KR101371443B1 - Gear train of automatic transmission for vehicles - Google Patents

Abstract

According to the present invention, by combining two simple planetary gear sets and one compound planetary gear set with five clutches and two brakes to realize 10 forward speeds and 3 reverse speeds, it is possible to improve power transmission performance and reduce fuel economy. To provide the gear train of a vehicle automatic transmission.

Planetary gear set, sun gear, planetary carrier, ring gear, clutch, brake

Description

Technical Field [0001] The present invention relates to a gear train of an automatic transmission for a vehicle,

The present invention relates to a gear train of an automatic transmission for a vehicle to realize a 10-speed shift stage by combining two simple planetary gear sets and one compound planetary gear set with five clutches and two brakes.

The multi-speed shifting mechanism of the automatic transmission is usually implemented by combining a plurality of planetary gear sets. The gear train in which the plurality of planetary gear sets are combined has a function of receiving rotational power from the torque converter and shifting it to the output shaft .

In such an automatic transmission, an automatic transmission that implements more gear positions is required because it is possible to design a more appropriate transmission ratio as the number of gear positions that can be implemented increases, and to realize an excellent vehicle in terms of power performance and fuel economy.

And even if the same shift stage is implemented, the durability, power transmission efficiency, size, etc. of the gear train are changed according to the combination method of the planetary gear set, so that a more robust, no power loss, and more compact gear train configuration can be invented. Efforts are ongoing.

In particular, unlike the manual transmission, in which the shifting step is more inconvenient for the driver to shift more frequently, the automatic transmission is shifted by the transmission control unit controlling the operation of the gear train in accordance with the driving state. Efforts are being made to find a configuration of gear trains that can implement a stage.

In view of this, the 4th- and 5-speed automatic transmissions are currently in common use in the currently used automatic transmissions, but in recent years, a 6-speed automatic transmission has been developed and applied to vehicles, As well.

Accordingly, the present inventors proposed the present invention in order to meet the development of the automatic transmission as described above, and an object of the present invention is to convert two simple planetary gear sets and one compound planetary gear set into five clutches and two brakes. By combining the 10 forward speed and the 3 reverse speed, it is possible to provide a gear train of an automatic transmission for a vehicle that can improve power transmission performance, reduce fuel consumption, and improve reverse shift performance.

In order to realize the above object, the present invention provides a double pinion planetary gear set as in claim 1, which includes a first sun gear S1 which always operates as a fixed element, and a first intermediate output path in which a deceleration output is always performed. The first planetary carrier forming the first ring gear (R1) forming the (MOP1) and the second intermediate output path (MOP2) at the same speed output while forming the input path (IP) connected to the input shaft (IS) ( A first planetary gear set PG1 having a PC1);

A single pinion planetary gear set comprising: a second sun gear S2 directly connected to the first intermediate output path MOP1 to form a first intermediate input path MIP1, and the second intermediate output path MOP2; A second planetary carrier PC2 that forms a first variable input path VIP1 that is variably connected and forms a third intermediate output path MOP3, and is variably connected to the second intermediate output path MOP2. And a second ring gear (R2) forming a second variable input path (VIP2), the friction member to selectively connect the two operating elements of the three operating elements to be in a direct connection state. A second planetary gear set PG2 including;

A combination of a single pinion planetary gear set and a double pinion planetary gear set, but a planetary planetary gear set sharing a planetary carrier with a ring gear, which is engaged with the long pinion (P1) and the third intermediate output path (MOP3) While forming the second intermediate input path (MIP2) connected to the third sun gear (S3) acting as an optional fixed element and the short pinion (P2) and variably with the first intermediate output path (MOP1) A fourth sun gear S4 connected to form a third variable input path VIP3 and a variable variable connection with the input shaft IS to form a fourth variable input path VIP4 and at the same time act as an optional fixed element. A third planetary gear set PG3 including a third planetary carrier PC3 and a third ring gear R3 connected to the output shaft OS to form a final output path OP;

And a plurality of clutches C1, C2, C3, C4, C5 arranged on the first, second, third, and fourth variable input paths VIP1 to VIP4 and the second planetary gear set PG2. A gear train of a vehicular automatic transmission comprising a friction member comprising a plurality of brakes B1 and B2 disposed between an actuating element acting as an element and a transmission housing H.

The friction member may include a first clutch C1 disposed on a third variable input path VIP3 as in claim 2; A second clutch C2 disposed for direct connection of the second planetary gear set PG2; A third clutch C3 disposed on the second variable input path VIP2; A fourth clutch C4 disposed on the first variable input path VIP1; A fifth clutch C5 disposed on the fourth variable input path VIP4; A first brake B1 disposed between the first planet carrier PC1 and the transmission housing H; It characterized in that it comprises a second brake (B2) disposed between the third sun gear (S3) and the transmission housing (H).

