KR19980047935A - Gear train of automatic gearbox for 3rd forward and 3rd reverse - Google Patents

Abstract

To provide a gear train capable of outputting three forward speeds and three reverse speeds for industrial machines and leisure vehicles;

An oscillation means for converting and outputting torque of rotational power output from the power source;

A bevel gear type differential gear disposed at the rear side of the oscillation mechanism and configured to control forward and reverse rotation according to an input condition;

Deceleration / constant speed control means comprising a bevel gear type differential gear to output rotational power input from the forward and reverse rotation control means at a deceleration and constant speed;

A co-speed / speed control means composed of a bevel gear type differential gear to co-speed or speed-up the rotary power input from the deceleration and co-speed control means;

Clutch means for controlling input conditions of the forward and reverse rotation control means and the deceleration / speed control means and the speed increase control means;

Brake means for controlling reaction conditions of the forward and reverse rotation control means and the speed increase control means of the deceleration / speed control means;

It provides a gear train of the automatic transmission for the third forward and reverse third speed comprising a.

Description

Gear train of automatic transmission for three forward and reverse third speed

The present invention relates to a gear train of an automatic transmission that can be applied to various industrial machines and automobiles, and more specifically, a gear of an automatic transmission capable of implementing three forward speeds and three reverse speeds by combining three sets of differential gears. It's about the train.

For example, an automatic transmission that can be automatically shifted is widely applied to industrial machines or automobiles including construction machines.

In such an automatic transmission, the gear train of the automatic transmission applied to a vehicle includes a combination of at least two or more simple planetary gear sets to form a composite planetary gear set, and the complex planetary gear set is defined as a traveling speed and its load. The transmission ratio can be automatically adjusted by controlling the transmission control unit according to the change of.

That is, the transmission control unit controls a plurality of friction elements installed in the planetary gear set in an active or non-operating state, so that any element of the three elements (sun gear, ring gear, planet carrier) of the planetary gear set is an input element. In this case, the output rotation speed is adjusted by selecting another element as the reaction force element.

And the composite planetary gear device as described above has a structure in which the planetary carriers are connected to each other in order to be used as a transmission means of the vehicle, or having a structure in which the sun gear is shared and the planetary carrier and the ring gear is directly connected, or the planetary carrier and the ring Gears are directly connected to each other.

However, in the gear train as described above, the gear train is configured to be shifted in multiple stages according to the driving conditions of the vehicle, so that a leisure vehicle or an industrial heavy equipment requiring large force, and both forward and reverse, do not require multiple shifts. There is a problem that it is not applicable to an industrial machine that requires a multiple speed shift stage.

In addition, the use of expensive planetary gear sets has a problem that the manufacturing cost increases significantly.

Accordingly, the present invention has been invented to solve the above problems, and an object of the present invention is to provide a gear train that can output three speed shift speeds and three reverse speed gears to be applied to industrial machines and leisure vehicles. have.

In order to realize the above object, the present invention comprises: an oscillating means for converting and outputting torque of rotational power output from a power source;

A bevel gear type differential gear disposed at the rear side of the oscillation mechanism and configured to control forward and reverse rotation according to an input condition;

Deceleration / constant speed control means comprising a bevel gear type differential gear to output rotational power input from the forward and reverse rotation control means at a deceleration and constant speed;

A speed / speed control means configured to bevel gear type differential gear to increase and output rotational power input from the speed reduction and speed control means;

Clutch means for controlling input conditions of the forward and reverse rotation control means and the deceleration / speed control means and the speed increase control means;

Brake means for controlling reaction conditions of the forward and reverse rotation control means and the speed increase control means of the deceleration / speed control means;

It provides a gear train of the automatic transmission for the third forward and reverse third speed comprising a.

1 is a configuration diagram of a gear train according to a first embodiment of the present invention.

2 is an operation table of friction elements for each shift stage in the first embodiment.

Figure 3 is another embodiment of the oscillation mechanism applied to the present invention.

Figure 4 is another embodiment of the oscillation mechanism applied to the present invention.

Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention that can specifically realize the above object will be described in detail.

