JP5986483B2 - Vehicle transmission - Google Patents

Vehicle transmission Download PDF

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Publication number
JP5986483B2
JP5986483B2 JP2012249850A JP2012249850A JP5986483B2 JP 5986483 B2 JP5986483 B2 JP 5986483B2 JP 2012249850 A JP2012249850 A JP 2012249850A JP 2012249850 A JP2012249850 A JP 2012249850A JP 5986483 B2 JP5986483 B2 JP 5986483B2
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input
gear
shaft
rotating
speed
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JP2013253691A (en
Inventor
炯 旭 超
炯 旭 超
承 鎬 李
承 鎬 李
鍾 述 朴
鍾 述 朴
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現代自動車株式会社Hyundai Motor Company
現代自動車株式会社Hyundai Motor Company
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Priority to KR1020120060455A priority Critical patent/KR101294089B1/en
Priority to KR10-2012-0060455 priority
Application filed by 現代自動車株式会社Hyundai Motor Company, 現代自動車株式会社Hyundai Motor Company filed Critical 現代自動車株式会社Hyundai Motor Company
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/724Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/06Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion with worm and worm-wheel or gears essentially having helical or herring-bone teeth

Description

  The present invention relates to a transmission for a vehicle, and more particularly, by adding an electric auxiliary drive means and a torque conversion means to a double clutch transmission, smooth start and shift are realized, and fuel efficiency and acceleration performance are improved. The present invention relates to a vehicle transmission.

Environment-friendly technology in vehicles is a core technology that has been vital to the future of the automobile industry, and automakers are committed to developing environment-friendly vehicles to achieve environmental and fuel efficiency regulations.
Future vehicle technologies include electric vehicles that use electric energy (electric vehicles), hybrid electric vehicles (hybrid electric vehicles), and double clutch transmissions (double clutch transmissions that improve efficiency and convenience). ).

In addition, automobile manufacturers are trying to improve the efficiency of the power transmission system in order to satisfy the exhaust gas regulations of each country and improve fuel efficiency, and in order to improve the efficiency of the power transmission system, the idle stop ISG ( Efforts are being made to put to practical use technologies such as Idle Stop And Go (hereinafter abbreviated as ISG) devices and regenerative braking devices. .
The ISG device is a technology that stops the engine when the vehicle stops, and starts the engine when the vehicle departs. The regenerative braking device drives a generator that uses the kinetic energy of the vehicle instead of friction braking when braking the vehicle. The electric energy generated at this time is stored in a battery and reused when the vehicle is driven.

The hybrid electric vehicle uses two or more energy sources (Power Source), and the two or more energy sources can be combined in various ways. Generally, a hybrid electric vehicle is configured by mixing a gasoline engine or diesel engine using fossil fuel and a motor / generator (hereinafter abbreviated as MG) driven by electric energy (Hybrid). Is done.
Moreover, as a transmission applicable to a hybrid electric vehicle, DCT (double clutch transmission) can be mentioned as an example. The DCT increases efficiency and improves convenience by applying two clutches to the manual transmission structure (see Patent Documents 1 to 4).

In other words, the DCT is a transmission that uses two clutches to alternately operate odd-numbered stages and even-numbered stages to perform a shift, and the mechanism for alternately operating odd-numbered stages and even-numbered stages is an existing manual transmission ( It is possible to improve the sense of torque discontinuity at the time of gear shifting that a manual transmission (abbreviated as MT) and an automated manual transmission (abbreviated as AMT) have.
However, DCT has a safety problem that clutch burnout and energy loss due to clutch slip are large at the start and excessive sliding occurs due to clutch slip when starting uphill, and the shift time is controlled to be short due to the problem of clutch heat capacity. Therefore, there is a problem that the shift impact is larger than that of the automatic transmission.

JP 2010-070188 A JP 2010-195378 A JP-T 2009-511328 Special table 2008-516827 gazette

  The present invention has been made to solve the above-described problems, and the object of the present invention is to achieve a vehicle shift that realizes a smooth start and shift, improves fuel consumption, and improves acceleration performance. To provide an apparatus.