In the above, the second clutch C2 is disposed between the second planet carrier PC2 and the second ring gear R2 as in claim 3.

In the above, the second clutch C2 is disposed between the second sun gear S2 and the second planet carrier PC2 as in claim 4.

In the above friction member, as in claim 5, the first clutch C1 and the first brake B1 are operated at the first forward speed, and the first clutch C1 and the second brake at the second forward speed. B2) is activated, the first and second clutches C1 and C2 are operated at the third forward speed, and the first and third clutches C1 and C3 are operated at the fourth forward speed and the first at the fifth forward speed. , 4 clutches C1 and C4 are operated, first and fifth clutches C1 and C5 are operated at 6 forward speeds, and 4 and 5 clutches C4 and C5 are operated at 7 forward speeds, The third and fifth clutches C3 and C5 are operated at the eighth forward speed, and the second and fifth clutches C2 and C5 are operated at the nineth forward speed, and the fifth clutch C5 is operated at the tenth forward speed. The second brake B2 is actuated, the second clutch C2 and the first brake B1 are actuated at the first reverse speed, and the third clutch C3 and the first brake B1 are actuated at the second speed reverse. When the fourth clutch C4 and the first brake B1 are operated at the reverse third speed, the shift is performed. And a gong.

In arranging the friction member, as in claim 6, the third and fourth clutches C3 and C4 are disposed in front of the first planetary gear set PG1, and the second clutch C2 is Disposed between the first and second planetary gear sets PG1 and PG2, and the first and second brakes B1 and B2 are disposed between the second and third planetary gear sets PG2 and PG3. , 5 clutch (C1) (C5) is characterized in that arranged behind the third planetary gear set (PG3).

As described above, the first and second planetary gear sets PG1 and PG2 consisting of two simple planetary gear sets, and the third planetary gear set PG3 consisting of a composite planetary gear set are five clutches C1 as friction elements. Combination of (C2) (C3) (C4) (C5) and two brakes (B1) (B2) implements a shift stage of 10 forward speeds and 3 reverse speeds to improve power transmission performance and improve fuel economy. .

In addition, by distributing the plurality of friction elements, the configuration of the flow path can be facilitated.

In addition, by shifting the two friction elements in each shift stage while operating, it is possible to reduce the capacity of the oil pump and increase the hydraulic control efficiency.

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

 1 shows an embodiment of a power train according to the present invention, wherein the gear train of the present invention includes first, second and third planetary gear sets PG1 (PG2) and PG3 disposed on the same axis. Clutch means comprising five clutches C1, C2, C3, C4 and C5, and brake means comprising two brakes B1 and B2.

Accordingly, the rotation input from the input shaft IS is shifted through the first, second and third planetary gear sets PG1, PG2 and PG3 and output through the output shaft OS. PG1 is disposed on the engine side, and second and third planetary gear sets PG2 and PG3 are sequentially disposed on the rear side.

The input shaft IS refers to the turbine shaft of the torque converter as an input member, which means that the rotational power from the engine crankshaft is input while torque conversion is performed through the torque converter, and the output shaft OS is not shown as the output member. The drive wheel is driven through a known gear through an output gear.

The first planetary gear set PG1 is a double pinion planetary gear set, and has three rotating elements consisting of a sun gear, a planet carrier, and a ring gear, as is well known. The planet carrier is referred to as a first planet carrier PC1 and the ring gear is referred to as a first ring gear R1.

In the first planetary gear set PG1, the first sun gear S1 is fixedly connected to the transmission housing H, and the first planetary carrier PC1 is directly connected to the input shaft IS.

Accordingly, in the first planetary gear set PG1, the first sun gear S1 is fixedly connected to the transmission housing H as the first rotating element N1 to operate as a fixed element at all times, and the first ring gear While R1 forms the first intermediate output path MOP1 as the second rotary element N2, the first planetary carrier PC1 is operated as an output element that generates a deceleration output at all times. ) Is directly connected to the input shaft (IS) to form an input path (IP) and at the same time to form a second intermediate output path (MOP2) for outputting the input as it is.

The second planetary gear set PG2 is a single-pinion planetary gear set, which holds three rotating elements consisting of a sun gear, a planet carrier, and a ring gear as is known. The planet carrier is referred to as the second planet carrier PC2 and the ring gear is referred to as the second ring gear R2.

The second planetary gear set PG2 has the second sun gear S2 variably connected to the first ring gear R1, and the second ring gear R2 is connected to the first planet carrier PC1. Are connected variably.

