KR19980046747A - 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 output shaft is adjusted according to the number of transmission power of the input shaft, and the output gear of the input shaft is connected to the double pinion planetary gear set directly connected to the input shaft, which is variably connected to the elements of the double pinion planetary gear set. Another double pinion planetary gear set having an element and variably 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 described above as a double pinion planetary gear set. Through one element of another set of double pinion planetary gears and Clutch means variably installed between each element of the two planetary gear sets for actuating to more elements, one element of the other double pinion planetary gear set described above and one of the double pinion planetary gear sets connected by the clutch means. Brake means that are variablely installed between the element of the double pinion planetary gear set and the transmission housing to fix the element, and variably installed between the two elements of the double pinion planetary gear set described above to integrally drive the double pinion planetary gear set. A power train for an automatic transmission comprising other clutch means.

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 the operating 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. 6,7 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 variably connect the planetary carrier and the ring gear of the double pinion planetary gear set to the ring gear of the double pinion planetary gear set, and the ring gear of the double pinion planetary gear set to the planets of the other double pinion planetary gear sets. Variable connection to the carrier and the ring gear, respectively, prevents the rotational elements of the two planetary gear sets at 5 forward speeds than the input or output shaft, and double pinion planetary gear sets at the forward 4, 5, speed and reverse gear It is possible to provide a power train for an automatic transmission that can be driven integrally with the whole, thereby miniaturizing the automatic transmission and minimizing power loss.

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 It has a double pinion planetary gear set whose sun gear is directly connected to the input shaft, an element variablely connected to the element of the double pinion planetary gear set, and an element variablely connected to the transmission housing, and is transmitted from the double pinion planetary gear set. Another double pinion planetary gear set that shifts and outputs according to the power, and two planetary planets to transmit 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. Variable between each element of the gear set Variably between the element of the double pinion planetary gear set and the transmission housing to secure the clutch means, one element of the other double pinion planetary gear set described above and one element of the double pinion planetary gear set connected by the clutch means. Brake means to be provided, and other clutch means which is variably provided 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. It prevents rotation, and drives the entire double pinion planetary gear set integrally at the forward, fourth and fifth speeds.

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 single-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 sun gear 7 of the double pinion planetary gear set 3 in a fixed coupling structure.

In addition, between the planetary carrier 11 on which the pinion gear 9 of the double pinion planetary gear set 3 is installed and the sun gear 13 of the other double pinion planetary gear set 5 allow power transmission and interruption therebetween. Between the ring gear 15 of the double pinion planetary gear set 3 and the planet carrier 19 of the other double pinion planetary gear set 5 on which the first clutch C1 is installed, and the other pinion gear 17 is installed. The second clutch C2 is provided to enable power transmission and interruption between them, and the ring gear 21 of the double pinion planetary gear set 5 and the ring gear 15 of the double pinion planetary gear set 3 are different from each other. A third clutch C3 is installed between the two to form a gear train.

On the other hand, when the two planetary gear sets 3 and 5 connected in the variable coupling structure as described above realize the shift, the ring gear 21 and the transmission of the other double pinion planetary gear set 5 can be applied to them. A first brake B1 is provided between the housings 23, and a second brake B2 is provided between the sun gear 13 and the transmission housing 23 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 three speed shifts, and the sun gear of the other double pinion planetary gear set 5 13) and two or more of the three elements of the double-pinion planetary gear set 3 are variably connected to each other by applying inputs to one or more or two of the ring gears 21 to enable forward and reverse speeds. The fourth clutch C4 is provided.

The fourth clutch C4 is provided between the sun gear 7 and the planet carrier 9 of the double pinion planetary gear set 3.

Meanwhile, the transfer drive gear 25 formed integrally with the planetary carrier 19 of the other double pinion planetary gear set 5 is gear-coupled with a transfer driven gear (not shown) and shifted to a differential device through a final reduction gear. In this configuration, such a structure is omitted in this configuration because a known one can be used, and any structure can be used to realize the intended purpose of the present invention.

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

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 gear train to output the first and second clutches C1 and 2 so as to output the speed ratio of the first speed. Hydraulic pressure is supplied to one brake B1 to operate these friction elements.