1 is a view showing a gear train according to an embodiment of the present invention, wherein power generated from an engine as a power source 2 is torque converted through a torque converter 4 as an oscillation means, and the forward and reverse rotation control means 6 are shown in FIG. It is inputted to determine forward and backward.

And the rotational power is determined before, the reverse is input to the deceleration / speed control means (8) is output in the state of deceleration or the same speed, the rotational power thereof is made the same speed or speed is increased again in the speed increase control means (10) You lose.

The torque converter 4 for converting the torque generated from the engine as the power source 2 is an oscillating means, the pump impeller 12 which is rotated in direct connection with the crankshaft of the power source 2; A turbine runner 14 which is disposed opposite to the pump impeller 12 and rotates together by the ejected oil; It includes a stator 16 disposed between the pump impeller 12 and the turbine runner 14 to change the flow of oil to increase the rotational force of the pump impeller 12.

Accordingly, when the engine rotates, oil filled in the torque converter 4 is ejected from the pump impeller 12 and supplied to the turbine runner 14 to drive the turbine runner 14 and then flow into the stator 16. .

In addition, the oil introduced into the stator 16 changes its direction and repeats the flow of the oil into the pump impeller 12. In this case, the turbine runner shared by the stator 16 is rotated by the rotation of the stator 16. The difference between the rotational force of 14) and the rotational force of the pump impeller 12 is to be the torque conversion is made.

In addition, the forward and reverse rotation means 6 for receiving the power from the torque converter 4 and selecting the forward and reverse rotations may include a differential gear composed of four bevel gears.

That is, in the forward and reverse rotation means 6, side pinions 20 and 22 are disposed in the front and rear sides of the case 18, and driven pinions 24 and 26 are interposed between these left and right sides. .

The side pinions 20 and 22 are connected to the oscillating means on the front side and the deceleration / speed control means 8 on the rear side by the first and second input shafts 28 and 30 penetrating the case 18. .

The driven pinions 24 and 26 are connected to the first connecting member 32 penetrating the case 18, and the first connecting member 32 is connected to the first clutch 34 and the first brake 36. It is variably connected to the first input shaft 28 and the transmission housing 38 through the to selectively act as an input and a reaction force element.

Accordingly, when the first clutch 34 is operated, the input is simultaneously made to the side pinion 20 and the first connecting member 32, and the forward and reverse rotation control means 6 of the direct connection is directly connected. It is in a state to transmit the rotational power in the forward direction.

In addition, when only the first brake 36 is operated, the case 18 is kept in a stopped state. The driven pinions 24 and 26 rotate to rotate the rear drive pinion 22 in reverse.

In addition, the deceleration / constant speed control means 8 connected on the second input shaft 30 supporting the rear side pinion 22 is similar to the forward and reverse rotation control means 6 in the case 40. Side pinions 42 and 44 are disposed on the front and rear sides, and driven pinions 46 and 48 are interposed between these left and right sides.

Of the side pinions 42 and 44, the front side pinion 42 is disposed on the second input shaft 30 forming the output side end of the forward and reverse rotation control means 6, and the rear side pinion 44. Is variably connected to the transmission housing 38 via the second connecting member 50 and the second brake 52.

In addition, the driven pinions 46 and 48 are connected to the third connecting member 54 passing through the case 40, and the third connecting member 54 is mounted with the drive gear 56 and the second clutch ( 58 is variably connected to the second input shaft 30.

Accordingly, when the second clutch 58 is operated, the input is simultaneously made to the side pinion 42 and the third connecting member 54, and the direct and reverse rotation control means 6 is in a direct connection state. The rotational power input from) is output as it is.

And when only the second brake 52 is operated, the rear side pinion 44 is kept in a stopped state, and the driven pinions 24 and 26 are driven while rotating and rotating. As it rotates, the output is made.

In addition, the same speed / speed control means 10 that is output by receiving the power from the drive gear 56 of the deceleration / speed control means 8 at the same speed and speed, the forward, reverse rotation control means 6 and the deceleration Similarly to the / speed control means 8, the side pinions 60 and 62 are disposed in the front and rear sides inside the case 58, and the driven pinions 64 and 66 are interposed between these left and right sides.

