KR100579296B1 - Multi stage automatic transmission for a vehicle - Google Patents

Abstract

One compound planetary gear set, one simple planetary gear set, and six friction elements combine to achieve eight forward speeds and one reverse speed, and the rotational speed of the idler element is lower than that of the output element at high speed. To minimize the power loss, to provide a multi-stage transmission for a vehicle to increase the power transmission efficiency;

A first input path having a fixed first speed ratio with respect to rotation of the input shaft; A second input path having a second speed ratio of deceleration to rotation of the input shaft; The four operating elements of the second planetary gear set are the first, second, third and fourth operating elements in the order of the arrangement of the respective operating elements on the speed line, and the rotation from the first input path is the fourth operating element. First and second clutches each independently transmitting to the first operating element; Third and fourth clutches each independently transmitting rotation from the second input path to the second actuation element and the first actuation element; A first brake for actuating the fourth actuating element as a reaction force element; A second brake for actuating the second actuating element as a reaction force element; It provides a vehicle multi-stage automatic transmission comprising an output member connected to the third operating element.

Automatic transmission. clutch. Planetary Gear Sets

Description

Multi-speed automatic transmission for vehicles {MULTI STAGE AUTOMATIC TRANSMISSION FOR A VEHICLE}

1 shows a gear train of a first embodiment of an automatic transmission according to the invention;

2 is an operating element table of the gear train according to the first embodiment.

3 is a speed diagram of the gear train according to the first embodiment;

4 shows a gear train of a second embodiment of an automatic transmission according to the invention;

Fig. 5 is a table of operating elements of the gear train according to the second embodiment.

6 is a speed diagram of the gear train according to the second embodiment;

7 shows a gear train of a third embodiment of an automatic transmission according to the invention.

8 is an operating element table of the gear train according to the third embodiment.

9 is a speed diagram of the gear train according to the third embodiment;

10 shows a gear train of a fourth embodiment of an automatic transmission according to the invention;

11 is an operating element table of the gear train according to the fourth embodiment.

12 is a speed diagram of the gear train according to the fourth embodiment;

13 shows a gear train of a fifth embodiment of an automatic transmission according to the invention;

14 is an operating element table of the gear train according to the fifth embodiment.

15 is a speed diagram of a gear train according to the fifth embodiment.

The present invention relates to a multi-stage automatic transmission for a vehicle, and more particularly, to a gear train for implementing an eight-speed transmission stage.

The automatic transmission for a vehicle is required to have multiple stages in order to secure driving ability and to improve fuel efficiency. In order to comply with this, it is desirable to reduce the number of operating elements and friction elements of the gear train as much as possible.

From this point of view, four-speed and five-speed automatic transmissions are the mainstream automatic transmissions currently in use, but recently, six-speed automatic transmissions have been developed and applied to vehicles, while active development of seven-speed automatic transmissions is active. It's going on.

As described above, in developing a six-speed or higher transmission, it has conventionally been combined by using one composite planetary gear set, at least one simple pinion planetary gear set, and at least six friction elements.

Although many technical details have been proposed as examples, the six-speed automatic transmission disclosed in Japanese Patent Publication No. 2778278 and the seven-speed gear train of Korean Patent Application Nos. 2003-0077691 and 2003-0079735 proposed by the present applicant For example.

However, in the case of No. 278, since the high speed state of the output member increases at the 5th speed and the 6th speed of the speed increase state, the resistance due to the slippage of the friction element is generated largely, thereby improving the power transmission efficiency due to the power loss. There is a problem of lowering.

And '691 is a combination of one planetary gear set, one simple pinion planetary gear set, and at least six friction elements to implement the seventh speed, but as a technical configuration to implement the seventh speed There is a problem of using unnecessary friction elements.

In addition, in the case of the '735, four simple pinion gear sets are divided into two axes arranged in parallel with each other, and the combination is made using eight friction elements, so that the technical configuration for the seventh speed is very complicated. Of course, it is a weight, and poses various problems such as increasing production costs.

Therefore, the present invention has been invented to solve the above conventional problems, the object of the present invention is a combination of one planetary gear set, one simple planetary gear set, and six friction elements 8 forward and reverse 1 It is to provide a multi-stage automatic transmission for a vehicle having a gear train that can realize a speed shift stage.                         

