KR20090056496A - Power train of automatic transmission - Google Patents

Abstract

A power train of the auto transmission is provided to improves the internal structure and reduce the volume of the auto transmission and the load ability of the vehicles. The power train of the auto transmission comprises an input shaft(10), and a reduction planetary gear set and a complex epicyclic gearing set. The reduction planetary gear set is one planetary gear set(PG-1). The reduction planetary gear set has the actuating element of 3. The complex epicyclic gearing set is made of the combination of the planetary gear set(PG-2,PG-3) of 2. The complex epicyclic gearing set has the actuating element of 4. The reduction planetary gear set and complex epicyclic gearing set share each other.

Description

Power train of automatic transmission

The present invention relates to a power train of an automatic transmission, and more particularly, to a power train of an automatic transmission that implements six forward speeds and one reverse speed.

Automatic transmissions have been tried in various forms to change the engine's power to suit the running load. However, the transmission is generally generalized to include a gear train including a planetary gear and a hydraulic control device for manipulating the gear train.

The gear train is configured to form a specific shift stage by an operation combination of a friction element such as a clutch or a brake operated by the hydraulic control device, so that the hydraulic control device is automatically controlled by the driving state of the vehicle and the driver's operation. When operated, the gear shift to the desired speed shift stage is achieved.

As the speed change stage of the automatic transmission is formed in multiple stages, power output from the engine can be transmitted to the driving wheel with higher efficiency, thereby improving fuel economy, acceleration performance, and speed change quality.

Conventional planetary gearsets used in gear trains of automatic transmissions in order to realize a six-speed shift stage or more are used in the ravenue type. The planetary gearsets of the lavender type have long pinions and short pinions. It has to be a structure that supports at the same time, there is a difficulty in the production of the carrier, it is difficult to support more than four pairs of pinions due to space constraints, and in order to transmit power of high torque, the width of the gearbox must be increased or the pinion must be made large, resulting in a large transmission. There is a disadvantage.

In addition, the lavender type planetary gear set is to secure the power transmission path of the carrier and the ring gear, to have a structure that can control the power through the friction element of the two sun gears respectively engaged with the long pinion and short pinion, Inevitably, the two sun gears must be formed in an overlapping hollow shaft structure, and one sun gear must completely penetrate the inside of the other sun gear, so that the overlapping hollow shaft structure increases the volume and overall length of the transmission. In addition, the two superimposed hollow shaft structure acts as a major obstacle in forming a flow path of oil transferred radially from the center axis of the transmission, thereby having a structural problem of poor lubricity inside the transmission. .

On the other hand, there is always a request to reduce the volume and overall length of the automatic transmission and simplify the structure to improve the mountability on the vehicle, reduce the weight and reduce the manufacturing cost.

Accordingly, the present invention has been made in view of the above-mentioned matters, and a single planetary gear set, three clutches, and two brakes which restrain one simple planetary gear set and two double pinion planetary gear sets are mutually restrained. It is a simple structure that combines 6 forward speed and 1 reverse speed to reduce the volume and overall length of the automatic transmission, reduce the weight of the automatic transmission and reduce the manufacturing cost, and mountability on the vehicle. The purpose is to provide a power train of an automatic transmission that can improve the performance.

The present invention for achieving the above object, in the power train of the automatic transmission is configured by combining the first planetary gear set, the second planetary gear set and the third planetary gear set, the first planetary gear set is A first ring gear connected to an input shaft at all times, a first sun gear always restrained by a transmission case, and a first carrier connected to a second carrier of the second planetary gear set and selectively restrained by the transmission case;

The second planetary gear set includes a second sun gear selectively connected to the input shaft, and a second ring gear selectively connected to the third carrier of the third planetary gear set and selectively constrained to the transmission case;

The third planetary gear set includes a third sun gear selectively connected to the input shaft, and a third ring gear always connected to the output shaft;

A first clutch for selectively connecting the input shaft, the second sun gear and the third sun gear to transfer the rotational speed of the input shaft to a constant velocity ratio, and selectively connecting the input shaft and the third carrier to rotate the input shaft. A second clutch for transferring a number to a constant speed ratio, and a third clutch for selectively connecting between the first carrier and the second carrier to transfer the rotational speed of the input shaft to the reduction ratio;

A first brake selectively restraining the second ring gear and the third carrier with respect to the transmission case, and a second brake selectively restraining the first carrier and the second carrier with respect to the transmission case. .

