KR101836826B1 - Auto transmission apparatus - Google Patents

Auto transmission apparatus Download PDF

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Publication number
KR101836826B1
KR101836826B1 KR1020160031894A KR20160031894A KR101836826B1 KR 101836826 B1 KR101836826 B1 KR 101836826B1 KR 1020160031894 A KR1020160031894 A KR 1020160031894A KR 20160031894 A KR20160031894 A KR 20160031894A KR 101836826 B1 KR101836826 B1 KR 101836826B1
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KR
South Korea
Prior art keywords
damper
flow path
shaft
converter
torque converter
Prior art date
Application number
KR1020160031894A
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Korean (ko)
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KR20170109104A (en
Inventor
김진우
정시섭
박진우
이용철
서각하
Original Assignee
현대 파워텍 주식회사
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Priority to KR1020160031894A priority Critical patent/KR101836826B1/en
Publication of KR20170109104A publication Critical patent/KR20170109104A/en
Application granted granted Critical
Publication of KR101836826B1 publication Critical patent/KR101836826B1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H41/00—Rotary fluid gearing of the hydrokinetic type
    • F16H41/04—Combined pump-turbine units
    • F16H41/22—Gearing systems consisting of a plurality of hydrokinetic units operating alternatively, e.g. made effective or ineffective by filling or emptying or by mechanical clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H41/00—Rotary fluid gearing of the hydrokinetic type
    • F16H41/24—Details
    • F16H41/30—Details relating to venting, lubrication, cooling, circulation of the cooling medium
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

An invention for an automatic transmission is disclosed. A shaft to which the power of the present invention is input; A torque converter installed at one side of the transmission housing and installed at an input side of the shaft; A planetary gear set coupled to the shaft and including a sun gear, a carrier and a ring gear; And a low reverse brake installed in the transmission housing and restricting the carrier when the forward first speed change stage and the reverse speed stage are implemented.

Figure R1020160031894

Description

[0001] AUTO TRANSMISSION APPARATUS [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an automatic transmission, and more particularly, to an automatic transmission capable of reducing the number of parts and reducing weight.

Generally, the vehicle is equipped with a transmission. The transmission can shift the speed of the vehicle by driving the clutch. The transmission is provided with a one-way clutch for restraining the rear planetary gear set. The one-way clutch is mounted to improve the shifting feeling.

Further, a torque converter is provided on the power input side of the transmission. Since the torque converter uses fluid coupling, the sudden change in the number of revolutions of the engine or the torque shock is not transmitted to the shaft, and the impact of the road surface or the wheel is not transmitted to the engine through the shaft. The torque converter is provided with a damper clutch for directly transmitting power by connecting the shaft and the torque converter. The damper clutch is a multi-plate damper clutch having a plurality of friction discs.

Further, the torque converter is provided with an inflow passage and a discharge passage for supplying and discharging fluid to the impeller and the turbine, and a pressure passage for supplying the fluid to the hydraulic chamber of the multiple-plate clutch is formed. The inflow passage, the discharge passage and the pressure passage are connected to the supply passage formed in the shaft.

However, conventionally, since the one-way clutch is provided in the transmission, the number and weight of the components of the transmission are increased. As the weight of the transmission increases, the fuel economy of the vehicle increases and the manufacturing cost increases.

Further, since the torque converter is provided with the inflow passage, the discharge passage and the pressure passage, the passage for supplying the oil to the torque converter is complicated.

Further, since the damper clutch is provided with a plurality of friction discs, the number of parts of the damper clutch can be increased and the weight can be increased.

Therefore, there is a need to improve this.

The background art of the present invention is disclosed in Korean Patent Laid-Open Publication No. 2007-0114860 (published on December 5, 2007, entitled " Mechanism of connection between a crankshaft of an engine and a torque converter of an automatic transmission).

It is an object of the present invention to provide an automatic transmission capable of reducing the number of components and realizing weight saving.