  In order to achieve the above object, a transmission for a vehicle according to the present invention includes an electric auxiliary drive unit that operates as a motor or a generator, a planetary gear set having first, second, and third rotating elements. The element is connected to the electric auxiliary drive unit, the second rotating element is connected to the engine, the third rotating element is operated as an output element, is selectively connected to the second rotating element, The first input shaft on which the first, second and third input gears are fixedly arranged, and the first input shaft are arranged coaxially with the first input shaft without rotational interference, and the front end thereof is directly on the third rotating element. The input means including the second input shaft, which is fixedly disposed on the outer peripheral surface of the rear end portion thereof and the fourth input gear is fixedly selected, and the power of the torque converting means is selected. First clutch that is transmitted to the first input shaft. And a variable coupling means including a second clutch for selectively directly connecting the torque converting means, a first output shaft arranged parallel to the first and second input shafts, and a first output shaft. A first shift output mechanism including first and second synchronizer mechanisms and outputting four speeds by selective operation of the first and second synchronizer mechanisms; and a first shift output mechanism disposed in parallel with the first and second input shafts. A second shift output mechanism that includes two output shafts and third and fourth synchronizer mechanisms disposed on the second output shaft, and outputs the other four speeds by selective operation of the third and fourth synchronizer mechanisms. Shift output means including

The electric auxiliary drive unit includes a rotor connected to the first rotating element of the torque conversion means, and a stator that surrounds the rotor and is fixed to the transmission housing.
The planetary gear set is a double pinion planetary gear set, wherein the first rotating element is a sun gear, the second rotating element is a planet carrier, and the third rotating element is a ring gear.
The first clutch is disposed between the second rotating element of the torque converting means and the first input shaft, and selectively connects the second rotating element and the first input shaft. The second clutch is a torque converting means. The second rotation element is disposed between the second input shaft and the second input shaft, and the second rotation element and the second input shaft are selectively connected to each other.

The first input shaft is formed as a hollow shaft, and the second input shaft penetrates the first input shaft and its rear end is exposed to the outside of the first input shaft.
The first, second, and third input gears are arranged in the order of the first input gear, the second input gear, and the third input gear from the front side to the rear side of the first input shaft.
The fourth, fifth, sixth, and seventh input gears are arranged in the order of the fourth input gear, the fifth input gear, the sixth input gear, and the seventh input gear from the front side to the rear side of the second input shaft. It is characterized by that.
A vehicular transmission according to an embodiment of the present invention is disposed on a reverse shaft disposed in parallel with the first and second input shafts and on the reverse shaft, and is either on the first or second input shaft. The present invention further includes reverse transmission means including an idle gear meshing with one input gear.
The vehicle transmission according to the embodiment of the present invention includes first, second, third, and third speeds that achieve first, second, third, fourth, fifth, sixth, seventh speed and reverse, respectively. 4, 5th, 6th, 7th speed gear and reverse gear are further included.

The first synchronizer mechanism is characterized in that a first speed gear meshing with the first input gear or a third speed gear meshing with the third input gear is selectively coupled to the first output shaft.
The second synchronizer mechanism is characterized in that a second speed gear meshing with the fifth input gear or a sixth speed gear meshing with the seventh input gear is selectively coupled to the first output shaft.
The third synchronizer mechanism is characterized in that a seventh speed gear meshing with the second input gear or a fifth speed gear meshing with the third input gear is selectively coupled to the second output shaft.
The fourth synchronizer mechanism can selectively connect the fourth speed gear meshing with the fourth input gear or the reverse gear meshing with the idle gear to the second output shaft.
The idle gear meshes with the sixth input gear of the second input shaft.

According to the present invention, smooth starting and shifting can be realized by performing starting and shifting using the motor / generator of the electric auxiliary driving means and the planetary gear set of the torque converting means.
Further, fuel consumption can be improved by minimizing clutch slip and performing regenerative braking during deceleration.
Further, acceleration performance can be improved by performing torque assistance from the motor / generator of the electric auxiliary drive means during acceleration.

It is a lineblock diagram of a transmission for vehicles concerning an embodiment of the present invention. 3 is a shift operation table of the vehicle transmission according to the embodiment of the present invention.

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

FIG. 1 is a configuration diagram of a vehicle transmission apparatus according to an embodiment of the present invention.
As shown in FIG. 1, the transmission according to the embodiment of the present invention includes an electric supplementary drive unit 2, torque conversion means PG, input means 8 and 10, and variable connection means CL <b> 1 and CL <b> 2. And shift output means OUT1 and OUT2, and reverse shift means ID.
The electric auxiliary drive unit 2 is a motor / generator used in a general electric vehicle. The motor / generator 2 includes a rotor 4 and a stator 6 and can simultaneously function as a motor and a generator.
The rotor 4 is connected to any one rotating element of the torque conversion means PG, and the stator 6 is fixed to the transmission housing H.