In addition, the rotational speed of the idler element is smaller than the output element in the high speed state to minimize the power loss, to provide a multi-stage transmission for a vehicle to increase the power transmission efficiency.

In order to realize the above object, the present invention is a first planetary gear set consisting of a simple planetary gear set;

A first input path having a fixed first speed ratio with respect to rotation of an input shaft through the first planetary gear set;

A second input path having a second speed ratio of deceleration with respect to rotation of an input shaft through the first planetary gear set;

A second planetary gear set comprising four planetary gear sets and having four operating elements;

Four operating elements of the second planetary gear set are the first, second, third, and fourth operating elements in the order of the arrangement of the respective operating elements on the speed line, and the rotation from the first input path is the fourth operation. First and second clutches each independently transmitting to the element and the first actuating element;

Third and fourth clutches each independently transmitting rotation from the second input path to the second actuation element and the first actuation element;

A first brake for actuating the fourth actuating element as a reaction force element;

A second brake for actuating the second actuating element as a reaction force element;

It provides a vehicle multi-stage automatic transmission comprising an output member connected to the third operating element.

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

 1 to 3 show a first embodiment of a vehicular automatic transmission according to the present invention, the first embodiment being applicable to a closing formula for a front engine rear drive (FR) vehicle. It is.

The gear train applied to the first embodiment includes a three-element hydraulic torque converter T / C to which the lock-up clutch R / C is applied as an oscillation means, and a transmission mechanism 2 arranged on the output side.

The torque converter (T / C) includes a pump impeller (P / I), a turbine runner (T / R) and a stator (ST), and the turbine runner (T / R) is a transmission mechanism (2). It is connected to the input shaft (4) of the output element of the transmission mechanism (2) is connected to the output member (6).

The transmission mechanism (2) has a first input having a first speed ratio equal to the input from the first planetary gear set (PG1) which outputs in a state of deceleration or the same speed through two paths with respect to the rotation of the input shaft (4). A second input path T2 having a path T1, a second speed ratio in a decelerated state, a second planetary gear set PG2 which is a combination type planetary gear set having four operating elements, and The four actuating elements of the second planetary gear set PG2 are the first actuating element S3, the second actuating element {PC2 (PC3)} and the third actuating element {R2 (R3) as in the speed diagram of FIG. }, When set as the fourth operating element S2, the first clutch C1 for transmitting the rotational power from the first input path T1 to the fourth operating element S2, and the first operating element ( A second clutch C2 to be transmitted to S3), a third clutch C3 to transmit rotational power from the second input path T2 to a second operating element PC2 (PC3), and the first Transfer to operating element (S3) Is a fourth clutch C4, a first brake B1 for latching the fourth operating element S2, a second brake B2 for latching the second operating element PC2 (PC3), And an output shaft 6 as an output member connected to the third operating element R2 (R3).

In the above, the clutch is given a sign in the order close to the torque converter (T / C) of the input side, it is assumed that the same reference numerals in other embodiments below.

And the first planetary gear set (PG1) is composed of a double pinion planetary gear set, the sun gear (S1) is always operated as a fixed element, the planet carrier (PC1) is input and through the input and the first input path (T1) It outputs the rotational power at the same speed, the ring gear (R1) is to output the rotational power of the deceleration to the second input path (T2).

In the four operating elements constituting the second planetary gear set (PG2), the first operating element is a large diameter sun gear (S3), the second operating element to support two pinions (P2) (P3) in common Planetary carrier {PC2 (PC3)}, the third operating element is a common ring gear {R2 (R3)}, the fourth operating element is made of a small diameter sun gear (S2), two pinions (P2) (P3) It consists of a long pinion (P3) and a short pinion (P2) that is externally engaged with each other, the short pinion (P2) is externally meshed with the small diameter sun gear (S2), and the long pinion (P3) is externally meshed with the large diameter pinion (S3) It is internally meshed with the ring gear R2.

In the above, the first clutch C1 is formed of a multi-plate clutch, the hub side of which is connected to the planetary carrier PC1 of the first planetary gear set PG1 which is the first input path T1, and the drum portion is connected to the second. It is connected to the small diameter sun gear S2 of the planetary gear set PG2.

