KR101724352B1 - Automatic transmission for vehicle - Google Patents

Abstract

An invention for an automatic transmission for a vehicle is disclosed. An automatic transmission for a vehicle according to the present invention comprises: an input shaft for receiving rotational power of an engine; an output shaft for outputting a rotational power to be shifted; a first rotary element; a second rotary element; and a third rotary element disposed on the input shaft A second planetary gear unit arranged on the input shaft following the first planetary gear unit and having a fourth rotary element, a fifth rotary element and a sixth rotary element; and a second planetary gear unit arranged on the input shaft in succession to the second planetary gear unit, A third clutch for selectively connecting or disconnecting the first rotary element and the fourth rotary element, and a fourth clutch for selectively engaging or disengaging the first rotary element and the fourth rotary element, And a second clutch for selectively connecting or disconnecting the first rotary element to the transmission housing and a second brake for rotating the third clutch and the fourth clutch, Inner side And the second brake includes a retainer portion splined to the outside.

Description

[0001] AUTOMATIC TRANSMISSION FOR VEHICLE [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an automatic transmission for a vehicle, and more particularly, to an automatic transmission for a vehicle capable of reducing a production cost by providing a retainer that can be commonly used for a plurality of fastening elements.

Generally, the vehicle is provided with an automatic transmission capable of automatically controlling the running speed, and the multi-speed shifting mechanism of the automatic transmission includes a combination of a plurality of planetary gear sets.

When the rotational power is inputted from a torque converter that converts and transmits the engine torque, the automatic transmission in which a plurality of planetary gear sets are combined performs a function of shifting to a multi-stage transmission to the output shaft. The powertrain of an automatic transmission is advantageous in terms of power performance and fuel consumption rate as it has many gear stages, so a powertrain capable of implementing more gear stages is required.

The fastening elements used in the automatic transmission include a plurality of fastening elements for selectively connecting the rotating shafts, and brakes for selectively connecting the rotating shafts and the transmission housing.

When the piston presses the disk set in a state where the disk set is connected to the retainer rotated integrally with the shaft and the hub which is the other rotating body, the rotations of the retainer and the hub are synchronized.

Conventionally, since the retainer is provided for each fastening element, the external shape of the automatic transmission becomes large, and the production cost increases due to an increase in the number of parts and an increase in the production process. Therefore, there is a need for improvement.

BACKGROUND ART [0002] The background art of the present invention is disclosed in Korean Patent Publication No. 2012-0057929 (published on June 06, 2012, entitled: Automatic transmission).

It is an object of the present invention to provide an automatic transmission for a vehicle that can reduce production costs by providing a retainer that can be commonly used for a plurality of fastening elements.

An automatic transmission for an automotive vehicle according to the present invention includes: an input shaft for receiving rotational power of an engine; an output shaft for outputting a rotational power to be shifted; a first rotary element, a second rotary element, A second planetary gear unit disposed on the input shaft following the first planetary gear unit and including a fourth rotary element, a fifth rotary element, and a sixth rotary element; a second planetary gear unit disposed on the input shaft, A third clutch for selectively connecting or disconnecting the first rotary element and the fourth rotary element, a third clutch for selectively engaging or disengaging the first rotary element and the fourth rotary element, A fourth clutch for selectively connecting or disconnecting the first and second rotary elements to and from the transmission housing, a second brake for selectively connecting or disconnecting the first rotary element and the transmission housing, The clutch And the second brake includes a retainer portion splined to the outside.

Further, it is preferable that the first rotating element is made of the first sun gear, the second rotating element is made of the first pinion gear, and the third rotating element is made of the first ring gear.

And the fourth rotating element is composed of the second sun gear, the fifth rotating element is made of the second pinion gear, and the sixth rotating element is made of the second ring gear.

And the seventh rotary element is composed of the third sun gear, the eighth rotary element is made of the third pinion gear, and the ninth rotary element is made of the third ring gear.

Further, the present invention includes one fixed shaft, six rotating shafts, and six fastening elements for directly connecting or selectively connecting each of the rotary elements provided in the first planetary gear unit, the second planetary gear unit, and the third planetary gear unit, It is preferable that two of the elements are selectively operated to implement a multistage speed change stage.

The present invention also provides a transmission device for a vehicle, comprising: a first fixed shaft directly connected to a seventh rotary element and a transmission housing; a second rotary shaft for directly connecting the ninth rotary element and the fourth rotary element; A fourth rotating shaft which directly connects the third rotating element and the output shaft, a fifth rotating shaft which directly connects the fifth rotating element and the second rotating element and is selectively connected to the input shaft or the transmission housing, And a seventh rotary shaft connected to the sixth rotary shaft and the first rotary element and selectively connected to the second rotary shaft, the third rotary shaft and the sixth rotary shaft, or selectively connected to the transmission housing.

The retainer portion is provided with a fixed body fixed to the seventh rotary shaft and rotated together with the seventh rotary shaft, a third driving portion for operating the third clutch and a fourth driving portion for operating the fourth clutch, extending outside the fixed body And an attachment body extending in the axial direction of the input shaft in the extension body and the extension body, wherein the third clutch, the fourth clutch and the second brake are spline-coupled.

The elongated body further includes a first elongated body connected to the fixed body and having a first side groove portion on the inside and a second side groove portion extending from the first elongated body on which the third driving portion is seated, And a second extension body provided with the second extension body.

The third driving portion includes a third balance chamber provided in the second side groove portion and forming a reaction force by the centrifugal hydraulic pressure, one side being installed at a position facing the third balance chamber from the outside of the second extending body, A third piston member passing through the second elongated body and the fourth clutch and positioned on the side surface of the third clutch, and a third piston member disposed at a position facing the third balance chamber with the third piston member interposed therebetween, A third piston chamber which presses the piston member in a direction in contact with the third clutch and a third return spring which is provided inside the third balance chamber and presses the third piston member in a direction away from the third clutch Do.

The fourth drive section includes a fourth piston chamber provided inside the first side groove section and forming an operating pressure for operating the fourth clutch by the supply of hydraulic pressure and a fourth piston chamber disposed on the other side in contact with the fourth piston chamber, And a fourth piston member which is provided at a position facing the fourth piston chamber with the fourth piston member interposed therebetween, and after the operation of the fourth piston member is completed, the fourth piston member is moved to the initial position A fourth return spring for supplying a reaction force to return the oil to the fourth piston chamber and a centrifugal hydraulic pressure generated in a direction opposite to the centrifugal hydraulic pressure of the oil remaining in the fourth piston chamber, And a fourth balance chamber restricting movement of the fourth piston member.