Accordingly, in the second planetary gear set PG2, the second sun gear S2 is directly connected to the first intermediate output path MOP1 of the second rotating element N2 as the fourth rotating element N4. 1 forms an intermediate input path MIP1 and forms a first variable input path VIP1 in which the second planet carrier PC2 is variably connected to the second intermediate output path MOP2 as a fifth rotating element N4. At the same time, the third intermediate output path MOP3 is formed, and the second ring gear R2 is variable as the sixth rotary element N6 with the second intermediate output path MOP2 of the third rotary element N3. Are connected to form a second variable input path VIP2.

In the above-described first variable input path VIP1, a fourth clutch C4 is disposed so that power of the first planet carrier PC1 is transmitted to the second planet carrier PC2 depending on whether the fourth clutch C4 is operated. Optionally transmitted, a third clutch C3 is disposed in the second variable input path VIP2 so that the power of the first planet carrier PC1 is transmitted to the second ring gear depending on whether the third clutch C3 is operated. Is optionally passed to (R2).

In addition, the second planetary gear set PG2 has a second clutch C2 that variably connects two operating elements so that the second planetary gear set PG2 may be selectively connected. In the first embodiment of the present invention, The structure arrange | positioned between 2 planetary carrier PC2 and 2nd ring gear R2 is shown.

The third planetary gear set PG3 combines a single pinion planetary gear set and a double pinion planetary gear set, and is composed of a planetary type planetary gear set that shares a planetary carrier with a ring gear.

Accordingly, a ring gear, a planet carrier, and two sun gears may be included. For convenience of description, the ring gear may include a third ring gear R3, a planet carrier may include a third planet carrier (PC3), and a long pinion (P1). The sun gear meshed with the third sun gear S3 and the short pinion P2 is referred to as a fourth sun gear S4.

The third sun gear S3 is directly connected to the third intermediate output path MOP3 and the second intermediate input path MIP2 of the second planet carrier PC2 and simultaneously with the second planet carrier PC2. The third variable input path VIP3 is variably connected to the transmission housing H through the second brake B2, and the fourth sun gear S4 is indirectly connected to the first intermediate output path MOP1. To form.

The third planet carrier PC3 forms a fourth variable input path VIP4 that is variably connected to the input shaft IS, and is variably connected to the transmission housing H to operate as an optional fixing element. The three ring gear R3 forms the final output path OP directly connected to the output shaft OS.

In the above-described third variable input path VIP3, a first clutch C1 is disposed so that power of the first ring gear R1 is selectively applied to the fourth sun gear S4 according to whether the first clutch C1 is operated. And a fifth clutch C5 is disposed in the fourth variable input path VIP4 so that the power of the input shaft IS is transmitted to the third planet carrier PC3 depending on whether the fifth clutch C5 is operated. It is optionally delivered.

In addition, the third planet carrier PC3 is operated as an optional fixing element. To this end, the present invention has arranged the first brake B1 between the third planet carrier PC3 and the transmission housing H.

The order (first, second, third ...) assigned to each clutch and brake is for distinguishing each clutch and brake, and the order is determined from the first operation in the process of shifting up from the first forward speed. .

The rotational power of the engine transmitted from the input shaft IS is shifted to 10 forward speeds and 3 reverse speeds while passing through the first, second and third planetary gear sets PG1, PG2 and PG3. The output is made through the output shaft OS, which is the path OP.

In the above, the friction element consisting of the first, second, third, fourth and fifth clutches C1, C2, C3, C4 and C5 and the first and second brakes B1 and B2 is frictionally coupled by hydraulic pressure. It is customary to consist of a multi-plate hydraulic friction engagement unit.

The third and fourth clutches C3 and C4 are disposed in front of the first planetary gear set PG1, and the second clutch C2 is disposed between the first and second planetary gear sets PG1 and PG2. The first and second brakes B1 and B2 are disposed between the second and third planetary gear sets PG2 and PG3, and the first and fifth clutches C1 and C5 are third planetary gears. It is arranged behind the set PG3.

By distributing the friction members as described above, the hydraulic flow paths supplied to these friction members are easily formed, and the weight distribution is uniform, so that the overall weight balance of the automatic transmission is improved.

FIG. 2 is an operation table showing that friction elements, that is, clutches and brakes applied to the present invention, operate at respective gear positions. In the gear train of the present invention, two friction members are operated at respective gear positions, .

That is, the first clutch C1 and the first brake B1 are operated at the first forward speed,

At the second forward speed, the first clutch C1 and the second brake B2 are operated.

The first and second clutches C1 and C2 are operated at three forward speeds,

The first and third clutches C1 and C3 are operated at four forward speeds,

The first and fourth clutches C1 and C4 are operated at five forward speeds,

The first and fifth clutches C1 and C5 are operated at six forward speeds,

Fourth and fifth clutches C4 and C5 are operated at seventh forward speed,

The third and fifth clutches C3 and C5 are operated at eight forward speeds,

The second and fifth clutches C2 and C5 are operated at 9 forward speeds,

At the 10th forward speed, the fifth clutch C5 and the second brake B2 are operated.

