KR100926847B1 - 6-speed power train of automatic transmission - Google Patents

Abstract

The present invention provides a simple combination of one simple planetary gear set, one compound planetary gear set that constrains a double pinion planetary gear set and a single pinion planetary gear set, and three clutches, two brakes, or two clutches and three brakes. As a structure, it is possible to reduce the volume and overall length of the automatic transmission by implementing the 6th forward speed and the 1st reverse speed, and to reduce the weight of the automatic transmission and reduce the manufacturing cost and improve the mountability on the vehicle. The purpose is to provide a six-speed power train of automatic transmission.

The present invention for achieving the above object, the first planetary gear set (PG-1) connected to the input shaft 10, and the first shaft connected to the input shaft 10 and the first planetary gear set (PG-1), respectively A second planetary gear set PG-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. Is configured; 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 or a fixed element, and a fifth acting as an equivalent input element. An operating element N5, a sixth operating element N6 acting as a transition input element or a fixed element, and a seventh operating element N7 connected to the output shaft 20 are characterized in that it is 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, and a single planetary gear set, a double pinion planetary gear set and a single pinion planetary gear set, one compound planetary gear set which mutually restrains the clutch, and three clutches and a brake It is a simple structure that combines two or two clutches and three 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 with automatic transmission that allows for savings and improves onboard capability.

The first and second embodiments of 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 input shaft and the first planetary gear set, respectively, and the input shaft And a third planetary gear set connected to the second planetary gear set and connected to the output shaft, respectively;

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 share an operating element between the second planetary gear set and the third planetary gear set, and selectively receive power from the third operating element as a reduction ratio. A fourth operating element acting as a transition input element or a fixed element in which rotation is constrained, and a fifth operating element acting as an equivalent input element selectively receiving power from the input shaft as a constant velocity ratio, and the second planetary element. A second operating element shared between the gear set and the third planetary gear set and acting as a transition input element selectively receiving power from the third operating element as a reduction ratio or a fixed element selectively restrained from rotation; And a power input from the input shaft through the interaction between the six operating elements and the first, second, third, fourth, fifth and sixth operating elements. A seventh operating element serving as an output element for converting into an appropriate transmission ratio and outputting it;

The input shaft and the fifth and sixth operating elements, and the third and fourth operating elements are selectively connected through clutch means, respectively, to transfer the power provided from the input shaft to an equivalent transition or a deceleration transition. To;

The fourth operating element and the sixth operating element may be connected to each other via a transmission case and a brake means to perform rotational restraint of the corresponding operating element.

In addition, a third embodiment of the present invention is a first planetary gear set connected to the input shaft, a second planetary gear set connected to the input shaft and the first planetary gear set, respectively, and the input shaft and the second planetary gear set, respectively And a third planetary gear set connected to the output shaft;

The first planetary gear set includes a first operating element connected to the input shaft to act as an equivalent input element, a second operating element to which rotation is constrained to serve as a fixed element, and a power input from the input shaft to the second operating element. It acts as a transition output element in a state of outputting at a reduction ratio via the fixing action of the element, or as a transition interlocking element interlocking with the operating element of the second planetary gear set via the fixing release action of the second operating element. Having a third actuating element acting;

The second planetary gear set and the third planetary gear set may include a fourth operating element acting as an equivalent input element selectively receiving power from the input shaft at a constant speed ratio, and the second planetary gear set and the third planetary gear. A fifth operating element, the second planetary gear set, which acts as an equivalent input element for mutually sharing the operating elements between the sets, and selectively receiving power from the input shaft as a constant velocity ratio, or optionally as a fixed element in which rotation is constrained; And a sixth operating element which shares an operating element between the third planetary gear set, and is connected to the third operating element at all times and serves as a transition input element receiving power from the third operating element at a reduction ratio. It is connected to the output shaft and outputs by converting the power input from the input shaft into a proper transmission ratio through the interaction between the first, second, third, fourth, fifth, sixth operating elements A seventh actuating element acting as an output element;

The input shaft and the fourth and fifth operating elements are selectively connected to each other via clutch means to transfer power provided from the input shaft to an equivalent transition, and the third operating element and the sixth operating element are always connected. Act as interlocking elements;

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).

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

As shown in Figures 1 to 4, the six-speed power train of the automatic transmission according to the first and second embodiments is the input shaft 10 receives the rotational force of the engine from the engine through the torque converter and the input shaft 10 A first planetary gear set PG-1 connected to the second planetary gear set PG-2 connected to the input shaft 10 and the first planetary gear set PG-1, and the input shaft 10, respectively. And a third planetary gear set PG-3 connected to the second planetary gear set PG-2 and connected to the output shaft 20, respectively.

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 converts it into a gear ratio of a plurality of stages, wherein the second planetary gear set PG-2 and the third planetary gear set PG- are outputted. 3) each share two actuating elements to form four independent actuating elements.

That is, any one of the operating elements between the second planetary gear set PG-2 and the third planetary gear set PG-3 is mutually shared, and power is reduced as the reduction ratio from the third operating element N3. The fourth operating element (N4) acts as a transition input element that is selectively input, or a fixed element in which rotation is constrained selectively, and the equivalent input element that selectively receives power from the input shaft (10) at a constant velocity ratio. The other operating element between the fifth operating element (N5), the second planetary gear set (PG-2) and the third planetary gear set (PG-3) are mutually shared, and the third operating element ( N6) and the sixth operating element (N6) that acts as a fixed input element or the transition input element selectively receives power as a reduction ratio, and the rotation is constrained, and the output shaft 20 is connected to the first, second 3, 4, 5, 6 The interaction between the operating elements (N1, N2, N3, N4, N5, N6) It is achieved by having a seventh operating element (N7) which acts a driving force input from the input shaft 10 to the output element, which converts to an appropriate gear ratio.

In addition, between the input shaft 10 and the fifth and sixth operating elements N5 and N6, and between the third and fourth operating elements N3 and N4, respectively, are selectively provided through clutch means. Is connected to transfer power provided from the input shaft 10 to an equivalent transition or a deceleration transition.