Preferably, the mounting body further includes a first mounting body on which the fourth clutch and the second brake are spline-coupled to the side, and a second mounting body on which the third clutch is spline-coupled to the side.

The first mounting body is provided with a first mounting groove portion that is splined to the fourth clutch, and a second mounting groove portion that is splined with the second brake is provided on the outer side of the first mounting body. .

Further, it is preferable that a third mounting groove portion in the form of a slot, which is splined with the third clutch, is provided on the inner side of the second mounting body.

It is also preferable that the outer diameter of the second mounting body is larger than the outer diameter of the first mounting body.

The outer diameter of the third clutch is larger than the outer diameter of the fourth clutch, and the outer diameter of the second brake is formed larger than the outer diameter of the third clutch, and the second brake is formed so as to face the fourth clutch As shown in Fig.

It is also preferable that the retainer portion is formed as a single member or a plurality of members are integrally joined to form a single shape.

INDUSTRIAL APPLICABILITY The automatic transmission for a vehicle according to the present invention can be used commonly for three fastening elements so that the space for installation can be saved to provide a compact appearance and the weight of the product can be reduced to improve the fuel economy of the vehicle .

Further, since the retainer portion can be commonly used for a plurality of fastening elements, the present invention can reduce the number of components, shorten the manufacturing process, and reduce the production cost.

1 is a configuration diagram of an automatic transmission for a vehicle according to an embodiment of the present invention.
2 is an operation table for each shift position of a fastening element applied to an automatic transmission for a vehicle according to an embodiment of the present invention.
3 is a cross-sectional view schematically showing a configuration of a main part of an automatic transmission for a vehicle according to an embodiment of the present invention.
4 is an enlarged cross-sectional view of the portion "A" in Fig.
5 is a cross-sectional view schematically showing a state in which the fourth driving unit according to the embodiment of the present invention is operated.
FIG. 6 is a cross-sectional view schematically illustrating a state in which the third driving unit according to the embodiment of the present invention is operated.
FIG. 7 is a cross-sectional view schematically showing a state in which a brake operation unit is operated according to an embodiment of the present invention.
8 is a perspective view schematically showing a state where the fourth clutch and the third piston member are coupled to the retainer portion according to the embodiment of the present invention.
9 is a perspective view showing a third piston member according to an embodiment of the present invention.
10 is a perspective view illustrating a retainer according to an embodiment of the present invention.
11 is a cross-sectional view schematically showing a retainer portion according to another embodiment of the present invention.

Hereinafter, an automatic transmission for a vehicle according to an embodiment of the present invention will be described with reference to the accompanying drawings. In this process, the thicknesses of the lines and the sizes of the components shown in the drawings may be exaggerated for clarity and convenience of explanation.

Further, the terms described below are defined in consideration of the functions of the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be made based on the contents throughout this specification.

FIG. 1 is a configuration diagram of an automatic transmission for a vehicle according to an embodiment of the present invention, FIG. 2 is an operation table for each shift range of a fastening element applied to an automatic transmission for a vehicle according to an embodiment of the present invention, 4 is an enlarged cross-sectional view of the portion "A" of Fig. 3, and Fig. 5 is a cross-sectional view of an automatic transmission according to an embodiment of the present invention. FIG. 6 is a cross-sectional view schematically illustrating a state in which the third driving unit according to the embodiment of the present invention is operated, and FIG. 7 is a cross-sectional view of a third embodiment of the present invention. 8 is a perspective view schematically showing a state in which the fourth clutch and the third piston member are coupled to the retainer portion according to the embodiment of the present invention, , Figure 9 is a perspective view showing a third piston member according to an embodiment of the present invention, Figure 10 is a perspective view of the retainer portion in accordance with an embodiment of the present invention.

As shown in FIGS. 1 and 3, the automatic transmission 1 for a vehicle according to an embodiment of the present invention implements an advanced eight-speed reverse second stage and is applicable to front and rear-wheel drive vehicles. The automatic transmission 1 for a vehicle includes first and second planetary gear units PG1 and PG2 using a single pinion, a third planetary gear unit PG3 using a double pinion, six coupling elements and a retainer unit 10, And a driving unit for operating the fastening element.

1, an automatic transmission 1 for an automotive vehicle according to an embodiment of the present invention includes an input shaft IS receiving rotational power of an engine and an output shaft OS outputting a rotational power .

The first planetary gear unit PG1, the second planetary gear unit PG2 and the third planetary gear unit PG3, and the first and second planetary gear units PG1, PG2, PG3, And includes one fixed shaft, six rotary shafts, and six fastening elements for directly connecting or selectively connecting the two fastening elements.

The rotary power input from the input shaft IS is shifted by the complementary operation of the first planetary gear unit PG1, the second planetary gear unit PG2 and the third planetary gear unit PG3, .

In each planetary gear unit, the third planetary gear unit PG3, the second planetary gear unit PG2, and the first planetary gear unit PG1 are sequentially arranged.

An input shaft (IS) that receives the rotational power of the engine is an input member that transmits power, and the rotational power of the engine is inputted through the torque converter while being torque-converted. The output shaft OS for outputting the shifted rotational power outputs a driving force to drive the driving wheels through the differential device.

The first planetary gear unit PG1 is disposed on the input shaft IS and has a first rotating element, a second rotating element, and a third rotating element. It is preferable that the first rotating element is made up of the first sun gear S1 and the second rotating element is made up of the first pinion gear C1 and the third rotating element is made up of the first ring gear R1.

That is, the first planetary gear unit PG1 is a single pinion planetary gear unit, and includes a first sun gear S1 as a first rotary element, a first pinion C1, which is externally engaged with the first sun gear S1, And a first ring gear R1, which is a third rotary element meshing with the first pinion C1 in an inscribed state, as a rotation element.

The first sun gear S1 of the first planetary gear unit PG1 is engaged by the second clutch C2, the third clutch C3 and the fourth clutch C4, which are coupling elements, of the second planetary gear unit PG2 And is selectively engaged and disengaged with the third ring gear R3 and the third pinion gear C3 of the second ring gear R2 and the second sun gear S2 and the third planetary gear section PG3. Further, the first sun gear S1 is selectively fixed and released by the second brake B2 fastening element.

