by the operation of the first brake B-1.

As a result, the input which is equivalently transferred to the third carrier C3 of the third planetary gear set PG-3 has the third planetary gear set PG-3 having the third sun gear S3 as a fixed element. Through the third ring gear (R3) by the action of the overdrive output through the output shaft 20 at the D range 6 speed.

In this case, in the second planetary gear set PG-2, the input transferred to the second sun gear S2 at a reduction ratio is a second carrier acting as a fixed element according to the action of the first brake B-1. The speed of the second ring gear R2 is determined by (C2). However, since the second clutch C-2 is in a released state, the speed of the second ring gear R2 is determined by the third planetary gear. It has no effect on the third carrier C3 of the set PG-3.

R range

As shown in FIG. 10, in the R range, the first clutch C-1 and the second brake B-2 operate as fastening elements, respectively.

When an input is made to the first operating element N1 through the input shaft 10, the fourth operation is decelerated through the third operating element N3 using the second operating element N2 as a fixed element. The input which is simultaneously transferred to the element N4 and the fifth operating element N5 and transferred to the fourth operating element N4 is the seventh operating element (6) using the sixth operating element N6 as a fixed element. It is reversed through N7) and output to the output shaft 20.

That is, the speed input to the first ring gear R1 of the first planetary gear set PG-1 through the input shaft 10 is controlled by the first sun gear S1 as a fixed element. After the first deceleration through the carrier C1, the second planetary gear set PG-2 is transferred to the second sun gear S2, and the second carrier C2 of the second planetary gear set PG-2 is transferred. ) And the third sun gear S3 of the third planetary gear set PG-3.

Accordingly, in the third planetary gear set PG-3, the deceleration input of the first carrier C1 inputted to the third sun gear S3 through the first clutch C-1 is the third carrier. As (C3) acts as a fixed element by the operation of the second brake (B-2) is second-decelerated through the third ring gear (R3) is output in the reverse direction through the output shaft (20).

In this case, in the second planetary gear set PG-2, the speed of the second ring gear R2 is determined by an input transferred to the second sun gear S2 and the second carrier C2 at a reduction ratio. However, since the second clutch C-2 is in a released state, the speed of the second ring gear R2 does not affect the third carrier C3 of the third planetary gear set PG-3. The third carrier C3 acts as a fixing element by the operation of the second brake B-2.

1 is a schematic diagram showing a configuration for a six-speed power train of an automatic transmission according to the present invention.

Figure 2 is an analysis diagram showing the configuration of each operating element for the six-speed 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 six-speed power train of the automatic transmission according to the present invention.

4 to 10 is a lever analysis diagram showing the speed relationship for each shift stage for the six-speed power train of the automatic transmission according to the present invention.

Claims (18)