The torque conversion means PG includes a planetary gear set PG. In the embodiment of the present invention, a double pinion planetary gear set PG having three rotating elements is used as the torque conversion means.
The three rotating elements include a first rotating element N1 made of a sun gear S, a second rotating element N2 made of a planet carrier PC, and a third rotating element N3 made of a ring gear R.
The first rotating element N <b> 1 is connected to the rotor 4 and receives the rotational force of the rotor 4 or transmits the rotational force to the rotor 4.
The second rotation element N2 is directly connected to the output shaft OS of the engine ENG, which is a power source, and operates as an input element, and at the same time transmits the rotation speed of the output shaft OS to the shift output means.
The third rotation element N3 operates only as an output element that transmits power to the shift output means.

The input means includes a first input shaft 8 and a second input shaft 10.
The 1st input shaft 8 consists of a hollow shaft, The front-end part is selectively connected with the 2nd rotation element N2 of a torque conversion means. The second input shaft 10 is inserted into the first input shaft 8 without rotating interference with the first input shaft 8. The front end portion of the second input shaft 10 is directly connected to the third rotating element N3 of the torque conversion means.
The first, second, and third input gears G1, G2, and G3 are arranged on the first input shaft 8 at a predetermined interval. The first, second, and third input gears G1, G2, and G3 are arranged in the order of the first, second, and third input gears G1, G2, and G3 from the front side to the rear side.
On the second input shaft 10, fourth, fifth, sixth, and seventh input gears G4, G5, G6, and G7 are arranged at predetermined intervals. The fourth, fifth, sixth, and seventh input gears G4, G5, G6, and G7 are located at the rear portion of the second input shaft 10 that penetrates the first input shaft 8, and are fourth from the front side to the rear side. , Fifth, sixth, seventh input gears G4, G5, G6, G7 are arranged in this order.

The first, second, third, fourth, fifth, sixth, and seventh input gears G1, G2, G3, G4, G5, G6, and G7 are input gears that are respectively operated at the respective shift stages. The first input gear G1 is an input gear that operates at the first speed, the second input gear G2 is an input gear that operates at the seventh speed, and the third input gear G3 includes the third speed and the fifth speed. The fourth input gear G4 is an input gear that operates at the fourth speed, the fifth input gear G5 is an input gear that operates at the second speed, and the sixth input gear G6 is The seventh input gear G7 is an input gear that operates at the sixth speed.
That is, the first input shaft 8 is provided with an input gear for odd-numbered gears, and the second input shaft 10 is formed with an input gear for even-numbered gears.
The variable coupling means includes a first clutch CL1 and a second clutch CL2.

The first clutch CL1 is disposed between the first input shaft 8 and the second rotation element N2, and selectively transmits the power of the torque conversion means to the first input shaft 8.
The second clutch CL2 is disposed between the second input shaft 10 and the second rotating element N2, and selectively causes the planetary gear set PG of the torque conversion means to be directly connected.
The first and second clutches CL1 and CL2 forming the variable coupling means are composed of ordinary fluid multi-plate clutches, and their operations are controlled by a hydraulic control system (not shown).

Shift output means for receiving a power from each input gear to perform a shift and outputting the shifted power is arranged in parallel with the first and second input shafts 8 and 10 at a predetermined interval. A two-speed output mechanism OUT1, OUT2 is configured.
The first speed change output mechanism OUT1 includes a first output shaft 12, a first speed gear D1 and a third speed gear D3, which are arranged in parallel with the first and second input shafts 8 and 10 at a predetermined interval. And a first synchronizer mechanism SL1 disposed on the first output shaft 12, and a second synchronizer mechanism SL2 including the second speed gear D2 and the sixth speed gear D6 and disposed on the first output shaft 12. Consists of including.
The first speed gear D1 forming the first synchronizer mechanism SL1 meshes with the first input gear G1, and the third speed gear D3 meshes with the third input gear G3.

The second speed gear D2 forming the second synchronizer mechanism SL2 meshes with the fifth input gear G5, and the sixth speed gear D6 meshes with the seventh input gear G7.
Then, the rotational power changed through the first transmission output mechanism OUT1 is transmitted through a first output gear (not shown) attached to the front end portion or the rear end portion of the first output shaft 12 as a known differential. Is transmitted to the mechanism.
The second speed change output mechanism OUT2 includes a second output shaft 14, a fifth speed gear D5, and a seventh speed gear D7, which are arranged in parallel with the first and second input shafts 8 and 10 at a predetermined interval. And a third synchronizer mechanism SL3 disposed on the second output shaft 14, and a fourth synchronizer mechanism SL4 including a fourth speed gear D4 and a reverse gear RG and disposed on the second output shaft 14. Composed.