The first pinion gear C1 of the first planetary gear unit PG1 is selectively engaged and disengaged with the input side by the first clutch C1 which is the engaging element and selectively engaged by the first brake B1 as the other engaging element Fixed and released.

The second planetary gear unit PG2 is disposed on the input shaft IS following the first planetary gear unit PG1 and has a fourth rotary element, a fifth rotary element and a sixth rotary element. It is preferable that the fourth rotating element is composed of the second sun gear S2 and the fifth rotating element is composed of the second pinion gear C2 and the sixth rotating element is composed of the second ring gear R2.

That is, the second planetary gear unit PG2 is a single pinion planetary gear unit. The second planetary gear unit PG2 includes a second sun gear S2 as a fourth rotary element, a second pinion C2 that is externally engaged with the second sun gear S2, And a second ring gear R2, which is a sixth rotary element, meshingly engaged with the second pinion P2.

The second sun gear S2 of the second planetary gear unit PG2 is normally connected to the third ring gear R3 of the third planetary gear unit PG3 and is connected to the first pinion gear C1 of the first planetary gear unit PG1 Is always connected to the second pinion gear C2 of the second planetary gear unit PG2. Further, the output of the transmission is always made by the first ring gear R1 of the first planetary gear unit PG1.

The third planetary gear unit PG3 is disposed on the input shaft IS following the second planetary gear unit PG2 and has a seventh rotary element, an eighth rotary element and a ninth rotary element. It is preferable that the seventh rotary element is composed of the third sun gear S3 and the eighth rotary element is made up of the third pinion gear C3 and the ninth rotary element is made up of the third ring gear R3.

The third planetary gear unit PG3 is a double pinion planetary gear unit that includes a third sun gear S3 as a seventh rotary element and a third ring gear S3 as a ninth rotary element disposed on the outer peripheral side of the third sun gear S3, (C3), which is an eighth rotary element that engages with the third sun gear (S3) and the third ring gear (R3) in a circumscribed and inscribed state, respectively, do.

The third planetary gear unit PG3 is connected to the first fixed shaft TM1 and the second rotary shaft TM2 and the third rotary shaft TM3 in a state where the third ring gear R3 and the second sun gear S2 are directly connected, Lt; / RTI > The second planetary gear unit PG2 is connected directly to the third ring gear R3 and the second sun gear S2 and to the second rotation shaft TM2 and to the fifth rotation shaft TM5 and the sixth rotation shaft TM6 do. The first planetary gear unit PG1 is connected to the fourth rotary shaft TM4, the fifth rotary shaft TM5 and the seventh rotary shaft TM7.

The third sun gear S3 of the third planetary gear unit PG3 is always fixed and the third pinion gear C3 is always connected to the input shaft IS and the third ring gear R3 is continuously decelerated relative to the input. Output element

The first fixed shaft TM1 directly connects the third sun gear S3, which is the seventh rotary element, to the transmission housing H, and is always operated as a fixed element. The second rotary shaft TM2 directly connects the third ring gear R3, which is the ninth rotary element, and the second sun gear S2, which is the fourth rotary element, so that a deceleration output is performed. The third rotary shaft TM3 directly connects the third pinion C3, which is the eighth rotary element, with the input shaft IS, and operates as a normal input element. The fourth rotary shaft TM4 directly connects the first ring gear R1, which is the third rotary element, and the output shaft OS, and operates as a final output element.

The fifth rotary shaft TM5 directly connects the second pinion C2 as the fifth rotary element and the first pinion C1 as the second rotary element and is selectively connected to the input shaft IS to operate as an input element, Is selectively connected to the transmission housing (H) and operated as a stationary element. The sixth rotary shaft TM6 is connected to the second ring gear R2 which is the sixth rotary element.

The seventh rotary shaft TM7 is selectively connected to the second rotary shaft TM2, the third rotary shaft TM3 and the sixth rotary shaft TM6 while being connected to the first sun gear S1 which is the first rotary element, (H).

The automatic transmission 1 for an automotive vehicle according to the embodiment of the present invention may be configured such that the first planetary gear unit PG1, the second planetary gear unit PG2, and the third planetary gear unit PG3, Or six coupling elements, and two of the coupling elements are selectively activated to implement a multi-stage transmission stage.

In one embodiment of the present invention, The six engaging elements include first, second, third and fourth clutches (C1, C2, C3, C4) for selectively connecting the rotating shafts, first and second clutches And brakes B1 and B2.

The first clutch C1 selectively connects the fifth rotary shaft TM5 and the input shaft IS and the second clutch C2 selectively connects the sixth rotary shaft TM6 and the seventh rotary shaft TM7. The third clutch C3 selectively connects the second rotary shaft TM2 and the seventh rotary shaft TM7 so that the first sun gear S1 as the first rotary element and the second sun gear S2 as the fourth rotary element Selectively connect or disconnect. The fourth clutch C4 selectively connects the third rotary shaft TM3 and the seventh rotary shaft TM7 so that the third pinion C3 as the eighth rotary element and the first sun gear S1 as the first rotary element Selectively connect or disconnect.

The first brake B1 selectively connects the fifth rotary shaft TM5 and the transmission housing H. [ The second brake B2 selectively connects or disconnects the first sun gear S1 which is the first rotation element to the transmission housing H by selectively connecting the seventh rotation shaft TM7 and the transmission housing H. [

The clutch is a fastening element for selectively connecting the rotating body and the rotating body, and the brake is a fastening element for selectively connecting the rotating body and the non-rotating body. Therefore, the clutch is operated means that the rotating shaft, which is connected to each other, is operated as a rotating body, and the brake is operated, meaning that the rotating shaft connected to the transmission housing H is operated as a fixed body.

Each of the engagement elements constituted by the first, second, third and fourth clutches C1, C2, C3 and C4 and the first and second brakes B1 and B2 is constituted by a multi-plate hydraulic frictional coupling unit .

FIG. 2 is an operation table for each shift position of a fastening element applied to an automatic transmission 1 for a vehicle according to an embodiment of the present invention. In the gear train according to the embodiment of the present invention, And the coupling elements of the two dogs simultaneously operate to implement the forward 8-speed and reverse 2-speed gear stages. The operating states of the fastening elements for each shift stage will be described with reference to FIG.