A shaft to which power is input according to the present invention; A torque converter installed at one side of the transmission housing and installed at an input side of the shaft; A planetary gear set coupled to the shaft and including a sun gear, a carrier and a ring gear; And a low reverse brake installed in the transmission housing and restricting the carrier when a forward 1-speed range shift stage and a reverse shift range stage are implemented.

The carrier including: a pinion gear portion disposed between the sun gear and the ring gear; And a carrier housing supported by the pinion gear portion and extending outside the ring gear.

The torque converter being coupled to a turbine of the torque converter and being moved by pressure of oil supplied to the turbine; And a damper clutch fixed to the damper piston and restrained by the impeller shell of the torque converter as the damper piston is moved.

Wherein the torque converter includes: a first converter flow path portion supplying oil to the damper piston so that the damper clutch is constrained to the impeller shell; And a second converter conduit portion for supplying oil to the pressure chamber portion on one side of the damper piston such that the damper clutch is spaced apart from the impeller shell.

When the vehicle starts, oil may be supplied to the pressure chamber portion through the second converter flow path portion to separate the damper clutch from the impeller shell.

The first converter flow path portion and the second converter flow path portion may be connected to the supply flow path portion of the shaft.

The damper clutch may be a single plate damper clutch fixed to one surface of the impeller shell side of the damper piston.

According to the present invention, the one-way clutch for restricting the carrier in the forward first speed change stage and the reverse speed change stage can be omitted because the carrier is constrained when the low reverse brake implements the forward first speed change stage and the reverse speed stage. Further, it is not necessary to form the snap ring, the spline, and the lubricant hole that accompany the installation of the one-way clutch. Therefore, the number and weight of the automatic transmission can be reduced.

Further, according to the present invention, since the first converter flow path portion and the second converter flow path portion are formed in the torque converter, the structure of the flow path in the torque converter can be simplified. Therefore, the manufacturing cost and weight of the automatic transmission can be reduced.

Further, according to the present invention, since the single plate damper clutch is applied to the torque converter, the number of friction discs and the size of the friction disc support can be reduced. Therefore, the number and weight of parts can be reduced.

1 is a cross-sectional view illustrating an automatic transmission according to an embodiment of the present invention.
2 is an enlarged sectional view showing a torque converter in an automatic transmission according to an embodiment of the present invention.
3 is an enlarged sectional view showing a state where oil is supplied to the pressure chamber portion through the second converter flow path portion in the torque converter of the automatic transmission according to the embodiment of the present invention.
4 is an enlarged sectional view showing a planetary gear set in an automatic transmission according to an embodiment of the present invention.

Hereinafter, an automatic transmission according to an embodiment of the present invention will be described with reference to the accompanying drawings. In the course of describing the automatic transmission, the thicknesses of the lines and the sizes of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms described below are defined in consideration of the functions of the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be made based on the contents throughout this specification.

FIG. 1 is an enlarged sectional view showing a torque converter in an automatic transmission according to an embodiment of the present invention, FIG. 3 is a cross-sectional view of the automatic transmission according to an embodiment of the present invention, FIG. 4 is an enlarged cross-sectional view showing a state in which oil is supplied to the pressure chamber portion through the second converter flow path portion in the torque converter of the automatic transmission according to the embodiment. FIG. Fig. 3 is an enlarged sectional view showing the gear set.

1 to 4, an automatic transmission according to an exemplary embodiment of the present invention includes a shaft 110, a torque converter 120, a planetary gear set 150, and a low reverse brake 160.

The shaft 110 is connected to a crankshaft (not shown) of the engine. The shaft 110 is installed across the interior of the transmission housing 10.

The torque converter 120 includes an impeller shell 121, an impeller 123, a turbine 124 and a stator 125.

The impeller shell 121 is disposed inside the transmission housing 10. The impeller shell 121 is coupled to the engine drive plate 20 of the engine. The shaft 110 passes through the center of the impeller shell 121. An impeller 123, a turbine 124, and a stator 125 are disposed inside the impeller shell 121.