On the other hand, the fourth operating element (N4) 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.

According to the first embodiment of the present invention, the first, second and third planetary gear sets (PG-1, PG-2, PG-3) is a first planetary gear set from the engine side to which the input shaft 10 is connected (PG-1), the second planetary gear set (PG-2), the third planetary gear set (PG-3) in order, the first planetary gear set (PG-1) and the second planetary gear. The set PG-2 is composed of a double pinion planetary gear set, and the third planetary gear set PG-3 is composed of a single pinion planetary gear set.

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

In this case, the first carrier C1 is directly connected to the input shaft 10, and the third ring gear R3 is directly connected to the output shaft 20.

According to the second embodiment of the present invention, the first, second and third planetary gear sets PG-1, PG-2 and PG-3 may include a first planetary gear set from an engine side to which the input shaft 10 is connected. (PG-1), the second planetary gear set (PG-2), the third planetary gear set (PG-3) in order, the first planetary gear set (PG-1) and the third planetary gear. The set PG-3 is composed of a single pinion planetary gear set, and the second planetary gear set PG-2 is composed of a double pinion planetary gear set.

According to the second embodiment of the present invention, the first operating element N1 is composed of the first ring gear R1 of the first planetary gear set PG-1, and the second operating element N2. Is composed of the first sun gear S1 of the first planetary gear set PG-1, and the third operating element N3 is the first carrier C1 of the first planetary gear set PG-1. The fourth operating element N4 includes a second carrier C2 of the second planetary gear set PG-2 and a third sun gear S3 of the third planetary gear set PG-3. The fifth operating element (N5) is made of a second sun gear (S2) of the second planetary gear set (PG-2), the sixth operating element (N6) is the second planetary The second ring gear R2 of the gear set PG-2 is connected to the third carrier C3 of the third planetary gear set PG-3, and the seventh operation element N7 is And a third ring gear R3 of the third planetary 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 the first and second embodiments of the present invention, the clutch means comprises a first clutch C-1, a second clutch C-2 and a third clutch C-3, and the brake means It consists of a 1st brake B-1 and a 2nd brake B-2.

The fourth actuating element N4 is selectively variably connected to the third actuating element N3 via the first clutch C-1 as a reduction ratio, and the side via the first brake B-1. It is selectively variably constrained to the shorthand case 30, and the fifth operating element N5 is variably connected to the input shaft 10 at a constant speed ratio via the second clutch C-2, and the sixth An operating element N6 is selectively variably connected to the input shaft 10 at a constant speed ratio via a third clutch C-3, and is connected to the transmission case 30 via a second brake B-2. Optionally variable constrained.

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 the first and second embodiments of the present invention, 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. A fifth input path inputted to the fifth operating element N5 at a constant speed ratio, and a fourth inputted to the fourth operating element N4 at a reduction ratio via the first operating element N1 and the third operating element N3; A second input path and a third input path inputted at a constant velocity ratio to the sixth operating element N6.

In this case, the first clutch C-2 variably connects the input shaft 10 and the fifth operating element N5 in the D ranges 1,2, 3, and 4, respectively. ) Is set by the operation.

In addition, the first input clutch C− may variably connect the third operating element N3 and the fourth operating element N4 at the D ranges 3, 5 speed, and 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.

According to the first and second embodiments 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 is the sixth operating element N6. And a first blocking path for connecting between the transmission case 30 and a second blocking path for connecting the fourth operating element N4 and the transmission case 30.

In this case, the first blocking path is set by the operation of the one-way clutch OWC which 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 driven by the operation of the first brake B-1 which variably restrains the fourth operating element N4 and the transmission case 30 in the D ranges 2 and 6, respectively. Is set.

According to the first and second embodiments 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, While the operation of the second clutch C-2 is maintained, the first brake B-1 is operated (the one-way clutch OWC is naturally released), and the second speed is performed at the third speed D range. The first clutch C-1 is operated while the first brake B-1 is released while the operation of the clutch C-2 is maintained, and the second clutch C- is performed at the D range 4 speed. The third clutch C-3 is operated while the first clutch C-1 is released while the operation of 2) is maintained, and the third clutch C-3 is operated in the D range 5 speed. In this state, the first clutch C-1 is operated while the second clutch C-2 is released, and the operation of the third clutch C-3 is maintained at the D range 6 speed. The first clicker (C-1) are as released and the first brake (B-1) is in operation, takes place in the R range shifting to the first clutch (C-1) and the second brake (B-2) is in operation.

According to the first and second embodiments 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 engine room in the longitudinal direction, Since the output shaft 20 is capable of transmitting power to the rear wheels through a separate propulsion shaft, the six-speed power train of the present invention can be applied to the vehicle of the electric tube rear wheel drive FR.

In addition, according to the first embodiment of the present invention, the first clutch C-1 is installed between the first ring gear R1 and the second carrier C2, and the first brake B- 1) is installed in the transmission case 30 is connected in parallel to the connection path between the first clutch (C-1) and the second carrier (C2), and the second clutch (C-2) The third clutch C-3 is connected to the input shaft 10 in parallel to each other and installed on the second sun gear S2 and the third carrier C3, respectively, and the second brake B-2. And the one-way clutch OWC are connected to the second ring gear R2 in parallel, respectively, and are installed in the transmission case 30.

In addition, according to the second embodiment of the present invention, the first clutch C-1 is installed between the first carrier C1 and the second carrier C2 and the first brake B-1. ) Is installed in the transmission case 30 is connected in parallel to the connection path between the first clutch (C-1) and the second carrier (C2), the second clutch (C-2) and the The third clutch C-3 is connected to the input shaft 10 in parallel and is installed on the second sun gear S2 and the third carrier C3, respectively, and the second brake B-2 The one-way clutch OWC is connected to the second ring gear R2 in parallel with each other and installed in 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 first embodiment of the present invention will be described as the ratio of the speed by lever analysis.

-D range 1 speed

As illustrated in FIG. 5, in the D range 1 speed, the second clutch C-2 and the one-way clutch OWC operate as fastening elements, respectively.

