KR920005116B1 - Automatic transmission - Google Patents

Abstract

A torque converter (1) is connected to the output shaft of the engine to transmit the power of the engine through a fluid medium. A middle shaft portion (2) includes an oil pump shaft (7), a turbine shaft (8) and an output shaft (10), while first and second planet gear units (3a,3b) are disposed around the middle shaft portion (2) to vary the revolution speed of the middle shaft portion (2). The components of the first and second planet gear units (3a,3b) are driven or braked by means of a plurality of clutches (C), brakes (B) and one-way clutches (F), thereby forming a speed control device (4). With the device, a space saving effect is realized.

Description

Automatic transmission

1 is a cross-sectional view of the automatic transmission of the present invention.

2 is a schematic diagram of FIG.

3 is an operation explanatory diagram of the planetary gear unit and the control window in the case of one shift stage.

4 is an operation explanatory diagram of the planetary gear unit and the control device in the case of the two shift stages.

5 is an operation explanatory diagram of the planetary gear unit and the control window in the case of three shift stages.

6 is an operation explanatory diagram of the planetary gear unit and the control device in the case of the four shift stage.

7 is an operation explanatory diagram in the case of reverse.

* Explanation of symbols for main parts of the drawings

1: Torque Converter 2: Central Shaft

3: planetary gear unit 4: shift control device

5: transmission case 6: oil pump

7: oil pump shaft 8: turbine shaft

9: output gear 10: output shaft

11: Idle Gear 12: Automatic Gear

13a, 13b: sun gear 14a, 14b: ring gear

15a, 15b: Planetary gear 16a, 16b: Carrier

17: Middle axis 18, 19, 20: 1st, 2nd, 3rd drum

21: connecting member 22, 23: brake cylinder

F: One-way clutch C: Clutch

B: brake

The present invention relates to an automatic transmission for an automobile, and in particular, two or more shift control elements are not operated at the same time when switching to each shift stage. It relates to an automatic transmission.

Recently, the automatic transmission tends to be multi-stage, and the development of the compact and easy-to-control automatic transmission is absolutely necessary as the automobile type is adopted as the front engine driving method of the front engine.

In general, the automatic transmission is a shift control element for driving or braking each gear element of the planetary gear unit rotating around the central shaft portion is operated by the brake band and the clutch, the conventional general automatic transmission is a respective transmission Since the control elements are arranged in a line, there is a limit to miniaturizing the automatic transmission, and the disadvantage is that the length is long and the weight is large.

In addition, in the conventional shift control element, the band and the clutch or the two clutches are engaged with each other to transmit or block power. Thus, in order to operate the two shift control elements, it is difficult to control the operation time, in particular, two If the speed regulation between shift control elements is inadequate, engine flare occurs when two shift control elements fall at the same time, or dog white phenomenon occurs when two clutches are connected at the same time. It was poor.

In addition, the four-speed automatic transmission adopted in the current-driven small passenger car uses a planetary gear of the type Rabingneaux in which two sun gears, two planetary gears connected to one carrier, and one ring gear are engaged. However, this has a drawback that not only is it difficult to manufacture but also has a high noise since at least four planetary gears on two sun gears and one ring gear on two or more planetary gears are integrally manufactured.

In addition, the conventional automatic shifting is generally designed to brake the gear of the planetary gear unit with a brake band. In order to operate the brake band, a separate hydraulic valve and a piston such as a hydraulic device are required. As the weight increases, the piston also has an oil leakage problem, and there is a maintenance problem such as requiring periodic inspection to maintain a constant gap between the brake band and the drum.

Accordingly, the present invention has been invented to solve the above-mentioned problems, such that the two shift control elements do not operate at the same time at the time of shift switching, so that only one shift control element is operated at each shift stage so that shift control is easy. Its purpose is to provide an automatic transmission that is compact in structure, excellent in shifting speed, and simple in maintenance. The present invention for achieving the above object, the first and second planetary gear unit is rotated around the turbine shaft splined to the torque converter, the clutch or braking to transmit power to each gear element of the planetary gear unit The first drum is provided with a first clutch connected with a fourth clutch for driving the sun gear of the first planetary gear unit and a third one-way clutch for controlling the first gear of the first planetary gear unit. A second drum having a second clutch for driving a ring gear of the first planetary gear unit on an inclined outer side of the drum, and a connecting member connected to the sun gear of the second planetary gear unit on an inclined outer side of the second drum; A third drum having a third clutch for driving the splines is splined to the turbine shaft, respectively, and braking the carrier of the second planetary gear unit to the outer periphery of the planetary gear unit. A fourth drum provided with a first brake to be turned on together with the first one-way clutch, and a third brake and a second one direction for braking the connecting member fixed to the sun gear of the second planetary gear unit around the outer side of the first drum; A fifth drum provided with a second brake connected via a clutch is fixed inside the transmission case.