A plurality of impeller blades (not shown) are formed in the impeller 123 along the rotational direction of the impeller 123 and a plurality of turbine blades (not shown) are formed in the turbine 124 along the rotating direction of the turbine 124 do. An oil passage hole (not shown) is formed along the periphery of the stator 125. The oil passage hole is formed at a position corresponding to the impeller blade and the turbine blade.

The impeller 123 is fixed to the impeller shell 121. The engine drive plate 20 is rotated by receiving the driving force of an engine (not shown), and the impeller 123 is rotated together with the engine drive plate 20 and the impeller shell 121. The turbine 124 is installed to face the impeller 123, and is directly connected to the shaft 110 and rotated together with the shaft 110.

The stator 125 is disposed between the turbine 124 and the impeller 123. The oil flowing out of the turbine 124 flows to the impeller 123 through the stator 125 and the oil flowing out of the impeller 123 flows to the turbine 124 via the stator 125. The stator 125 alters the flow of oil between the turbine 124 and the impeller 123. The stator 125 changes the oil flowing out of the impeller 123 to the rotating direction side of the turbine 124, so that the rotational torque of the turbine 124 is increased. The rotational driving force of the turbine 124 is transmitted to the shaft 110 through the turbine 124.

A damper spring 131 is installed at one side of the turbine 124 and an elastic member 133 is disposed at one side of the damper spring 131. The damper spring 131 absorbs impact and vibration generated in the engine as it comes in contact with the elastic member 133. In addition, the damper spring 131 absorbs vibration transmitted from the shaft 110 by a wheel or the like.

The automatic transmission includes a damper piston 136 coupled to the turbine 124 of the torque converter 120 and moved to one side (right side in FIG. 2) by the pressure of the oil supplied to the turbine 124, And a damper clutch 135 fixed to the impeller shell 121 of the torque converter 120 as the damper piston 136 is moved to one side.

The damper clutch 135 fixed to the damper piston 136 is spaced apart from the impeller shell 121 at the start of the vehicle. The damper piston 136 is connected to the impeller shell 121 by moving the damper clutch 135 when the vehicle travels at the speed change stage of the forward first speed or the forward second speed.

The torque converter 120 increases the drive torque by using the fluid coupling of the torque converter 120 and the damper piston 136 and the damper clutch 135 So as to rotate at a high speed. Fluid coupling means that the flow of oil couples by the oil so that the impeller 123 and the turbine 124 are rotated.

The torque converter 120 includes a first converter flow path portion 138 for supplying oil to the damper piston 136 so that the damper clutch 135 is constrained to the impeller shell 121 and a second converter flow path portion 138 for connecting the damper clutch 135 to the impeller shell 121 And a second converter flow path portion 139 for supplying oil to the pressure chamber portion 137 of the damper piston 136 so as to be spaced apart from the pressure chamber portion 137 of the damper piston 136.

The oil flowing to the turbine 124 side moves the damper piston 136 to the impeller shell 121 side since the first converter flow path unit 138 flows the oil toward the impeller 123 and the turbine 124 side. As the damper piston 136 is moved toward the impeller shell 121, the damper clutch 135 is pressed against the impeller shell 121. At this time, the turbine 124, the impeller shell 121, and the impeller 123 are rotated together with the shaft 110.

The second converter passage portion 139 supplies oil to the pressure chamber portion 137 formed between the damper piston 136 and the impeller shell 121. The oil supplied to the pressure chamber portion 137 moves the damper piston 136 toward the turbine 124 so that the damper clutch 135 is separated from the impeller shell 121. [ The oil in the pressure chamber portion 137 flows toward the turbine 124 and the impeller 123 through the gap between the damper piston 136 and the impeller shell 121 to form a fluid coupling.

