KR100302744B1 - Gear train for automatic transmission - Google Patents

Abstract

SUMMARY OF THE INVENTION An object of the present invention is to provide a gear train for an automatic transmission that reduces the number of friction elements, thereby pursuing small size and light weight, and removes high-speed rotating elements during overdrive to improve power efficiency and durability.

A gear train for an automatic transmission according to the present invention includes a first variable variable element connected to the input shaft and the transmission housing, an element variable variable connected to the input shaft separately from the element, and a fixed element connected to the transfer drive gear for transmitting power to the output shaft. Planetary gears;

An element fixedly connected to the transmission housing, an element variably connected to the input shaft, an element variably connected to the transmission housing, an element variably connected to one element of the first planetary gear, an element fixedly connected to one element of the first planetary gear and variably connected to the input shaft A second planetary gear having;

The first and second planetary gears, which are fixed and variably connected as described above, transfer specific inputs of the first and second planetary gears to the transfer drive gear by shifting the inputs transmitted to the input shaft to the 5th forward and the 1st reverse gear and transmitting them to the input shaft and the input shaft. And first and second brakes for variably connecting specific elements of the first and second planetary gears to the transmission housing.

Description

Gear train for automatic transmission

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gear train for an automatic transmission, and more particularly, to a gear train for an automatic transmission that efficiently combines a clutch, a brake, and a planetary gear to remove a high-speed rotating element in a compact, lightweight structure and overdrive. .

In general, an automatic transmission is configured to automatically realize a multi-stage shift by controlling each element of a compound planetary gear, which is operated and deactivated by a hydraulic control system controlled by a transmission control unit (TCU), connected thereto. .

Such a gear train is commonly referred to as a combination of a planetary gear and a friction element to realize multi-stage shifting.

These gear trains are configured in various ways according to the target gear shifts to be realized. Generally, a gear train that realizes 5 forward speeds and 1 reverse speed has a peripheral speed portion and a sub transmission speed, and is composed of three planetary gears and seven friction elements.

Since the gear train for the automatic transmission has a large number of friction elements to realize multi-stage shifting, the gear train has a large weight, and there is an element that rotates at a higher speed than the output element at the time of overdrive, thereby reducing power efficiency and durability. There are disadvantages.

Therefore, the present invention was created in order to avoid the above disadvantages, and an object of the present invention is to reduce the number of friction elements, thereby pursuing small size and light weight, and removing high-speed rotating elements during overdrive to improve power efficiency and durability. It is to provide a gear train for an automatic transmission.

In order to realize this, the gear train for an automatic transmission according to the present invention includes two planetary gears fixed and variably connected to specific elements; It includes six friction elements that variably connect the input shaft, transfer drive gear, each element of the planetary gear, and the transmission housing to control the 5 forward speed and 1 reverse speed.

More specifically, the gear train for an automatic transmission according to the present invention

A first planetary gear having an element variably connected to the input shaft and the transmission housing, an element variably connected to the input shaft separately from the element, and an element fixedly connected to the transfer drive gear transmitting power to the output shaft;

An element fixedly connected to the transmission housing, an element variably connected to the input shaft, an element variably connected to the transmission housing, an element variably connected to one element of the first planetary gear, an element fixedly connected to one element of the first planetary gear and variably connected to the input shaft A second planetary gear having;

The first and second planetary gears, which are fixed and variably connected as described above, transfer specific inputs of the first and second planetary gears to the transfer drive gear by shifting the inputs transmitted to the input shaft to the 5th forward and the 1st reverse gear and transmitting them to the input shaft and the input shaft. Clutch means for variably connecting particular elements to one another, and brake means for variably connecting particular elements of the first and second planetary gears to the transmission housing.

BEST MODE Hereinafter, preferred configurations and operations of the present invention will be described in detail with reference to the accompanying drawings.

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

2 is a friction element operation table for each shift stage of a gear train for an automatic transmission according to the present invention.

FIG. 3 is a speed diagram showing speed ratios at speeds D, 1,2, and 3 of the gear train for an automatic transmission according to the present invention. FIG.

4 is a speed diagram showing the speed ratio at the D range 4 and 5 speeds of the gear train for an automatic transmission according to the present invention.

Fig. 5 is a speed diagram showing the speed ratio at R range 1 speed of the gear train for automatic transmission according to the present invention.

<Explanation of symbols for the main parts of the drawings>

1: input shaft, 3: transmission housing, 5: transmission drive gear, B1, B2: 1st, 2nd brake, C1, C2, C3, C4: 1st, 2, 3, 4 clutch, PG1, PG2: 1st, 2 planetary gear

1 is a configuration diagram of a gear train for an automatic transmission according to the present invention, and is configured to realize five forward speeds and one reverse speed with two planetary gears and six friction elements.