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

When the first and second clutches C1 and 2 and the first brake B1 are operated, the sun gear of the double pinion planetary gear set 5 different from the planet carrier 11 of the double pinion planetary gear set 3 is operated. (13) are connected, and the ring gear 15 of the double pinion planetary gear set 3 and the planet carrier 19 of the other double pinion planetary gear set 5 are respectively connected.

Accordingly, the ring gear 21 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. Is transmitted to the sun gear (7) of the forward rotation, and the sun gear (13) of the planetary carrier (11) and another double pinion planetary gear set (5) connected thereto by the first clutch (C1) via the pinion gear (9) To reverse the rotation.

And the reverse rotational power transmitted to the sun gear 13 is transmitted to its planet carrier 19 through the pinion gear 17 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 15 through the pinion gear 9 of the double pinion planetary gear set 3 causes the ring gear 15 to rotate forward, and the second clutch to the ring gear 15. It is transmitted to the planet carrier 19 of another double pinion planetary gear set 5 connected to (C2) to rotate it forward.

As described above, the rotational power transmitted to the planet carrier 19 of the other double pinion planetary gear set 5 is transmitted to the transfer drive gear 25 formed integrally therewith, thereby outputting a speed ratio of one speed.

When the vehicle speed increases in the first speed state, the transmission control unit deactivates the second clutch C2 while the first clutch C1 and the first brake B1 are operated, and the third clutch C3. Will be activated.

Since the ring gears 15 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 sun gear 7 of the double pinion planetary gear set 3 is the pinion. It is transmitted to the sun gear 13 of its planet carrier 11 and another double pinion planetary gear set 5 connected thereto by the gear 9 through the gear 9 to reverse them.

At this time, the pinion gear 9 is further rotated by the reaction force of the ring gear 15 of the double pinion planetary gear set 3, so that the pinion gear 9 is rotated by the planetary carrier of the planetary gear set 3 by a further rotation. Rotate 11) further.

Accordingly, the reverse rotational power transmitted to the sun gear 13 of the other double pinion planetary gear set 5 is transmitted to the planet carrier 19 through its pinion gear 17 and is forwardly rotated so as to be integrally formed therewith. It is transmitted to (25) 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 first and third clutches C1 and 3 are operated. .

Since the planetary carrier 11 and the sun gear 13 of the two planetary gear sets 3 and 5 act as a reaction force element by the above-described action, the rotation is transmitted to the sun gear 7 of the double pinion planetary gear set 3. Power is transmitted through the pinion gear 9 to the ring gear 15 and the ring gear 21 of the other double pinion planetary gear set 5 connected thereto by the third clutch C3 to rotate it forward.

At this time, the rotational power transmitted to the ring gear 21 of the other double-pinion planetary gear set 5 is transmitted to its planet carrier 19 while further rotating the pinion gear 17 by the reaction force of the sun gear 13 to further rotate it. It rotates and is transmitted to the transfer drive gear 25 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 fourth clutch C4 while the first and third clutches C1 and 3 operate. .

The rotational power of the input shaft 1 transmitted to the sun gear 7 of the double pinion planetary gear set 3 while the double pinion planetary gear set 3 is locked by the above operation. Is transmitted to the planet carrier 19 of the other double pinion planetary gear set 5 (shift ratio 1: 1) while being transmitted to the transfer drive gear 25 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 first clutch C1 and operates the second brake B2 while the third and fourth clutches C3 and 4 operate. .

By the above-described action, the double pinion planetary gear set 3 is locked and driven integrally, and the sun gear 13 of the other double pinion planetary gear set 5 acts as a reaction force element, so that the third clutch C3 The rotational power transmitted to the sun gear 7 of the double pinion planetary gear set 3 is transmitted to the ring gear 21 of the other double pinion planetary gear set 5 as it is and rotates forward.

At this time, the rotational power transmitted to the ring gear 21 of the other double pinion planetary gear set 5 is increased to the rebellion of the sun gear 13 and transmitted to the planet carrier 19 to the transfer drive gear 25 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 13 of the other double pinion planetary gear set 5 to remove the high-speed rotating element, thereby reducing power loss.

When the reverse R range is selected by the shift lever, the transmission control unit TCU operates the first and fourth clutches C1 and 4 and the first brake B1.

The rotational force of the input shaft 1 transmitted to the sun gear 7 while the double pinion planetary gear set 3 is locked by the above-described action is different from the planet carrier 11 and the first clutch C1 connected thereto. It is transmitted to the sun gear 13 of the double pinion planetary gear set 5 to rotate it forward.