Way system in which the oil flows to the impeller 123 and the turbine 124 side through the first converter flow path unit 138 and flows into the pressure chamber unit 137 through the second converter flow path unit 139, Can be formed. Therefore, the structure of the oil passage in the torque converter 120 can be simplified, so that the manufacturing cost and weight of the automatic transmission can be reduced.

The first converter flow path portion 138 and the second converter flow path portion 139 are connected to the supply flow path portion 113 of the shaft 110. Since the supply passage portion 113 of the shaft 110 supplies the fluid from the torque converter 120 to the first converter passage portion 138 and the second converter passage portion 139, 113 can be simplified.

The damper clutch 135 is a single plate damper clutch fixed to one surface of the damper piston 136 on the side of the impeller shell 121. Since the single plate damper clutch is applied to the torque converter 120, the number of friction discs can be reduced and the friction disc support can be omitted. Therefore, the number and weight of parts can be reduced.

A kick down brake 141, a first front clutch 143, and a second front clutch 145 are provided on one side (left side in FIG. 1) of the torque converter 120.

The first front clutch 143 is connected to the first drum 146 and the first drum 146 is installed on the outer side of the shaft 110 so as to be concentric with the shaft 110. When the first front clutch 143 is driven, the driving force of the shaft 110 is transmitted to the reverse sun gear 151a of the planetary gear set 150. [ The first front clutch 143 is driven in the case of the forward third-speed shift stage and the reverse shift stage.

The second front clutch 145 is connected to the second drum 147 and the second drum 147 is installed concentrically with the shaft 110 between the first drum 146 and the shaft 110. When the second front clutch 145 is driven, the driving force of the shaft 110 is transmitted to the forward sun gear 151b of the planetary gear set 150. [ The second front clutch 145 is driven in the case of the forward first-speed shift stage, the forward second-stage shift stage, and the forward third-stage shift stage.

The kick down brake 141 is installed in the transmission housing 10 so as to restrain the first drum 146. When the kick down brake 141 is driven, the reverse sun gear 151a is fixed by the first drum 146. [ The kick-down brake 141 is driven in the case of the forward second-speed range shift stage and the forward fourth-speed shift stage.

The planetary gear set 150 is coupled to the shaft 110 and includes a sun gear 151, a carrier 153 and a ring gear 157. A carrier 153 is provided around the sun gear 151 and a ring gear 157 is provided around the carrier 153. The sun gear 151 includes a reverse sun gear 151a formed at the end of the first drum 146 and a forward sun gear 151b formed at the end of the second drum 147. [ The carrier 153 includes a pinion gear portion 154. The pinion gear portion 154 includes a first pinion gear 154a engaged with the reverse sun gear 151a and a second pinion gear 154b meshing with the forward sun gear 151b. Gear 154b.

The low reverse brake 160 is installed in the transmission housing 10 and restrains the carrier 153 when the forward first speed shift stage and the reverse speed stage are implemented. The one-way clutch for restricting the carrier 153 is provided at the forward first speed change stage and the reverse speed change stage because the low reverse brake 160 restrains the carrier 153 when the forward first speed change stage and the reverse speed stage are implemented You do not have to do. Further, a snap ring for restricting the one-way clutch is not provided. Further, no spline may be formed on the inner surface of the transmission housing 10 so that the one-way clutch may be engaged, or a lubricant hole may not be formed in the carrier housing 155. Therefore, the number and weight of the automatic transmission can be reduced.

The carrier 153 is provided with a pinion gear portion 154 disposed between the sun gear 151 and the ring gear 157 and a pinion gear portion 154 having a pinion gear portion 154 and a carrier housing 155). At this time, since the lubricant hole is not formed in the carrier housing 155, the manufacturing cost of the carrier housing 155 can be reduced. In addition, since the one-way clutch is not provided outside the carrier housing 155, the binding force of the one-way clutch does not act on the carrier housing 155. Since the carrier housing 155 is not deformed, the carrier housing 155 can be made thinner. Therefore, the weight of the automatic transmission can be reduced.