The second clutch C2 is formed of a multi-plate clutch, the drum portion of which is connected to the planetary carrier PC1 of the first planetary gear set PG1 which is the first input path T1, and the hub side has a second planetary gear. It is connected to the large diameter sun gear S3 of the set PG2.

The third clutch C3 is formed of a multi-plate clutch, the hub side of which is connected to the planetary carrier {PC2 (PC3)} of the second planetary gear set PG2, and the drum portion is the second input path T2. 1 is connected to the ring gear R1 of the planetary gear set PG1.

The fourth clutch C4 is formed of a multi-plate clutch, the hub side of which is connected to the sun gear S3 of the second planetary gear set PG2, and the first planetary gear set whose drum portion is the second input path T2. It is connected to the ring gear R1 of PG1.

The first brake B1 comprises a multi-plate brake in which the hub side is connected to the drum of the first clutch C1 so that the small-size sun gear S2 of the second planetary gear set PG2 can be locked to the transmission case 8. It is composed.

The second brake B2 consists of a multi-plate brake that connects the hub side with the common planet carrier of the second planetary gear set PG2 (PC2 (PC3)).

The automatic transmission made as described above is shifted based on the vehicle load in the range of the shift stage according to the shift range selected by the driver under the control of an electronic control unit (not shown) and the hydraulic system.

Fig. 2 shows the shift stage achieved by the operation of the clutch and brake indicated by the symbol in the figure (denoted by O in the figure) and the release of operation, and Fig. 3 shows the shift stage achieved by engagement of each clutch and brake, and The relationship with the speed ratio of each operating element is shown in the speed diagram.

Referring to the operation relationship of the automatic transmission of the present invention made as described above based on Figures 1 to 3 as follows.

In the first speed, it is achieved by the operation of the fourth clutch C4 and the first brake B1, in which case the decelerating rotation of the second input path T2 from the first planetary gear set PG1 is performed by the fourth clutch. The large diameter sun gear S3 is input through C4, and the small diameter sun gear S2 acts as a reaction force by the operation of the first brake B1, so that the deceleration rotation of the maximum deceleration of the common ring gear R2 (R3) is performed. It is output through the output shaft 6.

In the second speed, it is achieved by the operation of the second clutch C2 and the first brake B1. In this case, the rotation of the first speed ratio of the first input path T1 from the first planetary gear set PG1 is performed. 2 is input to the large diameter sun gear S3 through the clutch C2, and the small diameter sun gear S2 acts as a reaction force by the operation of the first brake B1, so that the decelerating rotation of the common ring gear R2 (R3) is output shaft. Is output through (6). The speed ratio at this time is larger than the first speed because the input rotation is the same speed rotation.

In the third speed, it is achieved by the operation of the third clutch C3 and the first brake B1, in which case the decelerating rotation of the second input path T2 from the first planetary gear set PG1 is carried out by the third clutch. The common planet carrier {PC2 (PC3)} is input through (C3), and the small diameter sun gear S2 acts as a reaction force by the operation of the first brake B1, thereby reducing the rotation of the common ring gear R2 (R3)}. It is output through this output shaft 6.

At this time, as can be seen from the speed diagram of Fig. 3, the large diameter sun gear S3 is not involved in power transmission and revolves in the same direction as the common planet carrier PC2 (PC3), but the speed ratio is not much larger than the input. And the rotational speed in the same direction as the other operating elements, the relative speed ratio of the drum and the hub of the second clutch C2 in the released state with respect to the large diameter sun gear S3 is slightly larger than 1, and the relative speed of the fourth clutch C4. Since the ratio is also 1 or less, the slip resistance is small.

The fourth speed is achieved by simultaneous operation of the second clutch C2 and the third clutch C3, in which case the first speed of the first input path T1 from the first planetary gear set PG1 is on the one hand. Non-rotation is input to the large-diameter sun gear S3 through the second clutch C2, and on the other hand, the decelerating rotation of the second input path T2 from the first planetary gear set PG1 is performed by the third clutch C3. By inputting to the common planet carrier {PC2 (PC3)} through the above, the rotation which is decelerated at a speed ratio caused by the rotational difference between the large diameter sun gear S3 and the common planet carrier {PC2 (PC3)} is ring gear R2 (R3). } Is rotated through the output shaft (6).

