KR101863127B1 - Transmission apparatus for vehicles - Google Patents

Transmission apparatus for vehicles Download PDF

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Publication number
KR101863127B1
KR101863127B1 KR1020170058998A KR20170058998A KR101863127B1 KR 101863127 B1 KR101863127 B1 KR 101863127B1 KR 1020170058998 A KR1020170058998 A KR 1020170058998A KR 20170058998 A KR20170058998 A KR 20170058998A KR 101863127 B1 KR101863127 B1 KR 101863127B1
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South Korea
Prior art keywords
gear
clutch
brake
stage
carrier
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KR1020170058998A
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Korean (ko)
Inventor
김정민
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안동대학교 산학협력단
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
    • F16H2200/0095—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising four reverse speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2012—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with four sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2053—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with nine engaging means

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The present invention relates to a multistage automatic transmission for a vehicle, including four planetary gears changing an output rotation speed in accordance with a gear ratio; five clutches connecting or blocking the power of the first or second input shaft to the sun gear of the planetary gear or the carrier; and four brakes braking the sun gear of the planetary gear or the carrier and including a first transmission region transmitting to the first output shaft the rotation of the first input shaft connected to the engine by transmission through the first and second planetary gears, the first and second clutches, the third clutch, and the first and second brakes; and a second transmission region transmitting to the second output shaft connected to the drive wheel the rotation of the second input shaft connected to the first output shaft by transmission through the third and fourth planetary gears, the fourth and fifth clutches, and the third and fourth brakes. Accordingly, vehicle transmission can be actively controlled to an optimal operation point, vehicle acceleration performance and uphill performance can be improved, and fuel efficiency can be improved.

Description

TECHNICAL FIELD [0001] The present invention relates to a multi-

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a multi-speed automatic transmission of a vehicle, and more particularly to providing a large number of gear ratios using four planetary gears.

BACKGROUND ART [0002] Generally, an automatic transmission of a vehicle has a shift control unit that automatically adjusts a speed change ratio according to a running speed and a load of the vehicle.

The shift control unit adjusts the output revolution speed of the automatic transmission including the planetary gears by operating or releasing a plurality of clutches and brakes provided on the gear train.

On the other hand, in order to design a power train capable of outputting the forward speed ratio of the fourth forward speed and the reverse reverse speed, two or more planetary gear sets and at least five friction elements must be provided. To design a powertrain having a good transmission performance, More than one planetary gear device, seven friction elements and three one-way clutches should be used. In order to implement a total of eight gears in the gearbox, more gears and clutches should be installed.

However, the design of such gear trains complicates the structure and increases the weight. In particular, when a component for an 8-speed implementation is installed in a gear box, it is difficult to match the clutch and the planetary gear combination in the existing gear box There is a disadvantage in that the number of parts for the speed change element is increased, the weight is increased, and the capacity of the gear box is increased.

In addition, since the conventional automatic transmission has a finite number of speed change stages, a shift shock is inevitably generated at the time of shifting, and the operation range of the engine is limited by a finite number of speed ratios, so there is a limit to maximizing the fuel efficiency and power performance

Accordingly, research and development have been continuously carried out so as to improve the shifting performance by making it possible to perform shifting in multiple stages without increasing the size and weight of the transmission.

In the following Patent Document 1, an additional speed change means, which is a combination of planetary gears, is provided on the output side of the torque converter to change the input speed in the existing gear box, A multi-stage automatic transmission for a vehicle is disclosed in which the number of parts in an existing gear box and the weight reduction can be realized by providing the transmission means with the torque converter.

In the multi-stage automatic transmission for a vehicle of Patent Document 1, a first planetary gear set composed of a simple planetary gear set is mounted on the output side of the torque converter, and a complex planetary gear set with two simple planetary gear sets is installed in the gear box of the automatic transmission Speed forward and reverse 2-speed through the preceding two-stage control of the torque converter output speed.

Korean Patent Publication No. 10-2007-0114859 (published on December 05, 2007)

However, in the multi-stage automatic transmission of the vehicle according to the prior art including Patent Document 1, it is impossible to perform the multi-stage shift to the forward eight or more stages.

In addition, since the multi-stage automatic transmission of the vehicle according to the related art can not obtain a high gear ratio, the acceleration performance and the backing performance of the vehicle can not be improved and a low gear ratio can not be provided. Therefore, There is a problem that the fuel efficiency can not be improved.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems of the prior art and it is an object of the present invention to provide a continuously variable transmission capable of multi- And to provide a multi-stage automatic transmission for a vehicle that can improve fuel economy.

In order to achieve the above object, a multi-stage automatic transmission of a vehicle according to the present invention includes four planetary gears that change output rpm according to a gear ratio; Five clutches that connect or disconnect the power of the first input shaft or the power of the second input shaft to the carrier or the sun gear of the corresponding planetary gear; A first clutch, a second clutch, a third clutch, and a third clutch, the fourth clutch being engaged with the first planetary gear and the second planetary gear, A first shift region shifting through a first brake and a second brake and transmitting the shift to a first output shaft; The rotation of the second input shaft connected to the first output shaft is transmitted through the third planetary gear, the fourth planetary gear, the fourth clutch, the fifth clutch, the third brake and the fourth brake to the second output shaft connected to the drive wheels And a second speed change area for transmitting the second speed change area.

In the multi-speed automatic transmission of the vehicle according to the present invention, the four planetary gears are all single pinion planetary gears, the first pinion gear of the first planetary gear and the second ring gear of the second planetary gear are connected through the first carrier , The first ring gear of the first planetary gear and the second pinion gear of the second planetary gear are connected via the second carrier and the third ring gear of the third planetary gear and the fourth ring gear of the fourth planetary gear 3 carrier, and the third ring gear of the third planetary gear and the fourth pinion gear of the fourth planetary gear are connected through the fourth carrier.

The multi-speed automatic transmission apparatus for a vehicle according to the present invention is characterized in that the first clutch, the second clutch and the third clutch among five clutches are provided on a first input shaft connected to the engine, the third clutch and the fourth clutch are connected to the first output shaft And the first input shaft is connected to the second input shaft.

In the multi-speed automatic transmission device for a vehicle according to the present invention, the first clutch is connected to the first sun gear of the first planetary gear set, the second clutch is connected to the second carrier, and the third clutch is connected to the second planetary gear set The fourth clutch is connected to the third sun gear of the third planetary gear, and the fifth clutch is connected to the fourth carrier.

