KR19990000950A - Automotive Gear Train - Google Patents

Abstract

The present invention relates to a vehicle gear train, and more particularly, to a vehicle gear train that can implement four or five speed by arranging two or three single pinion planetary gear to control each element thereof.

The present invention includes two single shafts arranged on the main shaft, each of which has a main shaft directly connected to an output side end of a torque converter that receives power from an engine and converts torque, and a carrier and one ring gear on the other side, respectively. A planetary gear set consisting of a pinion planetary gear and six friction elements and two one-way clutches for shifting by controlling the four nodes of the planetary gear set are arranged on this spindle and are arranged on this spindle. Provided is a vehicle gear train comprising a peripheral gear mechanism that is selectively transmitted with the power of the main shaft by the control and operation of the clutch and shifted to the fourth forward speed and the first reverse speed.

Description

Automotive Gear Train

The present invention relates to a vehicle gear train, and more particularly, to a vehicle gear train that can implement four or five speed by arranging two or three single pinion planetary gear to control each element thereof.

In general, the automatic transmission uses a planetary gear set as a multi-speed gear mechanism that changes the rotational power transmitted to the input shaft and transmits it to the drive shaft.

The planetary gear set is composed of a double pinion planetary gear and a single pinion planetary gear, and is configured to transmit a rotational power shifted to an output element with one element as an input element and the other as a reaction force element.

As described above, in the planetary gear set, a specific element of the planetary gear set is connected by a hydraulically actuated friction element so that each element can be determined as an input, reaction force and an output element, which is supplied or discharged from the hydraulic control system. It is activated or deactivated by the hydraulic pressure.

This hydraulically actuated friction element consists of a clutch means for transmitting rotational power of the input shaft and a brake means for fixing one element of the planetary gear set.

The clutch means is operated by receiving hydraulic pressure through an oil passage formed in the input shaft, but the brake means is configured to be operated by receiving hydraulic pressure into the transmission housing.

However, the gear train of the conventional automatic transmission selectively controls the four nodes of the single-pinion planetary gear and the double-pinion planetary gear in order to receive the power of the main shaft selectively to implement the 4th forward and the 1st reverse speed. There is a problem that the gear friction acts more.

Therefore, the present invention is to solve this problem of the prior art, an object of the present invention is to arrange a gear train for a vehicle that can implement a four-speed or five-speed by arranging two or three single-pinion planetary gear to control each element thereof. To provide.

In order to achieve the object as described above, the present invention is to share the main shaft, and one carrier and the other ring gear is directly connected to the output side end of the torque converter for converting torque by receiving power from the engine, respectively The main shaft is provided with a planetary gear set consisting of two single pinion planetary gears arranged on the main shaft, and six friction elements and two one-way clutches for shifting by controlling four nodes of the planetary gear set. It is provided on the vehicle gear train provided in the peripheral gear mechanism that is selectively shifted to the fourth forward speed and the first reverse speed by the power of the main shaft by the control and operation of the friction element and the one-way clutch.

1 is a configuration diagram showing an example of a vehicle gear train according to the present invention.

Figure 2 is a diagram showing the operation of the friction elements for each shift stage to obtain the speed ratio of the forward and reverse of the gear train of FIG.

3 is a configuration diagram showing another example of a vehicle gear train according to the present invention.

4 is a diagram showing the operation of the friction elements for each shift stage in order to obtain a gear ratio of forward and reverse of the gear train of FIG. 3;

Explanation of symbols for the main parts of the drawings

1: engine 3: torque converter

5: spindle 7: peripheral mechanism

15, 19, 49: 1st, 2nd, 3rd sun gear 17, 21, 23: 1st, 2nd, 3rd hollow shaft

25, 27, 51: 1, 2, 3 pinion 29, 31, 53: 1, 2, 3 ring gear

33,35,57: 1st, 2nd, 3rd planet carrier 37: Transmission case

39: drive gear 41: sub transmission mechanism

43: gear 45: shaft

47: hollow shaft 55: driven gear

C1, C2, C3, C4: first, second, third, seven friction elements

B1, B2, B3, B4: 4th, 5th, 6th, 8th Friction Elements

F1, F2, F3: 1, 2, 3 one way clutch

DETAILED DESCRIPTION Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a view showing an example of the gear train of the present embodiment, wherein the power generated from the engine 1 is input to the main gear mechanism 7 by one main shaft 5 through the torque converter 3. The shift is made.