The input provided through the input shaft 10 is transferred to the fifth operating element N5 at a constant speed ratio, and the input transferred to the fifth operating element N5 is the sixth operating element N6 as a fixed element. It is decelerated through the seventh operating element N7 and output to the output shaft 20.

That is, the speed input through the input shaft 10 is uniformly shifted to the second sun gear S2 of the second planetary gear set PG-2 via the operation of the second clutch C-2. The speed transferred to the second sun gear S2 is primarily decelerated through the second carrier C2 as the second ring gear R2 acts as a fixed element by the operation of the one-way clutch OWC. After the transfer to the third sun gear (S3) of the third planetary gear set (PG-3), the speed transferred to the third sun gear (S3) is the third carrier (C3) the one-way clutch (OWC) By acting as a fixed element by the operation of the second ring gear (R3) after the second deceleration is output through the output shaft 20 at the D range 1 speed.

-D range 2 speed

As shown in FIG. 6, 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.

The input provided through the input shaft 10 is transferred to the fifth operating element N5 at a constant speed ratio, and the input transferred to the fifth operating element N5 is the fourth operating element N4 as a fixed element. It is decelerated through the seventh operating element N7 and output to the output shaft 20.

That is, the speed input through the input shaft 10 is uniformly shifted to the second sun gear S2 of the second planetary gear set PG-2 via the operation of the second clutch C-2. The speed transferred to the second sun gear S2 is decelerated through the second ring gear R2 as the second carrier C2 acts as a fixed element by the operation of the first brake B-1. Then, the third planetary gear set PG-3 is transferred to the third carrier C3, and the speed transferred to the third carrier C3 is the third sun gear S3 to the first brake B-. By acting as a fixed element by the operation of 1) is increased through the third ring gear (R3) and then output through the output shaft 20 at the D range 2 speed.

D range 3-speed

As illustrated in FIG. 7, 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 second operation element N2 is fixed to the first operating element N3 as the fixed element to decelerate first. 4 is shifted to the operating element N4. In addition, an input is transferred to the fifth operating element N5 at a constant velocity ratio through the input shaft 10.

Accordingly, the output of the second ring gear R2 is determined by the input of the constant speed ratio transferred to the second sun gear S2 and the reduction ratio transferred to the second carrier C2, and the output of the second ring gear R2 is determined. The output of the ring gear R2 is transferred to the third carrier C3.

Subsequently, an output of the D range 3 speed through the third ring gear R3 is determined by an input of the input transferred to the third carrier C3 and the reduction ratio transferred to the third sun gear S3.

At this time, the output through the third ring gear (R3) is larger than the input of the reduction ratio transferred to the third sun gear (S3), the state is smaller than the input of the constant speed ratio transferred to the second sun gear (S2).

D range 4-speed

As illustrated in FIG. 8, 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.

The input provided through the input shaft 10 is transferred to the fifth operating element N5 and the sixth operating element N6 at a constant velocity ratio, respectively, and the fifth operating element N5 and the sixth operating element N6. The input of the constant velocity ratio, which has been respectively transferred to), is output through the output shaft 20 while maintaining a level equivalent to the input provided to the input shaft 10 through the seventh operating element N7.

That is, the inputs transferred to the fifth operating element N5 and the sixth operating element N6 at constant velocity ratios are respectively input to the second sun gear S2 and the second in the second planetary gear set PG-2. The gear is transferred to the ring gear R2 at a constant speed ratio and outputted at a constant speed ratio through the second carrier C2.

Subsequently, the input shifted at a constant speed ratio to the third sun gear S3 of the third planetary gear set PG-3 through the second carrier C2 and to the input shifted at a constant speed ratio to the third carrier C3. As a result, the output of the third ring gear R3 is output at the D range 4 speed through the output shaft 20 in the state of being maintained equal to the input provided to the input shaft 10.

-D range 5 speed

As shown in FIG. 9, 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 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 third planetary gear set PG passes through the second carrier C2 of the second planetary gear set PG-2 via the first clutch C-1. -3) is transferred to the third sun gear S3, and the input of the input shaft 10 is transferred to the third carrier C3 of the third planetary gear set PG-3 as it is at constant velocity.

As a result, an input transferred to the third sun gear S3 of the third planetary gear set PG-3 at a reduction ratio and equivalently transferred to the third carrier C3 of the third planetary gear set PG-3. The input is accelerated through the third ring gear R3 and overdrive output through the output shaft 20 at the D range 5 speed.

-D range 6 speed

As shown in FIG. 10, in the D range 6 speed, the first brake C-1 is released while the first clutch C-1 is released while the third clutch C-3 is maintained. It acts as a fastening element.

The input provided through the input shaft 10 is transferred at a constant velocity ratio to the sixth operating element N6, and the input transferred to the sixth operating element N6 is the fourth operating element N4 as a fixed element. The speed is increased and output through the output shaft 20.

That is, the third clutch C-3 includes 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. The input of the input shaft 10 is transferred at constant speed as it is.

In this case, the second carrier C2 of the second planetary gear set PG-2 and the third sun gear S3 of the third planetary gear set PG-3 are formed of the first brake B-1. By acting as a fixed element by the operation, the output through the third ring gear R3 is increased to overdrive the D range 6 speed.

R range

As shown in FIG. 11, 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 transitioned to the element N4 and the input transitioned to the fourth operating element N4 are reversed through the seventh operating element N7 with the sixth operating element N6 as a fixed element, thereby reversing the output shaft 20. Will be displayed.

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 carrier C2 and the third planetary gear set PG- of the second planetary gear set PG-2 via the first clutch C-1. It is transferred to the third sun gear S3 of 3).

Accordingly, in the third planetary gear set PG-3, the deceleration input of the first ring gear R1 input to the third sun gear S3 through the first clutch C-1 is performed by the third planetary gear set PG-3. As the carrier C3 acts as a fixing element by the operation of the second brake B-2, the carrier C3 is secondly decelerated through the third ring gear R3 and outputted in the reverse direction through the output shaft 20.