The seventh speed gear D7 that forms the third synchronizer mechanism SL3 meshes with the second input gear G2, and the fifth speed gear D5 meshes with the third input gear G3.
The fourth speed gear D4 forming the fourth synchronizer mechanism SL4 meshes with the fourth input gear G4, and the reverse gear RG meshes with the idle gear ID of the reverse transmission means.
Then, the rotational power changed through the second transmission output mechanism OUT2 is transmitted to a known differential through a second output gear (not shown) attached to the front end or rear end of the second output shaft 14. Is transmitted to the mechanism.
The reverse transmission means includes an idle gear ID formed integrally with the reverse shaft 16.

The idle gear ID simultaneously meshes with the sixth input gear G6 and the reverse gear RG. Thus, during the rotation of the second input shaft 10, the rotational power of the sixth input gear G6 is transmitted to the reverse gear RG via the idle gear ID, and the shifted rotational power is transmitted to the second output shaft 14 by the second output shaft 14. It is transmitted to a known differential mechanism via an output gear. In this process, the reverse rotation speed is output.
Since the first, second, third, and fourth synchronizer mechanisms SL1, SL2, SL3, and SL4 are well known to those skilled in the art, a detailed description thereof will be omitted. The sleeves SLE1, SLE2, SLE3, and SLE4 respectively applied to the first, second, third, and fourth synchronizer mechanisms SL1, SL2, SL3, and SL4 are different from each other as well known to those skilled in the art. Actuated by an actuator (not shown), the actuator is controlled by a transmission control unit.

FIG. 2 is a shift operation table of the transmission according to the embodiment of the present invention.
As shown in FIG. 2, the first clutch CL1 operates at odd speeds, and the second clutch CL2 operates at reverse speed (REV) and charging, and at even speeds, and the first, second The sleeves SLE1, SLE2, SLE3, and SLE4 of the third and fourth synchronizer mechanisms SL1, SL2, SL3, and SL4 are selectively connected to the gears D1, D2, D3, D4, D5, D6, D7, RG of the gear stage. Are operatively connected to each other to effect a shift.

[Neutral]
In a neutral state (may be abbreviated as N), the first output shaft 12 and the second speed gear D2 are operatively connected via the sleeve SLE2 of the second synchronizer mechanism SL2, or any synchronizer mechanism is operated. I won't let you.
In the neutral (N) state, the first output shaft 12 and the second speed gear D2 are operatively connected so that the start is performed at the second forward speed without shifting to the first forward speed. Because.
Then, in the neutral (N) state, at the time of charging, the second clutch CL2 is operated, and the torque conversion means is brought into a directly connected state. In this case, the rotational power of the engine is transmitted to the rotor 4 and effective charging is performed.

[Backward]
In the reverse (REVERSE: REV or Rev) state, at the time of starting, the second output shaft 14 and the reverse gear RG are operated via the sleeve SLE4 of the fourth synchronizer mechanism SL4 until the second clutch CL2 is operated. The engine ENG and the motor / generator 2 are controlled to start. Thereafter, the shift to the reverse (REV) is completed by the operation of the second clutch CL2.
[Forward 1st speed]
In the forward state (D range), when starting, the first output shaft 12 and the second speed gear D2 are operatively connected via the sleeve SLE2 of the second synchronizer mechanism SL2, and the engine ENG and the motor / generator 2 are started. Take control.
In this starting process, when the first output shaft 12 and the first speed gear D1 are operatively connected via the sleeve SLE1 of the first synchronizer mechanism SL1, and then the first clutch CL1 is operated, the first forward speed is achieved. The shifting of is completed.

[2nd forward speed]
In the second forward speed, when the first clutch CL1 that was operating in the first forward speed state is released and the sleeve SLE1 of the first synchronizer mechanism SL1 is controlled to move to the neutral position, then the second clutch CL2 is operated. , Shifting to the second forward speed is completed.
[3rd forward speed]
In the third forward speed, the second clutch CL2 that was operating in the second forward speed state is released, and the first output shaft 12 and the third speed gear D3 are operatively connected via the sleeve SLE1 of the first synchronizer mechanism SL1. Then, when the first clutch CL1 is operated, the shift to the third forward speed is completed.
At this time, the first output shaft 12 and the second speed gear D2 are operatively connected via the sleeve SLE2 of the second synchronizer mechanism SL2, but this does not affect the speed change.

