KR101163873B1

KR101163873B1 - Automated Manual Transmission

Info

Publication number: KR101163873B1
Application number: KR1020100040027A
Authority: KR
Inventors: 이연태; 이흥규
Original assignee: 현대 파워텍 주식회사
Priority date: 2010-04-29
Filing date: 2010-04-29
Publication date: 2012-07-09
Also published as: KR20110120559A

Abstract

The present invention has been made to solve the above problems, reducing or eliminating the occurrence of torque cut-off during shifting to improve the running characteristics of the vehicle and to eliminate the dissatisfaction of the consumer, while minimizing the overall length of the additional parts Its purpose is to provide an automated manual transmission that enables compact construction without increasing the number, thereby ensuring mountability in the vehicle and enabling the same parking function as that of a general automatic transmission.

Description

Automated Manual Transmission

The present invention relates to an automated manual transmission, and more particularly, to a technology for reducing torque disconnection generated during shifting of an automated manual transmission.

Automated Manual Transmission (AMT) has the same basic transmission mechanism as the conventional manual transmission, but the gear shifting is to improve the driver's convenience through the force of the actuator instead of the driver's power.

Automated manual transmissions usually use the existing manual transmissions without replacing the transmissions or use the existing manual transmission mechanisms that have accumulated sufficient technology. Therefore, the cost of developing a new transmission or automatic transmission While avoiding power loss due to the torque converter, it has the advantage that it can provide the driver with convenience as if driving an automatic transmission vehicle.

By the way, the automatic manual transmission as described above, the shift is made only in the state that the original mechanism of the manual transmission is disconnected the drive torque provided to the output shaft during the shift, torque reduction is always accompanied during the shift, which is the driving characteristics of the vehicle It is a factor that causes degradation and consumer dissatisfaction.

The present invention automated manual transmission for achieving the object as described above

An input shaft receiving power and having a plurality of drive gears for implementing each shift stage;

An output shaft disposed in parallel with the input shaft and having a plurality of driven gears meshed with the plurality of drive gears to form gear ratios of the respective shift stages;

A shift shaft disposed parallel to the input shaft;

A bypass driven gear provided on the transmission shaft and constantly receiving power of the input shaft;

A bypass drive gear provided on the shift shaft to supply power from the bypass driven gear to the output shaft;

An adjustment clutch provided on the shift shaft to adjust a power transmission state between the bypass driven gear and the bypass drive gear;

And a control unit.

The present invention improves the running characteristics of the vehicle by eliminating or eliminating the occurrence of torque cut-off during shifting, while eliminating the dissatisfaction of the consumer, while enabling a compact configuration without involving the increase in the overall length with a minimum of additional parts. It is possible to secure the mountability to the vehicle and to implement the parking function as in the general automatic transmission.

1 is a cross-sectional view showing the configuration of an automated manual transmission of the present invention;
FIG. 2 is a simplified diagram of the configuration of FIG. 1.

1 and 2, an embodiment of the present invention is provided with an input shaft 1 that is powered and has a plurality of drive gears for implementing each shift stage; An output shaft (3) disposed in parallel with the input shaft (1) and having a plurality of driven gears engaged with the plurality of drive gears to form gear ratios of the respective shift stages; A shift shaft 5 disposed parallel to the input shaft 1; A bypass driven gear (7) provided on the shift shaft (5) and receiving power from the input shaft (1) at all times; A bypass drive gear (9) provided in said shift shaft (5) to supply power from said bypass driven gear (7) to said output shaft (3); And an adjustment clutch 11 provided on the transmission shaft 5 so as to adjust a power transmission state between the bypass driven gear 7 and the bypass drive gear 9. ) Is connected to the engine 13 and the main clutch (15).

That is, each gear stage implemented in the transmission is implemented by engaging the drive gear G and the driven gear P provided on the input shaft 1 and the output shaft 3, respectively, and at the same time, the transmission shaft 5 By allowing the power of the input shaft 1 to be supplied to the output shaft 3 while forming a separate path through, the transmission of power through this separate path to be controlled by the adjustment clutch 11, It is to remove the torque disconnection during shifting.

In this embodiment, any one of the drive gears G of the input shaft 1 is meshed with one of the driven gears of the output shaft 3 to implement one shift stage, and the bypass drive gear 9 In order to be driven by receiving power from), the rotation is freely installed with respect to the input shaft (1), the remaining drive gears are structured so that the rotation is constrained to the input shaft (1).

In addition, a driven gear meshed with a drive gear freely rotated with respect to the input shaft 1 among the driven gears P of the output shaft 3 is installed to restrain the rotation of the output shaft 3, and the remaining driven gears The rotation of the output shaft 3 is provided freely.

Between the driven gears which are freely rotated on the output shaft 3, synchro mechanisms 17 for selectively restraining any one of the driven gears to the output shaft 3 are provided.

More specifically, in the present embodiment, the drive gear freely rotated on the input shaft 1 is a three-stage drive gear G3, and the driven gear whose rotation is restricted to the output shaft 3 is a three-stage driven gear P3. )to be.

In addition, drive gears whose rotation is restricted to the input shaft 1 are sequentially arranged as one-stage, two-stage, four-stage and five-stage drive gears G1, G2, G4, and G5, and rotation is performed on the output shaft 3. The freely installed driven gears are arranged in order as 1st, 2nd, 4th and 5th stage driven gears P1, P2, P4 and P5, and the bypass driven gear 7 is connected to the 4th stage drive gear G4. It is a united structure.