The torque converter 3 changes the direction of motion of the fluid in the sealed case and repeatedly returns to increase the rotational force of the input shaft and transmit it to the output shaft.

The torque converter 3 converts the torque generated from the engine 1, and the pump impeller 9 rotates in direct connection with the shaft from the engine 1, so as to face the pump impeller 9. Turbine runner 11 which rotates together by the oil which is arrange | positioned and flows, and is arrange | positioned between these pump impeller 9 and turbine runner 11, and converts the flow of oil, and the oil which has momentum in this pump impeller 9 And a stator 13 or the like for returning.

When the engine 1 rotates, the torque converter 3 drives the turbine runner 11 while the oil filled therein is ejected from the pump impeller 9 and supplied to the turbine runner 11, and then to the stator 13. Inflow.

In addition, the above-described action of flowing into the stator 13 is repeated. At this time, since the stator 13 switches the direction of movement of the flowing fluid, the stator 13 is introduced into the pump impeller 9 again, and thus the oil moves back to the moving oil. The amount of momentum is added to the turbine runner 11 again, and the oil sent out causes the turbine runner 11 to rotate again, thereby increasing the rotational force of the turbine runner 11.

In the main shaft 5 directly connected to the turbine runner 11 of the torque converter 3, a main gear mechanism 7 that transmits power from the main shaft 5 and shifts is disposed.

The peripheral gear mechanism 7 is provided with a planetary gear set consisting of a combination of two single pinion planetary gears and a friction element for controlling the nodes of the planetary gear set, the first sun gear 15 of the planetary gear set. Is integrally formed on the first hollow shaft 17 installed without rotation interference on the main shaft 5, the second sun gear 19 of the planetary gear set is predetermined with the first hollow shaft 17. It is integrally formed on the third hollow shaft 23 is installed on the second hollow shaft 21 spaced apart from each other without rotation interference.

The first pinion 25 is engaged with the first sun gear 15, and the second pinion 27 is engaged with the second sun gear 19, and the first and second pinions 25 and 27 are engaged with each other. The first and second ring gears 29 and 31 are engaged to the outside, respectively.

In particular, the first planetary carrier 33 supporting the first sun gear 15 and the second ring gear 31 are combined to rotate integrally, and the first sun gear 19 supports the second sun gear 19. The two planetary carriers 35 and the first ring gear 29 are combined and rotated integrally, in which the second planetary carriers 35 interlock with the second hollow shaft 21. to be.

Furthermore, the planetary gear set may include the first sun gear 15, the second carrier 35 (with the first ring gear), and the second sun gear 19, respectively. C2 and C3 are selectively interlocked with the main shaft 5 described above.

Accordingly, the first, second, and third friction elements C1, C2, and C3 are supplied with rotational power to the planetary gear set according to operation control.

The first ring gear 29 is provided with a first one-way clutch F1 for rotating the first ring gear 29 in one direction, and the second sun gear 19 is provided with a second one-way clutch F2. ) Is installed.

Meanwhile, the first ring gear 29 and the second planet carrier 35 are provided with a fourth friction element B1 connected to the transmission case 37 to selectively operate as a reaction force element.

On the third hollow shaft 23 to which the second sun gear 19 is connected, a fifth friction element connected to the transmission case 37 to selectively rotate the second sun gear 19 in one direction ( B2) is installed to fix the outer circumferential surface of the second one-way clutch F2 as necessary.

The second sun gear 19 is also provided with a sixth friction element B3 connected to the transmission case 37 to selectively operate as a reaction force element.