At this time, as can be seen from the velocity diagram of Fig. 3, the small diameter sun gear S2 is not involved in power transmission and revolves in the same direction as the common planet carrier PC2 (PC3), but the speed ratio is not larger than 0.5. At the same time, the rotational speed of the first clutch C1 in the released state with respect to the small diameter sun gear S2 becomes 1, and the relative speed ratio of the first brake B1 also rotates in the same direction as the other operating elements. Since it becomes 1 or less, the slip resistance is small.

At the fifth speed, the third clutch C3 and the fourth clutch C4 are simultaneously operated. In this case, the deceleration rotation of the second input path T2 from the first planetary gear set PG1 is performed by the third clutch. The second planetary gear set PG2 is directly connected because the second planetary gear set PG2 is input to the common planet carrier PC2 (PC3) through the C3 and the large diameter sun gear S3 through the fourth clutch C4. The rotation becomes rotation of the ring gear R2 (R3) and is output through the output shaft 6.

At this time, since there is no relative rotation of all elements of the second planetary gear set PG2, there is no power transmission loss, and since the relative speed ratios of the remaining clutches and brakes in the released state are also 1 or less, slip resistance is small.

The sixth speed is achieved by simultaneous operation of the first clutch C1 and the third clutch C3, in which case the first speed of the first input path T1 from the first planetary gear set PG1 is on the one hand. Non-rotation is input to the small diameter sun gear S2 through the first clutch C1, and on the other hand, the decelerating rotation of the second input path T2 from the first planetary gear set PG1 is performed by the third clutch C3. By inputting to the common planet carrier {PC2 (PC3)} through, the intermediate rotation with respect to the rotation of the small diameter sun gear S2 and the common planet carrier {PC2 (PC3)} is a common ring gear {R2 (R3)}. It is output to the output shaft (6) through.

At this time, the idle element becomes the large diameter sun gear S3, but the rotation thereof has a very small speed ratio, and the rotation direction becomes the same direction as the input rotation direction, so that the third clutch C3 in the released state with respect to the large diameter sun gear S3 is Since the relative speed ratio of the drum and the hub becomes 1, the relative speed ratio of the first brake B1 is about 1, and the relative speed ratio of the fourth clutch is also 1 or less, slip resistance is small.

In the seventh speed, it is achieved by the simultaneous operation of the first clutch C1 and the fourth clutch C4, in which case the first of the first input path T1 from the first planetary gear set PG1 is on the one hand. The speed ratio rotation is input to the small diameter sun gear S2 through the first clutch C1, and on the other hand, the deceleration rotation of the second input path T2 from the first planetary gear set PG1 is performed by the fourth clutch C4. By inputting to the large diameter sun gear (S3) through the), the intermediate rotation for the rotation of the small diameter sun gear (S2) and large diameter sun gear (S3) is output to the output shaft (6) through a common ring gear (R2 (R3)) do.

At this time, the rotation of the common planet carrier {PC2 (PC3)} serving as an idle element becomes 1 or less, and the relative rotation speed ratio of the third clutch C3 in the released state is also 1 or less, and the second brake B2 Since the relative speed ratio is also less than 1, slip resistance is small.

In the eighth speed, the first clutch C1 and the second clutch C2 are simultaneously operated. In this case, the first rotation of the first input path T1 from the first planetary gear set PG1 is rotated. The second planetary gear set PG2 is directly connected to the small diameter sun gear S2 and the large diameter sun gear S3 at the same time through the two clutches C1 and C2, and the rotation thereof is a ring gear {R2 (R3). )} Is rotated and output through the output shaft (6).

In this case, as in the fifth speed, since there is no relative rotation of all operating elements of the second planetary gear set PG2, there is no power transmission loss, and the problem of slip resistance of the remaining clutches and brakes does not occur.