The forward single speed stage is realized by the simultaneous operation of the second clutch C2 and the first brake B1. The forward two-speed range is implemented by the simultaneous operation of the second clutch C2 and the second brake B2. The forward three-speed gear stage is realized by the simultaneous operation of the second clutch C2 and the third clutch C3. The forward 4-speed range is realized by the simultaneous operation of the second clutch C2 and the fourth clutch C4. The forward 5-speed range is realized by the simultaneous operation of the first clutch Cl and the second clutch C2. The forward six-speed gear stage is realized by the simultaneous operation of the first clutch C1 and the fourth clutch C4. The forward 7-speed range is implemented by the simultaneous operation of the first clutch Cl and the third clutch C3. The forward 8-speed range is realized by the simultaneous operation of the first clutch C1 and the second brake B2. The reverse first-stage speed change stage is realized by the simultaneous operation of the third clutch C3 and the first brake B1. The reverse second-speed position is implemented by the simultaneous operation of the fourth clutch C4 and the first brake B1.

The shifting process for each shift stage of the automatic transmission 1 for a vehicle according to an embodiment of the present invention will be described.

And the second clutch C2 and the first brake B1 are simultaneously operated and controlled in the first forward speed position. Then, while the third planetary gear unit PG3 is being input to the third rotation axis TM3, the first fixed axis TM1 is operated as a fixed element and the deceleration output is performed through the second rotation axis TM2 .

At this time, the first pinion C1 and the second pinion C2 are directly connected to the first planetary gear unit PG1 and the second planetary gear unit PG2 by the operation of the second clutch C2, The gear R2 and the first sun gear S1 are connected to each other and directly driven in a mutually connected state.

In the state where the deceleration output of the second rotary shaft TM2 is performed, the fifth rotary shaft TM5 operates as a fixed element by the operation of the first brake B1, and the forward first stage shift is performed.

In the forward second-gear position, the operation of the first brake B1 operated in the state of the forward first-speed position is released and the second brake B2 is controlled to operate.

The third planetary gear unit PG3 is decelerated through the second rotation axis TM2 while the first fixed axis TM1 is operated as a fixed element while the input is being performed to the third rotation axis TM3.

The first pinion C1 and the second pinion C2 are directly connected to the first planetary gear unit PG1 and the second planetary gear unit PG2 by the operation of the second clutch C2, R2 and the first sun gear S1 are connected to each other and are driven in a state of direct coupling.

In a state in which the deceleration output of the second rotary shaft TM2 is performed, the seventh rotary shaft TM7 operates as a fixed element by the operation of the second brake B2, and the forward two-stage shift is performed.

In the forward third speed change stage, the operation of the second brake B2, which was operated in the state of the forward second speed change stage, is released and the third clutch C3 is controlled to be operated.

The third planetary gear unit PG3 is decelerated through the second rotation axis TM2 while the first fixed axis TM1 is operated as a fixed element while the input is being performed to the third rotation axis TM3.

The first pinion C1 and the second pinion C2 are directly connected to the first planetary gear unit PG1 and the second planetary gear unit PG2 by the operation of the second clutch C2, R2 and the first sun gear S1 are connected to each other and are driven in a state of direct coupling.

The deceleration output of the second rotary shaft TM2 is input to the seventh rotary shaft TM7 as it is by the operation of the third clutch C3, and the forward third-speed shifting is performed.

In the forward 4-speed range, the operation of the third clutch C3, which was operated in the state of the forward 3-speed position, is released, and the fourth clutch C4 is controlled to operate.

The third planetary gear unit PG3 is decelerated through the second rotation axis TM2 while the first fixed axis TM1 is operated as a fixed element while the input is being performed to the third rotation axis TM3.

The first pinion C1 and the second pinion C2 are directly connected to the first planetary gear unit PG1 and the second planetary gear unit PG2 by the operation of the second clutch C2, R2 and the first sun gear S1 are connected to each other and are driven in a state of direct coupling.

The input of the input shaft IS is directly transmitted to the seventh rotary shaft TM7 via the third rotary shaft TM3 by the operation of the fourth clutch C4 while the decelerated output of the second rotary shaft TM2 is being performed, Four-speed shifting is achieved.

At the forward 5-speed position, the operation of the fourth clutch C4, which was operating in the state of the forward 4-speed position, is released, and the first clutch C1 is controlled to operate.

The third planetary gear unit PG3 is decelerated through the second rotation axis TM2 while the first fixed axis TM1 is operated as a fixed element while the input is being performed to the third rotation axis TM3.

The first pinion C1 and the second pinion C2 are directly connected to the first planetary gear unit PG1 and the second planetary gear unit PG2 by the operation of the second clutch C2, R2 and the first sun gear S1 are connected to each other and are driven in a state of direct coupling.

The input of the input shaft IS is directly transmitted to the fifth rotation shaft TM5 by the operation of the first clutch C1 while the deceleration output of the second rotation shaft TM2 is being performed.

In the forward six-speed range, the operation of the second clutch C2, which was operated in the state of the forward five-speed range, is released, and the first and fourth clutches C1 and C4 are controlled to operate.

The first planetary gear unit PG1 then transmits the input of the input shaft IS to the fifth rotation shaft TM5 as it is by the operation of the first clutch C1, The input of the input shaft IS is directly transmitted to the rotary shaft TM7 via the third rotary shaft TM3, thereby shifting forward six stages.

In the forward 7-speed position, the operation of the fourth clutch C4, which was operated in the state of the forward six-speed position, is released and the third clutch C3 is controlled to operate.

Then, while the third planetary gear unit PG3 is being input to the third rotation axis TM3, the first fixed axis TM1 is operated as a fixed element and the deceleration output is performed through the second rotation axis TM2 . The input of the input shaft IS is transmitted to the fifth rotation axis TM5 as it is by the operation of the first clutch C1 and the seventh planetary gear unit PG1 is driven by the third clutch C3. While the deceleration output of the second rotary shaft TM2 is input to the rotary shaft TM7, the forward 7-speed shift is performed.

In the forward 8-speed range, the operation of the third clutch C3, which was operated in the state of the forward 7-speed position, is released and the second brake B2 is controlled to operate.