As described above, when the low-reverse brake 160 restrains the carrier 153 in the case where the forward 1-speed range shift stage and the reverse shift range stage are implemented, the one- The clutch can be omitted. Further, it is not necessary to form the snap ring, the spline, and the lubricant hole that accompany the installation of the one-way clutch. Therefore, the number and weight of the automatic transmission can be reduced.

Since the first converter flow path portion 138 and the second converter flow path portion 139 are formed in the torque converter 120, the structure of the flow path in the torque converter 120 can be simplified. Therefore, the manufacturing cost and weight of the automatic transmission can be reduced.

Further, since the single plate damper clutch is applied to the torque converter 120, the number of friction discs can be reduced and the friction disc support can be omitted. Therefore, the number and weight of parts can be reduced.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims. I will understand.

Accordingly, the true scope of protection of the present invention should be defined by the claims.

10: variable speed housing 20: engine drive plate
110: shaft 113: supply path portion
120: torque converter 121: impeller shell
123: impeller 124: turbine
125: stator 131: damper spring
135: damper clutch 136: damper piston
137: pressure chamber part 138: first converter flow path part
139: second converter flow portion 141: kick down brake
143: first front clutch 145: second front clutch
146: first drum 147: second drum
150: planetary gear set 151: sun gear
151a: reverse sun gear 151b: forward sun gear
153: Carrier 154: Pinion gear portion
154a: first pinion gear 154b: second pinion gear
155: carrier housing 160: low reverse brake

Claims (7)

A shaft into which power is input;
A torque converter installed at one side of the transmission housing and installed at an input side of the shaft;
A planetary gear set coupled to the shaft and including a sun gear, a carrier and a ring gear; And
And a low reverse brake installed in the transmission housing for restricting the carrier when the forward first speed change stage and the reverse speed stage are implemented,
The torque converter includes:
A damper piston coupled to the turbine of the torque converter and moved by pressure of oil supplied to the turbine; And
And a damper clutch fixed to the damper piston and restrained by the impeller shell of the torque converter as the damper piston is moved,
The torque converter includes:
A first converter flow path portion supplying oil to the damper piston so that the damper clutch is constrained to the impeller shell; And
Further comprising a second converter flow path portion for supplying oil to the pressure chamber portion on one side of the damper piston so that the damper clutch is spaced apart from the impeller shell,
When the vehicle is started, oil is supplied to the pressure chamber portion through the second converter flow path portion to separate the damper clutch from the impeller shell,
And the damper clutch is moved to connect to the impeller shell when the vehicle travels at the speed change stage of the forward first speed gear stage or the forward second speed gear stage or more and the oil is supplied to the damper piston through the first converter flow path portion. Lt; / RTI >
The method according to claim 1,
The carrier
A pinion gear portion disposed between the sun gear and the ring gear; And
And a carrier housing supported by the pinion gear portion and extending outside the ring gear.
delete delete delete The method according to claim 1,
And the first converter flow path portion and the second converter flow path portion are connected to the supply flow path portion of the shaft.
The method according to claim 1,
Wherein the damper clutch is a single plate damper clutch fixed to one surface of the damper piston on the impeller shell side.
KR1020160031894A 2016-03-17 2016-03-17 Auto transmission apparatus KR101836826B1 (en)

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Application Number Priority Date Filing Date Title
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Application Number Priority Date Filing Date Title
KR1020160031894A KR101836826B1 (en) 2016-03-17 2016-03-17 Auto transmission apparatus

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KR101836826B1 true KR101836826B1 (en) 2018-03-12

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Publication number Priority date Publication date Assignee Title
KR101973976B1 (en) * 2017-11-30 2019-04-30 현대 파워텍 주식회사 Torque converter

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015005492A1 (en) * 2013-07-12 2015-01-15 アイシン・エィ・ダブリュ株式会社 Power transmission device

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015005492A1 (en) * 2013-07-12 2015-01-15 アイシン・エィ・ダブリュ株式会社 Power transmission device

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