KR19980046743A - Power train for automatic transmission - Google Patents

Abstract

In order to reduce the number of planetary gear sets and at the same time, to achieve the 5th forward and the 1st reverse speed by using a small number of friction elements, the engine receives the rotational power from the torque converter's turbine and rotates. The input shaft, the double pinion planetary gear set whose planetary carrier is directly connected to the input shaft, is fixed and variable to the elements of the double pinion planetary gear set. Another double-pinion planetary gear set having an element connected to the transmission housing and variablely connected to the transmission housing, and outputting by shifting according to the power transmitted from the double-pinion planetary gear set, and the rotational force of the input shaft as the double-pinion Another double pinion planetary gear set via planetary gear set Clutch means variably installed between each element of the two planetary gear sets for acting to transmit to one and more elements of the element, a double pinion planetary connected by one element of the other double pinion planetary gear set and the clutch means described above. Brake means which are variably installed between the elements of the other double pinion planetary gear set and the transmission housing to fix one element of the gear set, and variably installed between the two elements of the double pinion planetary gear set described above. A power train for an automatic transmission comprising other clutch means for driving the set integrally.

Description

Power train for automatic transmission

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission for a vehicle, and more particularly, to a power train for an automatic transmission that realizes 5 forward speeds and 1 reverse speed by using two simple planetary gear sets.

BACKGROUND ART In general, an automatic transmission for a vehicle includes a transmission control unit (TCU) for automatically controlling a transmission ratio according to a change in a traveling speed and an engine load of a vehicle.

The transmission control unit (TCU) inputs any one of three elements of the planetary gear set (i.e., sun gear, planet carrier, and ring gear) by controlling a plurality of friction elements installed in the gear train in an active or non-operating state. Element, and control the other element as the reaction element to adjust the number of rotation of the output stage.

A power train capable of outputting a transmission ratio of substantially five forward speeds and one reverse speed has at least two planetary gear sets constituting the peripheral speed and one planet gear set constituting the sub transmission, and operates the planetary gear sets. 6 and 7 friction elements are used.

Therefore, such a power train for automatic transmissions uses a lot of planetary gear sets, and thus requires a large number of friction elements, which causes a limitation of miniaturization of automatic transmissions.

Therefore, the present invention has been invented to overcome the above problems, the object of the present invention is to reduce the number of planetary gear sets and at the same time using a small number of friction elements to implement the 5 forward and 1 reverse speed automatic The present invention provides a power train for an automatic transmission capable of miniaturizing a transmission.

A specific object of the present invention is to securely connect the sun gear of the double pinion planetary gear set and the sun gear of the other double pinion planetary gear set, and connect the ring gear of the double pinion planetary gear set to the planetary carrier and the ring gear of the other double pinion planetary gear set. Variable connection between the planetary carrier of the double-pinion planetary gear set and the ring gear of the other double-pinion planetary gear set prevents the rotational elements of the two planetary gear sets from rotating at higher speed than the input shaft or the output shaft at 5 forward speed. In addition, in the reverse shift stage, the entire double pinion planetary gear set can be driven integrally to provide a power train for an automatic transmission that can minimize the power loss while miniaturizing the automatic transmission.

In order to realize this, the power train for an automatic transmission according to the present invention adjusts the number of rotations of the output to the input according to the number of the input shaft rotates by receiving the rotational power of the engine from the turbine of the torque converter, the number of rotational power of the input shaft is transmitted A double pinion planetary gear set having a planetary carrier directly connected to the input shaft, an element fixedly and variably connected to an element of the double pinion planetary gear set, and having a variable variable connection to the transmission housing, a double pinion planetary gear set Another double pinion planetary gear set that shifts and outputs according to the power transmitted from the other, and transmits the rotational power of the input shaft to one element and the other elements of the other double pinion planetary gear set through the double pinion planetary gear set. Each element of the two planetary gear sets Clutch means variably installed therebetween, one element of the other double pinion planetary gear set and the other double pinion planetary gear set and transmission housing to fix one element of the double pinion planetary gear set connected by the clutch means. A brake means that is variably installed therebetween, and other clutch means that is variably installed between the two elements of the double pinion planetary gear set described above to integrally drive the double pinion planetary gear set.

The power train for the automatic transmission configured as described above operates 5 speeds forward and 1 reverse speed by actuating or deactivating the clutch means and the brake means, and at 5 forward speeds, the rotating elements of the two planetary gear sets are faster than the input shaft or the output shaft. Rotation is prevented, and the reverse gear stage drives the entire double pinion planetary gear set integrally.

Hereinafter, the preferred configuration and operation of the present invention will be described in more detail with reference to the accompanying drawings.

1 is a first configuration diagram of a power train for an automatic transmission according to the present invention.