Then, the first planetary gear unit PG1 transmits the input of the input shaft IS to the fifth rotation axis TM5 as it is by the operation of the first clutch C1, and by the operation of the second brake B2, The rotation shaft TM7 operates as a fixed element and the forward 8-speed shift is performed.

And the third clutch C3 and the first brake B1 are controlled to operate at the reverse first-speed position. Then, in a state in which the third planetary gear unit PG3 is being input to the third rotation axis TM3, the first fixed axis TM1 is operated as a fixed element and the deceleration output is performed through the second rotation axis TM2 .

The deceleration output of the second rotary shaft TM2 is directly inputted to the seventh rotary shaft TM7 of the first planetary gear unit PG1 by the operation of the third clutch C3, 5 As the rotary element (TM5) operates as a fixed element, the reverse 1-speed shift is performed.

And the fourth clutch C4 and the first brake B1 are controlled to operate at the reverse second-speed position. The power input through the input shaft IS by the operation of the fourth clutch C4 is transmitted as it is to the first planetary gear unit PG1 through the third rotation shaft TM3 and the seventh rotation shaft TM7. Further, the operation of the first brake B1 causes the fifth rotary shaft TM5 to operate as a fixed element, and the rearward two-stage shifting is performed.

When the operation of the second clutch C2 is released as in the forward sixth, seventh, eighth and reverse first and second gear stages in the shifting process as described above, the second ring gear R2 and the first sun gear The first planetary gear unit PG1 and the second planetary gear unit PG2 are not directly connected to each other, so that the shifting of the speed change stage is achieved .

As described above, according to the embodiment of the present invention, the first planetary gear unit PG1, the second planetary gear unit PG2, and the third planetary gear unit PG3 are connected to the four clutches C1, C2, C3, It is possible to realize the forward speeds of the eight forward speeds and the reverse two speeds by controlling the operation of the two brakes B1 and B2.

3, 4 and 10, the retainer portion 10 is coupled to the seventh rotary shaft TM7 by welding or by various coupling methods such as press fitting or spline coupling, and is engaged with the seventh rotary shaft TM7 . The retainer portion 10 is rotatably installed inside the housing of the transmission, and is connected to a set of discs provided in the three fastening elements. The retainer portion 10 is also provided with two driving portions for operating the two fastening elements on its side surfaces. The retainer portion 10 may be formed of one single piece, and two pieces may be used by being assembled by assembling.

The retainer portion 10 according to the embodiment is provided with a spline for assembling the disk set provided in the three engagement elements composed of the second brake B2, the third clutch C3 and the fourth clutch C4 do. The retainer portion 10 is also provided with a third piston chamber 56 of the third drive portion 50 for performing the engagement and disengagement function of the third clutch C3 and the fourth clutch C4, And a groove portion for forming a fourth piston chamber 63 of the second piston chamber 63 on a side surface thereof. And the retainer portion 10 is rotated together with the first rotation element.

On the other hand, the hydraulic pressure for operating the third drive unit 50 and the fourth drive unit 60 is transmitted through the retainer unit 10 located on the left side of the third planetary gear unit PG3.

Since the retainer portion 10 according to one embodiment can be commonly used for the three fastening elements, the installation space can be saved and a compact appearance can be provided, and the weight of the product can be reduced to improve the fuel economy of the vehicle. In addition, since the number of parts is reduced compared with the conventional one, the assembly process can be reduced, and the production cost can be reduced. The engagement elements that commonly use the retainer portion 10 are the third clutch C3, the fourth clutch C4 and the second brake B2.

The retainer portion 10 may be formed as a single member, or a plurality of members may be integrally combined to form a single shape.

11 is a cross-sectional view schematically showing a retainer portion according to another embodiment of the present invention. 11, the inner retainer body 13 and the outer retainer body 15 can be formed by various methods such as indentation, welding, or the like when the retainer portion 11 is composed of the inner retainer body 13 and the outer retainer body 15. [ They can be fixed to each other by a bonding method.

3 and 4 and 10, the retainer portion 10 according to one embodiment includes a fixed body 20, an elongated body 30, and a mounting body 40. The inner side of the retainer portion 10 rotated together with the seventh rotary shaft TM7 is splined to the third clutch C3 and the fourth clutch C4 and the outer side of the retainer portion 10 is engaged with the second brake B2. Respectively.

The fixed body 20 is formed in a ring shape, and the fixed body 20 according to an embodiment is located at the left end (refer to FIG. 1) of the third planetary gear section PG3. The fixed body 20 is fixed to the seventh rotary shaft TM7 and rotated together with the seventh rotary shaft TM7.

The extension body 30 extends to the outside of the fixed body 20 and includes a third drive unit 50 for operating the third clutch C3 and a fourth drive unit 60 for operating the fourth clutch C4 do. The extension body 30 extends in the longitudinal direction (reference in FIG. 3) intersecting the input shaft IS and is composed of a first extension body 32 and a second extension body 36.

The first elongated body 32 is connected to the fixed body 20 and has a first side groove 34 on the inner side (reference right side in FIG. 3) on which the fourth driving part 60 is seated. The first elongated body 32 is formed on the outer side of the fixed body 20 in a ring shape and forms a first side groove 34 having a concave shape toward the inside.

The second elongated body 36 extends from the first elongated body 32 and has a second side groove 38 on the outer side (left side in FIG. 3) on which the third driving part 50 is seated. The second side groove 38 forms an annular recessed groove along the second extending body 36.

The first extended body 32 is extended from the upper side of the fixed body 20 to the upper side of the fixed body 20 (refer to FIG. 3) The second extension body 36 is connected to the upper side.

A fourth drive portion 60 for pressing the fourth clutch C4 is provided on the inner side of the first extension body 32 and a third drive portion 60 for pushing the third clutch C3 is provided on the outer side of the second extension body 36. [ A driving unit 50 is provided.

7 to 10, the mounting body 40 extends in the axial direction D of the input shaft IS in the extension body 30, and the third clutch C3 and the fourth clutch C4, And the second brake B2 are spline-coupled to the side surfaces.

The mounting body 40 according to one embodiment includes a first mounting body 42 in which the fourth clutch C4 and the second brake B2 are spline-coupled to the side, and a second mounting body 42 extending in the first mounting body 42 And a second mounting body 48 to which the third clutch C3 is splined to the side.