[Forward 4th gear]
In the fourth forward speed, the first clutch CL1 that was operating in the third forward speed state is released, and the sleeve SLE1 of the first synchronizer mechanism SL1 and the sleeve SLE2 of the second synchronizer mechanism SL2 are controlled to move to the neutral position. Thereafter, when the second output shaft 14 and the fourth speed gear D4 are operatively connected via the sleeve SLE4 of the fourth synchronizer mechanism SL4 and the second clutch CL2 is operated, the shift to the forward fourth speed is completed. .
[5th forward speed]
In the fifth forward speed, the second clutch CL2 that was operating in the fourth forward speed state is released, and the second output shaft 14 and the fifth speed gear D5 are operatively connected via the sleeve SLE3 of the third synchronizer mechanism SL3. Then, when the first clutch CL1 is operated, the shift to the fifth forward speed is completed.
At this time, the second output shaft 14 and the fourth speed gear D4 are operatively connected via the sleeve SLE4 of the fourth synchronizer mechanism SL4, but there is no influence on the speed change.

[6th forward speed]
At the sixth forward speed, the operation of the first clutch CL1 operating in the fifth forward speed state is released, and the sleeve SLE3 of the third synchronizer mechanism SL3 and the sleeve SLE4 of the fourth synchronizer mechanism SL4 are moved to the neutral position. After the control, when the first output shaft 12 and the sixth speed gear D6 are operatively connected via the sleeve SLE2 of the second synchronizer mechanism SL2 and the second clutch CL2 is operated, the shift to the sixth forward speed is performed. Complete.
[7th forward speed]
At the seventh forward speed, the operation of the second clutch CL2, which was operating in the sixth forward speed state, is released, and the second output shaft 14 and the seventh speed gear D7 are operated via the sleeve SLE3 of the third synchronizer mechanism SL3. When the first clutch CL1 is actuated after being connected to, the shift to the seventh forward speed is completed.
At this time, although the first output shaft 12 and the sixth speed gear D6 are operatively connected via the sleeve SLE2 of the second synchronizer mechanism SL2, there is no influence on the speed change.

When the motor / generator 2 of the electric auxiliary drive unit is driven in a state where the second clutch CL2 is not operated, the torque conversion means converts the torque according to the rotation speeds of the motor / generator 2 and the engine ENG and outputs the converted torque.
Further, when the vehicle travels at the forward shift speed and the reverse shift speed, if the motor / generator 2 of the electric auxiliary drive unit operates, regenerative braking becomes possible.

  As mentioned above, although the preferable Example regarding this invention was described, the scope of the present invention is not limited to a specific Example, and should be interpreted by a claim. Further, it goes without saying that a person having ordinary knowledge in this technical field can make many modifications and variations within the technical scope of the present invention.

2: Electric auxiliary drive unit, motor / generator (MG)
4: Rotor 6: Stator 8: First input shaft (input means)
10: Second input shaft (input means)
12: first output shaft 14: second output shaft 16: reverse shaft CL1, CL2: first clutch, second clutch (variable connecting means)
D: Advance
D1, D2, D3, D4, D5, D6, D7: First, second, third, fourth, fifth, sixth, seventh gear ENG: Engine G1, G2, G3, G4, G5, G6 , G7: first, second, third, fourth, fifth, sixth, seventh input gear H: transmission housing ID: idle gear (reverse transmission means)
N: Neutral
N1, N2, N3: first, second and third rotating elements OS: (engine n) output shaft OUT1, OUT2: first and second shift output mechanisms (shift output means)
PC: planetary gear (N2: second rotating element)
PG: Planetary gear set (torque conversion means)
R: Ring gear (N3: Third rotating element)
Rev, REV: Reverse (Reverse)
RG: Reverse gear S: Sun gear (N1: First rotating element)
SL1, SL2, SL3, SL4: 1st, 2nd, 3rd, 4th synchronizer mechanism SLE1, SLE2, SLE3, SLE4: Sleeve of 1st, 2nd, 3rd, 4th synchronizer mechanism

Claims (14)