The first clutch and the third one-way clutch are installed on the inner outer side of the first drum, and a fourth clutch is installed between the inner inside of the first drum and the first clutch so that two clutches are provided in one drum. And one unidirectional clutch are installed, making it compact.

Similarly, the third brake is installed inside and outside the fifth drum, and a second brake and a second one-way clutch are provided between the inside and the third brake of the fifth drum. And one unidirectional clutch, the structure is compact.

Meanwhile, when the first clutch is operated in the first drum, the sun gear of the first planetary gear unit is driven through the one-way clutch so that the driving force transmitted by the first clutch is bypassed in one direction. At this time, when the fourth clutch is operated simultaneously, the sun gear is rotated in the same direction as the turbine shaft by the fourth clutch.

In the fifth drum and the fourth drum, which are similar in structure to the first drum, the brake is configured to brake the sun gear or the carrier of the second planetary gear unit via the one-way clutch. The braking force of the brake is bypassed by the one-way clutch so that the gear element on which the braking force is applied restrains rotation in one direction. By bypassing this, an appropriate engine brake is generated.

In addition, in the automatic transmission of the present invention, one clutch or one brake is operated at every gear shift, and the one-way clutch is also operated by operating the clutch or brake, so that the control time generated when the two transmission elements are controlled. In addition to alleviating difficulties, shifting feelings also improved.

And because each brake of the control device is a disk-type plate, the hydraulic device and piston for operating the brake band is unnecessary, so that the number of parts is reduced and the oil leakage problem is eliminated. Regular checks to maintain a constant gap between them have become unnecessary.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

As shown in FIG. 1, the automatic transmission of the present invention has an image on the basis of the horizontal center line C1. While forming a lower symmetry, the structure is a torque converter (1) for transmitting the power of the engine output shaft (Es) through the kinetic energy of the fluid as shown in Figures 1 to 2, and a plurality of power transmission shaft The central shaft portion (2), which is arranged in the horizontal direction at the center and transmits power in the horizontal direction, directly with the central shaft portion (2). Transmission gear unit 3 which indirectly connects and converts the torque and driving speed of the power transmitted from the engine. Each element of the transmission gear unit 3 is fixed or opened to allow power to be transmitted or braked. It consists of a power transmission control device 4 for controlling the connection state of each transmission gear element for transmitting power, and a transmission case 5 for receiving and protecting all of them.

Here, the central shaft portion 2 is composed of a plurality of power transmission shafts, that is, being disposed at the center side and directly connected to the output shaft Es of the engine to switch the gear coupling arrangement state of the transmission gear unit 3. The oil pump shaft (7) installed across the automatic transmission to drive the oil pump (6) for generating the necessary pressure oil for the purpose, and the torque is inserted to rotate relative to the outside of the oil pump shaft (7) Connection via output spline (1a) and spline (1b) of converter (1). The driven shaft 8, which is disposed on the outside of the turbine shaft 8, transmits the power transmitted from the transmission gear unit 3 to the transmission gear 9 through the idle gear 11 and the differential gear 12. It is composed of an output shaft (10) that delivers to the axle (not shown) through the medium.

In addition, the transmission gear unit 3 is a simple type composed of the first planetary gear unit 3a and the second planetary gear unit 3b, as shown in FIGS. 1 and 3 to 7. Each of the planetary gear units 3a and 3b has a central sun gear 13a and 13b and a ring gear 14a and 14b having the most teeth while being rotated on the same central axis as the sun gear 13a and 13b. ), A plurality of planetary gears 15a and 15b which rotate and rotate between the sun gears 13a and 13b and the ring gears 14a and 14b (only one is shown for each gear unit in the figure), and these planets Carriers 16a and 16b connected to the center rotation shafts 15a and 15b of the gears 15a and 15b to support the planetary gears 15a and 15b and to transmit power while rotating around the sun gears 13a and 13b. The ring gear 14a of the first planetary gear unit 3a has a cylindrical connecting member 17 with the carrier 16b of the second planetary gear unit 3b. And the carrier 16a of the first planetary gear unit 3a and the ring gear 14b of the second planetary gear unit 3B are connected to each other by a connecting means such as a dog clutch or the like. 10 and spline respectively.