On the other hand, in the six-speed power train of the automatic transmission according to the second embodiment of the present invention, the process of each shift stage is the same as in the first embodiment and will be omitted.

Hereinafter, a third embodiment of the present invention will be described in detail with reference to the accompanying drawings.

12 to 14, the six-speed power train of the automatic transmission according to the third embodiment is 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 connected to the input shaft 10 and the first planetary gear set PG-1, respectively, and the input shaft 10 and the And a third planetary gear set PG-3 connected to the second planetary gear set PG-2 and connected to the output shaft 20, respectively.

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) and the rotation is selectively restrained to act as a fixed element, and the power received from the input shaft 10 to the fixed action of the second operating element (N2) Intermediately acts as a transition output element in a state of outputting at a deceleration ratio at all times, or interlocks with an actuating element of the second planetary gear set PG-2 through the release action of the second actuating element N2. And a third operating element N3 acting as a transition interlocking element.

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 converts it into a gear ratio of multiple stages through the output shaft 20, wherein the second planetary gear set PG-2 and the third planetary gear set PG-3 Each share two actuating elements to form four independent actuating elements.

That is, the fourth operating element (N4), the second planetary gear set (PG-2) and the third planetary gear set acting as an equivalent input element that selectively receives power from the input shaft (10) at a constant speed ratio. (PG-3) a mutually shared one of the operating elements, and acts as an equivalent input element that is selectively input to the input shaft 10 as a constant velocity ratio, or a fixed element in a state in which rotation is constrained selectively. The other operating element N5, the second planetary gear set PG-2 and the other of the operating element between the third planetary gear set PG-3 are shared with each other, and the third operating element N3 And a sixth operating element N6, which is always connected to the first operating element N3 and serves as a transition input element for receiving power from the third operating element N3 at a reduction ratio, and connected to the output shaft 20 to the first, second, third, and the like. 4,5,6 input from the input shaft 10 via the interaction between the operating elements (N1, N2, N3, N4, N5, N6) And a seventh operating element (N7) serving as an output element for converting power into an appropriate transmission ratio and outputting the same.

In addition, between the input shaft 10 and the fourth and fifth operating elements (N4, N5) is selectively connected to each other via the clutch end to transfer the power provided from the input shaft 10 to the equivalent transition, The third operating element N3 and the sixth operating element N6 are always connected to each other to act as an interlocking element.

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.

According to a third embodiment of the present invention, the first, second and third planetary gear sets PG-1, PG-2, and PG-3 may include a first planetary gear set from an engine side to which the input shaft 10 is connected. (PG-1), the second planetary gear set (PG-2), the third planetary gear set (PG-3) in order, the first planetary gear set (PG-1) and the second planetary gear. The set PG-2 is composed of a double pinion planetary gear set, and the third planetary gear set PG-3 is composed of a single pinion planetary gear set.

According to the third embodiment of the present invention, the first operating element N1 is composed of the first carrier C1 of the first planetary gear set PG-1, and 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 the first ring gear R1 of the first planetary gear set PG-1. The fourth operating element (N4) is made of a second sun gear (S2) of the second planetary gear set (PG-2), the fifth operating element (N5) is the second planetary gear set The second ring gear R2 of PG-2 and the third carrier C3 of the third planetary gear set PG-3 are connected to each other, and the sixth operation element N6 is connected to the second carrier gear N3. The second carrier C2 of the planetary gear set PG-2 and the third sun gear S3 of the third planetary gear set PG-3 are connected to each other, and the seventh operating element N7 is And a third ring gear R3 of the third planetary gear set PG-3.

In this case, the first carrier C1 is directly connected to the input shaft 10, and the third ring gear R3 is directly connected to the output shaft 20.

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

The fourth operating element N4 is selectively variably connected to the input shaft 10 at a constant speed ratio via the first clutch C-1, and the sixth operating element N6 is connected to the first planetary gear. Directly connected to the first ring gear (R1) of the set (PG-1) and selectively variably constrained to the transmission case 30 via the first brake (B-1), the fifth operating element ( N5 is selectively variably connected to the input shaft 10 at a constant speed ratio via the second clutch C-2, and is selectively selected to the transmission case 30 via the second brake B-2. Is variablely constrained, and the second operating element N2 is selectively variably constrained to the transmission case 30 via the third brake B-3.

In this case, the fifth operating element N5 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 a third 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 is the fourth operation. A first input path input to the element N4 at a constant velocity ratio, a second input path input to the fifth operation element N5 at a constant velocity ratio, and the first operating element N1 and the third operating element N3 It is set to the third input path which is always input to the sixth operation element (N6) as a reduction ratio via the).

In this case, the first clutch C-1 variably connects the input shaft 10 and the fourth operating element N4 in the D ranges 1,2, 3, and 4, respectively. ) Is set by the operation.

And, the second input path of the second clutch (C-2) for variably connecting between the input shaft 10 and the fifth operating element (N5) in the D range 4, 5, 6, respectively. Is set by.

In addition, the third input path is set to always connect between the third operating element N3 and the sixth operating element N6 over the entire shift range during operation.

According to the third 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 is connected to the fifth operating element N5. A first blocking path connecting between the transmission case 30, a second blocking path connecting the sixth operating element N6 and the transmission case 30, and the second operating element N2 and the It is set as the third blocking path connecting between the transmission case 30.

In this case, the first blocking path is set by the operation of the one-way clutch OWC which variably restrains between the fifth operating element N5 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 that variably restrains the fifth operating element N5 and the transmission case 30 in the R and L ranges, respectively. Preferably, the first blocking path is implemented by preventing the reverse rotation of the fifth operating element N5 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 range and the L range through the constraint of forward / reverse rotation with respect to the fifth operation element N5 by the operation of the second brake B-2, respectively.

In addition, the second blocking path is driven by the operation of the first brake B-1, which variably restrains the sixth operating element N6 and the transmission case 30 in the D ranges 2 and 6, respectively. Is set.

In addition, the third blocking path of the third brake (B-3) that variably restrains between the second operating element (N2) and the transmission case 30 in the D range 3, 5 speed and the R range, respectively. Is set by operation.