One side pinion 60 of the side pinions 60 and 62 is variably with the transmission housing 38 through a fourth connecting member 68 and a third brake 70 which rotatably support the pinion thereof. The other side pinion 62 is connected to the drive shaft 72 to act as an output element.

In addition, the fifth connecting member 74 which rotatably supports the driven pinions 64 and 66 to the case 58 is integrally formed with a drive gear 76 engaged with the drive gear 56. In addition, the fifth connection member 74 is variably connected to the fourth connection member 68 via the third clutch 78.

Accordingly, when the third clutch 78 is operated, the input is simultaneously made to the driven pinions 64 and 66 and the fourth connection member 68, and thus the deceleration / speed control means is in a direct connection state. The rotational power input from (8) is output as it is.

In addition, when only the third brake 70 is operated, one side pinion 60 is kept in a stopped state, and the driven pinions 64 and 66 are driven while rotating and rotating, and thus, in an increased speed. The output is made while driving the drive shaft (72).

Since the operation of the differential gear forming the forward / reverse rotation control means 6 and the deceleration / speed control means 8 and the speed / speed control means 10 is well known, the detailed operation description thereof will be omitted.

The gear train made as described above is shifted by the operation of the friction element as shown in FIG.

That is, at the forward 1 speed, the transmission control unit controls the first clutch 32, the third clutch 78, and the second brake 52.

Then, when the forward and reverse rotation control means 6 is directly connected to transmit rotational power, the deceleration / speed control means 8 outputs the deceleration by the operation of the second brake 52, and the speed and speed control means 10 ) Is directly connected to the operation of the third clutch 78, the output is made in the state of the same speed and the first speed shift is made.

In the second speed, the operation of the second brake 50 is released in the state of the first speed, and the second clutch 58 is operated and controlled.

Then, when the forward and reverse rotation control means 6 is directly connected to transmit the rotational power, the deceleration / speed control means 8 is outputted in the same state while being in the direct connection state, and the same speed and the speed increase control means 10 It is directly connected to the operation of the three clutch 78, the output is made in the state of the same speed and the second speed is made.

At the third speed, the third clutch 78 is released in the second speed state, and the third brake 70 is operated and controlled.

Then, if the forward and reverse rotation control means (6) is directly connected to transmit the rotational power, the deceleration / speed control means (8) is in a state of direct connection and is output in the state of the same speed, in the constant speed and the speed control means (10) The third speed output is achieved while the speed is increased by the operation of the third brake 70.

In the reverse first speed, the third clutch 78 and the first and second brakes 36 and 52 are operated and controlled.

Then, the reverse rotation output is made in the forward and reverse rotation control means 6, the deceleration is made in the deceleration / speed control means 8, and the output is made, and the third clutch 78 is formed in the speed and speed control means 10. ) Is directly connected to the operation of 1) and the output is made at the same speed, and 1-speed shift is made.

In the second reverse speed, the operation of the second brake 50 is canceled in the state of the reverse first speed, and the second clutch 56 is operated and controlled.

Then, the reverse rotation is performed in the forward and reverse rotation control means 6, and the deceleration / speed control means 8 is output at the same speed while being directly connected, and in the same speed and speed control means 10, the third clutch 78 is operated. It is connected directly to the output at the same speed and the two-speed shift is made.

In the third reverse speed, the third clutch 78 is canceled in the reverse second speed state, and the third brake 70 is operated and controlled.

Then, the reverse rotation is performed in the forward and reverse rotation control means 6, and the deceleration / speed control means 8 is output at the same speed while being directly connected, and in the same speed and speed control means 10, the third brake 70 is operated. The speed is increased to 3 reverse speeds.

3 and 4 show another example of the oscillation means applied to the present invention, FIG. 3 shows a fluid clutch composed of a pump impeller 80 and a turbine runner 82, and FIG. 4 shows a torsional damper. It consists of 84 and the clutch 86. FIG.