In addition, the power transmission control device 4 which selectively transmits power or selectively brakes each gear element of the planetary gear units 3a and 3b includes a plurality of clutches C ₁ , C ₂ , and C _3. , C ₄ ) and brakes B ₁ , B ₂ , B ₃ and one-way clutches F ₁ , F ₂ , wherein the clutches C ₁ , C ₂ , C ₃ , C ₄ are braked to the clutch drum. (B ₁ , B ₂ , B ₃ ) are mounted on the brake cylinders respectively.

The clutch drum may include a first drum 18 splined to the turbine side 8, a second drum 19 connected to the first drum 18 to rotate together with a dog clutch, and a second drum 19. It consists of a third drum (20) fixedly connected to the drum (19) by means of a bolt, etc., the first clutch (C ₁ ) made of a multi-plate type is installed inside and outside the first drum (18), Inside the first drum 18, a fourth clutch C ₄ , which is also a multi-plate type, is mounted, and the first clutch C ₁ has a cylindrical shape with a third one-way clutch F ₃ interposed therebetween. The fourth planetary gear unit 3a is splined to the first planetary gear unit 3a via a connecting member 18a of the turbine member, and the fourth clutch C ₄ is also splined to the connecting member 18a to allow the turbine shaft 8 to be splined. the first clutch is the power transmitted to the first drum (18) from from (C ₁₎ and / or the connecting member (18a) via a fourth clutch (C ₄₎ and the spline Results A it is give drives the sun gear (13a).

Said second drum (19) inside the second There second clutch (C ₂₎ is provided, the second clutch (C ₂₎ is a first planetary ring gear (14a) and also a cylindrical connecting member of the gear unit (3a) The ring gear 14a and the ring carrier 16b of the second planetary gear unit 3b connected to the ring gear 14a are connected to each other through the third drum (19a). 20) inside of the third clutch (C ₃₎ is installed bar, the third clutch (C ₃₎ is intermediate the sun gear (13b) and the connecting member 21 of cylindrical shape of the second planetary gear unit (3b) Is connected.

Meanwhile, in the above-described bar, the second clutch C ₂ and the third clutch C ₃ are also multi-plate clutches, and thus, the first, second, third, and fourth clutches C ₁ , C ₂ , C ₃ , and C ₄ . Are all multi-plate clutches, and the driving plate Ca and the driven plate Cb are engaged with each other to transfer or short-circuit power.

In addition, two brake cylinders 22 and 23 having brakes B ₁ , B ₂ and B ₃ which lock the predetermined elements of the planetary gear units 3a and 3b are fixed in the transmission case 5. The first brake cylinder 22 is formed such that a part of the body of the transmission case 5 extends in the circumferential direction in the circumferential direction from the second planetary gear unit 3b and is integral with the transmission case 5. In addition, the second brake cylinder 23 is fixed to the position by the fixing ring 23a while a separate inverted "c" cylindrical member is press-fitted in front of the brake cylinder 22.

Meanwhile, a first unidirectional clutch F ₁ having a sprag Fs ₁ is disposed in the first brake cylinder 22, and the inner support race Bla of the first brake B ₁ is disposed in the first brake cylinder 22. It is fixedly connected to the inner race (F ₁ a) of the one-way clutch (F _1), the carrier (16b of the first one-way clutch (F ₁₎ an inner race (F ₁ a) is said second planetary gear unit (3b) of ), The carrier 16b controls the sprag Fs ₁ of the first one-way clutch F ₁ to rotate only in one direction of the non-locked side, and the first brake cylinder 23, the second brake (B ₂ ), the third brake (B ₃ ) and the second one-way clutch (F ₂ ) is installed, the second brake (B ₂ ) and the second one-way clutch (F ₂ ). Is designed to use one inner race B ₂ a in common, and the outer race of the second one-way clutch F ₂ has one end thereof inward of the third brake B ₃ . The other end of the race B ₃ a is arranged to form a driven plate of the third clutch C ₃ embedded in the third drum 20, and the third brake B ₃ The inner race B ₃ a of the third clutch C ₃ is connected via the sun gear 13b of the second planetary gear unit 3b and the connecting member 21.

Accordingly, the sun gear 13b of the second planetary gear unit 3b may be braked by the third brake B ₃ or the second one-way clutch F ₂ together with the sword by the second brake B ₂ . The rotation is prevented when the spike F ₂ a of) is locked. That is the second case when the brake (B ₂₎ is to hang the brake has to be able to rotate only the side that is not locked and the second one-way clutch (F ₂₎ orientation, and the third brake (B ₃₎ is to hang the brake, the Since the connecting member 21 is not able to be the last because it is connected to the inner race B ₃ a of the third brake B ₃ , the sun gear of the second planetary gear unit 3b connected to the connecting member 21 is splined ( 13b) does not rotate.