According to a third embodiment of the present invention, each of the operating elements operates the first clutch C-1 and the one-way clutch OWC in the D range 1 speed, and the first clutch in the D range 2 speed. The first brake B-1 is operated (in this case, the one-way clutch OWC is naturally released) while the operation of (C-1) is maintained, and the first clutch C in the D range 3 speed is performed. When the first brake B-1 is released while the operation of -1) is maintained, the third brake B-3 is operated, and the first clutch C-1 of the first clutch C-1 The second clutch C-2 is operated while the third brake B-3 is released while the operation is maintained, and the operation of the second clutch C-2 is maintained at the D range 5 speed. In the state where the first clutch (C-1) is released while the third brake (B-3) is operating, the second clutch (C-2) in the state in which the operation of the second clutch (C-2) in the sixth speed range D 3 The first brake B-1 is operated while the rake B-3 is released, and the second brake B-2 and the third brake B-3 are operated in the R range to shift. .

According to the third 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 is capable of transmitting power 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).

According to the third embodiment of the present invention, the first clutch C-1 and the second clutch C-2 are connected to the input shaft 10 in parallel to the second sun gear S2. Respectively installed on a third carrier C3, and the first brake B-1 is connected in parallel with respect to a connection path between the first ring gear R1 and the second carrier C2, so that the transmission case 30 and the second brake B-2 and the one-way clutch OWC are connected to the second ring gear R2 in parallel to each other and installed in the transmission case 30. The third brake B-3 is installed between the first sun gear S1 and 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 third embodiment of the present invention will be described as the ratio of the speed by lever analysis.

-D range 1 speed

As shown in FIG. 15, 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 fourth operating element N4 at a constant speed ratio, and the input of the constant speed ratio provided to the fourth operating element N4 fixes the fifth operating element N5 to a fixed element. It is decelerated through the seventh operating element (N7) to be output to the output shaft (20).

That is, the speed input through the input shaft 10 is uniformly transferred to the second sun gear S2 of the second planetary gear set PG-2 via the operation of the first clutch C-1. The speed transferred to the second sun gear S2 is primarily decelerated through the second carrier C2 as the second ring gear R2 acts as a fixed element by the operation of the one-way clutch OWC. After the transfer to the third sun gear (S3) of the third planetary gear set (PG-3), the speed transferred to the third sun gear (S3) is the third carrier (C3) the one-way clutch (OWC) By acting as a fixed element by the operation of the second ring gear (R3) after the second deceleration is output through the output shaft 20 at the D range 1 speed.

At this time, the speed input to the first carrier C1 of the first planetary gear set PG-1 through the input shaft 10 is directly connected to the second carrier C2 by the first ring gear R1. In this state, the speed of the first sun gear S1 is determined by the speed relationship between the first carrier C1 and the first ring gear R1.

That is, the speed of the first sun gear S1 of the first planetary gear set PG-1 is inputted from the input transferred to the first carrier C1 through the input shaft 10 and the second carrier C2. It is determined by the input transferred to the first ring gear (R1), wherein the speed of the first sun gear (S1) has no effect on the output through the third ring gear (R3).

-D range 2 speed

As shown in FIG. 16, in the D range 2 speed, the first brake B-1 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 fourth operating element N4 at a constant speed ratio, and the input transferred to the fourth operating element N4 uses the sixth operating element N6 as a fixed element. It is decelerated through the seventh operating element N7 and output to the output shaft 20.

That is, the speed input through the input shaft 10 is uniformly transferred to the second sun gear S2 of the second planetary gear set PG-2 via the operation of the first clutch C-1. The speed transferred to the second sun gear S2 is decelerated through the second ring gear R2 as the second carrier C2 acts as a fixed element by the operation of the first brake B-1. Then, the third planetary gear set PG-3 is transferred to the third carrier C3, and the speed transferred to the third carrier C3 is the third sun gear S3 to the first brake B-. By acting as a fixed element by the operation of 1) is increased through the third ring gear (R3) and then output through the output shaft 20 at the D range 2 speed.

At this time, the speed input to the first carrier C1 of the first planetary gear set PG-1 through the input shaft 10 is directly connected to the second carrier C2 by the first ring gear R1. Since it is in a restrained state, the speed of the first sun gear S1 is determined by the speed relationship between the first carrier C1 and the first ring gear R1.

That is, the speed of the first sun gear S1 of the first planetary gear set PG-1 may be obtained from the input transferred to the first carrier C1 through the input shaft 10 and the second carrier C2. It is determined by the input transferred to the first ring gear (R1), wherein the second carrier (C2) is constrained by the operation of the first brake (B-1), the first ring gear Also, R1 is also in a constrained state, and the output through the first sun gear S1 is reversed through the first ring gear R1 in a state in which an input transferred to the first carrier C1 is constrained. In this case, the speed of the first sun gear (S1) has no effect on the output through the third ring gear (R3).

D range 3-speed

As shown in FIG. 17, in the D range 3 speed, the first brake B-1 is released while the third brake B-3 is released while the operation of the first clutch C-1 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 second operation element N2 is fixed to the first operating element N3 as the fixed element to decelerate first. 6 is transferred to the operating element N6. In addition, the input is transferred to the fourth operating element N4 at a constant velocity ratio through the input shaft 10.

Accordingly, the output of the second ring gear R2 is determined by the input of the constant speed ratio transferred to the second sun gear S2 and the reduction ratio transferred to the second carrier C2, and the output of the second ring gear R2 is determined. The output of the ring gear R2 is transferred to the third carrier C3.

Subsequently, an output of the D range 3 speed through the third ring gear R3 is determined by an input of the input transferred to the third carrier C3 and the reduction ratio transferred to the third sun gear S3.

At this time, the output through the third ring gear (R3) is larger than the input of the reduction ratio transferred to the third sun gear (S3), the state is smaller than the input of the constant speed ratio transferred to the second sun gear (S2).