  1. An electric auxiliary drive unit that acts as a motor or generator,
    A planetary gear set having first, second and third rotating elements, wherein the first rotating element is connected to the electric auxiliary drive unit, the second rotating element is connected to an engine, and the third rotating element is output; Torque conversion means operating as an element,
    A first input shaft that is selectively connected to the second rotating element and first, second, and third input gears are fixedly disposed on an outer peripheral surface thereof, and coaxial with the first input shaft without rotational interference The front end portion is directly connected to the third rotating element, and the fourth, fifth, sixth, and seventh input gears are fixedly disposed on the outer peripheral surface of the rear end portion. An input means including a second input shaft;
    Variable coupling means including a first clutch that selectively transmits power of the torque conversion means to the first input shaft, and a second clutch that selectively connects the torque conversion means directly;
    as well as,
    A first output shaft disposed in parallel with the first and second input shafts; and first and second synchronizer mechanisms disposed on the first output shaft, wherein the first and second synchronizer mechanisms are selected. A first shift output mechanism that outputs four speeds by a typical operation, a second output shaft that is arranged in parallel to the first and second input shafts, and a third and second that are arranged on the second output shaft. A vehicle speed change mechanism including a fourth synchronizer mechanism and a second shift output mechanism that outputs another four speeds by selective operation of the third and fourth synchronizer mechanisms. Transmission device.
  2. The electric auxiliary drive unit is
    A rotor coupled to the first rotating element of the torque converting means;
    The vehicle transmission according to claim 1, further comprising: a stator that surrounds the rotor and is fixed to the transmission housing.
  3.   2. The planetary gear set is a double pinion planetary gear set, the first rotating element is a sun gear, the second rotating element is a planet carrier, and the third rotating element is a ring gear. Vehicle transmission.
  4.   The first clutch is disposed between the second rotating element and the first input shaft of the torque converting means, selectively connects the second rotating element and the first input shaft, and A two-clutch is disposed between the second rotating element and the second input shaft of the torque converting means, and selectively connects the second rotating element and the second input shaft. The vehicle transmission according to claim 1.
  5.   The first input shaft is formed of a hollow shaft, and the second input shaft passes through the first input shaft and a rear end portion thereof is exposed to the outside of the first input shaft. The vehicle transmission according to claim 1.
  6.   The first, second, and third input gears are arranged in order of a first input gear, a second input gear, and a third input gear from the front side to the rear side of the first input shaft. Item 6. The vehicle transmission device according to Item 5.
  7.   The fourth, fifth, sixth, and seventh input gears are arranged in the order of the fourth input gear, the fifth input gear, the sixth input gear, and the seventh input gear from the front side to the rear side of the second input shaft. 6. The vehicle transmission according to claim 5, wherein
  8.   A reverse shaft disposed in parallel with the first and second input shafts, an idle gear disposed on the reverse shaft and meshing with any one input gear on the first and second input shafts; The vehicular transmission according to claim 1, further comprising reverse transmission means including
  9.   The vehicular transmission is provided with first, second, third, fourth, fifth, sixth, seventh speed and reverse, respectively. 9. The vehicle transmission according to claim 8, further comprising a sixth speed gear and a reverse gear.
  10.   The first synchronizer mechanism selectively connects the first speed gear meshing with a first input gear or the third speed gear meshing with a third input gear to a first output shaft. Item 10. The vehicle transmission device according to Item 9.
  11.   The second synchronizer mechanism selectively connects the second speed gear meshing with a fifth input gear or the sixth speed gear meshing with a seventh input gear to a first output shaft. Item 10. The vehicle transmission device according to Item 9.
  12.   The third synchronizer mechanism selectively connects the seventh speed gear meshing with the second input gear or the fifth speed gear meshing with the third input gear to the second output shaft. Item 10. The vehicle transmission device according to Item 9.
  13.   The said 4th synchronizer mechanism selectively connects the said 4th speed gear meshing with a 4th input gear, or the said reverse gear meshing with an idle gear to a 2nd output shaft. A transmission for a vehicle.
  14.   The vehicular transmission according to claim 8, wherein the idle gear meshes with a sixth input gear of the second input shaft.
JP2012249850A 2012-06-05 2012-11-14 Vehicle transmission Active JP5986483B2 (en)

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Application Number Priority Date Filing Date Title
KR1020120060455A KR101294089B1 (en) 2012-06-05 2012-06-05 Power transmission apparatus for vehicle
KR10-2012-0060455 2012-06-05

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JP5986483B2 true JP5986483B2 (en) 2016-09-06

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KR101427971B1 (en) * 2013-10-14 2014-08-07 현대자동차 주식회사 Power transmission apparatus for vehicle
KR101459488B1 (en) * 2013-10-14 2014-11-07 현대자동차 주식회사 Power transmission apparatus for vehicle
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