2 is a second configuration diagram of a power train for an automatic transmission according to the present invention;

3 is a third configuration diagram of a power train for an automatic transmission according to the present invention.

FIG. 1 is a first configuration diagram of a power train for an automatic transmission according to the present invention, in which a rotational power of the engine E is torque converted from a torque converter T to be transmitted to an input shaft 1 of a gear train. consist of.

The input shaft 1 receives torque from the turbine of the torque converter T to transmit torque to the double pinion planetary gear set 3 of the gear train, and the double pinion planetary gear set 3 is another double pinion planetary. A clutch hook-up is achieved to transmit the shifted torque to the gear set 5.

That is, the input shaft 1 is connected to the planet carrier 9 of the double pinion planetary gear set 3 in which the pinion gear 7 is installed in a fixed coupling structure.

The transmission between the ring gear 11 of the double pinion planetary gear set 3 and the planetary carrier 15 of the other double pinion planetary gear set 5, on which the other pinion gear 13 is installed, prevents power transmission and interruption therebetween. A first clutch C1 is provided to enable the power transmission and disconnection between the ring gear 11 of the double pinion planetary gear set 3 and the ring gear 17 of the other double pinion planetary gear set 5. The second clutch C2 is installed to enable transmission of the power between the planet carrier 9 of the double pinion planetary gear set 3 and the ring gear 17 of the other double pinion planetary gear set 5. A third clutch C3 is provided to enable the block to constitute a gear train.

The second clutch C2 and the third clutch C3 are planet carriers of the double pinion planetary gear set 3 directly connected to the input shaft 1 so that the double pinion planetary gear set 3 can have two input elements. (9) and the ring gear 11 are arranged to enable interconnection.

The sun gears 19 and 21 of the two planetary gear sets 3 and 5 are connected in a fixed coupling structure by the power transmission member 23 so that they can always be integrally driven.

On the other hand, when the two planetary gear sets 3 and 5 connected in a variable and fixed coupling structure as described above realize a shift, the ring gear 17 of the other double pinion planetary gear set 5 can apply a reaction force to them. The first brake B1 is provided between the transmission gearbox 25 and the transmission housing 25, and the second brake B2 is provided between the sun gear 21 and the transmission housing 25 of the planetary gear set 5, respectively.

The first, second, and third clutches C1, 2 and 3 and the first and second brakes B1 and 2 realize forward five-speed shifts, and the sun gear of the other double pinion planetary gear set 5 A fourth clutch C4 is provided to variably connect two selected elements among the three elements of the double pinion planetary gear set 3 by applying an input to 21) to enable reverse shift.

The fourth clutch C4 is provided between the planet carrier 9 and the sun gear 19 of the double pinion planetary gear set 3.

Meanwhile, the transfer drive gear 27 formed integrally with the planet carrier 15 of the double pinion planetary gear set 5 is gear-coupled with a transfer driven gear (not shown) to transfer power shifted to a differential device through a final reduction gear. In the present construction, such a structure is omitted in the present disclosure because a known one can be used, and any structure can be used to realize the object intended by the present invention.

The power train for the automatic transmission of the present invention made as described above comprises three elements of two planetary gear sets 3 and 5 according to friction elements (clutch and brake means) selectively activated or deactivated by the transmission control unit. Sun gear, planet carrier, ring gear) is selected as an input element and the other element as a reaction force element, and outputs the speed ratio of 5 forward speed and 1 reverse speed to be described later.

The transmission control unit activates or deactivates the friction element as shown in [Table 1].

TABLE 1

Friction element operating table for each gear.

When the shift lever (not shown) is selected as the forward D-range and the opening amount of the throttle valve is increased, the transmission control unit causes the first clutch C1 and the first brake B1 to allow the gear train to output the first speed ratio. These friction elements are operated by supplying hydraulic pressure.

Hereinafter, the first, second, third, and fourth clutches C1, 2, 3, and 4 and the first and second brakes B1 and 2 mean that hydraulic pressure is supplied from the hydraulic control system.

When the first clutch C1 and the first brake B1 are operated, the planetary carrier 15 of the ring gear 11 of the double pinion planetary gear set 3 and the other double pinion planetary gear set 5 are different. Is connected.

Therefore, the ring gear 17 of the other double pinion planetary gear set 5 acts as a reaction element by the first brake B1, and the rotational force of the input shaft 1 is the double pinion planetary gear set 3 as the input element. It is transmitted to the planetary carrier 9 of the forward rotation, and the sun gear 19 and the other double pinion planetary gear set connected to the sun gear 19 and the power transmission member 23 through the pinion gear (7) installed thereon. It is transmitted to the sun gear 21 of (5) to reverse it.