In the first reverse speed, the second clutch C2 and the first brake B1 are operated.

At the second reverse speed, the third clutch C3 and the first brake B1 are operated.

When the fourth clutch C4 and the first brake B1 are operated at the third reverse speed, shifting is performed.

Will be done.

3 shows a speed change diagram of the power train according to the present invention, in which the horizontal line on the lower side represents the rotational speed "0", and the horizontal line on the upper side represents the rotational speed "1.0", that is, the same rotational speed as the input shaft IS. .

The three vertical lines of the first planetary gear set PG1 are sequentially rotated from the left to the first sun gear S1 as the first rotation element N1, the first ring gear R1 as the second rotation element N2, and the third rotation. The first planetary carrier PC1, which is the element N3, is set and these intervals are determined according to the gear ratio (number of teeth of the sun gear / number of rings of the sun gear) of the first planetary gear set PG1.

The three vertical lines of the second planetary gear set PG2 are the second sun gear S2, which is the fourth rotation element N4, and the second planetary carrier PC2, which is the fifth rotation element N5, and the sixth, in order from the left. It is set as the 2nd ring gear R2 which is the rotating element N6, and these space | intervals are determined according to the gear ratio (number of teeth of a sun gear / number of ring gears) of the 2nd planetary gear set PG2.

Four vertical lines of the third planetary gear set PG3 are sequentially rotated from the left to the third sun gear S3 as the seventh rotation element N7, and the third planet carrier PC3 as the eighth rotation element N8 and the ninth rotation. The third ring gear R3, which is the element N9, and the fourth sun gear S4, which is the tenth rotating element N10, are set to the gear ratio of the second planetary gear set PG2 (number of teeth / ring of the sun gear). Number of teeth).

The detailed description of the position setting of each rotary element in the above-described transmission line diagram is omitted because it is well known to those skilled in the gear train.

[1st speed forward]

At the first forward speed, as shown in FIG. 2, the first clutch C1 and the first brake B1 are operated and controlled.

Accordingly, in the first planetary gear set PG1, the first rotary element N1 operates as a fixed element in a state where an input is made to the third rotary element N3 forming the input path IP, thereby operating at a first speed. The output is decelerated through the second rotating element N2 which forms the line T1 and forms the first intermediate output path MOP1.

The rotational power of the first intermediate output path MOP1 is transmitted to the second planetary gear set PG2 through the fourth rotating element N4 forming the first intermediate input path MIP1 and at the same time, the first clutch C1. ) Is transferred to the fourth sun gear S4, which is the tenth rotation element N10 of the third planetary gear set PG3, which forms the third variable input path VIP3.

Then, in the third planetary gear set PG3, the eighth operating element N8 operates as the fixed element by the operation of the first brake B1 while the input is made to the tenth rotating element N10. In addition, the first transmission line SP1 is formed, and as much as D1 at which the vertical line of the first transmission line SP1 and the ninth rotation element N9 that is an output element intersect, the maximum transmission ratio (the input shaft ( Rotation speed of IS) / rotation speed of output shaft OS), the forward 1-speed shift of about "4.883" is achieved.

At this time, the second planetary gear set PG2 is input to the fourth rotating element N4, but does not affect the shift.

[2 speed forward]

In the second forward speed, the operation of the first brake B1 is released in the state of the first forward speed, and the second brake B2 is operated and controlled.

Then, in the first planetary gear set PG1, the first rotating element N1 operates as a fixed element while the first rotating element N3 forms an input path IP, thereby operating the first speed line. Deceleration is output through the second rotating element N2 forming the first intermediate output path MOP1 while forming the T1.

The rotational power of the first intermediate output path MOP1 is transmitted to the second planetary gear set PG2 through the fourth rotating element N4 forming the first intermediate input path MIP1 and at the same time, the first clutch C1. The second brake (B4) is being transmitted to the fourth sun gear (S4), which is the tenth rotary element (N10) of the third planetary gear set (PG3), which forms the third variable input path (VIP3) by the operation of. By the operation of B2) the seventh operating element (N7) to operate as a fixed element, to form a second transmission line (SP2), the second transmission line (SP2) and the ninth rotating element which is an output element As much as D2 at which the vertical line of N9 intersects, output is made so that a forward two-speed shift of about 2.804, which is smaller than the first forward speed, is achieved.

At this time, when the second planetary gear set PG2 is input to the fourth rotating element N4 and the second brake B2 is operated, the second planetary gear set PG2 forms the second speed line T2 but does not affect the shift. Not crazy

[3 speed forward]

At the third forward speed, as shown in FIG. 2, the second brake B2 is released from the second forward speed, and the second clutch C2 is controlled to operate.

