KR102238730B1 - Automotive transmission - Google Patents

Abstract

A vehicle transmission according to the present invention includes a housing, a shift lever, and a linear drive motor that moves the shift lever or provides a reaction force to a force that the driver manipulates the shift lever, and the linear drive motor includes the housing A fixed unit fixedly coupled to the; A variable unit installed to be movable with respect to the fixing unit and including an outer wall at least partially overlapping with a part of the fixing unit and a cover extending in a direction intersecting from one end of the outer wall; And a coil provided in any one of the fixed unit and the variable unit, and the cover includes a first cover portion and a second cover portion thicker than the first cover portion, and the variable unit In a state in which the movement toward the fixing unit is further restricted to a position where movement is restricted, the coil may be configured to be spaced apart from the first cover part by a predetermined distance.

Description

Vehicle transmission {Automotive transmission}

The present invention relates to a vehicle transmission, and more particularly, to a vehicle transmission in which a driver can select a shift stage.

In general, the transmission of a vehicle is to vary the gear ratio in order to keep the rotation of the engine constant according to the speed of the vehicle, and the driver has a shift lever in the transmission to change the gear ratio of the transmission. ) Is manipulated.

At this time, the driver can change the gear ratio by operating the shift lever located next to the driver's seat to select a shift stage.

Transmissions are largely divided into manual transmissions and automatic transmissions.

The manual transmission is a transmission in which the driver directly selects the first, second, third, or fourth gear according to the driving speed of the vehicle. The automatic transmission is the vehicle's driving speed, engine load, and throttle valve. It is a device that automatically adjusts the shift stage by the vehicle's ECU according to the amount of opening.

The automatic transmission generally includes a P-stage used when parking and stopping a vehicle, a D-stage used to advance the vehicle, an R-stage used for reversing the vehicle, and an N-stage that blocks the power of the engine from being transmitted to the drive wheels. It consists of a gearbox.

The driver can select each shift stage by using the shift lever, and representative types of shift levers include a lever type and a dial type. In addition to that, there are also models in which each shift stage is a button type.

The general lever type is configured such that the shift stages are arranged in a row in the order of P-R-N-D, and each shift stage can be selected by moving the lever in a linear direction. Recently, as a lever type, the position of the shift stage of the PRND is not fixed, and the lever is configured to return after tilting in place according to the operator's operation, so that the shift stage can be selected in a manner in which the PRND changes sequentially according to the tilting direction of the lever. A transmission is provided.

On the other hand, the dial type is configured so that the shift stage of the P-R-N-D is located around the dial that rotates within a certain angular range, and a specific point of the dial is positioned at each shift stage of the P-R-N-D so that the shift stage can be selected.

A shifting device equipped with a lever-type or dial-type shifting lever tactilely transmits a sense of theft so that the driver can recognize the change of shift stage and that the shift lever is positioned at each shift when selecting the shift stage of PRND. do. In order to realize such a sense of theft, a detent device is provided in the transmission. However, since the conventional detent device implements a sense of moderation using a mechanical configuration, a complex structure is required.

In addition, for stable driving of the vehicle, when the shifting stage is changed from D to P or R, or vice versa, changing from P or R to D should be performed only when the vehicle is almost stopped. To this end, the conventional transmission device is provided with a separate blocking device that allows the shifting stage to be changed only when certain conditions are met, and blocks movement of the shift lever so that the above shift is impossible.

Korean Patent Publication No. 2014-0108555

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle transmission capable of preventing a shift malfunction by improving the thrust of a shift lever to improve the driver's feeling of operation during shifting.

In addition, another technical problem to be achieved of the present invention is to provide a transmission device for a vehicle in which the weight of the transmission device is reduced.

The problems of the present invention are not limited to the problems mentioned above, and other problems that are not mentioned will be clearly understood by those skilled in the art from the following description.

A vehicle transmission according to an embodiment of the present invention for solving the above problem includes a housing, a shift lever, and a linear drive motor that moves the shift lever or provides a reaction force to a force that the driver manipulates the shift lever. And, the linear drive motor, the fixing unit fixedly coupled to the housing; A variable unit installed to be movable with respect to the fixing unit and including an outer wall at least partially overlapping with a part of the fixing unit and a cover extending in a direction intersecting from one end of the outer wall; And a coil provided in any one of the fixed unit and the variable unit, and the cover includes a first cover portion and a second cover portion thicker than the first cover portion, and the variable unit In a state in which the movement toward the fixing unit is further restricted to a position where movement is restricted, the coil may be configured to be spaced apart from the first cover part by a predetermined distance.

In this case, it is preferable that the spaced distance between the coil and the first cover part is 1 to 2 mm.

The fixing unit includes a bobbin on which the coil is wound, and the bobbin includes a base plate coupled to the housing and a coil cylinder extending to one surface of the base plate to wrap the coil, and a rear surface of the base plate There may be formed a plurality of flesh-removing grooves recessed in one side direction.

In addition, the second cover portion may be formed to extend from the first cover portion toward the inside of the variable unit to form a step, and may be formed to have a thickness greater than that of the first cover portion by the step.

In addition, the thickness of the first cover portion may be formed to be thicker than that of the outer wall, and it is preferable that the thickness of the first cover portion and the thickness of the outer wall are formed in a ratio of 3:1.