On the other hand, the first, second and third brakes B ₁ , B ₂ and B ₃ are also multi-plate like the clutch C, and the brakes B ₁ , B ₂ and B ₃ and the clutch C are ₁ , C ₂ , C ₃ are designed to be interrupted by the respective hydraulically actuated pistons BP ₁ , BP ₂ , BP ₃ , CP ₁ , CP ₂ , CP ₃ , CP ₄ .

Next, the first and second planetary gear units 3a and 3b are operated according to the gear shifting stage and the shift lever position of the automatic transmission of the present invention configured as described above, while the respective operating elements of the power transmission control device 4 operate differently from each other. The process of shifting the power drawn out by changing the arrangement of the operation gear of) will be explained with reference to the following Table-1.

TABLE 1

Note the car in table-1 above. When the vehicle is stopped, the selector lever is in the P range, and when it is reversed, it is in the R range, and in the N range when it is in a neutral state without gear engagement. When the car is driven, the D range and the 3, 2 and 1 ranges should be selected according to the driving condition. In the D range, there are 1, 2, 3 and 4 gear shift stages, and in the 3 range, 1 is selected. In the 2nd, 3rd, and 2nd ranges, there are gear shifting stages of 1st, 2nd, and 1st range, and the 1st, 2nd, 3rd, and 4th gearshift stages are the range Since the same gear shifting arrangement is achieved regardless of the range, in the following description, D, 3, 2, 1, and the range will be described separately for each gear shift stage without distinguishing each range.

In addition, in Table-1, the 0 mark for each operating element means that the corresponding operating element is operated at the gear shifting stage, and the △ table does not have direct operation effect at the corresponding shifting stage, In addition, the shifting element is shown to be engaged in advance in order to make shifting easy and to improve the feeling of shifting.

First, the case where the gear shift stage in the D, 3, 2, and 1 range is the first stage will be described with reference to FIG.

The gear shift stage of the first stage is a gear arrangement in which power transmission is performed when the vehicle starts and starts or the load is large. In this stage, the first clutch C ₁ and the third clutch of the first drum 18 are provided. The one-way clutch F ₃ and the fourth clutch C ₄ are operated, and the first and fourth clutches C ₁ and C ₄ operate the hydraulic pistons PC ₁ and PC ₄ , respectively. By bringing the driven plate Cb of the clutches C ₁ and C ₄ into contact with the driving plate Ca, the power transmitted from the turbine shaft 8 to the first drum 18 is transferred through the connecting member 18a. The sun gear 13a of the one planetary gear unit 3a is driven. In this case, the third one-way clutch F ₃ has both the driving plate F ₃ a and the driven plate F ₃ b of the engine output shaft. therefore it rotated in the same direction as the rotation direction, both of these plates ₍₃ F a, F b ₃₎ sprocket plug (Fs ₃₎ is let be tightly locked sandwiched between the third one-way large Value (F ₃₎ is not being complete the power transmission via the addition of the fourth clutch (C ₄₎ a through bar that causes the complete power is delivered, which is in a state the car is that a stationary or other power that does not move is passed When power starts to be transmitted at the first stage of power transmission, the first clutch C ₁ transmits power through the third one-way clutch f ₃ , where some slip occurs first. The sun gear 13a of the planetary gear unit 3a rotates slightly, and then the complete power is transmitted through the fourth clutch C ₄ so as to reduce the impact due to the initial first gear shift.

The operation control for this operation is made by the first clutch piston (CP ₁ ) is first operated by a separate hydraulic control device, and then the fourth clutch piston (CP ₄ ) is sequentially operated with a slight time difference. .

Therefore, the turbine shaft 8, which is splined to the torque converter ₁ , is rotated together with the first drum 18 and the first and fourth clutches C ₁ and C _{4 while the} sun gear of the first planetary gear unit 3a is rotated. (13a) is driven, and the sun gear 13a supports the planetary gear 15a and the planetary gear 15a and drives the carrier 16a connected to the output shaft 10 to drive the output shaft ( 10) will be driven. This power transfer process is indicated by an arrow in FIG.