Then, in the first planetary gear set PG1, the first rotating element N1 operates as a fixed element while the first rotating element N3 forms an input path IP, thereby operating the first speed line. Deceleration is output through the second rotating element N2 forming the first intermediate output path MOP1 while forming the T1.

The rotational power of the first intermediate output path MOP1 is transmitted to the second planetary gear set PG2 through the fourth rotating element N4 forming the first intermediate input path MIP1 and at the same time, the first clutch C1. ) Is transferred to the tenth rotation element N10 of the third planetary gear set PG3 which forms the third variable input path VIP3.

At this time, in the second planetary gear set PG2, the third speed line T3 which is directly connected by the operation of the second clutch C2 while being input to the fourth rotating element N4 is directly input. While rotating as described above, it is transmitted to the third sun gear S3, which is the seventh rotation element N7, through the second intermediate input path MIP2.

Then, in the third planetary gear set PG3, the rotational power of the same rotational speed is simultaneously input to the seventh rotation element N7 and the tenth rotation element N10, and the third transmission line SP3 is in a direct connection state. And outputs as much as D3 at which the third shift line SP3 and the vertical line of the ninth rotation element N9 that is the output element intersect, resulting in a speed ratio of about 1.712, which is smaller than the second forward speed. Three forward speeds will be achieved.

[4 forward speed]

In the fourth forward speed, as shown in FIG. 2, the operation of the second clutch C2 operated in the state of the third forward speed is released, and the third clutch C3 is operated and controlled.

Then, in the first planetary gear set PG1, the first rotating element N1 operates as a fixed element while the first rotating element N3 forms an input path IP, thereby operating the first speed line. Deceleration is output through the second rotating element N2 forming the first intermediate output path MOP1 while forming the T1.

The rotational power of the first intermediate output path MOP1 is transmitted to the second planetary gear set PG2 through the fourth rotating element N4 forming the first intermediate input path MIP1 and at the same time, the first clutch C1. ) Is transferred to the tenth rotation element N10 of the third planetary gear set PG3 which forms the third variable input path VIP3.

At this time, in the second planetary gear set PG2, the input shaft IS is operated through the second variable input path VIP2 by the operation of the third clutch C3 while being input to the fourth rotary element N4. When the rotational power of the second intermediate output path MOP2 is input as it is, the fifth rotary element N5 forming the third intermediate output path MOP3 while forming the fourth speed line T4 is formed. The rotary power output through the second intermediate input path MIP2 is input to the seventh rotary element N7.

Then, in the third planetary gear set PG3, the input is made to the seventh operating element N7 while the input is made to the tenth rotation element N10 to form a fourth transmission line SP4. As the output of the fourth shift line SP4 and the vertical line of the ninth rotation element N9 that is an output element is output as much as D4, the forward four-speed shift of about 1.428 is smaller than the third forward speed. This will be done.

[5th forward]

In the fifth forward speed, as shown in FIG. 2, the operation of the third clutch C3 operated in the state of the fourth forward speed is released, and the fourth clutch C4 is operated and controlled.

Then, in the first planetary gear set PG1, the first rotating element N1 operates as a fixed element while the first rotating element N3 forms an input path IP, thereby operating the first speed line. Deceleration is output through the second rotating element N2 forming the first intermediate output path MOP1 while forming the T1.

The rotational power of the first intermediate output path MOP1 is transmitted to the second planetary gear set PG2 through the fourth rotating element N4 forming the first intermediate input path MIP1 and at the same time, the first clutch C1. ) Is transferred to the tenth rotation element N10 of the third planetary gear set PG3 which forms the third variable input path VIP3.

At this time, in the second planetary gear set PG2, the rotational power of the input shaft IS is input to the fifth rotating element N5 through the second variable input path VIP2 by the operation of the fourth clutch C4. The rotational power as it is while inputting the fifth speed line T5 is input to the seventh rotation element N7 through the second intermediate input path MIP2.

Then, in the third planetary gear set PG3, the input is made to the seventh operating element N7 while the input is made to the tenth rotation element N10 to form a fifth shift line SP5. As the output of the fifth shift line SP5 and the vertical line of the ninth rotation element N9, which is an output element, is output as much as D5, the forward five-speed shift of about 1.340 is smaller than the fourth forward speed. This will be done.

[6th forward]

In the sixth forward speed, as shown in FIG. 2, the operation of the fourth clutch C4 operated in the fifth forward speed is released, and the fifth clutch C5 is controlled to operate.

Then, in the first planetary gear set PG1, the first rotating element N1 operates as a fixed element while the first rotating element N3 forms an input path IP, thereby operating the first speed line. Deceleration is output through the second rotating element N2 forming the first intermediate output path MOP1 while forming the T1.