In the fluid clutch as described above, when the pump impeller 80 rotates at a predetermined speed or more, the turbine runner 82 transmits the power while rotating by the fluid kinetic energy of the fluid.

In addition, the torsional damper 84 attenuates the occurrence of the torsional vibration to the rotational power output from the engine, and the clutch 86 performs a function of controlling the rotational power transmitted from the torsional damper 84. As the above are all known techniques, detailed description of the configuration is omitted.

As described above, according to the present invention, by implementing a gear ratio of three forward speeds and three reverse speeds with three sets of differential gears, the present invention can be widely applied to industrial machines and leisure vehicles.

Claims (7)

An oscillation means for converting and outputting torque of rotational power output from the power source; A bevel gear type differential gear disposed at the rear side of the oscillation mechanism and configured to control forward and reverse rotation according to an input condition; Deceleration / constant speed control means comprising a bevel gear type differential gear to output rotational power input from the forward and reverse rotation control means at a deceleration and constant speed; A co-speed / speed control means composed of a bevel gear type differential gear to co-speed or speed-up the rotary power input from the deceleration and co-speed control means; Clutch means for controlling input conditions of the forward and reverse rotation control means and the deceleration / speed control means and the speed increase control means; Brake means for controlling reaction conditions of the forward and reverse rotation control means and the speed increase control means of the deceleration / speed control means; Gear train of the automatic transmission for 3 forward and reverse 3 speed comprising a. The method of claim 1, wherein the forward and reverse rotation control means comprises a side pinion disposed in the front and rear side inside the case, and a driven pinion interposed between both sides of the side pinion, The side pinion is connected to the oscillating means on the front side and the deceleration / speed control means on the rear side by the first and second input shafts passing through the case, and the driven pinion is connected to the first input shaft and the transmission through the connecting member penetrating the case. Gear train of an automatic transmission for three forward speeds and three reverse speeds, characterized by a variable connection to the housing. The method according to claim 1, wherein the deceleration / speed control means comprises a side pinion disposed in the front and rear side inside the case, and a driven pinion interposed between both sides of the side pinion, The front side pinion is connected to the deceleration / speed control means on the front side by a second input shaft passing through the case, the rear side pinion is variably connected to the transmission housing, and the pinion pin has a connection member penetrating the case. The gear train of the automatic transmission for the 3rd forward and 3rd speed forward, characterized in that it is connected to the drive gear and variably connected to the second input shaft. The method according to claim 1, wherein the speed / speed control means includes a side pinion disposed in the front and rear side inside the case, and a driven pinion interposed between both sides of the side pinion, One side pinion of the side pinions is variably connected to the transmission housing through a connecting member and a brake for rotatably supporting the pinion thereof, and the other side pinion is connected to the drive shaft to act as an output element, and the driven pinion is connected to the case. The connecting member rotatably supported in the forward 3 speed reverse 3 speed is characterized in that it is formed integrally with the drive gear meshed with the drive gear, and variablely connected to the connecting member for supporting one side pinion via a clutch. Gear train of automatic transmission. The method of claim 1, wherein the clutch means comprises: a first clutch for variably connecting the first input shaft and the connecting member for supporting the driven pinion of the forward and reverse rotation control means; A second clutch for variably connecting the connecting member for supporting the driven pinion of the deceleration / speed control means and the second input shaft; A third clutch for variably connecting the connecting member and the drive gear for supporting one side pinion of the speed / speed control means; Gear train of the automatic transmission for three forward speed, three reverse speed, characterized in that made, including. The method of claim 1, wherein the brake means comprises a first brake for variably connecting the transmission housing and the connection member for supporting the driven pinion of the forward and reverse rotation control means; A second brake for variably connecting the side pinion of the deceleration / speed control means and the transmission housing; A third brake for variably connecting the connection member and the transmission housing for supporting one side pinion of the speed / speed control means; Gear train of the automatic transmission for three forward speed, three reverse speed, characterized in that made, including. Gear train of automatic transmission for 2nd speed forward and 2nd speed characterized by the use. The gear train of claim 1, wherein the oscillating means comprises any one of a torque converter, a fluid clutch, a torsional damper, and a clutch.