That is, the gear train of the present configuration includes clutch means for variably connecting the first and second planetary gears PG1 and PG2 and specific elements of the first and second planetary gears PG1 and PG2 to the input shaft 1 and the specific element. First, second, third and fourth clutches C1, C2, C3 and C4 and first and second brakes B1 and B2 which are brake means for variable connection to the transmission housing 3;

The first planetary gear PG1 is fixedly connected to an element that is variably connected to the input shaft 1 and the transmission housing 3, an element that is variably connected to the input shaft 1, and a transfer drive gear 5 that transmits power to the output shaft. It has an element

The first planetary gear (PG1) is composed of a single pinion planetary gear, the sun gear (S1) thereof by the first clutch (C1) and the first brake (B1) to the input shaft (1) and the transmission housing (3), respectively. It is variably connected, the carrier Ca1 is variably connected to the input shaft 1 by the second clutch C2, and the ring gear R1 is fixedly connected to the transfer drive gear 5 connected to the output shaft.

The second planetary gear PG2 is fixedly connected to the transmission housing 3, the input shaft 1 is variably connected to the transmission housing 3, and is connected to one element of the first planetary gear PG1. And an element fixedly connected to one element of the first planetary gear PG1 and variably connected to the input shaft 1.

The second planetary gear (PG2) is composed of a single pinion planetary gear, its sun gear (S2) is fixedly connected to the transmission housing (3), the carrier (Ca2) is the input shaft (1), the transmission housing (3), the first The ring gear R1 of the first planetary gear PG1 is variably connected to each other by the fourth clutch C4, the second brake B2, and the third clutch C3, and the ring gear R2 is connected to the first planetary gear. And fixedly connected to the carrier Ca1 of the PG1 and variably connected to the input shaft 1.

In the gear train for the automatic transmission configured as described above, the transmission control unit (TCU) controls the hydraulic control system according to the driving state of the vehicle such as the vehicle speed and the throttle opening, so that the first, second, third and fourth clutches C1, C2, C3, C4 and the first and second brakes B1 and B2 are selectively operated and released as shown in FIG. 2 to realize the fifth forward speed and the first reverse speed.

That is, since the third clutch C3 is operated in the D range 1,2 speed state, the first and second planetary gears PG1 and PG2 are configured to move the first lever L1 as shown in FIG. 3 according to the lever analysis. To form.

The first lever L1 is represented by first, second, third, and fourth nodes N1, N2, N3, and N4, which represent respective elements of the first and second planetary gears PG1 and PG2. The relationship with the planetary gear which each of these nodes means is replaced by the illustration of FIG.

(D range 1 speed)

In the D range 1 speed, since the third clutch C3 and the first clutch C1 are operated, the first node N1 is an input element and the fourth node N4 is a reaction element.

Accordingly, when the position of the input of the first node N1 and the fourth node N4 are connected, the first speed line l1 is obtained. At this time, the size of the vertical direction in the third node N3 as the output element is the speed ratio D1 of the decelerated D range 1 speed.

(D-range 2 speed)

When the driving state of the vehicle is the second speed condition in the D range 1 speed as described above, the transmission control unit TCU releases the first clutch C1 while the third clutch C3 is operated and the second clutch C2. ) To achieve D range 2 speed.

In the second range D speed, the second clutch C2 is operated so that the second node N2 is an input element and the fourth node N4 is a reaction element.

Therefore, when the position of the input of the second node N2 and the fourth node N4 are connected, the second speed line l2 becomes. At this time, the size of the vertical direction in the third node N3, which is an output element, is larger than the speed ratio D1 of one speed, but is also a speed ratio D2 of the second speed D range.

(D-range 3 speed)

If the driving condition of the vehicle in the third range D speed is as described above, the transmission control unit TCU releases the third clutch C3 while the second clutch C2 is operated and the first clutch C1. ) To achieve D range 3 speed.

In the D range 3 speed, since the first and second clutches C1 and C2 are operated, the entire first planetary gear PG1 is locked to become an input element and an output element. That is, the first and second nodes N1 and N2 may be regarded as input elements.

Accordingly, when the position of the input of the first node N1 and the position of the input of the second node N2 are connected, a third speed line l3 is obtained. At this time, the size of the vertical direction in the third node N3, which is an output element, is greater than the speed ratio D2 at the second speed and the speed ratio D3 at the third speed in the D range with the same input / output speed ratio.

On the other hand, since the first brake B1 is operated in the D range 4 and 5 speed state, the first and second planetary gears PG1 and PG2 are configured to move the second lever L2 as shown in FIG. 4 according to the lever analysis. To form.

The second lever L2 is represented by first, second, third and fourth nodes N1, N2, N3 and N4, which represent respective elements of the first and second planetary gears PG1 and PG2. The relationship with the planetary gear which each of these nodes means is replaced by the illustration of FIG.