In addition, in the case of reversal, it is achieved by engagement of the fourth clutch C4 and the second brake B2. In this case, the rotational power through the second input path T2 is large diameter through the fourth clutch C4. It is transmitted to the sun gear S3, and a common planet carrier {PC2 (PC3)} acts as a reaction force by the second brake B2, so that the inversion output shaft 6 of the common ring gear R2 (R3) is moved. Is output via

At this time, the relative speed ratio of the first clutch C1 is generated at a constant ratio, but since the reverse shift has a short service life, the influence on the vehicle running is extremely small.

As described above, according to the gear train of the first embodiment, since no reverse rotation occurs in each operating element of the second planetary gear set in all the forward shifting steps, it is possible to prevent the shift delay caused by the inertia force of each operating element during shifting.

And since the reverse rotation of each operating element is not generated as described above in the forward shift stage, the relative rotational speed between each operating element is suppressed, the resistance of the oil is reduced and the power transmission efficiency is improved.

In addition, if the relative rotational speed between the operating elements is suppressed, the bearing loads installed between the operating elements are also reduced, which is advantageous in terms of durability, and since the speed ratio of each operating element is not extremely high, the slip of the friction element or the load of the bearings is reduced. Is also suppressed.

In addition, since there is no relative rotation of the four operating elements by the direct connection of the second planetary gear set in a high speed shifting step with a long service time, power loss can be reduced, thereby realizing an improved gear train.

 In the case of realizing each shifting step as in the above embodiment, as shown in FIG. 2, the two frictional elements are released when the shifting is made in sequence between the forward shifting stages, and the other two operating elements are operated at the same time. The shift operation can avoid the complexity of the shift control.

4 to 6 show a second embodiment, in which the second planetary gear set is of the type of the type of the second planetary gear set as in the first embodiment, and the front engine current drive (FF) or the rear engine rear drive (RR). ) It is an embodiment of the horizontal form of the vehicle.

  The gear train of the second embodiment includes a three-element hydraulic torque converter (T / C) to which a lockup clutch (R / C) is applied as an oscillation means, and a transmission mechanism (2) arranged on the output side. The output of (2) is output through the counter gear 10 as an output member and is transmitted to the differential device through a counter shaft not shown which is arranged in parallel on the input shaft (4).

Since the respective configurations of the torque converter T / C, the first planetary gear set PG1 and the second planetary gear set PG2 of the transmission mechanism 2 are the same as in the first embodiment, detailed description of the configuration is omitted. Only the changed parts will be described.

That is, the small diameter sun gear S3 of the second planetary gear set PG2 is connected to the hub side of the second clutch C2 as the first operating element, and the common ring gear R2 (R3) is the second operating element. It is connected to the hub side of the third clutch C3 and the hub side of the second brake B2, and the common planet carrier {PC2 (PC3)} is connected to the counter gear 10 which is an output member as a third element, and has a large diameter. The sun gear S2 is connected as a fourth element to the drum side of the first clutch C1 and the hub side of the first brake B1.

Fig. 5 shows a shift step achieved by the operation of the clutches and brakes (shown as O in the figure) and the release of operation, which are indicated by the symbol in the figure, and the operation and release of each friction element are the same as in the first embodiment.

Fig. 6 shows a speed diagram according to the same method as in the case of the first embodiment, showing the relationship between the speed change step achieved by the operation of each clutch and brake and the speed ratio of the operating element.

As described above, the common planet carrier (PC2 (PC3)) constituting the third actuation element becomes the output element, and the third clutch C3 is used to configure the second actuation element as the common ring gear R2 (R3)}. ) And the relationship between the operating element and the output element controlled by the operation of the second brake B2 is different from the first embodiment, and the speed ratio at each shift stage is different, but The behavior of both sun gears S2 and S3 for operation is almost the same.

However, due to the setting of the gear ratio, the third speed idle speed ratio of the small diameter sun gear S3 as the first operating element is slightly higher than that of the first embodiment, and conversely, the idle speed ratio when the large diameter sun gear s2 as the fourth operating element is reversed It is slightly lower than that of the first embodiment.

7 to 9 illustrate a third embodiment in which the second planetary gear set PG2 is changed in the second embodiment, and in the second embodiment, a second composite planetary gear set of a laminate type is shown. PG2) is used, but in the third embodiment, as shown in FIG. 7, two single pinion planetary gear sets G2 and G3 are combined.