In particular, the first, second, third friction elements C1, C2, C3 may be a multi-plate clutch as a clutch means, and the fourth, fifth, and six friction elements B1, B2, and B3 may be brake means. Multi-plate brakes or band brakes can be used.

In addition, the rotational power shifted by the main gear mechanism 7 is output to the drive gear 39 which is connected to and interlocked with the first planet carrier 33.

The gear train of this embodiment made as described above is shifted while the friction element and the one-way clutch operate as shown in the friction element operation table shown in FIG.

First, the rotation of the main shaft (5) is set to the forward rotation will be described as follows.

At first speed D range, the first friction element C1 is operated.

Then, the first sun gear 15 is operated as an input element and rotates forward. Accordingly, the first carrier 33 and the second ring gear 31 rotate forward, and the second carrier 35 and the first ring gear ( Rotation force 29 is to be rotated in the reverse direction, but the first one-way clutch (F1) does not reverse rotation is made of the first speed.

Of course, the second sun gear 19 is reversed.

In addition, even if the rotation speed of the drive gear 39 becomes larger, the engine brake is not operated by the first one-way clutch F1, and the shift shock is reduced at the second speed shift.

That is, since the reverse rotation speed of the second sun gear 19 is reduced by the reverse drive of the drive gear 39, the second sun gear 19 is approached to the second speed at which the second sun gear 19 stops.

At the second speed D range, the first friction element C1 and the fifth friction element B1 are operated.

Then, the first sun gear 15 is operated as an input element and rotates forward. Accordingly, the first carrier 33 and the second ring gear 31 rotate forward, and the second carrier 35 and the first ring gear 29 are rotated. ) Will rotate forward.

Of course, the second sun gear 19 is stopped, but the engine brake is not operated by the second one-way clutch F2 even if the rotation speed of the drive gear 39 becomes larger, rather, the shift is performed at the third speed shift. It will reduce the impact.

That is, since the forward rotation speed of the second sun gear 19 is increased by the reverse driving of the drive gear 39, the second sun gear 19 is rotated at the same rotation speed as the first sun gear 15. We approach three speeds.

At the third speed in the D range, the first friction element C1, the third friction element C3, and the fifth friction element B1 are operated.

Then, since the planetary gear set rotates integrally, it becomes three speeds in which the input rotational speed and the output rotational speed are the same.

At the fourth speed in the D-range, the second friction element C2 and the sixth friction element B3 are operated.

Then, as the second planet carrier 35 is operated as an input element, the first sun gear 19 becomes a reaction element and the second planet carrier 35 is rotated forward.

Accordingly, the second ring gear 31 is speeded up and rotates forward. As a result, the drive gear 39 is rotated forward and speeded up to achieve 5 speeds.

Of course, the first ring gear 29 is further increased in the forward rotation.

In the reverse D range, the third friction element C3 and the fourth friction element B1 are operated.

Then, the second sun gear 19 is operated as the input element and rotates forward, and the first ring gear 29 and the second planet carrier 35 are operated as the reaction force element to stop.

Accordingly, the second pinion 27 is idling, and at the same time, the first ring gear 31 is rotated in reverse and the drive gear 39 is rotated in reverse.

In range 2 speed 1, the friction element operates in the same way as in range D 1 speed.

The operation is then performed in the same manner as in the above D range 1 speed.

In the second range 2 speed, the first friction element C1 and the sixth friction element B3 are operated.

Then, the first sun gear 15 is operated as an input element and rotates forward. Accordingly, the first carrier 33 and the second ring gear 31 rotate forward, and the second carrier 35 and the first ring gear 29 are rotated. ) Will rotate forward.

Of course, the second sun gear 19 is operated by the reaction force element and stops, and the rotation speed of the drive gear 39 connected to the first carrier 33 is kept constant.

In the L range, the first friction element C1 and the fourth friction element B1 are operated.