A multi-stage automatic transmission of a vehicle according to the present invention is characterized in that the first brake is connected to the second carrier among the four brakes, the second brake is connected to the second sun gear of the second planetary gear and the third brake is connected to the fourth carrier And the fourth brake is connected to the fourth sun gear of the fourth planetary gear.

The multi-stage automatic transmission of the vehicle according to the present invention includes four planetary gears that change output rpm according to a gear ratio; Five clutches that connect or disconnect the power of the first input shaft or the power of the second input shaft to the carrier or the sun gear of the corresponding planetary gear; A first clutch, a second clutch, a first clutch, a second clutch, a first clutch, a second clutch, a first brake, and a second brake, A first shift region that shifts through a second brake and transmits the shift to a first output shaft; The rotation of the second input shaft connected to the first output shaft is transmitted through the third planetary gear and the fourth planetary gear, the third clutch, the fourth clutch, the fifth clutch, the third brake and the fourth brake to be connected to the drive wheels And a second shifting region for transmitting the torque to the second output shaft.

The multi-stage automatic transmission of the vehicle according to the present invention includes four planetary gears that change output rpm according to a gear ratio; Four clutches that connect or disconnect the power of the first input shaft or the power of the second input shaft to the carrier or the sun gear of the corresponding planetary gear; And a fourth clutch for braking the sun gear of the carrier or the planetary gear, wherein rotation of the first input shaft connected to the engine is transmitted to the first planetary gear, the second planetary gear, the first clutch, the second clutch, A first shift region shifting through the first brake and the second brake and transmitting the shift to the first output shaft; A second clutch for transmitting the rotation of the second input shaft connected to the first output shaft through a third planetary gear, a fourth planetary gear, a fifth clutch, a third brake and a fourth brake to a second output shaft connected to the drive wheels, And the second input shaft is always connected to the third sun gear of the third planetary gear.

The multi-stage automatic transmission of the vehicle according to the present invention includes four planetary gears that change output rpm according to a gear ratio; Four clutches for connecting or disconnecting the power of the first input shaft or the power of the second input shaft to the corresponding carrier of the carrier or the corresponding sun gear of the corresponding planetary gear; And a fourth brake for braking the sun gear of the carrier or the corresponding planetary gear, wherein the rotation of the first input shaft connected to the engine is transmitted to the first planetary gear, the second planetary gear, the second clutch, the first brake, To the first output shaft; The rotation of the second input shaft connected to the first output shaft is transmitted through the third planetary gear and the fourth planetary gear, the third clutch, the fourth clutch, the fifth clutch, the third brake and the fourth brake to be connected to the drive wheels And a second shifting region for transmitting the first sun gear to the second output shaft, wherein the first input shaft is always connected to the first sun gear of the first planetary gear.

The multi-stage automatic transmission of the vehicle according to the present invention can provide the gear ratios of the forward 16 steps and the reverse 4 stages so that the shifting of the vehicle can be controlled more positively to the optimum point of the operation point.

According to the multi-stage automatic transmission of the present invention, a high gear ratio of about 7: 1 is provided to improve the acceleration performance and the backing performance of the vehicle, and the engine having a relatively low output It is expected that the cost reduction and the fuel efficiency improvement can be expected.

According to the multi-stage automatic transmission of the present invention, since the gear ratio is as low as about 0.5: 1, the engine speed can be lowered when the vehicle is traveling at a high speed, so that the fuel economy can be improved.

1 is a configuration diagram of a multi-stage automatic transmission device for a vehicle according to a preferred embodiment of the present invention,
Fig. 2A is a forward single-stage power transmission state of the multi-speed transmission of the vehicle according to the presently preferred embodiment,
Fig. 2B is a forward two-stage power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment,
Fig. 2C is a forward three-stage power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment, Fig.
Fig. 2D is a forward four-stage power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment, Fig.
FIG. 2E is a forward five-speed power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment,
2F is a forward six-speed power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment,
2G is a forward seventh-speed power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment,
Fig. 2H is a forward eight-speed power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment,
Fig. 2I is a forward nine-speed power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment,
Fig. 2J is a forward ten-speed power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment, Fig.
2k is a forward eleventh power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment, Fig.
FIG. 21 is a forward 12-speed power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment,
FIG. 2m is a forward thirteenth-stage power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment,
FIG. 2n is a forward 14th power transmission state of the multi-speed transmission of the vehicle according to the presently preferred embodiment,
Fig. 20 is a forward 15-speed power transmission state of the multi-speed transmission of the vehicle according to the present preferred embodiment,
Fig. 2P is a forward 16-speed power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment, Fig.
FIG. 2Q is a backward one-stage power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment,
2R is a backward two-stage power transmission state of the multi-speed transmission of the vehicle according to the present preferred embodiment,
Fig. 2S is a backward three-stage power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment; Fig.
Fig. 2 (t) is a backward four-stage power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment,
3 is a configuration diagram of a multi-stage automatic transmission according to a second embodiment of the present invention,
4 is a configuration diagram of a multi-stage automatic transmission according to a third embodiment of the present invention,
5 is a configuration diagram of a multi-stage automatic transmission according to a fourth embodiment of the present invention;

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A multi-speed automatic transmission of a vehicle according to the present invention will now be described in detail with reference to the accompanying drawings.

In the following, the terms "upward", "downward", "forward" and "rearward" and other directional terms are defined with reference to the states shown in the drawings.

1 is a configuration diagram of a multi-stage automatic transmission device for a vehicle according to a preferred embodiment of the present invention.

The automatic transmission of the vehicle according to the preferred embodiment of the present invention includes four planetary gears 11 to 14, five clutches C1 to C5 and four brakes B1 to B4.

The planetary gears 11 to 14 serve to change the output rotation speed according to the gear ratio.

The four planetary gears 11 to 14 are all single pinion planetary gears.

The first planetary gear 11 includes a first sun gear S1, a first pinion gear P1 and a first ring gear R1. The second planetary gear 12 includes a second sun gear S2, 2 pinion gear P2 and a second ring gear R2 and the third planetary gear 13 includes a third sun gear S3, a third pinion gear P3, and a third ring gear R3 And the fourth planetary gear 14 includes a fourth sun gear S4, a fourth pinion gear P4 and a fourth ring gear R4.