That is, it is configured as a so-called Simpson type having four operating elements by connecting both sun gears S2 and S3 and connecting the second planet carrier PC2 and the third ring gear R3.

Accordingly, both sun gears S2 and S3 become first actuating elements and are connected to the hub side of the second clutch C2 and the hub side of the fourth clutch C4, and the third planetary carrier PC3 is operated in the second operation. The second planetary carrier PC2 and the third ring gear R3, which are connected to the hub side of the third clutch C3 and the hub side of the second brake B2 as elements, have a counter gear as the third operating element. The second ring gear R2 is connected to the drum side of the first clutch C1 and the hub side of the first brake B1 as a fourth operating element.

Fig. 8 shows the shift stage achieved by the operation of the clutch and brake indicated by the symbol in the figure (denoted by O in the figure) and the release of operation, and the operation and release of the respective friction elements are the same as those of the first and second embodiments. .

Fig. 9 shows the relationship between the speed change step achieved by the operation of each clutch and brake and the speed ratio of the operating element at this time according to the same method as in the second embodiment.

Since the second planetary carrier PC2 and the ring gear R3 constituting the third actuating element are output elements, and the second actuating element is constituted by the third planetary carrier PC3, The relationship between the operation element and the output element controlled by the operation and the operation of the second brake B2 is different from that of the second embodiment, and the speed ratio at each shift stage is different, but the operation of each friction element at each shift stage is different. The behavior of both sun gears S2 and S3 is about the same.

However, due to the setting of the gear ratio, the third speed idle speed ratio of both sun gears S2 and S3 as the first operating element is slightly higher than in the second embodiment, and conversely, the second ring gear R2 as the fourth operating element is reversed. When reversing, the idle speed ratio becomes slightly lower than in the second embodiment.

10 to 12 show a fourth embodiment modified from the third embodiment, in which the second planetary gear set PG2 connects the second planet carrier PC2 and the third ring gear R3, The second ring gear (R2) and the third planet carrier (PC3) by connecting the four actuated elements.

The third sun gear S3 is connected to the hub side of the second clutch C2 and the hub side of the fourth clutch C4 as the first operating element, and the third planet carrier PC3 and the second ring connected to each other. The second planetary carrier PC2 and the third ring gear, which connect the gear R2 to the hub side of the third clutch C3 and the hub side of the second brake B2 as second operating elements, are connected to each other in the same manner. (R3) is connected to the counter gear 10 as a third operating element, and the second sun gear S2 is connected to the drum side of the first clutch C1 and the hub side of the first brake B1 as the fourth operating element. Connected.

Fig. 11 shows the shift stage achieved by the operation of the clutch and brake indicated by the symbol in the figure (denoted by O in the figure) and the release of operation, and the operation and release of the respective friction elements are the same as those of the first, second and third embodiments. same.

Fig. 12 shows the relationship between the speed change step achieved by the operation of each clutch and brake and the speed ratio of the operating element at this time, according to the same method as in the second embodiment.

The second planetary carrier PC2 and the third ring gear R3 constituting the third actuating element are output elements, and the second actuating element is the third planetary carrier PC3 and the second ring gear R2. Since the relationship between the operation element and the output element controlled by the operation of the third clutch C3 and the operation of the second brake B2 is different from that of the second embodiment, and the speed ratio in each speed change step is different, The behavior of both sun gears S2 and S3 for the operation of each friction element at the shift stage is almost the same.

However, due to the gear ratio setting, the third speed idle speed ratio of the third sun gear S3 as the first operating element is slightly higher than that in the third embodiment, and conversely, when the second sun gear S2 as the fourth operating element is reversed, The speed ratio is slightly lower than in the third embodiment.

13 to 15 show a fifth embodiment modified from the second embodiment, in which the sun gear and the ring gear are reversed in the second type planetary gear set PG2 of the second embodiment. It is made up.

That is, among the long pinion P2 and the short pinion P3 meshing with each other, the long pinion P2 is externally meshed with the common sun gear {S2 (S3)}, and the long pinion P2 is inscribed with the small diameter ring gear R2. 4 actuated elements in the form of being engaged and in which the short pinion P3 is internally engaged with the large-diameter ring gear R3.