D range 4-speed

As illustrated in FIG. 18, in the D range 4 speed, the second clutch C-2 is released while the third brake B-3 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 fourth operating element N4 and the fifth operating element N5 at a constant velocity ratio, respectively, and the fourth operating element N4 and the fifth operating element N5. The input of the constant velocity ratio, which has been respectively transferred to), is output through the output shaft 20 while maintaining a level equivalent to the input provided to the input shaft 10 through the seventh operating element N7.

That is, the inputs transferred to the fourth operating element N4 and the fifth operating element N5 at constant velocity ratios are respectively input from the second sun gear S2 and the second in the second planetary gear set PG-2. The gear is transferred to the ring gear R2 at a constant speed ratio and outputted at a constant speed ratio through the second carrier C2.

Subsequently, the input shifted at a constant speed ratio to the third sun gear S3 of the third planetary gear set PG-3 through the second carrier C2 and to the input shifted at a constant speed ratio to the third carrier C3. As a result, the output of the third ring gear R3 is output at the D range 4 speed through the output shaft 20 in the state of being maintained equal to the input provided to the input shaft 10.

At this time, the speed at which the first carrier C1 of the first planetary gear set PG-1 is input through the input shaft 10 is directly connected to the second carrier C2 by the first ring gear R1. In this state, the speed of the first sun gear S1 is determined by the speed relationship between the first carrier C1 and the first ring gear R1.

That is, the speed of the first sun gear S1 of the first planetary gear set PG-1 is inputted from the input transferred to the first carrier C1 through the input shaft 10 and the second carrier C2. It is determined by the input transitioned to the first ring gear (R1), wherein the input transitioned to the first ring gear (R1) is the same state as the input provided from the input shaft 10, the first sun gear The speed of S1 is also in the same state as the input shaft 10.

-D range 5 speed

As shown in FIG. 19, in the D range 5 speed, the third brake B-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 sixth 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 fifth operating element N5 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 deceleration through the carrier C1, the second planetary gear set PG-2 is transferred to the third sun gear S3 of the third planetary gear set PG-3 via the second carrier C2. 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.

As a result, an input transferred to the third sun gear S3 of the third planetary gear set PG-3 at a reduction ratio and equivalently transferred to the third carrier C3 of the third planetary gear set PG-3. The input is accelerated through the third ring gear R3 and overdrive output through the output shaft 20 at the D range 5 speed.

-D range 6 speed

As shown in FIG. 20, in the D range 6 speed, the first brake B-1 is released while the third brake B-3 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 fifth operating element N5 at a constant speed ratio, and the input transferred to the fifth operating element N5 is the sixth operating element N6 as a fixed element. The speed is increased and output through the output shaft 20.

That is, the second clutch C-2 is connected to 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. The input of the input shaft 10 is transferred at constant speed as it is.

In this case, the second carrier C2 of the second planetary gear set PG-2 and the third sun gear S3 of the third planetary gear set PG-3 are formed of the first brake B-1. By acting as a fixed element by the operation, the output through the third ring gear R3 is increased to overdrive the D range 6 speed.

R range

As shown in FIG. 21, in the R range, the second brake B-2 and the third brake B-3 operate as fastening elements, respectively.

When an input is made to the first operating element N1 through the input shaft 10, the sixth 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 N6 and the input transitioned to the sixth operating element N6 are reversed through the seventh operating element N7 with the fifth operating element N5 as the fixed element to be reversed through the output shaft 20. Will be displayed.

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 gear C2 of the second planetary gear set PG-2 is transferred to 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 ring gear R1 input to the third sun gear S3 causes the third carrier C3 to receive the second brake. By acting as a fixed element by the operation of B-2) it is second-decelerated through the third ring gear (R3) is output in the reverse direction through the output shaft (20).

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

FIG. 2 is a diagram illustrating a configuration relationship for each operating element of a six-speed power train of an automatic transmission according to a first embodiment of the present invention. FIG.

3 is an operating element table showing an operating state of a friction element for each shift stage of a six-speed power train of an automatic transmission according to a first embodiment of the present invention.

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

5 to 11 are lever analysis diagrams showing the speed relationship for each shift stage of the six-speed power train of the automatic transmission according to the first embodiment of the present invention.

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

FIG. 13 is a diagram illustrating a configuration relationship for each operating element of a six-speed power train of an automatic transmission according to a third embodiment of the present invention. FIG.

14 is an operating element table showing an operating state of a friction element for each shift stage of a six-speed power train of an automatic transmission according to a third embodiment of the present invention.

15 to 21 are lever analysis diagrams showing the speed relationship for each shift stage of the six-speed power train of the automatic transmission according to the third embodiment of the present invention.

Claims (39)