According to the power train of the automatic transmission according to the present invention, to implement a multi-speed transmission stage of 6 forward speed and 1 reverse speed with a simple structure, to reduce the volume and overall length of the automatic transmission to improve the mountability in the vehicle. do.

In the shift control for each shift range of the D range, one clutch is operated from 1 to 4 speeds, and the other clutch is operated from the D range 4 speeds to 6 speeds. The control for releasing only the element and fastening the other friction element not only facilitates the shift control, but also facilitates the two-stage skip shift.

In addition, the one-way clutch in the D range 1 speeds the actuating element to a fixed element, so if only the clamping pressure is provided to the newly actuated element when shifting from the D range 1 speed to the 2 speed, Since the automatic release is performed in the operating element fixed by the way clutch, it is possible to facilitate shift control.

In addition, in the present invention, the output shaft can be arranged on the same axis as the input shaft, when the power train is arranged in the longitudinal direction in the engine room, the output shaft is capable of transmitting power to the rear wheels through a separate propulsion shaft, the electric pipe It can be easily applied to the vehicle of the rear wheel drive (FR).

On the other hand, the power train of the automatic transmission according to the present invention forms two sun gears integrally, so that it is engaged with the carriers of different planetary gear sets, it is possible to reduce the number of components constituting the power train.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

As shown in FIGS. 1 and 2, the power train of the automatic transmission according to the present invention includes an input shaft 10 which receives the rotational force of the engine from the engine through a torque converter, and decelerates and rotates the rotation of the input shaft 10. It has a planetary gear set for outputting a multi-stage rotational rotation to the output shaft 20 by selectively receiving the non-deceleration rotation and deceleration rotation from the input shaft 10 and the reduction planetary gear, respectively. .

In the power train of the automatic transmission according to the present invention, the speed reduction planetary gear set is a planetary gear set having three operating elements, and the speed reduction planetary gear set is always restrained by the transmission case 30 to fix the fixed element. A first actuating element N1 acting as a second actuating element, a second actuating element N2 selectively connected to the composite planetary gear set to act as a transition output element of deceleration rotation, and always connected to the input shaft 10 and input And a third actuating element N3 acting as an element.

In the power train of the automatic transmission according to the present invention, the composite planetary gear set has four operating elements by combining two planetary gear sets with each other, and the composite planetary gear set is connected to the second operating element N2. One of the fourth operating element (N4) and the operating element of the composite planetary gear set that is selectively connected to act as a transition input element of the deceleration rotation, or selectively restrained to the transmission case 30 to act as a fixed element. A fifth operating element which always shares a pair of operating elements and is selectively connected to the input shaft 10 to act as a transition input element of non-deceleration rotation, or selectively restrained by the transmission case 30 to act as a fixed element; (N5), the sixth operating element (N6) is always connected to the output shaft 20 and acts as an output element, and always share the other pair of operating elements of the operating elements of the composite planetary gear set, Group the input shaft 10 and is selectively fixed to and a seventh operating element (N7) which acts as a transition element in the non-reduced rotation is input.

In this case, the reduction planetary gear set is the first planetary gear set PG-1 of the single pinion, and the composite planetary gear set is the second planetary gear set PG-2 of the double pinion and the third planetary planet of the double pinion. As a gear set PG-3, two pairs of operating elements are shared.

The first planetary gear set PG-1, the second planetary gear set PG-2, and the third planetary gear set PG-3 are sequentially connected from the engine side to which the input shaft 10 is connected. The input shaft 10 and the output shaft 20 are coaxially spaced apart from each other.