Then, the first sun gear 15 is operated as the input element and rotates forward, and the first ring gear 29 and the second planet carrier 35 are stopped by the reaction force element.

Accordingly, the first planet carrier 33 and the second ring gear 31 are decelerated and rotated forward, and the drive gear 39 is decelerated and rotated forward.

When the rotation speed of the drive gear 39 is further increased, the gears are engaged with each other and rotated so that the engine brake is operated to drive the drive gear 39 at a low speed.

3 is a view showing another example of the gear train of the present embodiment, in which power generated from the engine 1 is input to the main gear mechanism 7 by one main shaft 5 through the torque converter 3. The shift is made and input again to the sub transmission mechanism 41 to perform the shift.

Accordingly, the gear train of the present embodiment realizes five forward and one reverse stages.

The torque converter 3 and the main gear mechanism 7 have the same structure as one example, and the sub-shift mechanism 41 which interlocks with the drive gear 39 of the main gear mechanism 7 and changes it at a deceleration and a constant speed. ).

The sub transmission mechanism 41 is composed of a structure having a single pinion planetary gear and a friction element for controlling them by shifting.

The planetary gear includes a third sun gear 49 integrally formed on the hollow shaft 47 disposed without rotation interference on the shaft 45 on which the gear 43 for outputting power is installed at the tip, and the third sun gear 49. The third pinion 51 engaged with the sun gear 49 and the driven gear 53 engaged with the outside of the third pinion 51 and subjected to the rotational force of the drive gear 39 outputted from the peripheral gear mechanism are integrally formed. It is made of a structure having a third ring gear 55 to interlock with.

The planetary gear has a structure in which the third planet carrier 55 supporting the third pinion 51 and the shaft 45 are connected to each other.

On the other hand, the seventh friction element (C4) for intermittent between the third planetary carrier 57 and the third sun gear 49 is provided, and the rotation of the third sun gear 49 is stopped as necessary to the reaction element. The eighth friction element B1 to be used is connected to the transmission case 37.

And the third one-way clutch (F3) for rotating the third sun gear 49 in one direction is provided.

Thus, the third ring gear 55 is a constant input element of the sub transmission mechanism 41, and the third carrier 57 is an output element.

Furthermore, the third sun gear 49 is selectively reacted by the eighth friction element B4.

The seventh friction element C4 uses a multi-plate clutch as the clutch means, and the eighth friction element B4 uses a multi-plate brake or a band brake as the brake means.

The gear train of this embodiment made as described above is shifted while the friction element and the one-way clutch operate as shown in the friction element operation table shown in FIG.

In the present embodiment, the rotation speed of the drive gear 39 of the main gear mechanism 7 is set by the sub-shift mechanism 41 to the D range 1 to 3 speed, 2 range 1 speed and 2 speed, L range. The first speed is uniformly decelerated, thereby equalizing the operation of each friction element of the main gear mechanism 7 corresponding to the speed change stage, and operating the eighth friction element B4 of the sub transmission mechanism 41.

Then, the third ring gear 55 is operated as an input element, the third sun gear 49 is fixed as a reaction element, and the third planet carrier 57 is operated as an output element.

Thereby, the rotation speed of each speed change stage is equally decelerated by the gear ratio of the sub transmission mechanism 41, and is output to the gear 43. FIG.

On the other hand, if the fourth speed is output from the peripheral speed mechanism, the sub transmission mechanism implements the fourth speed or the fifth speed which is decelerated by the non-operation or operation of the seventh friction element C4.

That is, when the friction element of the sub transmission mechanism is not operated, the third sun gear 49 is not rotated by the third one-way clutch F3, and the rotation speed input to the third ring gear 55 as the input element is prevented. It decelerates and is output to the 3rd planetary carrier 57 which is an output element.

Of course, since the third one-way clutch F3 is rotatable in the forward rotation, switching to the fifth speed can be facilitated.

When the seventh friction element C4 is operated, the third sun gear 49, the third pinion 51, and the third ring gear 55 are integrally rotated so that the rotational speed input from the driven gear 53 is gear ( 43).