The first pinion gear P1 of the first planetary gear 11 and the second ring gear R2 of the second planetary gear 12 are connected via the first carrier Ca1, And the second pinion gear P2 of the second planetary gear 12 are connected via the second carrier Ca2 and the third pinion gear P3 of the third planetary gear 13 And the fourth ring gear R4 of the fourth planetary gear 14 are connected via the third carrier Ca3 and the third ring gear R3 of the third planetary gear 13 and the fourth ring gear R4 of the fourth planetary gear 14 The fourth pinion gear P4 of the fourth pinion gear 14 is connected via the fourth carrier Ca4.

The five clutches C1 to C5 serve to connect or disconnect the power to the corresponding carrier Ca2 or Ca4 or the corresponding sun gear S1, S2 or S3.

Of the five clutches C1 to C5, the first clutch C1, the second clutch C2 and the third clutch C3 are provided on the first input shaft 101 connected to the engine, and the fourth clutch C4, And the fifth clutch C5 are provided on the second input shaft 201. [

The second input shaft 201 is connected to the first output shaft 102 connected to the first carrier Ca1.

Of the five clutches C1 to C5, the first clutch C1 is connected to the first sun gear S1 to transmit or separate the power of the first input shaft 101 to the first sun gear S1.

The second clutch C2 is connected to the second carrier Ca2 to transmit or separate the power of the first input shaft 101 to the second carrier Ca2.

The third clutch C3 is connected to the second sun gear S2 to transmit or separate the power of the first input shaft 101 to the second sun gear S2.

The fourth clutch C4 is connected to the third sun gear S3 to transmit or separate the power of the second input shaft 201 to the third sun gear S3.

The fifth clutch C5 is connected to the fourth carrier Ca4 to transmit or separate the power of the second input shaft 201 to the fourth carrier Ca4.

The brakes B1 to B4 serve to stop the rotation of the carriers Ca2 and Ca4 or the sun gears S2 and S4.

Of the four brakes B1 to B4, the first brake B1 is connected to the second carrier Ca2, the second brake B2 is connected to the second sun gear S2, the third brake B3 is connected to the second carrier Ca2, Is connected to the fourth carrier Ca4, and the fourth brake B4 is connected to the fourth sun gear S4.

The multi-speed automatic transmission of the vehicle according to the preferred embodiment of the present invention is configured by converting the operation of the five clutches (C1 to C5) that engage or disengage the power and the four brakes (B1 to B4) The gear position is shifted from the first gear position to the sixteenth gear position, and from the reverse gear position to the reverse gear position.

Table 1 below shows the operating states of the brakes and clutches according to the gear positions.

Figure 112017045051197-pat00001

In the multi-speed transmission of the vehicle according to the preferred embodiment of the present invention, the first brake B1 is operated from the forward first stage to the forward fourth stage and from the reverse first stage to the reverse fourth stage, and the second brake B2 is advanced From the fifth stage to the forward stage 8, and from the forward stage 13 to the forward stage 16 stage.

The first clutch Cl is operated from the forward first stage to the forward second stage and the second clutch C2 is operated from the forward ninth stage to the advanced stage sixteenth stage and the third clutch C3 is operated from the reverse first stage to the reverse fourth stage Lt; / RTI >

The third brake B3 is operated in the first forward stage, the forward fifth stage, the forward nine stage, the forward thirteenth stage and the reverse first stage and the fourth brake B4 is operated in the forward second stage, forward fourth stage, 8 steps, forward 10 steps, forward 12 steps, forward 14 steps, forward 16 steps, reverse 2 steps, reverse 4 steps.

The fourth clutch C4 is a continuously variable transmission from the first forward gear to the third forward gear, from the forward fifth gear to the forward seventh gear, from the forward nine gear to the forward gear 11, from the forward gear 13 to the forward gear 15, The fifth clutch C5 is operated in the forward third stage and the forward fourth stage, the forward seventh stage and the forward eight stage, the forward eleventh stage and the forward twelfth stage, the forward 15 and the forward sixteenth stages, the reverse third stage and the reverse fourth stage.

A multi-stage automatic transmission of a vehicle according to a preferred embodiment of the present invention includes a first planetary gear 11 and a second planetary gear 12 connected to a first input shaft 101, 3 are shifted to a combination of four single pinion planetary gears both of the planetary gear 13 and the fourth planetary gear 14 and the gear ratio is calculated in accordance with the gear teeth number of each of the planetary gears 11 to 14 do.

E.g,

Zs1: the number of first sun gear teeth of the first planetary gear,

Zr1: the number of first ring gear teeth of the first planetary gear,

Zs2: the number of second sun gear teeth of the second planetary gear,

Zr2: number of teeth of the second ring gear of the second planetary gear,

Zs3: the number of third sun gear teeth of the third planetary gear,

Zr3: number of teeth of the third ring gear of the third planetary gear,

Zs4 is the number of fourth sun gear teeth of the fourth planetary gear,

Zr4 is the number of teeth of the fourth ring gear of the fourth planetary gear,

, The gear ratios according to the gear stages are calculated as shown in Table 2, and examples of the gear ratio calculations are shown in Table 3 and Table 4.

Figure 112017045051197-pat00002

Figure 112017045051197-pat00003

Figure 112017045051197-pat00004

As shown in the figure, in the multi-speed transmission of the vehicle according to the preferred embodiment of the present invention, the range of the gear ratio according to the gear positions is about 7.42 to 0.508 in the forward direction and about -6.77 to -1.787 in the reverse direction.

2A is a forward single-stage power transmission state view of the multi-speed transmission of the vehicle according to the preferred embodiment of the present invention.

The forward first stage is a state in which the first brake B1 and the first clutch C1 in the first speed change region and the third brake B3 and the fourth clutch C4 in the second speed change region are operated.

The power of the first input shaft 101 is transmitted to the first sun gear S1 through the first clutch C1 and is transmitted to the first carrier Ca1 through the first pinion gear P1, Is transmitted to the third sun gear S3 via the first output shaft 102 and the second input shaft 201 and the fourth clutch C4 and then transmitted to the third pinion gear P3 through the third sun gear S3 Transmitted to the third carrier Ca3 through the third pinion gear P3 and transmitted to the second output shaft 202 and the driving wheels connected thereto through the third carrier Ca3 again.

The second carrier Ca2 is braked through the first brake B1 and the fourth carrier Ca4 is braked via the third brake B3.

. Through such connection, a high gear ratio (about 7: 1) is realized through the first planetary gear 11 and the second planetary gear 12 of the first speed change region to improve the acceleration performance and the backing performance of the vehicle In addition, since a high speed change ratio is implemented, an engine having a relatively low output can be used to reduce the cost and improve fuel economy.