And the reverse rotational power transmitted to the sun gear 21 is transmitted to its planet carrier 15 through the pinion gear 13 of the other double pinion planetary gear set 5 to rotate it forward.

At the same time, the rotational power transmitted to the ring gear 11 through the pinion gear 7 of the double pinion planetary gear set 3 causes the ring gear 11 to rotate forward and the first clutch to the ring gear 11. It is transmitted to the planet carrier 15 of another double pinion planetary gear set 5 connected to (C1) to rotate it forward.

As described above, the rotational power transmitted to the planet carrier 15 of the other double pinion planetary gear set 5 is transmitted to the transfer drive gear 25 formed integrally therewith to output a speed ratio of 1 speed.

When the vehicle speed increases in the first speed state, the transmission control unit deactivates the first clutch C1 and operates the second clutch C2 while the first brake B1 is operated.

Since the ring gears 11 and 17 of the two planetary gear sets 3 and 5 act as reaction elements by the above-described action, the rotational power transmitted to the planet carrier 9 of the double pinion planetary gear set 3 is It is transmitted to the sun gear 21 of the sun gear 19 and another double pinion planetary gear set 5 directly connected thereto through its pinion gear 7 to reverse them.

At this time, the pinion gear 7 is further rotated by the reaction force of the ring gear 11 of the double pinion planetary gear set 3, and the sun gear of the planetary gear set 3 is rotated as much as the pinion gear 7 is rotated further. 19) further reverse.

Therefore, the reverse rotational power transmitted to the sun gear 21 of the other double pinion planetary gear set 5 is transmitted to the planet carrier 15 through its pinion gear 13 and is forwardly rotated and formed integrally therewith. It is transmitted to (27) to output the speed ratio of the second speed.

When the vehicle speed increases in the second speed state, the transmission control unit deactivates the first brake B1 and operates the second brake B2 while the second clutch C2 is operated.

Since the sun gears 19 and 21 of the two planetary gear sets 3 and 5 act as reaction elements by the above action, the rotational power transmitted to the planet carrier 9 of the double pinion planetary gear set 3 is The pinion gear 7 is transmitted to the ring gear 11 and the ring gear 17 of another double pinion planetary gear set 5 connected to the ring gear 11 and the second clutch C2 to forward rotation thereof.

At this time, the rotational power transmitted to the ring gear 17 of the other double-pinion planetary gear set 5 is transmitted to its planet carrier 15 while further rotating the pinion gear 13 by the reaction force of the sun gear 21 and further. It rotates and is transmitted to the transfer drive gear 27 formed integrally therewith, and outputs a speed ratio of three speeds.

When the vehicle speed increases in the third speed state, the transmission control unit deactivates the second brake B2 and operates the third clutch C3 while the second clutch C2 is operated.

Rotation of the input shaft 1 transmitted to the planet carrier 9 of the double pinion planetary gear set 3 while the double pinion planetary gear set 3 and the other double pinion planetary gear set 5 are locked by the above operation. The power is transmitted to the planet carrier 15 of the other double pinion planetary gear set 5 as it is (shift ratio 1: 1), and is transmitted to the transfer drive gear 27 formed integrally therewith, thereby outputting a transmission ratio of four speeds.

When the vehicle speed increases in the fourth speed state, the transmission control unit deactivates the second clutch C2 and operates the second brake B2 while the third clutch C3 is operated.

Since the sun gears 19 and 21 of the two planetary gear sets 3 and 5 act as reaction elements by the above-described action, the rotational force transmitted to the input shaft 1 is different from the double pinion by the third clutch C3. It is transmitted to the ring gear 17 of the planetary gear set 5 as it is to rotate it forward.

At this time, the rotational power transmitted to the ring gear 17 of the other double pinion planetary gear set 5 is increased by the reaction force of the sun gear 21 and transmitted to the planet carrier 15 to the transfer drive gear 27 formed integrally therewith. It transmits and outputs a gear ratio of 5 speeds.

In the fifth speed state as described above, the second brake B2 is operated to fix the sun gear 21 of the other double pinion planetary gear set 5 fixedly connected by the power transmission member 23 to remove the high-speed rotating element. Power loss is reduced.

On the other hand, when the reverse R range is selected by the shift lever, the transmission control unit TCU operates the fourth clutch C4 and the first brake B1.

The rotational force of the input shaft 1 transmitted to the planet carrier 9 while the double pinion planetary gear set 3 is locked by the above-described action is the sun gear 19 and another double pinion planetary gear set fixedly connected thereto ( 5) is transmitted to the sun gear 21 to rotate it forward.

At this time, the rotational power transmitted to the sun gear 21 transmits the reverse rotational power to the planet carrier 15 through the pinion gear 13 in response to the ring gear 17 of the planetary gear set 5.