The rotational power of the first intermediate output path MOP1 is transmitted to the second planetary gear set PG2 through the fourth rotating element N4 forming the first intermediate input path MIP1 and at the same time, the first clutch C1. ) Is transferred to the tenth rotation element N10 of the third planetary gear set PG3 which forms the third variable input path VIP3.

Then, in the third planetary gear set PG3, the eighth rotary element N8 is operated through the fourth variable input path VIP4 by the operation of the fifth clutch C5 while the input is made to the tenth rotary element N10. The rotational power of the input shaft IS is input to form a sixth shift line SP6, and the sixth shift line SP6 and the vertical line of the ninth rotation element N9 that are output elements intersect with each other. As the output of D6 is achieved, the sixth forward speed of about 1.171, which is smaller than the five forward speeds, is achieved.

At this time, the second planetary gear set PG2 is input through the fourth rotating element N4, but does not affect the shift.

[7th forward]

In the seventh forward speed, as shown in FIG. 2, the operation of the first clutch C1 operated in the sixth forward speed is released, and the fourth clutch C4 is controlled to operate.

Then, the rotational power of the input shaft IS is transmitted to the fifth rotary element N5 of the second planetary gear set PG2 through the first variable input path VIP1 by the operation of the fourth clutch C4. The rotational power is again input to the seventh rotating element N7 through the third intermediate output path MOP3 and the second intermediate input path MIP2.

In addition, in the third planetary gear set PG3, the rotational power of the input shaft IP is input to the eighth rotating element N8 by the operation of the fifth clutch C5. SP7) is output as much as D7 through the ninth rotating element N9, which is an output element, so that a shift of seven forward speeds with a gear ratio of “1.000” is achieved.

[8th forward]

In the eighth forward speed, as shown in FIG. 2, the operation of the fourth clutch C4 is released in the state of the seventh forward speed, and the third clutch C3 is operated and controlled.

Then, in the first planetary gear set PG1, the first rotating element N1 operates as a fixed element while the first rotating element N3 forms an input path IP, thereby operating the first speed line. Deceleration is output through the second rotating element N2 forming the first intermediate output path MOP1 while forming the T1.

The rotational power of the first intermediate output path MOP1 is transmitted to the second planetary gear set PG2 through the fourth rotating element N4 forming the first intermediate input path MIP1 and at the same time, the third clutch C3. Is transferred to the second planetary gear set PG2 through the sixth rotating element N6 forming the second variable input path VIP2 by the operation of the second variable input path VIP2 to form the fourth speed line T4 and the third intermediate output. The rotational power output through the fifth rotating element N5 forming the path MOP3 is input to the seventh rotating element N7 through the second intermediate input path MIP2.

Then, in the third planetary gear set PG3, the rotational power of the input shaft IS is moved to the eighth operating element N8 by the operation of the fifth clutch C5 while the input is made to the seventh rotating element N7. As the input is made, an eighth shift line SP8 is formed, and as much as the output of D8 where the eighth shift line SP8 intersects the vertical line of the ninth rotation element N9 that is an output element. The eight-speed forward speed of about 0.942 is achieved.

[9 speed forward]

In the forward 9 speed, as shown in FIG. 2, the operation of the third clutch C3 is released in the state of the forward 8 speed, and the second clutch C2 is controlled to operate.

Then, in the first planetary gear set PG1, the first rotating element N1 operates as a fixed element while the first rotating element N3 forms an input path IP, thereby operating the first speed line. Deceleration is output through the second rotating element N2 forming the first intermediate output path MOP1 while forming the T1.

The rotational power of the first intermediate output path MOP1 is transmitted to the second planetary gear set PG2 through the fourth rotating element N4 forming the first intermediate input path MIP1, wherein the second The planetary gear set PG2 is directly connected to the fourth rotary element N4 by the operation of the second clutch C2 and is output as it is through the third intermediate output path MOP3. The rotational power thereof is then input to the seventh rotating element N7 through the second intermediate input path MIP2.

Then, in the third planetary gear set PG3, the rotational power of the input shaft IS is moved to the eighth operating element N8 by the operation of the fifth clutch C5 while the input is made to the seventh rotating element N7. As the input is made, a ninth shift line SP9 is formed, and as much as D9 at which the vertical line of the ninth shift line SP9 and the ninth rotation element N9 that is an output element intersect is made. The 9th forward speed of about 0.821 is made smaller than the 8th forward speed ratio.

[10 speed forward]

At the 10th forward speed, as shown in FIG. 2, the second clutch C2 is released from the 9th forward speed, and the second brake B2 is controlled to operate.