Thus, since the fourth speed input from the main gear mechanism 7 is output at the constant speed by the sub transmission mechanism 41, the fifth speed is realized.

As described above, the present invention has the advantage that by using two or three single pinion planetary gear and control it, it is possible to easily implement the fourth or fifth speed by reducing the metal friction as a single pinion.

It is apparent to those skilled in the art that the present invention is not limited to the described embodiments, and that various modifications and changes can be made without departing from the spirit and scope of the present invention. Therefore, such modifications or variations will have to belong to the claims of the present invention.

Claims (6)

A main shaft which is directly connected to the output side end of the torque converter that receives torque from the engine and converts the torque, And 6 gears for shifting by controlling the planetary gear set consisting of two single-pinion planetary gears arranged on the main shaft with one carrier and the other ring gear in common, and four nodes of the planetary gear set. A friction element and two one-way clutches are disposed on the main shaft, and the power of the main shaft is selectively transmitted by the control and operation of the friction element and the one-way clutch to shift to the forward 4 speed and the reverse 1 speed. Vehicle gear train consisting of peripheral gears. According to claim 1, One pinion planetary gear is installed on the other shaft to receive the rotational power output from the peripheral gear mechanism to output to the wheel side to control the two nodes of the planetary gear to make a shift And a sub-shift mechanism having two friction elements and one one-way clutch and configured to shift five forward speeds and one reverse speed by control and operation of the friction elements and one one-way clutch. Gear train. According to claim 1 or claim 2, wherein the peripheral speed mechanism is formed integrally on the first hollow shaft of the first hollow shaft and the second hollow shaft which is spaced apart at a predetermined interval without rotation interference on the main axis. A first sun gear, a second sun gear integrally formed on a third hollow shaft disposed without rotation interference on the second hollow shaft, first and second pinions respectively meshed with the first and second sun gears, and First and second ring gears engaged with the outer side of the first and second pinions, respectively, the first planetary carrier supporting the first pinion, the second ring gear, and the second planetary carrier supporting the second pinion and the first ring Planetary gear sets with gears rotating in one piece, A first one-way clutch installed in the first ring gear and the second planet carrier to rotate them in one direction; A second one-way clutch installed on the third hollow shaft, A first friction element for controlling rotational power between the first sun gear and the main shaft, A second friction element for interrupting the rotational force between the second planetary carrier and the first planetary carrier and the main shaft, A third friction element for controlling rotational power between the second sun gear and the main shaft, A fourth friction element for stopping the rotation of the first ring gear and the second planet carrier, if necessary; A fifth friction element for fixing the outer side of the second one-way clutch as necessary to rotate the second sun gear in one direction; A sixth friction element for stopping the rotation of the second sun gear as needed; And a drive gear that outputs rotation of the first planet carrier. 3. The third transmission gear according to claim 2, wherein the sub transmission mechanism is integrally formed on a hollow shaft on which a gear for outputting power is disposed without rotation interference on a shaft provided at the tip, and the third gear is meshed with the third sun gear. The third pinion is provided with a third ring gear which is integrally engaged with the driven gear that is engaged to the outside of the third pinion and receives the rotational force output from the peripheral gear mechanism, and includes a third planetary carrier for supporting the third pinion. Planetary gears that allow the shaft to rotate integrally, A seventh friction element for controlling between the third planetary carrier and the third sun gear, An eighth friction element for stopping the rotation of the third sun gear as necessary; And a third one-way clutch for rotating the third sun gear in one direction. 4. The method of claim 3, wherein the first to third friction elements use a multi-plate clutch as a clutch means, and the fourth to sixth friction elements use a multi-plate brake or a band brake as a brake means. Featuring a vehicle gear train. 5. The gear train of claim 4, wherein the seventh friction element uses a multi-plate clutch as the clutch means, and the eighth friction element uses a multi-plate brake or a band brake as the brake means.