This reverse rotational power outputs the gear ratio of reverse 1 speed through the transfer drive gear 27 formed integrally with the planet carrier 15.

In the reverse shift stage as described above, the double pinion planetary gear set 3 is integrally driven to remove the reverse rotation element, thereby reducing power loss.

On the other hand, Figure 2 is a second configuration according to the present invention, and since the first configuration and its overall configuration and operation are the same, a detailed description of the same parts will be omitted, and only different portions will be described.

In other words, while the first configuration of the fourth clutch C4 operating in the reverse shift stage is between the planetary carrier 9 and the sun gear 19 of the double pinion planetary gear set 3, the second configuration There is only a difference that the installation position of the fourth clutch C4 is between the planet carrier 9 and the ring gear 11 of the double pinion planetary gear set 3.

Therefore, in the first shift, the fourth clutch C4 operates in the first configuration to connect the planet carrier 9 and the sun gear 19 to lock the planetary gear set 3. In the second configuration, the fourth clutch C4 operates. There is only a difference that C4) operates to connect the planetary carrier 9 and the ring gear 11 to lock the planetary gear set 3.

3 is a third configuration according to the present invention, and since the first configuration and its overall configuration and operation are the same, a detailed description of the same parts is omitted and only other parts will be described.

In other words, while the first configuration of the fourth clutch C4 operating in the reverse shift stage is between the planetary carrier 9 and the sun gear 19 of the double pinion planetary gear set 3, the third configuration There is only a difference that the installation position of the fourth clutch C4 is between the sun gear 19 and the ring gear 11 of the double pinion planetary gear set 3.

Therefore, in the first shift, the fourth clutch C4 is operated to lock the planetary gear set 3 by connecting the planetary carrier 9 and the sun gear 19 in the first configuration. In the third configuration, the fourth clutch C4 is operated. There is only a difference in that C4) is operated to connect the sun gear 19 and the ring gear 11 to lock the planetary gear set 3.

As described above, the power train for an automatic transmission according to the present invention implements 5 forward speeds and 1 reverse speed with two planetary gear sets and six friction elements. In the fifth forward speed, the sun gear of the two planetary gear sets is used as a brake means. In the reverse shift stage, the entire planet gear set is driven integrally by another clutch means installed between the two elements of the double pinion planetary gear set, thereby minimizing the automatic transmission and minimizing power loss.

Claims (6)

Double pinion planetary gear set where the input shaft rotates by receiving the engine's rotational power from the torque converter's turbine and the number of rotations of the input according to the number of rotational powers of the input shaft, and its planetary carrier is directly connected to the input shaft. In addition, the double pinion planetary has an element fixedly and variably connected to the set of elements, and has an element variably connected to the transmission housing, and the other double pinion outputs by shifting according to the power transmitted from the double pinion planetary gear set. The planetary gear set, which is variably installed between each element of the two planetary gear sets to transfer the rotational power of the input shaft to the one and more elements of the other double pinion planetary gear set through the double pinion planetary gear set. Clutch means, the other double pinion described above Brake means variably installed between the transmission housing and the element of another double pinion planetary gear set to secure one element of the set of gears and the double pinion planetary gear set connected by the clutch means, said double pinion planetary A power train for an automatic transmission comprising different clutch means that are variably disposed between two elements of the gear set to cause the double pinion planetary gear set to be integrally driven. The first clutch and double pinion planetary gear set according to claim 1, wherein the clutch means is provided between the ring gear of the double pinion planetary gear set and the planetary carrier of the other double pinion planetary gear set to interrupt power transmission. Power transmission between the planetary carrier of the second clutch, the double pinion planetary gear set, and the ring gear of the other double pinion planetary gear set interposed between the gear and the ring gear of the other double pinion planetary gear set. A power train for an automatic transmission comprising a third clutch disposed therebetween for intermittent control. 2. The ring according to claim 1, wherein the brake means comprises: a ring of another double pinion planetary gear set and a ring of another double pinion planetary gear set to simultaneously stop the ring gear of the double pinion planetary gear set which is variably connected via the clutch means. For an automatic transmission comprising a first brake installed between the gear and the transmission housing, and a second brake installed between the sun gear of the other double pinion planetary gear set and the transmission housing to simultaneously stop the sun gears of the fixed two planetary gear set. Power train. 2. The power train of claim 1, wherein the other clutch means is installed between the sun gear and the planet carrier of the double pinion planetary gear set. 2. The power train of claim 1, wherein the other clutch means is installed between the planetary carrier and the ring gear of the double pinion planetary gear set. 2. The power train for an automatic transmission according to claim 1, wherein the other clutch means is installed between the sun gear and the ring gear of the double pinion planetary gear set.