2B is a forward two-stage power transmission state view of the multi-speed transmission of the vehicle according to the preferred embodiment of the present invention.

The forward second stage is a state in which the first brake B1 and the first clutch C1 in the first speed change region and the fourth brake B4 and the fourth clutch C4 in the second speed change region are operated.

The power of the first input shaft 101 is transmitted to the first sun gear S1 via the first clutch C1 and is transmitted to the first carrier Ca1 through the first pinion gear P1, 1 output shaft 102 and the second input shaft 201. The power of the second input shaft 201 is transmitted to the third sun gear S3 via the fourth clutch C4 and is transmitted to the third sun gear S3, And then transmitted to the third carrier Ca3 via the third pinion gear P3 and then to the second output shaft 202 and the third carrier Ca2 through the third carrier Ca3. And transmitted to the connected drive wheels.

A part of the power transmitted from the second forward stage to the third pinion gear P3 is transmitted to the fourth ring gear R4 and then from the fourth ring gear R4 to the fourth pinion gear P4, Is transmitted from the fourth pinion gear P4 to the fourth carrier Ca4 and then transmitted from the fourth carrier Ca4 to the third ring gear R3 and then from the third ring gear R3 to the third pinion gear P4, (P3).

The second carrier Ca2 is braked through the first brake B1 but the fourth carrier Ca4 is not braked unlike the forward first stage and therefore the fourth ring gear R4 and the fourth pinion gear P4 And the rotational force is transmitted to the third pinion gear P3 through the fourth carrier Ca4 and the third ring gear R3.

As the gear ratio of the second speed change region becomes lower through such a connection, it is possible to provide an appropriate gear ratio (about 4: 1) for traveling in a region where the speed of the vehicle is low.

2C is a forward three-stage power transmission state view of the multi-speed transmission of the vehicle according to the preferred embodiment.

The forward third stage is a state in which the first brake B1 and the first clutch C1 in the first speed change region and the fourth clutch C4 and the fifth clutch C5 in the second speed change region operate.

The power of the first input shaft 101 is transmitted to the first sun gear S1 through the first clutch C1 and is transmitted to the first carrier Ca1 through the first pinion gear P1, 1 output shaft 102 and the second input shaft 201 and through the fourth clutch C5 and the fifth clutch C5 to the third sun gear S3 and the fourth carrier Ca4.

The power transmitted from the third forward stage to the fourth carrier Ca4 is transmitted to the third pinion gear P3 through the third ring gear R3 and the power transmitted to the third sun gear S3 is transmitted to the third pinion gear P3 via the third pinion gear P3, The power transmitted to the third pinion gear P3 is transmitted to the third carrier Ca3 and then transmitted to the third carrier Ca3 via the third carrier Ca3, 2 output shaft 202 and the drive wheels.

Through such a connection, it is possible to provide an appropriate gear ratio (about 3: 1) for traveling in a middle speed range of the vehicle.

2D is a forward four-stage power transmission state view of the multi-speed transmission of the vehicle according to the preferred embodiment.

The forward fourth stage is a state in which the first brake B1 and the first clutch C1 in the first speed change region and the fourth brake B4 and the fifth clutch C5 in the second speed change region are operated.

The power of the first input shaft 101 is transmitted to the first sun gear S1 through the first clutch C1 and is transmitted to the first carrier Ca1 through the first pinion gear P1, 1 to the fourth carrier Ca4 via the first output shaft 102 and the second input shaft 201 and the fifth clutch C5 and then to the fourth pinion gear P4 through the fourth carrier Ca4 And then transmitted to the fourth ring gear R4 and the third pinion gear P3 through the fourth pinion gear P4 and connected to the third carrier Ca3 through the third pinion gear P3 The second output shaft 202 and the driving wheels.

The second carrier Ca2 is braked through the first brake B1 and the fourth sun gear S4 is braked through the fourth brake B4.

Through such a connection, it is possible to provide an appropriate gear ratio (about 3: 1) for traveling in a middle speed range of the vehicle.

The first brake B1 and the first clutch C1 between the first input shaft 101 and the first output shaft 102, which are the first speed change region, are operated and the first input shaft 101 Is transmitted to the second input shaft 201 in this order of the first clutch C1, the first sun gear S1, the first pinion gear P1, the first carrier Ca1 and the first output shaft 102 do.

The characteristic of the forward first stage to the forward fourth stage is that the gear ratio of the first speed change region is formed to be high and accordingly a relatively large gear ratio (about 7: 1 to 2: 1) is formed, It is possible to provide an appropriate gear ratio for traveling.

Fig. 2E is a forward five-speed power transmission state diagram of the multi-speed transmission of the vehicle according to the present preferred embodiment, Fig. 2F is a forward six-speed power transmission state diagram of the multi- FIG. 2H is a forward eight-speed power transmission state diagram of the multi-speed transmission of the vehicle according to the preferred embodiment. FIG. 2H is a forward seven-speed power transmission state diagram of the multi-

The fifth brake B2 and the first clutch C1, which are located between the first input shaft 101 and the first output shaft 102, which are the first shift region, The second clutch C2 and the third clutch C3, the second brake B2 and the first clutch C1 are operated.

Therefore, the power of the first input shaft 101 is transmitted to the first sun gear S1 through the first clutch C1, and the power of the first sun gear S1 is transmitted again through the first sun gear S1 to the first pinion gear P1 and then transmitted to the first carrier Ca1 through the first pinion gear P1 and then to the first output shaft 102 through the first carrier Ca1.

A part of the power transmitted to the first pinion gear P1 from the forward fifth stage to the forward stage eight is transmitted to the second ring gear R2 and then transmitted from the second ring gear R2 to the second pinion gear P2 and is transmitted from the second pinion gear P2 to the second carrier Ca2 and then transmitted from the second carrier Ca2 to the first ring gear R1, R1) to the first pinion gear P1 is generated.

The fifth forward stage is a fourth forward shift stage in which the third brake B3, the fourth brake B4, the fourth clutch C4, the fifth clutch C5, and the sixth clutch C5, which are positioned between the second input shaft 201 and the second output shaft 202, The third brake B3 and the fourth clutch C4 are operated in the second clutch C5.

The power of the second input shaft 201 is transmitted to the third sun gear S3 through the fourth clutch C4 and then to the third pinion gear P3 through the third sun gear S3 And then to the third carrier Ca3 through the third pinion gear P3 and then to the second output shaft 202 through the third carrier Ca3.

At the fifth forward stage, the fourth carrier Ca4 is braked via the third brake B3.