Since the carrier 16a of the first planetary gear unit 3a and the ring gear 14b of the second planetary gear unit 3b are connected to the output shaft 10, respectively, the rotation direction of the output shaft 10 Is coincident with the arrow direction of the second ring gear 14b shown in FIG. 3, and the ring gear of the second planetary gear unit 3b together with the carrier 16a of the first planetary gear unit 3a. As the 14b rotates, the ring gear 14b of the second planetary gear unit 3b rotates, whereby the planetary gear 15b and the sun gear 13b of the second planetary gear unit 3b are the ring gears. The rotation of the 14b causes a force to be driven together, but if the planetary gear 15b is rotated, the planetary gear 5b rotates in the driving direction of the engine output shaft while being rotated about the sun gear 13b. To rotate in the direction opposite to the rotational direction of the engine output shaft, in which case the first one-way clutch F ₁ is locked, so Not only does the rear 16b not move, but the planetary gear 15b supported by the carrier 16b rotates on the spot and cannot idle.

Therefore, the connecting member 17 to which the opposite end of the planetary gear 15b of the carrier 16b is connected also cannot rotate, as well as the ring of the first planetary gear unit 3a connected to the connecting member 17. Since the gear 14a is not rotated and remains fixed, only the sun gear 13a and the planetary gear 15a are rotated and air rotated while transmitting power.

However, the sun gear 13b rotating in engagement with the planetary gear 15a of the second planetary gear unit 3b rotates, as well as a cylindrical connecting member 21 splined to the sun gear 13b. In this case, the third clutch C ₃ and the third brake B ₃ rotate in the idling state because they are not engaged with the driving plate and the driven plate.

At this time, since the direction in which the connecting member 21 rotates is opposite to the rotation direction of the engine output shaft, the second one-way clutch F ₂ connected to the third brake B ₃ is not locked so that the connecting member ( 21 can freely rotate.

However, when the first range is selected or when the vehicle runs downhill in another range, for example, when the speed of the axle becomes faster than the speed of the output shaft 10, the selector lever has a shift range of 1 to apply the engine brake. When the first brake B ₁ is further operated by adjusting only one range, the carrier 16b of the second planetary gear unit 3b is fixed so that the carrier 16b can be rotated in any direction. Unexpected engine brakes will result.

Next, a case where the gear shift stages in the D range and the 3 and 2 ranges are two gears will be described with reference to FIG.

As shown in FIG. 3, when the speed of the vehicle is gradually increased to two speeds, the second brake piston BP ₂ is operated by a separate electronic control device and a hydraulic control device (not _shown ). When oil is supplied and the second brake B ₂ is locked, the connecting member 21, which is splined to the sun gear 13b, tries to rotate together with the sun gear 13b in the opposite direction to the engine output shaft. The second one direction in which the slag Fs ₂ is arranged in the opposite direction LH from the first and third one-way clutches F ₁ and F ₃ in which the lags Fs ₁ and Fs ₃ are arranged in the RH direction. The clutch F ₂ is locked so that the sun gear 13b together with the connecting member 21 stops in place, and thus the planetary gear 15b that rotates along the outer circumferential surface of the sun gear 13b. ) And carrier 16b are different from those of the first stage. And it is idle for rotation in the same direction as the rotation direction of the binary output shaft.

Therefore, the first one-way clutch F ₁ , which has been locked at the first end, is released. That is, the second one-way clutch F ₂ plays the role of the first one-way clutch F ₁ in the first stage.

Then, the power transmission process from the turbine shaft (8) is the first planetary gear unit through the first clutch (C ₁ ), the third one-way clutch (F ₃ ) and the fourth clutch (C ₄ ) as in the first stage It is transmitted to the sun gear 13a of (3a), wherein the carrier 16b and the planetary gear 15b of the second planetary gear unit 3b are rotatable in the same direction as the engine output shaft and the sun gear 13b Since the connecting member 21 is locked by the second one-way clutch F ₂ , the power transmitted to the sun gear 13a is transmitted to the ring gear 14a through the planetary gear 15a, thereby providing the ring gear. It is transmitted to the planetary gear 15b through the connecting member 17 connecting 14a and the planetary gear 15b of the second planetary gear unit 3b to drive it.

As such, when the ring gear 14a of the first planetary gear unit 3a and the carrier 16b of the second planetary gear unit 3b rotate together, the second drum 19 connected to the ring gear 14a is rotated. Since the second clutch C ₂ is not locked, the ring gear 14a and the carrier 16b can freely rotate.

Then, although power is transmitted to the planetary gear 15b of the second planetary gear unit 3b, the sun gear 13b meshed with the planetary gear 15b receives the second brake B ₂ and the second one-way clutch ( Since it is locked in the opposite direction by F ₂ ), the sun gear 13b does not rotate in the end, while the planetary gear 15b rotates in the rotational direction of the engine output shaft with the sun gear 13b as the center. The side ring gear 14b is also rotated in the same direction.