In addition, the seventh operating element N7 is selectively connected to the input shaft 10 via the first clutch C-1, and the fifth operating element N5 is the second clutch C-2. Is selectively connected to the input shaft 10 via the second actuating element N2 is selectively connected to the fourth actuating element N4 via the third clutch C-3. The fifth operating element N5 is selectively restrained with respect to the transmission case 30 via the first brake B-1, and the fourth operating element N4 is applied to the second brake B-2. Is selectively restrained with respect to the transmission case 30.

According to an embodiment of the present invention, the first operating element N1 is composed of the first sun gear S1 of the first planetary gear set PG-1, and the second operating element N2 is formed of the first operating element N2. The first carrier C1 of the first planetary gear set PG-1, and the third operating element N3 comprises the first ring gear R1 of the first planetary gear set PG-1. The fourth operating element N4 is formed of the second carrier C2 of the second planetary gear set PG-2, and the fifth operating element N5 is the second planetary gear set PG. -2) is always connected between the second ring gear (R2) and the third carrier (C3) of the third planetary gear set (PG-3), the sixth operating element (N6) is the third The third ring gear (R3) of the planetary gear set (PG-3), the seventh operating element (N7) is the second sun gear (S2) and the second of the second planetary gear set (PG-2) It is made by always connecting between the third sun gear (S3) of the three planetary gear set (PG-3).

Hereinafter, the configuration of the power train of the automatic transmission according to the embodiment of the present invention will be described in more detail.

The first planetary gear set PG-1 is connected to the input shaft 10 at all times, and is always connected to the first ring gear R1 and the transmission case 30 to transfer the rotational speed of the input shaft 10 at a constant speed ratio. A first sun gear S1 that is restrained, and a first carrier C1 that is connected to the second carrier C2 of the second planetary gear set PG-2 and selectively restrained by the transmission case 30. do.

The second planetary gear set PG-2 is always connected to the second sun gear S2 selectively connected to the input shaft 10 and the third carrier C3 of the third planetary gear set PG-3. A second ring gear R2 coupled to the transmission case 30 and selectively restrained is provided.

The third planetary gear set PG-3 includes a third sun gear S3 selectively connected to the input shaft 10, and a third ring gear R3 connected to the output shaft 20 at all times.

In addition, the second sun gear S2 of the second planetary gear set PG-2 and the third sun gear S3 of the third planetary gear set PG-3 are integrally formed and the second sun gear S2) and the third sun gear S3 are meshed with the second carrier C2 and the third carrier C3, respectively.

In addition, the power train of the automatic transmission according to the present invention is selectively rotated between the input shaft 10, the second sun gear (S2) and the third sun gear (S3) to rotate the number of rotation of the input shaft (10) To transfer the rotational speed of the input shaft 10 to the constant velocity ratio by selectively connecting them between the first clutch C-1 and the input shaft 10 and the third carrier C3 for transferring the constant velocity ratio. A third clutch C-2 and a third clutch for selectively shifting the rotational speed of the input shaft 10 to a reduction ratio by selectively connecting them between the first carrier C1 and the second carrier C2; (C-3) is provided.

In addition, the power train of the automatic transmission according to the present invention and the first brake (B-1) for selectively restraining the second ring gear (R2) and the third carrier (C3) with respect to the transmission case 30 and And a second brake (B-2) for selectively restraining the first carrier (C1) and the second carrier (C2) with respect to the transmission case (30).

Here, the first clutch C-1 is installed in parallel with respect to a path connecting the input shaft 10 and the first ring gear R1 so that the second sun gear S2 and the third sun gear ( S2), and the second clutch C-2 is installed in parallel with respect to a path connecting the input shaft 10 and the first ring gear R1 so that the second sun gear S2 and the It is connected to the third sun gear (S3), the first clutch (C-1) and the second clutch (C-2) is connected to the path between the input shaft 10 and the first ring gear (R1). Are installed in parallel with each other.

The first brake B-1 is installed between the transmission case 30 and the second ring gear R2, and the second brake B-2 is connected to the first carrier C1. It is installed in parallel with a path connecting between the second carrier (C2) is connected to the transmission case (30).