(D-range 4 speed)

If the driving condition of the vehicle is the fourth speed condition in the D range 3 speed as described above, the transmission control unit TCU releases the first clutch C1 while the second clutch C2 is operated and the first brake B1. ) To achieve D range 4 speed.

In the D range 4 speed, since the first brake B1 is operated, the third node N3 is an input element, and the first node N1 is a reaction force element.

Therefore, when the position of the input of the third node N3 and the first node N1 are connected, the fourth speed line l4 is obtained. At this time, the size of the vertical direction in the fourth node N4, which is an output element, is greater than the speed ratio D3 of the third speed and is the speed ratio D4 of the D range 4 speed that is increased at the same time.

(D-range 5 speed)

If the driving condition of the vehicle at the speed D range 4 is 5 speed, the transmission control unit TCU releases the second clutch C2 while the first brake B1 is operated, and the fourth clutch C4. ) To achieve D range 5 speeds.

In the D-range 5 speed, since the fourth clutch C4 is operated, the second node N2 is an input element and the first node N1 is a reaction force element.

Accordingly, when the position of the input of the second node N2 and the first node N1 are connected, the fifth speed line l5 is obtained. At this time, the size of the vertical direction in the fourth node N4, which is an output element, is greater than the speed ratio D4 of the fourth speed and is a speed ratio D5 of the D range 5 speed that is increased at the same time.

On the other hand, in the R range 1 speed state, since the first clutch C1 and the second brake B2 are operated, the first and second planetary gears PG1 and PG2 have a third structure as shown in FIG. 5 according to the lever analysis. The lever L3 is formed.

The third lever L3 is represented by first, second and third nodes N1, N2 and N3 which represent respective elements of the first and second planetary gears PG1 and PG2. The relationship with the planetary gear which each of these nodes means is replaced by the illustration of FIG.

(R range 1 speed)

In R range 1, since the first clutch C1 and the second brake B2 are operated, the first node N1 is an input element and the second node N2 is a reaction element.

Therefore, when the position of the input of the first node N1 and the second node N2 are connected, the reverse first speed line lR1 is obtained. At this time, the size of the vertical downward direction in the third node N3 as the output element is the speed ratio R1 of the decelerated R range 1 speed.

In the above, the vertical downward direction of the third node N3 means that the output is driven in the reverse direction of the input.

As described above, the gear train for the automatic transmission according to the present invention includes the first and second planetary gears PG1 and PG2 and the first, second, third and fourth clutches C1, C2, C3 and C4, and the first and second brakes. It can be seen that it is composed of (B1, B2) to realize 5 forward speeds and 1 reverse speed.

And the gear train of the automatic transmission of the present invention can be seen that there is no element that rotates at a higher speed than the output element in the D range 4, 5 speed which is the overdrive.

As described above, the gear train for the automatic transmission according to the present invention realizes 5 forward speeds and 1 reverse speed with two planetary gears and 6 friction elements, and at the same time, there is no element that rotates at a higher speed than the output element during overdrive. In addition to weight reduction, power efficiency and durability can be improved.

Claims (5)

A first planetary gear having an element variably connected to the input shaft and the transmission housing, an element variably connected to the input shaft separately from the element, and an element fixedly connected to the transfer drive gear transmitting power to the output shaft; An element fixedly connected to the transmission housing, an element variably connected to the input shaft, an element variably connected to the transmission housing, an element variably connected to one element of the first planetary gear, an element fixedly connected to one element of the first planetary gear and variably connected to the input shaft A second planetary gear having; As described above, the first and second planetary gears fixed and variably connected to the input shaft are shifted to the 5 forward and 1 reverse gears and transferred to the transfer drive gear so that the sun gear and the carrier of the first planetary gear are respectively provided on the input shaft. First and second clutches variablely connected; A ring gear of each of the first and second planetary gears, and a third clutch variably connecting the carriers; A fourth clutch for variably connecting the carrier of the second planetary gear to the input shaft; A gear train for an automatic transmission comprising a sun gear of each of the first and second planetary gears, and first and second brakes for variably connecting the carrier to the transmission housing. The gear train of claim 1, wherein the first planetary gear is configured as a single pinion planetary gear. The first planetary gear according to claim 1 or 2, wherein the first planetary gear is configured to be variably connected to the input shaft and the transmission housing, the carrier is variably connected to the input shaft, and the ring gear is fixedly connected to the transfer drive gear connected to the output shaft. Gear train for automatic transmission. The gear train of claim 1, wherein the second planetary gear is configured as a single pinion planetary gear. The method of claim 1 or 4, wherein the second planetary gear is a sun gear fixedly connected to the transmission housing, the carrier is variably connected to the input shaft, the transmission housing, the ring gear of the first planetary gear, respectively, the ring gear is a carrier of the first planetary gear Gear train for an automatic transmission, characterized in that it is fixedly connected to and variablely connected to the input shaft.

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