A first planetary gear set PG-1 connected to the input shaft 10, a second planetary gear set PG-2 connected to the input shaft 10 and the first planetary gear set PG-1, respectively; 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 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 operate between the second planetary gear set PG-2 and the third planetary gear set PG-3. A fourth operating element N4 which shares elements with each other and acts as a transition input element selectively receiving power from the third operating element N3 as a reduction ratio, or as a fixed element in a state in which rotation is restricted; A fifth operating element N5 acting as an equivalent input element selectively receiving power from the input shaft 10 at a constant speed ratio, the second planetary gear set PG-2 and the third planetary gear set PG-3 ) And the sixth operating element (N6) which acts as a transition input element which selectively receives power from the third operating element (N3) as a reduction ratio, or as a fixed element in which rotation is restricted. And the first, second, third, fourth, fifth, and sixth operating elements (N1, N2, N3, N4, N5, N6) connected to the output shaft 20 Having a counter-acting the cross-cost power input the operation from the input shaft 10 as a medium to the output element, which converts to the proper gear ratio actuating element 7 (N7), and; Between the input shaft 10 and the fifth and sixth operating elements N5 and N6, and between the third and fourth operating elements N3 and N4 are selectively connected via clutch means, respectively. Transferring power provided from the input shaft (10) to an equivalent transition or a deceleration transition; The fourth operating element N4 and the sixth operating element N6 are connected to the transmission case 30 and the brake means, respectively, so as to perform rotational restraint of the corresponding operating 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. Set (PG-2), the third planetary gear set (PG-3) in order, the first planetary gear set (PG-1) and the second planetary gear set (PG-2) is a double pinion planetary. The third planetary gear set (PG-3) is composed of a gear set, the six-speed power train of the automatic transmission, characterized in that composed of a single pinion planetary gear set. The method according to claim 2, The first operating element N1 is composed of the first carrier C1 of the first planetary gear set PG-1, and the second operating element N2 is the first planetary gear set PG-1. It is made of a first sun gear (S1) of, the third operating element (N3) is made of a first ring gear (R1) of the first planetary gear set (PG-1), the fourth operating element ( N4) is made by connecting the second carrier (C2) of the second planetary gear set (PG-2) and the third sun gear (S3) of the third planetary gear set (PG-3), the fifth operation The element N5 is composed of the second sun gear S2 of the second planetary gear set PG-2, and the sixth operating element N6 is the second of the second planetary gear set PG-2. The ring gear R2 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 gear set PG-3. The sixth speed train of the automatic transmission, characterized in that consisting of the third ring gear (R3). The method according to claim 3, The sixth speed train of the automatic transmission, characterized in that the first carrier (C1) is connected to the input shaft (10), the third ring gear (R3) is connected to the output shaft (20). 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. Set (PG-2), the third planetary gear set (PG-3) in order, the first planetary gear set (PG-1) and the third planetary gear set (PG-3) is a single pinion planetary. And a second planetary gear set (PG-2) comprising a double pinion planetary gear set. The method according to claim 5, 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 made by connecting the second carrier (C2) of the second planetary gear set (PG-2) and the third sun gear (S3) of the third planetary gear set (PG-3), the fifth operation The element N5 is composed of the second sun gear S2 of the second planetary gear set PG-2, and the sixth operating element N6 is the second of the second planetary gear set PG-2. The ring gear R2 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 gear set PG-3. The sixth speed train of the automatic transmission, characterized in that consisting of the third ring gear (R3). The method according to claim 5, 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 or 6, The fourth operating element N4 is variably connected to the third operating element N3 via the first clutch C-1 as a reduction ratio, and the transmission case (1) via the first brake B-1. 30 is variably constrained, the fifth operating element N5 is variably connected to the input shaft 10 at a constant velocity ratio via the second clutch C-2, and the sixth operating element N6 is An automatic transmission characterized in that the input shaft 10 through the three clutch (C-3) is connected to the transmission shaft in a constant speed ratio, and is constrained to the transmission case 30 via the second brake (B-2). 6-speed power train. The method according to claim 8, 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 9, 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 input to the fifth operating element N5 at a constant velocity ratio. A second input path inputted to the fourth operating element N4 at a reduction ratio via a first input path, the first operating element N1 and the third operating element N3, and the sixth operating element N6; The sixth speed power train of the automatic transmission, characterized in that the third input path is input to the constant speed ratio. The method according to claim 10, The first input path operates the second clutch C-2 to variably connect the input shaft 10 and the fifth operating element N5 in the D ranges 1,2, 3, and 4, respectively. The six-speed power train of the automatic transmission, characterized in that it is set by. The method according to claim 10, The first input clutch C-1 for variably connecting the third operating element N3 and the fourth operating element N4 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 10, 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 9, 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 the automatic transmission, characterized in that it is set as a first cutoff path and a second cutoff path connecting the fourth operating element (N4) and the transmission case (30). The method according to claim 14, 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 15, 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 14, The second blocking path is set by the operation of the first brake B-1 that variably constrains the fourth operating element N4 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 9, 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 a state where the first brake B-1 is released while 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 And the second brake (B-2) to operate the six-speed power train of the automatic transmission, characterized in that the shift is made. The method according to claim 3 or 6, 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 3, The first clutch C-1 is installed between the first ring gear R1 and the second carrier C2, and the first brake B-1 is the first clutch C-1. Connected in parallel to the connection path between the second carrier and the second carrier C2 and installed in the transmission case 30, wherein the second clutch C-2 and the third clutch C-3 are connected to the input shaft. The second sun gear S2 and the third carrier C3 are connected to each other in parallel with each other, and the second brake B-2 and the one-way clutch OWC are connected to each other in parallel with each other. The six-speed power train of the automatic transmission, characterized in that connected to each in parallel to the ring gear (R2) is installed in the transmission case (30). The method according to claim 6, The first clutch C-1 is installed between the first carrier C1 and the second carrier C2, and the first brake B-1 is connected to the first clutch C-1. It is connected to the connection path between the second carrier (C2) in parallel and installed in the transmission case 30, the second clutch (C-2) and the third clutch (C-3) is the input shaft ( 10) are connected in parallel to each other and installed in the second sun gear S2 and the third carrier C3, respectively, and the second brake B-2 and the one-way clutch OWC are connected to the second ring. The six-speed power train of the automatic transmission, characterized in that connected to each of the gear (R2) in parallel and installed in the transmission case (30). A first planetary gear set PG-1 connected to the input shaft 10, a second planetary gear set PG-2 connected to the input shaft 10 and the first planetary gear set PG-1, respectively; 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 has a first operating element N1 connected to the input shaft 10 to act as an equivalent input