A plurality of elongated first mounting recessed portions 44 spline-coupled with the fourth clutch C4 are formed on the inner side of the first mounting body 42 extending in the axial direction D from the rim of the elongated body 30 And a plurality of elongated second mounting recessed portions 46 spline-coupled with the second brake B2 are provided on the outer side of the first mounting body 42. [

One end of the first mounting body 42 is connected to the elongated body 30 and the other end of the first mounting body 42 is connected to the second mounting body 42. The first mounting body 42 has a cylindrical shape, The body 48 is connected. One side of the second mounting body 48 is connected to the first mounting body 42 and the other side of the second mounting body 48 is connected to the second mounting body 48. The second mounting body 48 is formed in a cylindrical shape, As shown in FIG. In addition, the outer diameter of the second mounting body 48 is formed larger than the outer diameter of the first mounting body 42.

The second mounting body 48 is preferably provided with a plurality of elongated third mounting recesses 49 which are spline-coupled with the third clutch C3.

The outer diameter of the third clutch C3 is made larger than the outer diameter of the fourth clutch C4 among the engagement elements provided in the retainer portion 10 and the outer diameter of the second brake B2 is smaller than the outer diameter of the third clutch C3. . The second brake B2 is located on the outer side facing the fourth clutch C4 with the first mounting body 42 of the retainer portion 10 therebetween.

Therefore, the second brake B2 is provided outside the fourth clutch C4 having a smaller outer diameter than the third clutch C3, so that the outer diameter of the vehicular automatic transmission 1 can be reduced. Therefore, compact design of the automatic transmission 1 for a vehicle is possible, and mounting tolerance of the vehicle is improved because the space for the automatic transmission 1 is mounted on the vehicle.

Since the outer diameter of the first mounting body 42 on which the fourth clutch C4 and the second brake B2 are mounted is formed to be smaller than the outer diameter of the second mounting body 48 on which the third clutch C3 is mounted, The third piston member 52 for operating the third clutch C3 is provided movably through the retainer portion 10 and movably inward of the retainer portion 10. [

The fourth clutch C4 installed inside the mounting body 40 of the retainer portion 10 includes a fourth disk C41 and a fourth plate C42.

The fourth disk C41 rotates together with the third pinion gear C3, which is the eighth rotary element, and is formed into a ring shape. The fourth disk C41 is formed in a ring shape and a plurality of projections projecting inward of the fourth disk C41 are spline-coupled to a member connected to the third pinion gear C3.

The fourth plate C42 is splined to the mounting body 40 of the retainer 10 and rotates together with the mounting body 40. The fourth plate C42 is installed facing the fourth disk C41, And the rotation is synchronized with the fourth disk C41. The third pressure member 54 passing through the fourth plate C42 presses the third clutch C3 by the supply of the operating oil pressure.

The fourth plate C42 includes a ring-shaped fourth plate body C43 provided in a shape facing the fourth disk C41 and a fourth plate body C43 protruding from the fourth plate body C43, And a fourth plate projection (C44) coupled thereto. The third pressing member 54 and the plate protrusion are alternately disposed on the outer side of the fourth plate body C43 along the circumferential direction so that the third pressing member 54 does not interfere with the fourth plate C42, can do.

The fourth disk C41 and the fourth plate C42 are provided in plural and are alternately stacked to form the fourth clutch C4.

The third driving portion 50 is provided in the retainer portion 10 and is driven in the axial direction D of the input shaft IS by the supply of the hydraulic pressure to operate the third clutch C3. Device may be used.

One side of the third drive unit 50 according to one embodiment is located on the outer side of the retainer unit 10 and the other side is located on the side of the third clutch C3 through the retainer unit 10 and the fourth clutch C4 Located. The third drive unit 50 includes a third balance chamber 51, a third piston member 52, a third piston chamber 56, and a third return spring 57.

The third balance chamber 51 is installed in the second side groove portion 38 provided on the outer side of the retainer portion 10 and forms a reaction force by centrifugal hydraulic pressure. A third balance chamber (51) is formed in contact with the second side groove (38) provided on the outer side of the second elongated body (36).

The reason why the third balance chamber 51 is installed will be described below. When the third clutch 50 is operated, the third piston member 52 can not be restored as desired and the third clutch C3 is contacted Lt; / RTI > In this case, the plate and the disk provided in the third clutch C3 are not separated from each other and generate continuous friction. Therefore, a frictional slip phenomenon generated in the third clutch C3 lowers the durability of the vehicular automatic transmission 1 and increases the power loss.

A third balance chamber 51 is formed on the opposite side of the third piston chamber 56 to prevent a resistance slip phenomenon occurring in the third clutch C3. The centrifugal hydraulic pressure whose magnitude corresponds to the centrifugal hydraulic pressure of the oil remaining in the third piston chamber 56 and whose direction is opposite to the centrifugal hydraulic pressure of the third piston chamber 56 is supplied by the oil in the third balance chamber 51 The movement of the third piston member 52 by the centrifugal hydraulic pressure of the third piston chamber 56 can be prevented.

One side of the third piston member 52 is installed at a position facing the third balance chamber 51 from the outside of the second extending body 36 and the other side of the third piston member 52 is connected to the second extending body 36 and the fourth clutch C4 and is located on the side surface of the third clutch C3 and is moved by the supply of the hydraulic pressure to press the side surface of the third clutch C3. The third piston member 52 according to one embodiment includes a third piston body 53, a third pressing member 54, and an oil guide portion 55.

The third piston body (53) is formed in a ring shape and is located outside the extension body (30). The third balance chamber 51 is formed by the third piston body 53 and the second side groove portion 38 formed on the outer side of the retainer portion 10.

The third pressure member 54 protrudes from the third piston body 53 and is positioned laterally of the third clutch C3 through the elongated body 30 and the fourth clutch C4. The third pressure member 54 is spaced at a plurality of predetermined intervals along the circumferential direction of the third piston body 53. The third pressing member 54 is formed into a rectangular shape with a curved surface and is inserted into the retainer portion 10 through a hole provided in the elongated body 30 of the retainer portion 10.

The oil guide portion (55) forms a hole in the inside of the third pressure member (54) to guide oil scattering. The oil guide portion 55 guides the scattering of the oil which is moved from the center portion of the input shaft IS to the outside by the centrifugal force, so that the lubrication of the vehicular automatic transmission 1 can be performed more smoothly.