The three-stage drive gear (G3) is integrally provided with an auxiliary gear (19) which is engaged with the bypass drive gear (9) to receive power, the bypass driven gear (7) is the shift shaft (5) ) Is provided in a free rotation state, the adjustment clutch 11 is made of a wet multi-plate clutch controlled by hydraulic pressure, the bypass drive gear (9) is the rotation is constrained to the transmission shaft (5) It is provided in a state.

In addition, the shifting shaft 5 is provided with a parking gear 21 integrally, and the parking gear 21 is coupled to a component such as a parking sprag used for a conventional automatic transmission and the like to form a parking state of the transmission itself. Configure this to be possible.

A differential 23 is connected to the output shaft 3 so as to draw the shifted power and transmit it to both driving wheels. For the reverse, the idler gear 27 is provided with a separate idler shaft 25 for reversing. The rotational force from the drive gear 29 is configured to be transmitted to the sleeve of the synchro mechanism 17 between the first stage driven gear P1 and the second stage driven gear P2.

Looking at the operation of the present invention configured as described above are as follows.

When shifting between 1st and 2nd stages, and when shifting between 2nd and 3rd stages, the main clutch 15 is not interrupted so that a torque cutting reduction does not occur. While shifting the main clutch 15, the shift is performed on the same principle as a conventional manual transmission.

First, referring to a process in which the shift is made while the torque cutoff is not generated in the shift between the first and second stages, when the shift is started, the main clutch 15 is continuously connected to the adjustment clutch 11. By passing the power from the input shaft 1 to the output shaft 3 by bypassing it, the synchro mechanism 17 is controlled to reduce or eliminate the torque difference between the drive gear and the driven gear forming the current gear stage. It is possible to release the current gear stage by allowing the sleeve to be released, and then the sleeve is moved toward the driven gear of the target gear stage, thereby synchronizing to complete the shift in the same manner as the conventional manual transmission.

Next, in the shift between the 2nd and 3rd stages, when the regulating clutch 11 is completely connected, a 3rd shift stage is formed. Thus, when the current shift stage is the 2nd stage, the adjustment clutch 11 is similar to the above. By removing the sleeve of the synchro mechanism 17 while bypassing the torque level that can remove the torque difference between the two-stage drive gear and the driven gear from the input shaft (1) to the output shaft (3). When release, and then the control clutch 11 is switched to the direct connection state, the shift to three stages is made, of course, the torque is not reduced during the shifting process.

In the third and subsequent shifts, shifting is performed in the same manner as a conventional manual transmission. The third and subsequent shifting stages are relatively high speed shifting stages, and the torque reduction is relatively large compared to the low speed shifting stage. Because it does not.

One; Input shaft
3; Output shaft
5; Gear shaft
7; Bypass Drive Gear
9; Bypass Drive Gear
11; Adjustable clutch
13; engine
15; Main clutch
G; Drive gear
P; Driven gear
17; Synchro mechanism
19; Auxiliary gear
21; Parking gear
23; Differential
25; Idler shaft
27; Idler gear
29; Reverse Drive Gear

Claims

An input shaft receiving power and having a plurality of drive gears for implementing each shift stage; An output shaft disposed in parallel with the input shaft and having a plurality of driven gears meshed with the plurality of drive gears to form gear ratios of the respective shift stages; A shift shaft disposed parallel to the input shaft; A bypass driven gear provided on the transmission shaft and constantly receiving power of the input shaft; A bypass drive gear provided on the shift shaft to supply power from the bypass driven gear to the output shaft; And an adjustment clutch provided on the shift shaft to adjust a power transmission state between the bypass driven gear and the bypass drive gear.
Any one of the drive gears of the input shaft is engaged with one of the driven gears of the output shaft to implement one shift stage, while being rotated freely with respect to the input shaft so as to be driven by receiving power from the bypass drive gear. The remaining drive gears are installed to restrain the rotation to the input shaft,
Among the driven gears of the output shaft, the driven gear meshed with the drive gear freely rotated with respect to the input shaft is installed to restrict the rotation to the output shaft, and the remaining driven gears are installed freely rotated with respect to the output shaft; Between the driven gears installed freely on the output shaft, synchro mechanisms for selectively restraining any one of the driven gears to the output shaft are provided.
A drive gear freely rotatable on the input shaft is a three-stage drive gear; The driven gear whose rotation is restricted to the output shaft is a three-stage driven gear; Drive gears whose rotation is constrained to the input shaft are sequentially arranged as one-, two-, four- and five-stage drive gears; The driven gears rotatably provided on the output shaft are sequentially arranged as one-stage, two-stage, four-stage and five-stage driven gears; And said bypass driven gear is meshed with said four-stage drive gear.

delete

The method according to claim 1,
The three-speed drive gear is an automatic manual transmission, characterized in that the auxiliary gear which is engaged with the bypass drive gear to receive power integrally provided.

The method according to any one of claims 1 to 5,
The bypass driven gear is provided in a state in which the rotational axis is free to rotate;
The adjustment clutch is composed of a wet multi-plate clutch controlled by hydraulic pressure;
The bypass drive gear is an automatic manual transmission, characterized in that provided with the rotation is constrained to the transmission shaft.

The method according to any one of claims 1 to 5,
An automatic manual transmission, characterized in that the parking shaft is integrally provided with the shifting shaft.