element, and a second operating element to which rotation is constrained to act as a fixed element. N2) and the power output from the input shaft 10 acts as a transition output element in a state of outputting the reduction ratio by means of the fixing action of the second operating element N2, or of the second operating element N2. A third actuating element (N3) acting as a transition interlocking element interworking with the actuating element of the second planetary gear set (PG-2) dependently through the release action; The second planetary gear set PG-2 and the third planetary gear set PG-3 may include a fourth operating element acting as an equivalent input element selectively receiving power from the input shaft 10 at a constant speed ratio ( N4), the operating element between the second planetary gear set PG-2 and the third planetary gear set PG-3 are mutually shared, and selectively inputting power from the input shaft 10 as a constant velocity ratio. Between the fifth operating element N5 and the second planetary gear set PG-2 and the third planetary gear set PG-3 which serve as a receiving equivalent input element or a fixed element in which rotation is constrained selectively. A sixth operating element N6 shared with each other and operating as a transition input element connected to the third operating element N3 to receive power from the third operating element N3 at a reduction ratio, and The input shaft 20 is connected to the input via the interaction between the first, second, third, fourth, fifth, sixth operating elements N1, N2, N3, N4, N5, N6. Having an actuating element of claim 7 (N7) that acts a driving force input from the shaft 10 to the output element, which converts to an appropriate gear ratio, and; The input shaft 10 and the fourth and fifth operating elements N4 and N5 are selectively connected to each other by clutch means to transfer power provided from the input shaft 10 to an equivalent transition, and the third operation. The element N3 and the sixth operating element N6 are connected to each other to act as interlocking elements; 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 22, 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. Set (PG-2), the third planetary gear set (PG-3) in order, the first planetary gear set (PG-1) and the second planetary gear set (PG-2) is a double pinion planetary. The third planetary gear set (PG-3) is composed of a gear set, the six-speed power train of the automatic transmission, characterized in that composed of a single pinion planetary gear set. The method according to claim 23, The first operating element N1 is composed of the first carrier C1 of the first planetary gear set PG-1, and the second operating element N2 is the first planetary gear set PG-1. It is made of a first sun gear (S1) of, the third operating element (N3) is made of a first ring gear (R1) 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 ring gear of the second planetary gear set PG-2. And a third carrier C3 of the third planetary gear set PG-3, wherein the sixth operating element N6 is formed of the second planetary gear set PG-2. The second carrier C2 and the third sun gear S3 of the third planetary gear set PG-3 are connected to each other, and the seventh operating element N7 is the third planetary gear set PG-3. The sixth speed train of the automatic transmission, characterized in that consisting of the third ring gear (R3). The method of claim 24, The sixth speed train of the automatic transmission, characterized in that the first carrier (C1) is connected to the input shaft (10), the third ring gear (R3) is connected to the output shaft (20). The method of claim 24, The fourth operating element N4 is variably connected to the input shaft 10 at a constant speed ratio via the first clutch C-1, and the sixth operating element N6 is connected to the first planetary gear set PG. In addition to being directly connected to the first ring gear R1 of -1), it is variably constrained to the transmission case 30 via the first brake B-1, and the fifth operating element N5 is connected to the second clutch. (C-2) is variably connected to the input shaft 10 at a constant speed ratio, and is variably constrained to the transmission case 30 via a second brake B-2, the second operating element N2. ) Is a six-speed power train of an automatic transmission, characterized in that the third brake (B-3) via a variable restraint on the transmission case (30). The method of claim 26, The fifth operating element N5 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 of claim 27, 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 input to the fourth operating element N4 at a constant velocity ratio. The sixth operating element N6 via a first input path, a second input path inputted to the fifth operating element N5 at a constant speed ratio, and the first operating element N1 and the third operating element N3. 6) speed train of the automatic transmission, characterized in that the third input path is input to the reduction ratio. The method according to claim 28, The first input path operates the first clutch C-1 to variably connect the input shaft 10 and the fourth operating element N4 in the D ranges 1,2, 3, and 4, respectively. The six-speed power train of the automatic transmission, characterized in that it is set by. The method according to claim 28, The second input path is operated by the second clutch C-2 which variably connects the input shaft 10 and the fifth operating element N5 in the D ranges 4, 5 and 6, respectively. 6 speed power train of the automatic transmission, characterized in that set. The method according to claim 28, And the third input path is set to connect between the third operating element (N3) and the sixth operating element (N6), respectively, over the entire shift range. The method of claim 27, 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 fifth operating element N5 and the transmission case 30. A first blocking path, a second blocking path connecting the sixth operating element N6 and the transmission case 30, and a second connecting path connecting the second operating element N2 and the transmission case 30. A six-speed power train of an automatic transmission, characterized in that it is set in three cut paths. The method according to claim 32, The first blocking path is set by the operation of the one-way clutch OWC that variably restrains the fifth operating element N5 and the transmission case 30 in the D range 1 speed. Six-speed power train with automatic transmission. The method according to claim 33, The first blocking path is set by an operation of the second brake B-2 that variably restrains the fifth operating element N5 and the transmission case 30 in the R and L ranges, respectively. The six-speed power train of the automatic transmission, characterized in that. The method according to claim 32, The second blocking path is set by the operation of the first brake B-1 which variably restrains the sixth operating element N6 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 32, The third shutoff path is for the operation of the third brake B-3 which variably restrains the second operating element N2 and the transmission case 30 at the D ranges 3, 5 speed and R range, respectively. 6 speed power train of the automatic transmission, characterized in that is set by. The method of claim 27, Each of the operating elements operates the first clutch C-1 and the one-way clutch OWC in the D range 1 speed, and maintains the operation of the first clutch C-1 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 first clutch C-1 is maintained in the D range 3 speed. The third brake B-3 is released while the third brake B-3 is released while the third brake B-3 is operated and the operation of the first clutch C-1 is maintained in the D range 4 speed. -2) is activated and the first brake C-1 is released while the second clutch C-2 is maintained in the D range 5, so that the third brake B-3 is released. The first brake B-1 is operated while the third brake B-3 is released while the second clutch C-2 is maintained in the D-range 6 speed. The second in the range Lake (B-2) and the third brake (B-3) is activated by 6 in the power train of an automatic transmission wherein speed change is made. The method of claim 24, 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 of claim 24, The first clutch C-1 and the second clutch C-2 are connected to the input shaft 10 in parallel to each other and installed on the second sun gear S2 and the third carrier C3, respectively. The first brake B-1 is connected to the connection path between the first ring gear R1 and the second carrier C2 in parallel and is installed in the transmission case 30. The brake B-2 and the one-way clutch OWC are connected to the second ring gear R2 in parallel, respectively, and are installed in the transmission case 30, and the third brake B-3 is 6-speed power train of the automatic transmission, characterized in that installed between the first sun gear (S1) and the transmission case (30).

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