The third piston chamber 56 is provided at a position facing the third balance chamber 51 with the third piston member 52 interposed therebetween. The third piston member 52, (C3).

The third return spring 57 is installed inside the third balance chamber 51 and presses the third piston member 52 in a direction away from the third clutch C3. The third return spring 57 uses a coil spring, but not limited thereto, and various kinds of springs and elastic devices can be used. One side of the third return spring 57 is in contact with the second side groove 38 of the retainer 10 and the other side of the third return spring 57 is in contact with the third piston body 53.

The fourth driving portion 60 is provided in the first side groove portion 34 provided inside the retainer portion 10 and various kinds of driving devices are provided in the technical idea of operating the fourth clutch C4 by the supply of the hydraulic pressure Can be used. The operating direction of the third drive unit 50 for operating the third clutch C3 and the operating direction of the fourth drive unit 60 for operating the fourth clutch C4 are formed identically. The fourth drive unit 60 includes a fourth balance chamber 61, a fourth piston member 62, a fourth piston chamber 63, and a fourth return spring 64.

The fourth balance chamber 61 has a space through which the hydraulic pressure is supplied to a position facing the fourth piston chamber 63 with the fourth piston member 62 interposed therebetween, The centrifugal hydraulic pressure is generated in a direction opposite to the centrifugal hydraulic pressure of the oil to restrain the movement of the fourth piston member 62.

One side of the fourth piston member (62) abuts the fourth piston chamber (63) and the other side extends to a position facing the side surface of the fourth clutch (C4). The fourth piston member 62 extends upward along the extension body 30 of the retainer portion 10 and is located on the side surface of the fourth clutch C4.

The fourth piston chamber 63 is provided in the first side groove portion 34 provided inside the extension body 30 and forms the operating pressure for operating the fourth clutch C4 by the supply of the hydraulic pressure. A fourth piston chamber 63 is formed between the retainer portion 10 and the fourth piston member 62 inserted into the first side groove portion 34 and the oil is supplied through the oil passage provided inside the retainer portion 10, .

The fourth return spring 64 is installed at a position facing the fourth piston chamber 63 with the fourth piston member 62 interposed therebetween and the fourth piston member 62 62 to the initial position. The fourth return spring 64 according to one embodiment uses a coil spring, but not limited thereto, and various kinds of springs and elastic devices can be used. The fourth return spring 64 is installed inside the fourth balance chamber 61 to elastically support the fourth piston member 62 in a direction away from the fourth clutch C4.

The brake operating portion 70 is installed to be linearly movable in the transmission housing H and various types of driving devices can be used within the technical idea of being moved by the supply of the hydraulic pressure to press the second brake B2.

The brake operating portion 70 according to one embodiment includes a brake piston chamber 72, a brake piston member 74, and a brake return spring 76. [

The brake piston chamber 72 forms an operating pressure for operating the second brake B2 by receiving oil through a hole passing through the transmission housing H. [ One side of the brake piston member 74 contacts the brake piston chamber 72 and the other side extends to a position facing the side surface of the second brake B2. The brake return spring 76 is provided at a position facing the brake piston chamber 72 with the brake piston member 74 interposed therebetween and the brake piston member 74 is moved to the initial position after the operation of the brake piston member 74 is completed And supplies a reaction force to return to the position.

Hereinafter, an operation state of a fastening element of an automatic transmission 1 for a vehicle according to an embodiment of the present invention will be described with reference to the accompanying drawings.

As shown in Fig. 5, oil is supplied to the fourth piston chamber 63 through a passage provided inside the retainer portion 10. As shown in Fig. When the operating oil pressure is applied to the fourth piston chamber 63, the fourth piston member 62 moves in the direction to press the fourth clutch C4 by a force exceeding the spring force of the fourth return spring 64 And the fourth clutch C4 is pressed to operate the fourth clutch C4.

When the operating oil pressure supplied to the fourth piston chamber 63 is released, the fourth piston member 62 is pushed in the direction away from the fourth clutch C4 by the fourth return spring 64, The fourth plate C42 and the fourth disk C41 are separated from each other and the rotation synchronization is released.

6, the oil is supplied to the third piston chamber 56 of the third driving unit 50 through the oil passage provided inside the retainer unit 10. As shown in FIG. The third piston member 52 is moved by the pressure of the oil supplied to the third piston chamber 56 to press the third clutch C3 so that the third clutch C3 is operated.

The brake piston member 74 is moved in the direction toward the second brake B2 by the oil supplied to the brake piston chamber 72 through the hole provided in the transmission housing H The second brake B2 is actuated by pressing the side surface of the second brake B2.

As described above, according to the present invention, since the retainer portion 10 can be commonly used for the three fastening elements, it is possible to provide a compact appearance by reducing the installation space, and the weight of the product can be reduced, . Further, since the retainer portion 10 can be commonly used for a plurality of fastening elements, the number of parts can be reduced and the manufacturing process can be shortened, thereby reducing the production cost. Since the second brake B2 is provided outside the fourth clutch C4 having a smaller outer diameter than the third clutch C3, the outer diameter of the vehicular automatic transmission 1 can be reduced, Can be improved. Since the third piston member 52 for operating the third clutch C3 is provided movably in the retainer portion 10 through the retainer portion 10 so as to reduce the outer diameter of the vehicular automatic transmission 1 Therefore, it is possible to improve the mountability of the vehicle.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the scope of the invention as defined by the appended claims. will be. Accordingly, the true scope of the present invention should be determined by the following claims.