Accordingly, the common sun gear {S2 (S3)} is connected as a first element to the hub side of the second clutch C2 and the hub side of the fourth clutch C4, and the large-diameter ring gear R3 is used as the second operating element. It is connected to the hub side of the third clutch C3 and the hub side of the second brake B2, and the common planet carrier {PC2 (PC3) is connected to the counter gear 10 as the third operating element, and the small diameter ring gear ( R2) is connected to the drum side of the first clutch C1 and the hub side of the first brake B1 as a fourth operating element.

FIG. 14 shows a shift stage achieved by actuation (indicated by O in the figure) and release of the clutch and brake indicated by the abbreviations in the figure, and FIG. 15 shows a shift stage achieved by actuation of each clutch and brake, and operation The relationship between the speed ratio of the elements is shown by the speed diagram according to the same method as in the above-described respective embodiments.

Since the common planet carrier (PC2 (PC3)) constituting the third operating element is the output element, and the second operating element is composed of the large-diameter ring gear R3, the operation of the third clutch C3 and the second brake are performed. Although the relationship between the operating element and the output element controlled by the operation of (B2) is different from the second embodiment, and the speed ratio in each shift step is different, both sun gears for the operation of each friction element at each shift stage {S2] (S3)} and the small-diameter ring gear (R2) is almost the same.

However, due to the gear ratio setting, the third speed idle speed ratio of the common sun gear {S2 (S3)}, which is the first operating element, is almost the same as in the third embodiment, and when the small diameter ring gear R2, which is the fourth operating element, is reversed The idle speed ratio becomes almost the same as in the third embodiment.

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.

As described above, the automatic transmission of the present invention can be combined with one composite planetary gear set, one simple planetary gear set, and four clutches and two brakes to implement a shift stage of 8 forward speed and 1 reverse speed. Therefore, the overall length and weight can be made compact.

In addition, since the high speed rotation of the idler element does not occur in the forward shift stage of the forward shift stage, the slip speed of the friction element and the gear transmission loss can be minimized, thereby improving durability and minimizing power loss.

In addition, since the reverse rotation of the idle element does not occur in all the forward shift stage, the friction element control during shift up and down is also easy to be made.

Claims (13)