The operation in the second shift region of the fifth forward stage is the same as that in the forward shift first shift region described above.

Through such a connection, it is possible to provide an appropriate gear ratio (about 4: 1) for traveling in a low speed section of the vehicle.

The sixth forward stage is a third forward shift stage in which the third brake B3, the fourth brake B4, the fourth clutch C4, the fifth clutch C5, The fourth brake B4 and the fourth clutch C4 are operated in the second clutch C5.

In the forward sixth stage, the fourth sun gear S4 is braked via the fourth brake B4.

The operation in the forward shift sixth shift region is the same as that in the forward shift second shift region described above.

That is, the power of the second input shaft 201 is transmitted to the third sun gear S3 via the fourth clutch C4 and then to the third pinion gear P3 through the third sun gear S3 Transmitted to the third carrier Ca3 through the third pinion gear P3 and transmitted to the second output shaft 202 through the third carrier Ca3 and is driven via the second output shaft 202 Wheels.

A part of the power transmitted from the forward sixth stage to the third pinion gear P3 is transmitted to the fourth ring gear R4 and then from the fourth ring gear R4 to the fourth pinion gear P4, Is transmitted from the fourth pinion gear P4 to the fourth carrier Ca4 and then transmitted from the fourth carrier Ca4 to the third ring gear R3 and then from the third ring gear R3 to the third pinion gear P4, (P3).

Through such a connection, it is possible to provide an appropriate gear ratio (about 2: 1) for traveling in a medium-speed section of the vehicle.

The forward seventh stage is the fourth clutch C5 and the fifth clutch C5 among the third brake B3, the fourth brake B4, the fourth clutch C 4 and the fifth clutch C 5 in the second speed change region, Lt; / RTI >

The operation in the second shift region of the forward seventh stage is the same as the operation in the forward third stage of the second shift region described above.

That is, the power of the second input shaft 201 at the forward seventh stage is transmitted to the fourth carrier Ca4 and the third sun gear S3 via the fourth clutch C5 and the fifth clutch C5, The power transmitted to the carrier Ca4 is transmitted to the third pinion gear P3 via the third ring gear R3 and the power transmitted to the third sun gear S3 is transmitted to the third pinion gear P3 The power transmitted to the third pinion gear P3 is transmitted to the third carrier Ca3 and transmitted to the second output shaft 202 through the third carrier Ca3, To the drive wheels.

Through such a connection, the speed of the vehicle can provide an appropriate gear ratio (about 1.5: 1) for driving in a medium speed range.

The forward eighth stage is a state in which the fourth brake B4 and the fifth clutch C5 among the third brake B3, the fourth brake B4, the fourth clutch C4 and the fifth clutch C5 in the second speed change region, Lt; / RTI >

The operation in the second speed change region of the forward eighth step is the same as the operation in the forward speed fourth step of the second speed change region.

That is, the power of the second input shaft 201 is transmitted to the fourth carrier Ca4 through the fifth clutch C5 and then transmitted to the fourth pinion gear P4 through the fourth carrier Ca4 And then transmitted to the fourth ring gear R4 and the third pinion gear P3 through the fourth pinion gear P4 and then to the third carrier Ca3 through the third pinion gear P3 And is transmitted to the second output shaft 202 through the third carrier Ca3 and transmitted to the driving wheels through the second output shaft 202. [

And the fourth brake B4 brakes the fourth sun gear S4 in the forward eighth stage.

Through this connection, the speed of the vehicle can provide an appropriate gear ratio (about 1: 1) for driving in the intermediate speed range.

2J is a forward nine-speed power transmission state diagram of the multi-speed transmission of the vehicle according to the present preferred embodiment, FIG. 2J is a forward ten-speed power transmission state diagram of the multi-speed transmission of the vehicle according to the present preferred embodiment, 11 is a forward eleventh power transmission state view of a multi-speed transmission of a vehicle according to a preferred embodiment, and Fig. 21 is a forward twelfth power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment.

A first brake B1, a second brake B2, a first clutch C1, and a second clutch C1, which are positioned between the first input shaft 101 and the first output shaft 102, The first clutch C1 and the second clutch C2 are operated among the first clutch C1, the second clutch C2 and the third clutch C3.

The power of the first input shaft 101 is transmitted to the first sun gear S1 and the second carrier Ca2 through the first clutch C1 and the second clutch C2.

The power transmitted to the second carrier Ca2 from the ninth forward stage to the twelfth forward stage is transmitted to the first pinion gear P1 through the first ring gear R1 and the power transmitted to the first sun gear S1 The power transmitted to the first pinion gear P1 is transmitted to the first carrier Ca1 and transmitted through the first carrier Ca1 to the first output shaft 102 ).

And the third brake B3 and the fourth clutch C4 of the second speed change region are operated in the forward ninth stage.

The operation in the second speed change region of the forward ninth stage is the same as the operation in the second speed change region of the forward first stage and the operation in the second shift region of the forward fifth stage.

Through such a connection, it is possible to provide an appropriate gear ratio (about 2.7: 1) for traveling in a middle speed range of the vehicle.

In the forward tenth stage, the fourth brake B4 and the fourth clutch C4 in the second speed change region are operated.

The operation in the second shift region of the forward tenth stage is the same as the operation in the second shift region of the forward second stage and the operation in the second shift region of the forward sixth stage.

Through such a connection, the speed of the vehicle can provide an appropriate gear ratio (about 1.5: 1) for driving in a medium speed range.

The fourth clutch C4 and the fifth clutch C5 of the second speed change region are operated at the eleventh forward stage.

The operation in the second shift region of the forward eleventh stage is the same as the operation in the above-described forward third stage of the second shift region and the forward seventh stage of the second shift region.

Through this connection, the speed of the vehicle can provide an appropriate gear ratio (about 1: 1) for driving in the intermediate speed range.

And the fourth brake B4 and the fifth clutch C5 of the second speed change region are operated in the forward twelfth stage.

The operation in the second shift region of the forward 12th stage is the same as the operation in the second shift region of the forward fourth stage and the operation in the second shift region of the forward eight stages.

Through such a connection, it is possible to provide an appropriate gear ratio (gear ratio smaller than 1: 1) for driving in a section where the vehicle speed is high.

Fig. 2 (m) is a front elevational power transmission state diagram of the multistage transmission of the vehicle according to the present preferred embodiment, Fig. 2 (n) is a forward multistage transmission of the vehicle according to the preferred embodiment, Fig. 2 is a forward sixteenth power transmission state view of a multi-speed transmission of a vehicle according to a preferred embodiment, and Fig. 2P is a forward sixteenth power transmission state of the multi-speed transmission of a vehicle according to the preferred embodiment.