1: Automatic transmission for vehicle IS: Input shaft D: Axial direction OS: Output shaft H: Transmission housing
PG1: first planetary gear unit S1: first sun gear C1: first pinion gear R1: first ring gear
PG2: second planetary gear unit S2: second sun gear C2: second pinion gear R2: second ring gear
PG3: third planetary gear unit S3: third sun gear C3: third pinion gear R3: third ring gear
TM1: first fixed shaft TM2: second rotary shaft TM3: third rotary shaft TM4: fourth rotary shaft TM5: fifth rotary shaft TM6: sixth rotary shaft TM7: seventh rotary shaft
C1: first clutch C2: second clutch C3: third clutch C4: fourth clutch C41: fourth disk C42: fourth plate C43: fourth plate body C44: fourth plate projection
B1: first brake B2: second brake
The present invention relates to an outer retainer body and a method of manufacturing the same. The outer retainer body includes a first retaining body, a second retaining body, a second retaining body, A first mounting body 44, a first mounting recess 46, a second mounting recess 48, a second mounting body 49, a third mounting recess 49,
50: third driving part 51: third balance chamber 52: third piston member 53: third piston body 54: third pressing member 55: oil guide part 56: third piston chamber 57: third return spring
60: Fourth drive unit 61: Fourth balance chamber 62: Fourth piston member 63: Fourth piston chamber 64: Fourth return spring
70: Brake operation part 72: Brake piston chamber 74: Brake piston member 76: Brake return spring

Claims (16)

An input shaft receiving rotational power of the engine;
An output shaft for outputting a rotational power to be shifted;
A first planetary gear unit disposed on the input shaft and including a first rotary element, a second rotary element, and a third rotary element;
A second planetary gear unit disposed on the input shaft successively to the first planetary gear unit and including a fourth rotary element, a fifth rotary element, and a sixth rotary element;
A third planetary gear unit disposed on the input shaft successively to the second planetary gear unit and including a seventh rotary element, an eighth rotary element, and a ninth rotary element;
A third clutch selectively connecting or disconnecting the first rotary element and the fourth rotary element;
A fourth clutch for selectively connecting or disconnecting the eighth rotary element and the first rotary element;
A second brake selectively connecting or disconnecting the first rotary element and the transmission housing; And
The third clutch and the fourth clutch being spline coupled inwardly and the second brake being splined to the outside,
A first fixed shaft directly connected to the seventh rotary element and the transmission housing;
A second rotation axis for directly connecting the ninth rotary element and the fourth rotary element;
A third rotating shaft for directly connecting the eighth rotary element and the input shaft;
A fourth rotating shaft for directly connecting the third rotating element and the output shaft;
A fifth rotary shaft directly connecting the fifth rotary element and the second rotary element and selectively connected to the input shaft or the transmission housing;
A sixth rotary shaft connected to the sixth rotary element; And
And a seventh rotary shaft connected to the first rotary element and selectively connected to the second rotary shaft, the third rotary shaft and the sixth rotary shaft, or selectively connected to the transmission housing,
Wherein the retainer portion includes: a fixed body fixed to the seventh rotary shaft and rotated together with the seventh rotary shaft;
An extension body extending to the outside of the fixed body and having a third drive unit for operating the third clutch and a fourth drive unit for operating the fourth clutch; And
And an attachment body extending in the axial direction of the input shaft in the extension body, wherein the third clutch, the fourth clutch, and the second brake are spline-coupled to each other.
The method according to claim 1,
Wherein the first rotating element is made of a first sun gear, the second rotating element is made of a first pinion gear, and the third rotating element is made of a first ring gear.
The method according to claim 1,
Wherein the fourth rotary element is composed of a second sun gear, the fifth rotary element is composed of a second pinion gear, and the sixth rotary element is composed of a second ring gear.
The method according to claim 1,
Wherein the seventh rotary element is constituted by a third sun gear, the eighth rotary element is constituted by a third pinion gear, and the ninth rotary element is constituted by a third ring gear.
The method according to claim 1,
Wherein the first planetary gear unit, the second planetary gear unit, and the third planetary gear unit include one fixed shaft, six rotational shafts, and six fastening elements for directly connecting or selectively connecting the respective rotary elements provided in the second planetary gear unit and the third planetary gear unit, Wherein two of the elements are selectively operated to implement a multistage speed change stage.
delete delete The method according to claim 1,
The extension body includes a first elongated body connected to the fixed body and having a first side groove portion on the inner side on which the fourth driving portion is seated; And
And a second elongated body extending from the first elongated body and having a second side groove portion on the outside of which the third driving portion is seated.
9. The method of claim 8,
The third driving unit may include: a third balance chamber installed in the second side groove and forming a reaction force by centrifugal hydraulic pressure;
And a third piston disposed on a side of the third clutch, the other of the third piston and the third piston being disposed at a position facing the third balance chamber at the outer side of the second elongated body and the other end passing through the second elongated body and the fourth clutch, absence;
A third piston chamber provided at a position facing the third balance chamber with the third piston member interposed therebetween and for pressing the third piston member in a direction in contact with the third clutch by the supply of hydraulic pressure; And
And a third return spring installed inside the third balance chamber for pressing the third piston member in a direction away from the third clutch.
9. The method of claim 8,
A fourth piston chamber disposed inside the first side groove and forming an operating pressure for operating the fourth clutch with the supply of hydraulic pressure;
A fourth piston member, one side of which is in contact with the fourth piston chamber and the other side of which extends to a position facing the side surface of the fourth clutch;
A fourth return member provided at a position facing the fourth piston chamber with the fourth piston member interposed therebetween and supplying a reaction force to return the fourth piston member to an initial position after the operation of the fourth piston member is completed, spring; And
And a fourth piston member which is provided at a position facing the fourth piston chamber with the fourth piston member interposed therebetween and generates a centrifugal hydraulic pressure in a direction opposite to the centrifugal hydraulic pressure of the oil remaining in the fourth piston chamber, And a fourth balance chamber for restricting movement of the first and second balance chambers.
The method according to claim 1,
Wherein the mounting body includes: a first mounting body in which the fourth clutch and the second brake are spline-coupled to the side; And
And a second mounting body extending from the first mounting body and spline-coupled to the side surface of the third clutch.
12. The method of claim 11,
The first mounting body is provided with a slot-shaped first mounting recessed portion which is splined with the fourth clutch,
And a second mounting groove portion having an elongated shape to be splined with the second brake is provided on an outer side of the first mounting body.
12. The method of claim 11,
And a third mounting groove portion having a long hole shape to be splined with the third clutch is provided on the inner side of the second mounting body.
12. The method of claim 11,
Wherein an outer diameter of the second mounting body is larger than an outer diameter of the first mounting body.
15. The method of claim 14,
The outer diameter of the third clutch is larger than the outer diameter of the fourth clutch, the outer diameter of the second brake is formed larger than the outer diameter of the third clutch, and the second brake has the first mounting body Is located on the outer side facing the fourth clutch (C-4).
6. The method according to any one of claims 1 to 5,
Wherein the retainer portion is formed as a single member or a plurality of members are integrally joined to form a single shape.

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