Therefore, the power transmitted from the engine output shaft to the turbine shaft 8 is controlled by the first planetary gear unit 3a via the first and fourth clutches C ₁ and C ₄ and the third one-way clutch F ₃ . The sun gear 13a is driven, and the driving force transmitted to the sun gear 13a drives the ring gear 14a and the carrier 16b of the second planetary gear unit 3b via the planetary gear 15a. The ring gear 14b, which is engaged with the outer side of the planetary gear 15b by the rotational force rotating in the engine output shaft direction of the planetary gear 15b of the second planetary gear unit 3b, is also rotated in the engine output shaft. Since it is driven by, the ring gear 14b and the output shaft 10 connected through the connecting member 10a is to rotate together.

In addition, in the second stage, the engine brake is required as in the first range and the first stage, and if the driving speed of the vehicle is faster than the driving speed of the output shaft 10 while driving in the second stage, such as in a downhill, By detecting the electronic control device to operate the third brake piston (BP ₃ ) hydraulically. By preventing the sun gear 13b of the second planetary gear unit 3b from rotating, the possibility of the sun gear 13b being reversed is excluded, thereby causing engine braking.

The following three stages will be described with reference to FIG.

When the speed of the vehicle becomes faster even in the second stage of operation as shown in FIG. 3, the electronic controller detects this and hydraulically operates the second clutch piston (CP ₂ ) to lock the second clutch (C ₂ ). The first clutch C ₁ , the third one-way clutch F ₃ and the fourth clutch C ₄ of the first drum 18 are already locked in the first and second stages of the first and second stages. Since the second clutch C ₂ embedded in the drum 19 is additionally locked, the sun gear 13a and the ring gear 14a of the first planetary gear unit 3a are moved together in the same direction and at the same speed. do.

When the sun gear 13a and the ring gear 14a rotate together, the planetary gear 15a rotates together in a fixed position without changing the relative position between the sun gear 13a and the ring gear 14a. Therefore, it outputs as it is by driving the output shaft 10 to which the carrier 16a provided in the shaft 15a ₁ of this planetary gear 15a is connected.

At this time, the first brake B ₁ , the second brake B ₂ , and the third brake B ₃ , which are connected through the ring gear 14a and the connecting member 17 of the first planetary gear unit 3a. Are all released and the third clutch C ₃ is also released, so that not only the planetary gear 15b connected to the connection member 17 but also the sun gear 13b connected to the connection member 21 may be used. Since they rotate together in the rotational direction of the engine output shaft, their rotation is freely locked in the idling state without being locked by the first and second one-way clutches F ₁ and F ₂ .

However, in the case of operating in two stages and shifting to three stages, the connecting operation of the second clutch C ₂ and the releasing operation of the second brake B ₂ should be performed at the same time. It is difficult to match it, and if the operating time is not matched, the shifting feeling becomes worse, so in order to remove this unpleasant shifting feeling, only the second clutch C ₂ is connected and the first brake B ₂ is locked at the second stage. Leave it as it is, and move on to step 3. Thus, even if power is transmitted as described above in the state where the second brake B ₂ is locked, the second one-way clutch F ₂ is locked as long as the rotation direction of the connection member 21 is not opposite to the rotation direction of the engine output shaft. There is no problem in operation at all.

In addition, even when the gear is shifted from the third gear to the second gear, only the second clutch C _{2 needs} to be released in the state where the second brake B ₂ is in the connecting operation.

On the other hand, since the engine brake operation in the third stage is in a state where the second brake B ₂ is already locked, the driving speed of the driven shaft becomes faster than the driving speed of the output shaft 10 during driving, so that the sun gear ( 13b) and the connecting member 21 connected to the sun gear 13b rotate in the opposite direction, the third one-way clutch F ₃ is operated to lock the engine brake. Therefore, in this three stage, there is no need to operate a separate operating element for the engine brake operation.

Next, the case of the fourth stage will be described with reference to FIG.

In the fourth stage, as shown in Table-1, in the third stage, the first and fourth clutches C ₁ and C ₄ are released and the second clutch C ₂ and the third brake B ₃ are locked. However, in this case, if the first clutch C ₁ and the second brake B ₂ are kept in the locked state at the third stage in order to improve the feeling of shifting, the driving force of the turbine shaft 8 is the second clutch C. ₂ ) is transmitted to the ring gear 14a of the first planetary gear unit 3a, and the driving force transmitted to the ring gear 14a is transferred to the carrier of the second planetary gear unit 3b through the connecting member 17. 16b and the planetary gear 15b are driven, and the planetary gear 15b drives the outer ring gear 14b to drive the output shaft 10 that is splined with the ring gear 14b.