In addition, the one-way clutch OWC is installed in parallel with respect to a path connecting the first brake B-1 and the second ring gear R2.

Meanwhile, according to the exemplary embodiment of the present invention, as shown in FIG. 3, the first clutch C-1 and the one-way clutch OWC operate in the D range 1, and the D clutch 2 operates in the D range 2 speed. The second brake B-2 is operated while the first clutch C-1 is maintained (the one-way clutch OWC is naturally released). The third clutch C-3 is operated while the second brake B-2 is released while the first clutch C-1 is maintained, and the first clutch C in the D range 4 speed. The second clutch C-2 is operated while the third clutch C-3 is released while the operation of C-1) is maintained, and the second clutch C-2 in the D range 5 speed. The third clutch C-3 is operated while the first clutch C-1 is released while the operation of the second clutch C-1 is maintained, and the operation of the second clutch C-2 is maintained at the D range 6 speed. In the above state When the third clutch C-3 is released, the second brake B-2 is operated, and the third clutch C-3 and the first brake B-1 are operated in the R range so that the shift is performed. Is done.

Hereinafter, the shift process for each shift stage in the power train of the automatic transmission according to the present invention will be described as the ratio of the speed by lever analysis.

-D range 1 speed

As shown in FIG. 4, in the D range 1 speed, the first clutch C-1 and the one-way clutch OWC operate as fastening elements, respectively.

The input provided through the input shaft 10 is transferred to the first ring gear R1, the second sun gear S2, and the third sun gear S3 at a constant speed ratio, and is transferred to the third sun gear S3. The input is decelerated through the third ring gear R3 by the third carrier C3, which is restrained by the operation of the one-way clutch OWC, as a fixed element, and is in the D range 1 speed to the output shaft 20. Is output.

-D range 2 speed

As shown in FIG. 5, in the D range 2 speed, the second brake B-2 operates as a fastening element while the operation of the first clutch C-1 is maintained. At this time, the one-way clutch OWC is naturally released.

The input provided through the input shaft 10 is transferred to the first ring gear R1, the second sun gear S2, and the third sun gear S3 at a constant velocity ratio, and is transferred to the second sun gear S2. The input is decelerated through the second ring gear R2 using the second carrier C2 as a fixed element, which is restrained by the operation of the second brake B-2, and the second ring gear R2. The input transitioned to the third ring C3 is transferred to the third carrier C3, and the third ring gear R3 is formed by the input transferred to the third carrier C3 and the input transferred to the third sun gear S3. It is decelerated through and is output to the output shaft 20 in the state of D range 2 speed.

D range 3-speed

As shown in FIG. 6, in the D range 3 speed, the third clutch C-3 is released while the second brake B-2 is released while the operation of the first clutch C-1 is maintained. It acts as a fastening element.

The input provided through the input shaft 10 is transferred to the first ring gear R1, the second sun gear S2, and the third sun gear S3 at a constant velocity ratio, and the first planetary gear set PG. The input decelerated through the first carrier C1 of -1) is transferred to the second carrier C2 connected by the operation of the third clutch C-3.

The deceleration input transitioned to the second carrier C2 is outputted to the second ring gear R2 in interaction with the constant velocity input transitioned to the second sun gear S2, and the second ring gear R2. The input output as is transferred to the third carrier C3.

The input transitioned to the third carrier C3 is decelerated through the third ring gear R3 in interaction with the constant velocity input transitioned to the third sun gear S3 to the output shaft 20 to the D range 3. It is output in the state of the inside.

D range 4-speed

As shown in FIG. 7, in the D range 4 speed, the second clutch C-2 is released while the third clutch C-3 is released while the operation of the first clutch C-1 is maintained. It acts as a fastening element.