Then, in the third planetary gear set PG3, when the rotational power of the input shaft IS is applied to the eighth rotating element N8 by the operation of the fifth clutch C5, the third brake B2 is operated. As the seventh operating element N7 operates as a fixed element, it forms a tenth shift line SP10, and a vertical line of the tenth shift line SP10 and the ninth rotation element N9 as an output element intersect. As much as the output of D10 is achieved, the shift speed of the 10th forward speed, which is the highest speed change stage, is made as about 0.655, which is smaller than the 9th forward speed ratio.

[1 speed reverse]

In the reverse shift stage, the second clutch C2 and the first brake B1 are operated and controlled as shown in FIG. 2.

Then, in the first planetary gear set PG1, the first rotating element N1 operates as a fixed element while the first rotating element N3 forms an input path IP, thereby operating the first speed line. Deceleration is output through the second rotating element N2 forming the first intermediate output path MOP1 while forming the T1.

The rotational power of the first intermediate output path MOP1 is transmitted to the second planetary gear set PG2 through the fourth rotating element N4 forming the first intermediate input path MIP1, wherein the second In the planetary gear set PG2, when the input is made to the fourth rotating element N4, the second clutch C2 is directly connected to the planetary gear set PG2. When outputted, its rotational power is input to the seventh rotation element N7 through the second intermediate input path MIP2.

Then, in the third planetary gear set PG3, the eighth rotating element N8 operates as the fixed element by the operation of the first brake B1 while the input is made to the seventh rotating element N7. The reverse first transmission line SR1 is formed, and the reverse ratio output is as much as REV1 at which the vertical first transmission line SR1 intersects the vertical line of the ninth rotation element N9 which is an output element, and thus the transmission ratio is “1”. -3.255 ”reverse speed is shifted.

[2 speed reverse]

In the second reverse speed, as shown in FIG. 2, the second clutch C2 is released from the reverse first speed shift stage, and the third clutch C3 is controlled to operate.

Then, in the first planetary gear set PG1, the first rotating element N1 operates as a fixed element while the first rotating element N3 forms an input path IP, thereby operating the first speed line. Deceleration is output through the second rotating element N2 forming the first intermediate output path MOP1 while forming the T1.

The rotational power of the first intermediate output path MOP1 is transmitted to the second planetary gear set PG2 through the fourth rotating element N4 forming the first intermediate input path MIP1 and at the same time, the third clutch C3. The rotational power of the second intermediate output path MOP2, which is the input of the input shaft IS, is input to the sixth rotation element N6 through the second variable input path VIP2. The rotational power output through the fifth rotating element N5 forming the third intermediate output path MOP3 while forming T4) is input to the seventh rotating element N7 through the second intermediate input path MIP2. .

Then, in the third planetary gear set PG3, the eighth rotating element N8 operates as the fixed element by the operation of the first brake B1 while the input is made to the seventh rotating element N7. The reverse second speed change line SR2 is formed, and the reverse ratio output is as much as REV2 at which the reverse second speed change line SR2 and the vertical line of the ninth rotation element N9 that is the output element are intersected, and the speed ratio is ``. -2.155 ”reverse two speed shift will be achieved.

[3 reverse speed]

In the third reverse speed, as shown in FIG. 2, the third clutch C3 is released from the reverse second speed shift stage, and the fourth clutch C4 is operated and controlled.

Then, the rotational power of the input shaft IS is transmitted to the fifth rotary element N5 of the second planetary gear set PG2 through the first variable input path VIP1 by the operation of the fourth clutch C4. The power is again input to the seventh rotating element N7 through the third intermediate output path MOP3 and the second intermediate input path MIP2.

Then, in the third planetary gear set PG3, the eighth rotating element N8 operates as the fixed element by the operation of the first brake B1 while the input is made to the seventh rotating element N7. The reverse third transmission line SR3 is formed, and the reverse rotational output is performed as much as REV3 in which the vertical third transmission line SR3 and the vertical line of the ninth rotation element N9 that are the output elements are intersected, and the transmission ratio is “ -1.902 ", the reverse three-speed shift will be made.

Figure 4 shows a gear train according to a second embodiment of the present invention, all the configuration is the same as the first embodiment, but the second planetary gear set (PG2) to selectively make a state of direct connection The connection configuration of the second clutch C2 is different.

That is, in the second embodiment, as shown in FIG. 4, the second clutch C2 includes the second sun gear S2, which is the fourth rotating element N4, and the second planet carrier PC2, which is the fifth rotating element N5. It is placed in between.

As described above, the second clutch C2 differs only in position from the first embodiment, and performs only a variable direct connection of the second planetary gear set PG2. Since the same, detailed description of the shifting process will be omitted.