In this process, since the third brake B ₃ is locked, the connecting member 21 and the sun gear 13b of the second planetary gear unit 3b that are splined to the connecting member 21 do not rotate. The planetary gear 15b meshed with the two-speed gear 13b is driven by the rotational direction of the connecting member 17 which is the same as the rotational direction of the engine output shaft while riding on the circumferential surface of the sun gear 13b. The first brake B ₁ restraining the operation of the planetary gear 15b and the connecting member 16b connected thereto is released, and the planetary gear 15b does not lock the second one-way clutch F ₂ . Since it rotates to be able to transmit the driving force to the ring gear (14b) while rotating freely.

In the operation process of the first to fourth stages as described above, the engine brake operation is performed only in the first range first stage, the second range second stage, and the third range third stage, but not in the D range. This is because the oil pressure is supplied to the hydraulic actuator which detects this when the top speed of the range reaches the upper speed and selects the corresponding range and operates the related operating element.

Next, the reverse case will be described with reference to FIG.

When the selection lever is set to reverse (R), the third clutch C ₃ and the first brake B _{1 of} the third drum 20 are locked by the pistons CP ₃ and BP ₁ . Accordingly, the sun gear 13b of the second planetary gear unit 3b is connected through the turbine shaft 8, the third clutch C ₃ and the connecting member 21 to rotate in the same direction as the rotation direction of the engine output shaft. Since the planetary gear 15b rotating in engagement with the sun gear 13b rotates in the direction opposite to the rotational direction of the engine output shaft, the carrier 18b supporting the planetary gear 15b is therefore also a planetary gear 15b. You are forced to rotate along the direction of rotation. However, since the carrier 16b is already locked by the first brake B ₁ , the planetary gear 15b does not rotate while being supported by the carrier 16b and rotates only while the outer ring gear ( The driving force of the reverse direction is transmitted to 14b), and the ring gear 14b also drives the reverse direction by transmitting the power of the same reverse direction.

The gear ratio calculation formula for calculating the axial force speed in accordance with the gear ratio of the gear disposed on the path through which power is transmitted at each of the blind speed shift stages is shown as Table-2.

TABLE 2

Where X = SA (IB + SB) = SA (IB + SB) /IA.SB, SA is the number of teeth of the first sun gear 13a, SB is the number of second sun gear teeth, IA is the number of first planetary gear teeth, IB is the second planetary gear number. In the gear ratio calculation formula of Table 2, when the gear shift stage has three stages, the gear ratio becomes "1" because the input and output ratios are almost 1: 1, and the fourth stage has a denominator value higher than the numerator value. It is larger than "1" while the second stage is larger than "1" because the molecular value is larger than the denominator value, and the first stage becomes larger than the gear ratio value in the second stage. As the gear ratio gets smaller, the output speed gets faster.

As described above, the automatic transmission of the present invention does not operate two clutches simultaneously or shifts the brakes and the clutches at the same time as a shift control element (operating element), and only one clutch or one brake operates. While the one-way clutch is selectively engaged with the clutch or brake according to the rotational direction of the gear, the dog white generated when the two shifting elements fall simultaneously or the dog white generated when the two shifting elements are connected at the same time. The phenomenon is prevented from occurring and the shift speed is improved, and the shift control becomes easy, and the excellent control characteristics are equally maintained even when the shift stage is skipped, such as in case of continuous shift or rapid start or rapid acceleration. do.

Table 3 below shows the operating elements operated in the shifting process of the gear shift stage as described above.

TABLE 3

The planetary gear unit 3 of the present invention operated as described above can solve the manufacturing difficulties and noise problems by adopting a simple type planetary gear, and the first, second and third drums splined to the turbine shaft 8 ( 18, 19, and 20 are integrally formed with the transmission case 5 or arranged inside the first and second brake cylinders 22 and 23 installed therein, thereby making efficient use of space and compact structure. .