A first planetary gear set comprising a simple planetary gear set; A first input path having a fixed first speed ratio with respect to rotation of an input shaft through the first planetary gear set; A second input path having a second speed ratio of deceleration with respect to rotation of an input shaft through the first planetary gear set; A second planetary gear set comprising four planetary gear sets and having four operating elements; Four operating elements of the second planetary gear set are the first, second, third, and fourth operating elements in the order of the arrangement of the respective operating elements on the speed line, and the rotation from the first input path is the fourth operation. First and second clutches each independently transmitting to the element and the first actuating element; Third and fourth clutches each independently transmitting rotation from the second input path to the second actuation element and the first actuation element; A first brake for actuating the fourth actuating element as a reaction force element; A second brake for actuating the second actuating element as a reaction force element; A vehicle multistage automatic transmission comprising an output member connected to the third operating element. The method of claim 1, wherein the first brake and the fourth clutch are operated at the first speed, the first brake and the second clutch are operated at the second speed, and the first brake and the third clutch are operated at the third speed. The second and third clutches are operated in the inside, the third and fourth clutches in the fifth speed, the first and third clutches in the sixth speed, the first and fourth clutches in the seventh speed, and the first and fourth clutches in the eighth speed. Multi-speed automatic transmission for a vehicle, characterized in that the first and second clutches are operated. The planetary gear set of claim 1, wherein the first planetary gear set includes a double pinion planetary gear set, wherein the sun gear is always operated as a fixed element, and the planet carrier is connected to the first input path simultaneously with the planetary carrier as an input element. And a second input path is connected to the vehicle. 2. The second actuating gear set according to claim 1, wherein the second planetary gear set includes a first actuating element composed of a large diameter sun gear, a long pinion engaged with the large diameter sun gear, and a planetary carrier supporting the short pinion engaged with the long pinion. A vehicular planetary gear set comprising a planetary gear set comprising a element, a third actuating element comprising a ring gear meshed to the long pinion, and a fourth actuating element comprising a small diameter sun gear meshed to the short pinion. Multi-speed automatic transmission. 2. The apparatus of claim 1, wherein the first clutch is comprised of a multi-plate clutch, the hub side of which is connected to the planetary carrier of the first planetary gearset, and the drum portion is connected to the small diameter sun gear of the second planetary gearset; The second clutch is composed of a multi-plate clutch, the drum portion of which is connected to the planetary carrier of the first planetary gearset, and the hub side is connected to the large diameter sun gear of the second planetary gearset; The third clutch is comprised of a multi-plate clutch, the hub side of which is connected to the planetary carrier of the second planetary gearset, and the drum portion is connected to the ring gear of the first planetary gearset; The fourth clutch is composed of a multi-plate clutch, the hub side of which is connected to the sun gear of the second planetary gear set, and the drum portion is connected to the ring gear of the first planetary gear set; The first brake is composed of a multi-plate brake connecting the hub side to the drum of the first clutch, and configured to lock the small diameter sun gear of the second planetary gear set to the transmission case; The second brake is a multi-stage automatic transmission for a vehicle, characterized in that the hub is made of a multi-plate brake connecting the planetary carrier of the second planetary gear set. 2. The first actuating element of the second planetary gear set according to claim 1, wherein the first actuating element of the second planetary gear set comprises a small diameter sun gear, the second actuating element is a common ring gear, the third actuating element is a common planet carrier, and the fourth actuating element is a large diameter sun gear. Multi-speed automatic transmission for a vehicle consisting of a planetary gear set of the type of the raven. The small diameter sun gear of the second planetary gear set is connected to the hub side of the second clutch as the first actuating element, and the common ring gear is connected to the hub side of the third clutch as the second actuating element. It is connected to the hub side of the second brake, the common planet carrier is connected to the counter gear as the output member as the third operating element, the large diameter sun gear is the drum side of the first clutch and the hub side of the first brake as the fourth operating element. Multi-speed automatic transmission for a vehicle, characterized in that connected to. The Simpson type planetary gear according to claim 1, wherein the second planetary gear set combines two single-pinion planetary gear sets, connecting two sun gears and connecting the second planet carrier and the third ring gear to have four operating elements. A multistage automatic transmission for a vehicle, characterized by a set. 9. A gear according to claim 1 or 8, wherein both sun gears serve as a first actuating element and are connected to the hub side of the second clutch and the hub side of the fourth clutch, and the third planet carrier acts as a second actuating element. A second planetary carrier and a third ring gear connected to the hub side and the hub side of the second brake are connected to the counter gear as the third actuating element, and the second ring gear is connected to the counter gear as the fourth actuating element. A vehicle multistage automatic transmission characterized in that it is connected to the drum side and the hub side of the first brake. The planetary gear set of claim 1, wherein the second planetary gear set combines two single pinion planetary gear sets, connects the second planetary carrier and the third ring gear, and connects the second ring gear and the third planetary carrier. A multistage automatic transmission for a vehicle, characterized by having an operating element. 11. The method according to claim 1 or 10, wherein the third sun gear is connected to the hub side of the second clutch and the hub side of the fourth clutch as the first operating element, and the third planetary carrier and the second ring gear connected to each other are connected. The second planetary carrier is connected to the hub side of the third clutch and the hub side of the second brake as a second operating element, and the second planetary carrier and the third ring gear which are connected to each other are connected to the counter gear as the third operating element, and the second sun gear To the drum side of the first clutch and the hub side of the first brake as a fourth operating element. The second planetary gear set of claim 1 is composed of an inverted rib type in which the sun gear and the ring gear are inverted in the conventional rack type. And the long pinion is internally engaged with the small diameter ring gear, and the short pinion is formed with the four operating elements in the form of being internally engaged with the large diameter ring gear. The common sun gear according to claim 1 or 12, wherein the common sun gear is connected as a first element to the hub side of the second clutch and the hub side of the fourth clutch, and the large-diameter ring gear is the second actuating element as the hub side of the third clutch. And the hub side of the second brake, the common planet carrier is connected to the counter gear as the third actuation element, and the small diameter ring gear is connected to the drum side of the first clutch and the hub side of the first brake as the fourth actuation element. Automotive multistage automatic transmission characterized in that.

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