Although a preferred embodiment of the gear train of the present invention has been described above, the present invention is not limited to the above embodiment, and those skilled in the art can easily invent the present invention from the embodiment of the present invention. It includes all changes to the extent considered equivalent.

1 is a structural view of a gear train according to a first embodiment of the present invention;

Figure 2 is a shift-specific operation of the friction member applied to the gear train of the present invention.

3 is a shift diagram of a gear train according to the present invention;

4 is a configuration diagram of a gear train according to a second embodiment of the present invention.

Claims (6)

A double pinion planetary gear set comprising: a first sun gear (S1), which always operates as a fixed element, a first ring gear (R1), which forms a first intermediate output path (MOP1), in which a deceleration output is always performed, and an input shaft (IS). A first planetary gear set PG1 having a first planetary carrier PC1 for forming a second intermediate output path MOP2 at which the same speed is output while forming an input path IP connected thereto; A single pinion planetary gear set comprising: a second sun gear S2 directly connected to the first intermediate output path MOP1 to form a first intermediate input path MIP1, and the second intermediate output path MOP2; A second planetary carrier PC2 that forms a first variable input path VIP1 that is variably connected and forms a third intermediate output path MOP3, and is variably connected to the second intermediate output path MOP2. And a second ring gear (R2) forming a second variable input path (VIP2), wherein the second ring gear (R2) and the second planetary carrier (PC2) are variably connected to each other to be directly connected. A second planetary gear set PG2 including a friction member to be in a state; A combination of a single pinion planetary gear set and a double pinion planetary gear set, but a planetary planetary gear set sharing a planetary carrier with a ring gear, which is engaged with the long pinion (P1) and the third intermediate output path (MOP3) While forming the second intermediate input path (MIP2) to be connected and is engaged with the third sun gear (S3) and the short pinion (P2) acting as an optional fixed element and variably with the first intermediate output path (MOP1) A fourth sun gear S4 connected to form a third variable input path VIP3 and a variable variable connection with the input shaft IS to form a fourth variable input path VIP4 and act as an optional fixed element. A third planetary gear set PG3 including a third planetary carrier PC3 and a third ring gear R3 connected to the output shaft OS to form a final output path OP; And a plurality of clutches C1, C2, C3, C4, C5 arranged on the first, second, third, and fourth variable input paths VIP1 to VIP4 and the second planetary gear set PG2. A gear train of a vehicular automatic transmission comprising a friction member comprising a plurality of brakes B1, B2 disposed between an actuating element acting as an element and a transmission housing H. The friction member of claim 1, further comprising: a first clutch (C1) disposed on the third variable input path (VIP3); A second clutch C2 disposed for direct connection of the second planetary gear set PG2; A third clutch C3 disposed on the second variable input path VIP2; A fourth clutch C4 disposed on the first variable input path VIP1; A fifth clutch C5 disposed on the fourth variable input path VIP4; A first brake B1 disposed between the first planet carrier PC1 and the transmission housing H; And a second brake (B2) disposed between the third sun gear (S3) and the transmission housing (H). The gear train of claim 2, wherein the second clutch (C2) is disposed between the second planet carrier (PC2) and the second ring gear (R2). 3. The gear train of claim 2, wherein the second clutch (C2) is disposed between the second sun gear (S2) and the second planet carrier (PC2). The method of claim 2, wherein the friction member At the first forward speed, the first clutch C1 and the first brake B1 are operated, At the second forward speed, the first clutch C1 and the second brake B2 are operated. The first and second clutches C1 and C2 are operated at three forward speeds, The first and third clutches C1 and C3 are operated at four forward speeds, The first and fourth clutches C1 and C4 are operated at five forward speeds, The first and fifth clutches C1 and C5 are operated at six forward speeds, Fourth and fifth clutches C4 and C5 are operated at seventh forward speed, The third and fifth clutches C3 and C5 are operated at eight forward speeds, The second and fifth clutches C2 and C5 are operated at 9 forward speeds, At the 10th forward speed, the fifth clutch C5 and the second brake B2 are operated. In the first reverse speed, the second clutch C2 and the first brake B1 are operated. At the second reverse speed, the third clutch C3 and the first brake B1 are operated. A gear train of an automatic transmission for a vehicle, wherein the fourth clutch C4 and the first brake B1 are operated at the third reverse speed. 3. The method of claim 2, wherein in arranging the friction member, the third and fourth clutches C3 and C4 are disposed in front of the first planetary gear set PG1, and the second clutch C2 is disposed in the first and second clutches. The first and second brakes B1 and B2 are disposed between the planetary gear sets PG1 and PG2, and the first and second brakes B1 and B2 are disposed between the second and third planetary gear sets PG2 and PG3. C1) (C5) is a gear train of an automatic transmission for a vehicle, characterized in that arranged behind the third planetary gear set (PG3).

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