From the forward thirteenth stage to the advanced stage sixteenth, the second brake B1, the second brake B2, the first clutch C1, the second clutch C2 and the third clutch C3 among the first, second and third clutches C1, The brake B2 and the second clutch C2 are operated.

Therefore, the power of the first input shaft 101 is transmitted to the second carrier Ca2 through the second clutch C2, and the second pinion gear (second pinion gear) P2 and transmitted to the second ring gear R2 and the first pinion gear P1 via the second pinion gear P2 and then transmitted to the first carrier Ca1 through the first pinion gear P1, To the first output shaft 102 connected to the first output shaft 102.

The first brake B1 in the first speed change region does not brakes the second carrier Ca2 and the second brake B2 brakes the second sun gear S2 at the forward 16th step in the forward thirteenth stage.

The third brake B3 and the fourth clutch C4 of the second speed change region are operated at the forward thirteenth stage and the operation of the second shift region at the forward thirteenth stage is the forward one stage, the forward five stage, Is the same as the operation of the second shift region of Fig.

Through such a connection, it is possible to provide an appropriate gear ratio (about 2: 1) for traveling in a medium-speed section of the vehicle.

The fourth brake B4 and the fourth clutch C4 of the second speed change region are actuated in the forward 14th stage and the operation of the second speed change region of the forward 14th stage is the forward 2 stage, forward 6 stage, forward 10 stage Is the same as the operation of the second shift region of Fig.

Through this connection, the speed of the vehicle can provide an appropriate gear ratio (about 1: 1) for driving in the intermediate speed range.

The fourth clutch C4 and the fifth clutch C5 of the second speed change region are operated in the advanced forward stage 15 and the operation of the forward shift stage 15 in the second shifting region is the forward three forward, Is the same as the operation of the second shift region of Fig.

Through such a connection, it is possible to provide an appropriate gear ratio (gear ratio smaller than 1: 1) for driving in a section where the vehicle speed is high.

The fourth brake B4 and the fifth clutch C5 of the second speed change region are operated in the forward 16th speed stage and the operation of the forward speed 16th speed change region is performed in the forward 4th speed, forward 8th speed, forward 12th speed Is the same as the operation of the second shift region of Fig.

Through such a connection, it is possible to provide an appropriate gear ratio (gear ratio smaller than 1: 1) for driving in a section where the vehicle speed is high.

Fig. 2Q is a backward one-stage power transmission state diagram of the multi-speed transmission of the vehicle according to the present preferred embodiment, Fig. 2R is a backward two-stage power transmission state diagram of the multi- Stage reverse power transmission state of the multi-speed transmission of the vehicle according to the preferred embodiment, and Fig. 2T is a backward four-stage power transmission state diagram of the multi-speed transmission of the vehicle according to the preferred embodiment.

The first reverse gear to the fourth reverse gear shifts from the first brake B1 to the second brake B2, the first clutch C1, the second clutch C2 and the third clutch C3, The brake B1 and the third clutch C3 are operated.

Therefore, the power of the first input shaft 101 is transmitted to the second sun gear S2 through the third clutch C3 from the first reverse stage to the fourth reverse stage and is transmitted through the second sun gear S2 to the second pinion gear P2 and transmitted to the second ring gear R2 and the first pinion gear P1 via the second pinion gear P2 and then transmitted to the first carrier Ca1 through the first pinion gear P1, To the first output shaft 102 connected to the first output shaft 102.

The first brake B1 in the first speed change region brakes the second carrier Ca2 and the second brake B2 does not brake the second sun gear S2 in the reverse first stage to the fourth reverse stage.

The third brake B3 and the fourth clutch C4 of the second speed change region are operated in the reverse first stage, and the operation of the second shift region of the reverse first stage is the forward one stage, the forward five stage, , And the operation is the same as that of the forward shift stage 13 of the second shift region.

Such a connection can provide a high gear ratio (about -6.77: 1) when the vehicle is turned back. This can improve the backlash performance when the vehicle is backward.

The fourth brake B4 and the fourth clutch C4 of the second speed change region are operated in the second reverse range, and the operation of the second shift range of the second reverse range is the forward two speed, the forward six speed, , And the operation of the forward shift stage 14 in the second shift region is the same.

With such a connection, it is possible to provide an appropriate gear ratio (about -3.8: 1) for traveling at a low speed while requiring a relatively large force when the vehicle is driven backward.

The fourth clutch C4 and the fifth clutch C5 of the second speed change region are operated at the third reverse stage and the operation of the second shift region at the third reverse stage is performed at the forward third stage, forward seventh stage, , And the operation is the same as that of the forward shift 15 second shift region.

Through such a connection, it is possible to provide an appropriate gear ratio (gear ratio less than -2.5: 1) for driving in a section where the vehicle's backward speed is low.

The fourth brake B4 and the fifth clutch C5 of the second speed change region are operated in the fourth reverse stage and the operation of the second shift region in the reverse fourth stage is performed in the four forward stages, , And the operation is the same as that of the forward shift 16 second shift region.

Through such connection, it is possible to provide an appropriate gear ratio (a gear ratio of less than -1.78: 1) for traveling in a section where the vehicle's backward speed is middle or low.

The multistage transmission of the vehicle according to the preferred embodiment of the present invention is shifted to the forward 16th stage and the reverse 4th stage or more.

The multi-speed transmission of the vehicle according to the preferred embodiment of the present invention is a forward single-stage or forward five-stage or forward nine-stage state in which the third brake B3 and the fourth clutch C4 of the second speed change region are operated, When the third brake B3 is released and the fourth brake B4 is operated in the forward three-stage state or the reverse first-stage state, the forward two-stage state or the forward six-stage state or the forward ten-stage state or the forward- And is shifted to a two-stage state.

In addition, when the fourth brake B4 is released and the fifth clutch C5 is operated in the forward two-speed state, the forward six-speed state, the forward ten-speed state, the forward fourteen-speed state or the reverse two- Forward 7-speed or forward 11-speed or forward 15-speed or reverse 3-speed, shifting to forward 3-speed or forward 7-speed or forward 11-speed or forward 15-speed or reverse 3-speed, When the clutch C4 is released and the fourth brake B4 is operated, the transmission is shifted to the forward four-speed state, the forward eight-speed state, the forward 12-speed state, the forward 16-speed state or the reverse four-speed state.