The input provided through the input shaft 10 is provided with the first ring gear R1, the second sun gear S2, the third sun gear S3, the second ring gear R2, and the third carrier C3. ), The constant velocity ratio is transferred to the second sun gear S2 and the second ring gear R2, and the constant speed is transferred to the third carrier C3 and the third sun gear S3. Through the third ring gear (R3) by the input of the output to the output shaft 20 in the state D range 4 speed.

That is, in the D range 4, the first planetary gear set PG-1, the second planetary gear set PG-2, and the third planetary gear set PG-3 are both separated from the input shaft 10. Since the provided input is in a state of transitioning at a constant speed, a direct drive state that matches the rotational speed of the input shaft 10 is obtained.

-D range 5 speed

As shown in FIG. 8, in the D range 5 speed, the third clutch C-3 is released while the first clutch C-1 is released while the operation of the second clutch C-2 is maintained. It acts as a fastening element.

The input provided through the input shaft 10 is transferred to the first ring gear R1, the second carrier C2 and the third carrier C3 at a constant velocity ratio, and the first planetary gear set PG. The input decelerated through the first carrier C1 of -1) is transferred to the second carrier C2 connected by the operation of the third clutch C-3.

The deceleration input transitioned to the second carrier C2 is accelerated and outputted to the second sun gear S2 by the interaction with the constant velocity input transitioned to the second ring gear R2, and the second sun gear S2. The input outputted as) is transferred to the third sun gear S3.

The input transitioned to the third sun gear S3 is increased through the third ring gear R3 in interaction with the constant velocity input transitioned to the third carrier C3 to the output shaft 20 to D range 5 Output is in overdrive status.

-D range 6 speed

As shown in FIG. 9, in the D range 6 speed, the third brake C-3 is released while the second clutch C-2 is maintained while the second brake B-2 is released. It acts as a fastening element.

The input provided through the input shaft 10 is transferred to the first ring gear R1, the second ring gear R2, and the third carrier C3 at a constant speed ratio, respectively, and the second ring gear R2 is provided. The input transitioned to the second sun gear S2 is accelerated through the second sun gear S2 with the second carrier C2 fixed as a fixed element being restrained by the operation of the second brake B-2. The input accelerated through) is transferred to the third sun gear S3, and the input transferred to the third sun gear S3 is interacted with the constant velocity input transferred to the third carrier C3 to interact with the third sun gear S3. The speed is increased through the ring gear R3 and output to the output shaft 20 in an overdrive state of the D range 6 speed.

R range

As shown in FIG. 10, in the R range, the third carrier C3 and the first brake B-1 operate as fastening elements, respectively.

The input provided through the input shaft 10 is transferred to the first ring gear R1, and the input transferred to the first ring gear R1 is decelerated through the first carrier C1 and the third clutch ( By the operation of C-3) is transferred to the second carrier (C2).

The deceleration input transitioned to the second carrier C2 is via the third sun gear S3 using the second ring gear R2 that is restrained by the operation of the first brake B-1 as a fixed element. Inverted and output, the output through the third sun gear S3 is transferred to the third sun gear S3 to fix the third carrier C3 that is restrained by the operation of the first brake B-1. The element is decelerated in the inverted state through the third ring gear R3 and output to the output shaft 20 in the R range state.

1 is a schematic diagram showing a configuration of a power train of an automatic transmission according to the present invention;

Figure 2 is a lever analysis diagram showing the configuration of each operating element for the power train of the automatic transmission according to the present invention.

Figure 3 is an operating element table showing the operating state of the friction element for each shift stage for the power train of the automatic transmission according to the present invention.

4 to 10 are lever analysis diagrams showing the speed relationship for each shift stage with respect to the power train of the automatic transmission according to the present invention.