In addition, the first clutch C ₁ and the third one-way clutch F ₃ are disposed in the radial direction of the inner side of the first drum 18. The radially inner side and the first inner side of the first drum 18 are installed. The fourth clutch C ₄ is installed between the clutches C ₁ , while the third brake B ₃ is installed on the radially outer side inside the second brake cylinder 23, and the second brake cylinder 23 is provided. In the drum or brake cylinders 18 and 23, a second brake B ₂ and a second one-way clutch F ₂ are provided between the inner radial direction and the third brake B ₃ . Two clutches (C ₁ , C ₄ ) and one one-way clutch (F ₃ ) or two brakes (B ₂ , B ₂ ) and one one-way clutch (F ₂ ) are installed, resulting in a compact structure. The shorter the transmission, the lighter the weight.

Meanwhile, when the first clutch C ₁ is operated in the first drum 18, the sun gear 13a of the first planetary gear unit 3a is driven through the third one-way clutch F ₃ . The driving force transmitted by the first clutch C ₁ is transmitted, and when the fourth clutch C ₄ is operated simultaneously, the sun gear 13a is driven by the fourth clutch C ₄ and the turbine shaft 8. It will rotate in the same direction.

Similarly, in the first brake cylinder 23 or the fourth brake cylinder 22, the brakes B ₁ and B ₂ are provided with the sun gear 13b of the second planetary gear unit 3b through the one-way clutches F ₁ and F ₂ . B. The carrier 16b is braked, so that only the first one-way clutch F ₁ is automatically locked in accordance with the rotational direction of the associated gear without locking the first brake B ₁ . When the rotation in the direction is restrained to generate the engine brake and the second brake B ₂ is operated, the braking force of the brake B _z is also controlled by the first one-way clutch F ₁ . By automatically locking in accordance with the rotation direction of the rotation in one direction is constrained, if necessary, the third brake (B ₃ ) is operated to generate an appropriate engine brake.

In addition, the present invention does not require a hydraulic device for operating the brake band by using the disc type clutch without using the brake band, and also regularly checks and repairs to maintain a constant gap between the brake band and the drum. There is no need to do.

As described above, the present invention has a structure in which the clutch drums 18, 19, and 20 are arranged inside the brake cylinders 22 and 23, thereby increasing the space efficiency and having a compact structure. Since only the clutch (C) or brake (B) and one one-way clutch (F) need to operate, it is easy to shift and has a good feeling of shifting, and does not require any additional equipment required for the use of brake bands. The effect of reduced maintenance can be obtained.

Claims (3)

Torque converter (1) connected to the output shaft of the engine to transfer the rotational force through the fluid, the central shaft portion (2) provided with the oil pump shaft (7), the turbine shaft (8) and the output shaft (10), the central shaft portion (2) the first and second planets comprising sun gears 13a and 13b and regear 14a and 14b, planetary gears 15a and 15b and carriers 16a and 16b arranged around them to vary the rotation speed. A shift control device comprising a plurality of clutches (C), a brake (B), and a one-way clutch (F) to drive or brake the gear units (3a, 3b) and the respective gear elements of the planetary gear units (3a, 3b). (4) and, the fourth transmission (C ₄ ) for driving the sun gear (13a) of the first planetary gear unit (3a) in the automatic transmission comprising a transmission case (5) for wrapping and supporting the various parts; a third one-way clutch (F ₃₎ a first clutch connected to the parameter (C ₁₎ is built-in the first drum 18 and, a first the outside of the drum (18) 1, the second clutch that drives the ring gear (14a) of the planetary gear unit (3a) (C ₂₎ is built-in the second drum 19 and, the second the second planetary gear on the outside of the drum (19) The turbine shaft 8 of the central shaft portion 2 includes a third drum 20 having a third clutch C ₃ therein for driving the connecting member 21 connected to the sun gear 13b of the unit 3b. A first brake (B ₁ ) and a first one-way clutch (F ₁ ) which are splined to and brake the carrier 16b of the second planetary gear unit 3b around the outer side of the planetary gear units 3a and 3b. ₁ ) the first brake cylinder 22, which is installed therein, is integrally formed with the transmission case 5, and connected to the sun gear 13b of the second planetary gear unit 3b on the outer periphery of the drum 18; The fifth brake cylinder 23 in which the second brake B ₂ is connected to the third brake B ₃ and the second one-way clutch F ₂ for braking the member 21 is installed. 5) insert into An automatic transmission, characterized in that fixed. According to claim 1, wherein the third brake (B ₃ ) is provided on the inner outer side of the second brake cylinder (23), the second brake (B ₃ ) and the inside of the fifth drum between the second brake ( B ₂ ) Automatic transmission characterized in that the installation. The automatic transmission according to claim 1 or 3, wherein the second brake (B ₂ ) is connected to the third brake (B ₃ ) via the second one-way clutch (F ₂ ).

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