At this time, the rotational power transmitted to the sun gear 13 transmits the reverse rotational power to the planet carrier 19 through the pinion gear 17 by the reaction force of the ring gear 21 of the planetary gear set 5.

This reverse rotational power outputs the speed ratio of reverse speed 1 through the transfer drive gear 25 formed integrally with the planet carrier 19.

In the reverse shift stage as described above, power loss is reduced since the double pinion planetary gear set 3 is integrally driven to remove the high-speed rotating element.

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 other parts will be described.

In other words, the first configuration is provided that the installation position of the fourth clutch C4 operating at the forward speeds 4 and 5 and the reverse shifting stage is between the sun gear 7 and the planet carrier 11 of the double pinion planetary gear set 3. This second configuration differs only in that the installation position of the fourth clutch C4 is between the planet carrier 11 and the ring gear 15 of the double pinion planetary gear set 3.

Therefore, in the first and fourth speeds and the reverse shift, in the first configuration, the fourth clutch C4 operates to connect the sun gear 7 and the planetary carrier 11 to lock the planetary gear set 3. In the configuration, there is only a difference in that the fourth clutch C4 operates to connect the planet carrier 11 and the ring gear 15 to lock the planet gear set 3.

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

In other words, the first configuration is provided that the installation position of the fourth clutch C4 operating at the forward speeds 4 and 5 and the reverse shifting stage is between the sun gear 7 and the planet carrier 11 of the double pinion planetary gear set 3. This third configuration differs only in that the installation position of the fourth clutch C4 is between the sun gear 7 and the ring gear 15 of the double pinion planetary gear set 3.

Therefore, in the first and fourth speeds and the reverse shift, in the first configuration, the fourth clutch C4 operates to connect the sun gear 7 and the planetary carrier 11 to lock the planetary gear set 3. In the configuration, the fourth clutch C4 operates to connect the sun gear 7 and the ring gear 15 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, and in the fifth forward speed, another double pinion planetary gear set is used as a brake means. The sun gear is fixed, and the entire 4th and 5th speed and the reverse gear stage are driven by the other clutch means installed between the two elements of the double pinion planetary gear set to drive the whole planetary gear set integrally, minimizing the automatic transmission and minimizing the power loss. can do.

Claims (6)

An input shaft that receives the rotational power of the engine from the turbine of the torque converter and adjusts the rotational speed of the output according to the number of rotational powers of the input shaft, and a double pinion planetary gear set whose sun gear is directly connected to the input shaft. Another double pinion planetary gear set having an element that is variably connected to the element of the double pinion planetary gear set, and an element that is variably connected to the transmission housing, the other double pinion planetary gear set outputting by shifting according to the power transmitted from the double pinion planetary gear set. Clutch means that is variablely installed between each element of the two planetary gear set to transfer the rotational power of the input shaft to one element and more elements of the other double pinion planetary gear set through the double pinion planetary gear set, Other double pinion planetary gear sets described above Brake means variably installed between the element of the double pinion planetary gear set and the transmission housing to fix one element and one element of the double pinion planetary gear set connected by the clutch means, the two elements of the double pinion planetary gear set described above. 12. A power train for an automatic transmission comprising variable clutches provided between said clutch means for driving said double pinion planetary gear sets integrally. 2. The ring gear of the first clutch and double pinion planetary gear set according to claim 1, wherein the clutch means is provided between the planetary carrier of the double pinion planetary gear set and the sun gear of the other double pinion planetary gear set to interrupt power transmission. The power transmission between the ring gear of the second clutch, the double pinion planetary gear set and the ring gear of the other double pinion planetary gear set interposed therebetween to interlock the power transmission between the planetary carrier and the other double pinion planetary gear set. A power train for an automatic transmission comprising a third clutch disposed therebetween. 2. The set of claim 1, wherein the brake means is configured to stop the driving of the ring gear of another double pinion planetary gear set and the double pinion planetary gear set ring gear variably connected via the clutch means. The first brake and other double pinion planetary gear sets, which are installed between the ring gear and the transmission housing of the gearbox, and the other double pinion planetary gear sets for stopping the planet carriers of the double pinion planetary gear sets variably connected by clutch means. A power train for an automatic transmission comprising a second brake installed between the sun gear and the transmission housing. 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.