Conversely, when the fourth brake B4 is released while the fourth clutch C4 is operated in the forward four-speed state, the forward eight-speed state, the forward-speed 12-speed state, the forward 16-speed state or the reverse four- Forward 7-speed, forward 11-speed, forward 15-speed or reverse 3-speed.

Through the above connection, the transmission proposed in the present invention provides 16 forward and 4 reverse speed ratios to provide the optimum transmission ratio to the existing transmission according to various driving situations, thereby improving the acceleration performance and backing performance of the vehicle .

In addition, it is possible to reduce the cost and improve the fuel economy by using an engine having a relatively low output, and it is possible to expect an improvement in fuel economy due to the use of low engine speed at high speed.

3 is a configuration diagram of a multi-stage automatic transmission device for a vehicle according to a second embodiment of the present invention.

The multi-stage automatic transmission of the vehicle according to the second embodiment of the present invention includes four planetary gears 11 to 14, five clutches C1 to C5, four brakes B1 to B4, and a

The multi-speed automatic transmission according to the second embodiment of the present invention is configured such that the position of the third clutch C3 in the first speed change region of the above-described preferred embodiment is changed from the first input shaft 101 to the second input shaft 201 to be.

The multi-speed automatic transmission according to the second embodiment of the present invention is capable of shifting from the forward 16th stage to the reverse 4th stage as shown in Table 5.

The reason for suggesting such a deformation structure is to solve the problem in the case where it is necessary to reduce the number of parts connected to the first input shaft in order to solve the interference and space problem with other parts in the stage of manufacturing the finished product of the final transmission.

Figure 112017045051197-pat00005

4 is a configuration diagram of a multi-stage automatic transmission device for a vehicle according to a third embodiment of the present invention.

The multi-stage automatic transmission according to the third embodiment of the present invention includes four planetary gears 11 to 14, four clutches C1, C2, C3, and C4, and four brakes B1 to B4 do

In the multi-speed automatic transmission according to the third embodiment of the present invention, the second input shaft 201 is always engaged with the third sun gear S3 in such a manner that the fourth clutch C4 of the second speed change region of the above- It is a form connected.

Therefore, in the multi-speed automatic transmission according to the third embodiment of the present invention, the power of the second input shaft 201 is always transmitted to the third sun gear S3 in the second speed change region.

In the multi-speed automatic transmission according to the third embodiment of the present invention, shifting from the forward 12th stage to the reverse 3th stage is possible as shown in Table 6.

The reason for suggesting such a deformation structure is to eliminate the similar gear ratios among 16 forward and 4 reverse gear ratios proposed in the present invention and to reduce the cost by deleting one clutch.

In addition, when the clutch is not connected, oil acts as an element that interferes with the rotation of the other shaft of the transmission due to the oil between the plate and the plate of the clutch, and this acts as a factor to lower the power transmission efficiency of the transmission. By eliminating one clutch, overall power transmission efficiency of the transmission can be expected to increase.

Figure 112017045051197-pat00006

5 is a configuration diagram of a multi-stage automatic transmission device for a vehicle according to a fourth embodiment of the present invention.

The multi-stage automatic transmission according to the fourth embodiment of the present invention includes four planetary gears 11 to 14, four clutches C2 to C5, and four brakes B1 to B4

The multi-speed automatic transmission of the vehicle according to the fourth embodiment of the present invention is configured such that the first input shaft 101 is connected to the first sun gear S1 in the manner of eliminating the first clutch C1 of the first speed change region of the above- As shown in FIG.

Therefore, in the multi-speed automatic transmission apparatus for a vehicle according to the fourth embodiment of the present invention, the power of the first input shaft 101 is always transmitted to the first sun gear S1 in the first speed change region.

The multi-stage automatic transmission according to the fourth embodiment of the present invention is capable of shifting from the forward 12th stage to the reverse 3th stage as shown in Table 7.

The reason for suggesting such a deformation structure is to eliminate the similar gear ratios among 16 forward and 4 reverse gear ratios proposed in the present invention and to reduce the cost by deleting one clutch.

Further, when the clutch is not connected, the clutch acts as an element that interferes with the rotation of the other shaft of the transmission due to the oil of the plate and the shafts of the clutch. This serves as a factor for lowering the power transmission efficiency of the transmission. It is expected that the overall power transmission efficiency of the transmission can be increased by eliminating the clutches.

Figure 112017045051197-pat00007

The multi-speed automatic transmission device for a vehicle according to the present invention is characterized in that two planetary gears are provided in the first speed change area and the second speed change area, respectively, so that the transmission efficiency can be increased by increasing the number of gears, do.

Further, the multi-speed automatic transmission of the vehicle according to the present invention provides a large number of gear ratios to control the shifting of the vehicle to an optimal point of operation, and it is possible to provide a high gear ratio and a low gear ratio, Thereby improving performance and reducing fuel consumption.

Although the present invention has been described in detail with reference to the above embodiments, it is needless to say that the present invention is not limited to the above-described embodiments, and various modifications may be made without departing from the spirit of the present invention.

11 to 14: Planetary gear
S1 to S4:
P1 to P4: Pinion gear
R1 to R4: ring gear
C1 to C5: Clutch
B1 to B4: Brake
Ca1, Ca2, Ca3, Ca4: carrier
101: first input shaft
102: first output shaft
201: second input shaft
202: a second output shaft

Claims (8)