<Description of Symbols for Main Parts of Drawings>

10-input shaft 20-output shaft

30-transmission case

Claims (10)

Reduction planetary gear set for outputting the rotation of the input shaft 10 in the deceleration rotation, and non-deceleration rotation and deceleration rotation from the input shaft 10 and the reduction planetary gear selectively receives the output shaft 20 in multiple stages of rotation It has a composite planetary gear set for outputting; The reduction planetary gear set is always restrained by the transmission case 30 to act as a fixed element, and a first operation element N1 and a second planetary gear set which are selectively connected to act as a transition output element of deceleration rotation. An operating element (N2) and a third operating element (N3) which is always connected to the input shaft (10) and acts as an input element; The composite planetary gear set may be selectively connected to the second operating element N2 to act as a transition input element for decelerating rotation, or may be selectively restrained by the transmission case 30 to act as a fixed element. N4) and a pair of operating elements of the composite planetary gear set are always shared, and selectively connected to the input shaft 10 to act as a transition input element of non-deceleration rotation, or the transmission case 30 Among the fifth operating element (N5), which is selectively constrained to and acts as a fixed element, the sixth operating element (N6) is always connected to the output shaft 20 to act as an output element, and the operating elements of the composite planetary gear set A power train of an automatic transmission having a seventh operating element (N7) which always shares another pair of operating elements, and which is selectively connected with the input shaft (10) to act as a transition input element of non-deceleration rotation. The method according to claim 1, The reduction planetary gear set is a first planetary gear set PG-1 of a single pinion, and the composite planetary gear set is a second planetary gear set PG-2 of a double pinion and a third planetary gear set of a double pinion ( PG-3), a power train of an automatic transmission, characterized by sharing two pairs of operating elements with each other. The method according to claim 2, The first planetary gear set PG-1, the second planetary gear set PG-2, and the third planetary gear set PG-3 are arranged in the order from the input shaft 10, and the input shaft ( 10) and the output shaft 20 is a power train of an automatic transmission, characterized in that disposed coaxially spaced apart from each other. The method according to claim 2, The seventh operating element N7 is selectively connected to the input shaft 10 via the first clutch C-1, and the fifth operating element N5 is the second clutch C-2. Is selectively connected to the input shaft 10, and the second operating element N2 is selectively connected to the fourth operating element N4 via a third clutch C-3 and the fifth operation. The element N5 is selectively restrained with respect to the transmission case 30 via the first brake B-1, and the fourth operating element N4 is the second brake B-2 via the second brake B-2. The power train of the automatic transmission, characterized in that it is selectively restrained with respect to the transmission case (30). The method according to claim 4, The first operating element N1 is composed of the first sun gear S1 of the first planetary gear set PG-1, and the second operating element N2 is the first planetary gear set PG-1. And a third carrier element (C1), the third actuating element (N3) consists of a first ring gear (R1) of the first planetary gear set (PG-1), the fourth actuating element ( N4) is composed of the second carrier C2 of the second planetary gear set PG-2, and the fifth operating element N5 is the second ring gear of the second planetary gear set PG-2. (R2) and the third carrier (CG) of the third planetary gear set (PG-3) is always connected, the sixth operating element (N6) is the third planetary gear set (PG-3) The third ring gear (R3) of the, the seventh operating element (N7) is the second sun gear (S2) and the third planetary gear set (PG-3) of the second planetary gear set (PG-2) Power train of the automatic transmission, characterized in that the connection is always made between the third sun gear (S3) of. The method according to claim 5, The first clutch C-1 is installed in parallel with respect to a path connecting the input shaft 10 and the first ring gear R1 so that the second sun gear S2 and the third sun gear S3 are installed in parallel. Powertrain of an automatic transmission, characterized in that connected to. The method according to claim 6, The second clutch C-2 is installed in parallel with respect to a path connecting the input shaft 10 and the first ring gear R1 so that the second ring gear R2 and the third carrier C3 are installed in parallel. Power train of an automatic transmission, characterized in that the The method according to claim 7, The first clutch C-1 and the second clutch C-2 may be installed in parallel with respect to a path connecting the input shaft 10 and the first ring gear R1, respectively. Power train of automatic transmission. The method according to claim 5 or 6, The second sun gear (S2) and the third sun gear (S3) is a power train of the automatic transmission, characterized in that formed integrally. The method according to claim 5, The first brake (B-1) is a power train of the automatic transmission, characterized in that installed between the transmission case (30) and the second ring gear (R2).

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