A first planetary gear set PG-1 connected to the input shaft 10, a second planetary gear set PG-2 connected to the first planetary gear set PG-1, and the input shaft 10 and the A third planetary gear set PG-3 connected to the second planetary gear set PG-2 and connected to the output shaft 20, respectively; The first planetary gear set PG-1 is connected to the input shaft 10 to act as an equivalent input element, and a first actuating element N1 and a second actuating element acting as a stationary element in which rotation is constrained. (N2) and a third operating element (N3) that acts as a transition output element in a state of outputting the power input from the input shaft (10) at a reduction ratio via the fixing action of the second operating element (N2). To; The second planetary gear set PG-2 and the third planetary gear set PG-3 are connected to the third operating element N3 to receive power from the third operating element N3 at a reduction ratio. The fourth operating element N4 serving as a transition input element, and the operating element between the second planetary gear set PG-2 and the third planetary gear set PG-3 are mutually shared, and the third The fifth operating element N5 and the second planetary gear set PG-2 serving as a transition input element selectively receiving power from the operating element N3 as a reduction ratio or a fixed element in which rotation is constrained selectively. Equivalently share the operating element between and the third planetary gear set (PG-3), and selectively receives power from the input shaft 10 as the constant velocity ratio or in a state that the rotation is constrained selectively The sixth operating element (N6) acting as a fixed element, and the output shaft 20 is connected to the first, second, 3, 4, 5, 6 as an output element for converting the power input from the input shaft 10 to the appropriate transmission ratio through the interaction between the operating elements (N1, N2, N3, N4, N5, N6) Having a seventh actuating element N7 acting; The input shaft 10 and the sixth operating element N6, and between the third operating element N3 and the fifth operating element N5 are selectively connected to each other by a first clutch means, respectively. Transfers the power provided from (10) to an equivalent transition or a deceleration transition, wherein the sixth actuating element N6 is selectively connected to each other via a second clutch means to interlock with each other; The fifth actuating element N5 and the sixth actuating element N6 are connected to the transmission case 30 and the brake means, respectively, so as to perform rotational restraint of the corresponding actuating element. Genus power train. The method according to claim 1, The first, second and third planetary gear sets PG-1, PG-2, and PG-3 may include the first planetary gear set PG-1 and the second planetary gear from the engine side to which the input shaft 10 is connected. The set PG-2 and the third planetary gear set PG-3; The first planetary gear set PG-1 and the third planetary gear set PG-3 are composed of a single pinion planetary gear set, and the second planetary gear set PG-2 is a double pinion planetary gear set. A six-speed power train of an automatic transmission, characterized in that consisting of. The method according to claim 1, The first operating element N1 is composed of a first ring gear R1 of the first planetary gear set PG-1, and the second operating element N2 is the first planetary gear set PG-. The first sun gear (S1) of 1), 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) and the third sun gear S3 of the third planetary gear set PG-3 are connected to each other, and the sixth operating element N6 is the second of the second planetary gear set PG-2. The carrier C2 and the third carrier C3 of the third planetary gear set PG-3 are connected to each other, and the seventh operating element N7 is connected to the third planetary gearset PG-3. A six-speed power train of an automatic transmission, characterized in that the third ring gear (R3). The method according to claim 3, The first speed gear train of the automatic transmission, characterized in that the first ring gear (R1) is connected to the input shaft (10), the third ring gear (R3) is connected to the output shaft (20). The method according to claim 3, The fourth operating element N4 is directly connected to the first carrier C1 of the first planetary gear set PG-1, and the fifth operating element N5 connects the first clutch C-1. It is variably connected to the third operating element (N3) as a reduction ratio as a medium, and is variably constrained to the transmission case (30) via the first brake (B-1), the sixth operating element (N6) Variable between the second carrier C2 of the second planetary gear set PG-2 and the third carrier C3 of the third planetary gear set PG-3 via the two clutch C-2. While being connected to the input shaft 10 via the third clutch (C-3) as a constant speed ratio variable and is coupled to the transmission case 30 via a second brake (B-2) characterized in that 6-speed power train with automatic transmission. The method according to claim 5, The sixth operating element N6 is variably constrained to the transmission case 30 via a one-way clutch OWC installed in parallel with the second brake B-2 on the transmission case 30. 6-speed power train with automatic transmission. The method according to claim 6, The path through which power is transmitted from the input shaft 10 to the first, second and third planetary gear sets PG-1, PG-2, and PG-3 is the first operating element N1 and the third operating element. A first input path inputted to the fourth operating element N4 at a reduction ratio via N3, and the fifth operating element N5 via the first operating element N1 and the third operating element N3; ), A second input path inputted at a reduction ratio, a third input path inputted at a constant speed ratio to the sixth operating element N6, and a second ring gear R2 and a third carrier of the sixth operating element N6. And (C3) a sixth speed train of the automatic transmission, characterized in that it is set as a fourth input element for selectively connecting therebetween. The method according to claim 7, And the first input path is always connected between the third operating element (N3) and the fourth operating element (N4) over the entire speed range. The method according to claim 7, The first input clutch C-1 for variably connecting the third operating element N3 and the fifth operating element N5 at the D ranges 3, 5 speed and R range, respectively. The six-speed power train of the automatic transmission, characterized by the operation of. The method according to claim 7, The third input path is operated by the third clutch C-3 which variably connects the input shaft 10 and the sixth operating element N6 at D speeds 4, 5, and 6, respectively. 6 speed power train of the automatic transmission, characterized in that set. The method according to claim 7, The fourth input path variably connects between the second ring gear R2 and the third carrier C3 of the sixth operating element N6 in the D ranges 1,2, 3, and 4, respectively. The six-speed power train of the automatic transmission, characterized in that set by the operation of the second clutch (C-2). The method according to claim 6, The path from which power is cut off in the first, second and third planetary gear sets PG-1, PG-2, and PG-3 is connected to the sixth operating element N6 and the transmission case 30. A sixth speed train of an automatic transmission, characterized in that it is set as a first cutoff path and a second cutoff path connecting the fifth operating element (N5) and the transmission case (30). The method according to claim 12, The first blocking path is set by the operation of the one-way clutch (OWC) that variably restrains between the sixth operating element (N6) and the transmission case 30 in the D range 1 speed. Six-speed power train with automatic transmission. The method according to claim 12, The first blocking path is set by the operation of the second brake B-2 which variably restrains between the sixth operating element N6 and the transmission case 30 in the R range and the L range, respectively. The six-speed power train of the automatic transmission, characterized in that. The method according to claim 12, The second blocking path is set by the operation of the first brake B-1, which variably restrains between the fifth operating element N5 and the transmission case 30 in the D ranges 2 and 6, respectively. The six-speed power train of the automatic transmission, characterized in that. The method according to claim 6, Each of the operating elements operates the second clutch C-2 and the one-way clutch OWC in the D range 1 speed, and maintains the operation of the second clutch C-2 in the D range 2 speed. The first brake B-1 operates in the state, and the first brake B-1 is released while the operation of the second clutch C-2 is maintained in the D range 3 speed. The first clutch C-1 is released while the first clutch C-1 is operated and the second clutch C-2 is maintained in the D range 4 speed, and thus the third clutch C-1 is released. -3) is activated and the first clutch C-1 is released while the second clutch C-2 is released while the third clutch C-3 is maintained in the D range 5 speed. The first brake B-1 is operated while the first clutch C-1 is released while the third clutch C-3 is maintained in the D range 6 speed. The first clutch C-1 in the range The second brake 6 in the power train of an automatic transmission, characterized in that (B-2) is obtained by operating the speed change. The method according to claim 2, The output shaft 20 is a six-speed power train of the automatic transmission, characterized in that arranged in the same axis and spaced apart from each other on the same axis line. The method according to claim 5, The first clutch C-1 is installed in parallel with the connection path between the first carrier C1 and the second sun gear S2 to be connected to the second carrier C2, and the second clutch (C-2) is installed between the second ring gear (R2) and the third carrier (C3) to selectively implement a connection therebetween, the third clutch (C-3) is the input shaft (10) ) Is installed in parallel to the connection path between the first ring gear (R1) and is connected to the third carrier (C3), the first brake (B-1) is the first clutch (C-1) It is installed in parallel with the connection path between the second carrier (C2) and is connected to the transmission case 30, the second brake (B-2) and the one-way clutch (OWC) is the second ring The six-speed power transmission of the automatic transmission, characterized in that the connection path between the gear (R2) and the third carrier (C3) are respectively installed in parallel and connected to the transmission case (30). lane.

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