Four planetary gears 11 to 14 for changing the output revolution speed according to the gear ratio;
The power of the first input shaft 101 or the power of the second input shaft 201 is transmitted to the carrier Ca2 or the corresponding sun gears S1, S2, S3 of the planetary gears 11, 12 Five clutches C1 to C5 for connecting or disconnecting the clutches C1 to C5;
Four brakes B1 to B4 for braking the carrier Ca2 or Ca4 or the sun gear S2 or S4 of the planetary gears 12 and 14,
The rotation of the first input shaft 101 connected to the engine is transmitted to the first planetary gear 11 and the second planetary gear 12, the first clutch C1 and the second clutch C2, the third clutch C3, A first shift region shifting through the first brake B1 and the second brake B2 and transmitting the shift to the first output shaft 102;
The rotation of the second input shaft 201 connected to the first output shaft 102 is transmitted to the third planetary gear 13 via the fourth planetary gear 14, the fourth clutch C4 and the fifth clutch C5, And a second shift region that shifts through a brake B3 and a fourth brake B4 to a second output shaft 202 connected to the drive wheels. The method according to claim 1,
All of the four planetary gears 11 to 14 are single-pinion planetary gears,
The first pinion gear P1 of the first planetary gear 11 and the second ring gear R2 of the second planetary gear 12 are connected via the first carrier Ca1, And the second pinion gear P2 of the second planetary gear 12 is connected via the second carrier Ca2 and the third pinion gear P3 of the third planetary gear 13 And the fourth ring gear R4 of the fourth planetary gear 14 are connected through the third carrier Ca3 and the third ring gear R3 of the third planetary gear 13 and the fourth ring gear R4 of the fourth planetary gear 14 And the fourth pinion gear (P4) of the fourth pinion gear (14) is connected via the fourth carrier (Ca4). The method according to claim 1,
The first clutch C1 and the second clutch C2 and the third clutch C3 among the five clutches C1 to C5 are provided on the first input shaft 101 connected to the engine, And the fifth clutch (C5) are connected to the first output shaft (102) and the second input shaft (201) is connected to the first output shaft (102). The method of claim 3,
Among the five clutches (C1 to C5)
The first clutch C1 is connected to the first sun gear S1 of the first planetary gear 11,
The second clutch C2 is connected to the second carrier Ca2,
The third clutch C3 is connected to the second sun gear S2 of the second planetary gear 12,
The fourth clutch C4 is connected to the third sun gear S2 of the third planetary gear set 13,
And the fifth clutch C5 is connected to the fourth carrier Ca4. The method according to claim 1,
Among the four brakes (B1 to B4)
The first brake B1 is connected to the second carrier Ca2,
The second brake B2 is connected to the second sun gear S2 of the second planetary gear 12,
The third brake B3 is connected to the fourth carrier Ca4,
And the fourth brake (B4) is connected to the fourth sun gear (S4) of the fourth planetary gear (14). Four planetary gears 11 to 14 for changing the output revolution speed according to the gear ratio;
The power of the first input shaft 101 or the power of the second input shaft 201 is transmitted to the carrier Ca2 or the sun gears S1, S3, and S4 of the planetary gears 11, 13, Five clutches (C1 to C5) for connecting or disconnecting the clutches (C1 to C5);
Four brakes B1 to B4 for braking the carrier Ca2 or Ca4 or the sun gear S2 or S4 of the planetary gears 12 and 14,
The rotation of the first input shaft 101 connected to the engine is transmitted through the first planetary gear 11 and the second planetary gear 12, the first clutch C1, the second clutch C2, the first brake B1, A first shift region shifting through the second brake B2 and transmitting to the first output shaft 102;
The rotation of the second input shaft 201 connected to the first output shaft 102 is transmitted to the third planetary gear 13 via the fourth planetary gear 14, the third clutch C3 and the fourth clutch C4, And a second shift region that shifts through a clutch C5, a third brake B3 and a fourth brake B4 to a second output shaft 202 connected to the drive wheels. Multi-stage automatic transmission. Four planetary gears 11 to 14 for changing the output revolution speed according to the gear ratio;
The power of the first input shaft 101 or the power of the second input shaft 201 is connected to the carrier Ca2 or the sun gears S1 and S2 of the planetary gears 11 and 12 Dog clutches C1, C2, C3, and C5;
Four brakes B1 to B4 for braking the carrier Ca2 or Ca4 or the sun gear S2 or S4 of the planetary gears 12 and 14,
The rotation of the first input shaft 101 connected to the engine is transmitted to the first planetary gear 11 and the second planetary gear 12, the first clutch C1, the second clutch C2, the third clutch C3, A first shift region shifting through the first brake B1 and the second brake B2 and transmitting the shift to the first output shaft 102;
The rotation of the second input shaft 201 connected to the first output shaft 102 is transmitted to the third planetary gear 13 via the fourth planetary gear 14, the fifth clutch C5, the third brake B3, And a second shift region shifting through the brake B4 and transmitting to the second output shaft 202 connected to the drive wheels,
And the second input shaft (201) is always connected to the third sun gear (S3) of the third planetary gear (13). Four planetary gears 11 to 14 for changing the output revolution speed according to the gear ratio;
The power of the first input shaft 101 or the power of the second input shaft 201 is connected to or disconnected from the carrier Ca2 or the corresponding sun gear S3 or S4 of the planetary gear 13 Four clutches (C2 to C5);
Four brakes B1 to B4 for braking the carrier Ca2 or Ca4 or the sun gear S2 or S4 of the planetary gears 12 and 14,
The rotation of the first input shaft 101 connected to the engine is transmitted through the first planetary gear 11 and the second planetary gear 12, the second clutch C2, the first brake B1 and the second brake B2 To transmit the rotation to the first output shaft (102);
The rotation of the second input shaft 201 connected to the first output shaft 102 is transmitted to the third planetary gear 13 via the fourth planetary gear 14, the third clutch C3 and the fourth clutch C4, And a second shift region that shifts through the clutch C5, the third brake B3 and the fourth brake B4 to a second output shaft 202 connected to the drive wheels,
Wherein the first input shaft (101) is always connected to the first sun gear (S1) of the first planetary gear (11).
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113153988A (en) * 2021-04-20 2021-07-23 中国北方车辆研究所 Three-freedom nine-gear compound planetary transmission mechanism

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Publication number Priority date Publication date Assignee Title
KR20070114859A (en) 2006-05-30 2007-12-05 현대 파워텍 주식회사 Auto transmission for vehicle
KR20120072993A (en) * 2010-12-24 2012-07-04 현대 파워텍 주식회사 Power train for auto transmission
KR20130031455A (en) * 2011-09-21 2013-03-29 현대자동차주식회사 Transmission for vehicle
JP2016098853A (en) * 2014-11-18 2016-05-30 ジヤトコ株式会社 Automatic transmission

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Publication number Priority date Publication date Assignee Title
KR20070114859A (en) 2006-05-30 2007-12-05 현대 파워텍 주식회사 Auto transmission for vehicle
KR20120072993A (en) * 2010-12-24 2012-07-04 현대 파워텍 주식회사 Power train for auto transmission
KR20130031455A (en) * 2011-09-21 2013-03-29 현대자동차주식회사 Transmission for vehicle
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113153988A (en) * 2021-04-20 2021-07-23 中国北方车辆研究所 Three-freedom nine-gear compound planetary transmission mechanism
CN113153988B (en) * 2021-04-20 2023-11-28 中国北方车辆研究所 Three-degree-of-freedom nine-gear compound planetary transmission mechanism

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