In addition, the variable housing may be formed of at least one of S45C, permalloy, amorphous, grain-oriented electrical steel sheet, non-oriented electrical steel sheet, and pure iron.

Other specific details of the present invention are included in the detailed description and drawings.

As described above, according to the vehicle transmission according to an embodiment of the present invention, as the thrust of the shift lever is improved, the driver is provided with an improved feeling of operation during shifting, thereby preventing a shift malfunction. I can.

In addition, an effect of reducing the weight of the transmission may also be provided.

The effects according to the present invention are not limited by the contents exemplified above, and more various effects are included in the present specification.

1 is a perspective view of a vehicle transmission according to an embodiment of the present invention.
Figure 2 is a side view of Figure 1;
3 is a side view showing the linear drive motor in FIG. 2 to be exposed.
4 is a perspective view showing a configuration of a linear drive motor applied to a vehicle transmission according to an embodiment of the present invention.
Figure 5 is an exploded perspective view of Figure 4;
6A to 6C are cross-sectional configuration diagrams sequentially showing a state in which a linear drive motor is operated according to a shift of a vehicle transmission device according to an exemplary embodiment of the present invention.
7 is a rear view showing a state in which the weight of the linear drive motor is reduced to reduce the weight of the linear drive motor in the transmission device for a vehicle according to an embodiment of the present invention.
8 is a graph showing a comparison of the thrust of a linear drive motor with a conventional VCM in a vehicle transmission according to an embodiment of the present invention.
9 is a cross-sectional configuration diagram illustrating a state in which a coil length of a linear drive motor is adjusted in a vehicle transmission according to an embodiment of the present invention.
10 is a graph showing a variation of a thrust force according to varying a coil length of a linear drive motor in a vehicle transmission according to an embodiment of the present invention.

Advantages and features of the present invention, and a method of achieving them will become apparent with reference to the embodiments described below in detail together with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but may be implemented in various different forms, and only these embodiments make the disclosure of the present invention complete, and the general knowledge in the technical field to which the present invention pertains. It is provided to completely inform the scope of the invention to the possessor, and the invention is only defined by the scope of the claims. The same reference numerals refer to the same elements throughout the specification.

In addition, the embodiments described in the present specification will be described with reference to sectional views and/or schematic diagrams, which are ideal exemplary diagrams of the present invention. Accordingly, the shape of the exemplary diagram may be modified due to manufacturing techniques and/or tolerances. In addition, in each of the drawings shown in the present invention, each component may be somewhat enlarged or reduced in consideration of convenience of description. The same reference numerals refer to the same elements throughout the specification.

Hereinafter, a preferred embodiment of a vehicle transmission according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 is a perspective view of a transmission device for a vehicle according to an embodiment of the present invention, FIG. 2 is a side view of FIG. 1, and FIG. 3 is a side view showing a linear drive motor in FIG. 2.

As shown, the transmission device 1 for a vehicle according to an embodiment of the present invention includes a shift lever 10, an upper housing 21 located below the shift lever 10 and surrounding the shift lever 10, The upper housing 21 may include a first side housing 22 and a second side housing 23 respectively coupled to a lower side and a lower side of the other side.

The shift lever 10 and the housings 21, 22, and 23 are installed to be exposed to the interior between the center fascia and the center console box of the vehicle interior, and the first side housing 22 and The second side housing 23 may be located in a space extending from the center fascia to the center console box without being exposed to the interior of the vehicle.

The shift lever 10 is operated by the driver, and can select a shift stage in the order of P-R-N-D while moving forward or backward. On the other hand, in the case of the shifting device 1 supporting the manual shift mode, the shift lever 10 is moved to the left or right, or forward or rearward, thereby shifting the 1st, 2nd, 3rd, 4th gear, etc. You can choose.

A parking button P may be formed on the upper housing 21. The parking button may be an operation button of EPB (Electric Parking Brake), or may be a button that sets the P-stage gear shift. In this case, the gear shift selected by the shift lever 10 may be performed in the order of RND. have.

An inner housing 24 forming the rear of the transmission 1 may be positioned between the first side housing 22 and the second side housing 23. The inner housing 24 may be coupled to the bobbin 850 of the linear drive motor 80 located therein, and at this time, the inner housing 24 may be coupled to the bobbin 850 by screws S5 and S6. I can.

The internal structure of the vehicle transmission 1 according to the embodiment of the present invention is as shown in FIG. 2. That is, inside the housing, the shift lever shaft 40 supporting the shift lever 10, the shaft holder 30 supporting the shift lever shaft 40 rotatably, and the shift lever shaft 40 can be rotated relative to the It may include a link member 70 coupled to each other, the link member 70, and a linear drive motor 80 coupled to each of the inner housing 24.

Here, the shaft holder 30 is fixedly installed in any one of the housings 21, 22, and 23, and regulates the shift lever shaft 40 to rotate only about the shaft rotation shaft 421. .

In addition, as shown in Figure 3, the vehicle transmission device 1 according to an embodiment of the present invention, as mentioned above, a link member 70 that is relatively rotatably coupled to the shift lever shaft 40, The link member 70 includes a linear drive motor 80 that is partially coupled to the inner housing 24 and the other partially coupled to the inner housing 24.

Here, a portion of the linear drive motor 80 that is coupled to the link member 70 will be referred to as a variable unit, and a portion coupled to the inner housing 24 will be referred to as a fixed unit.

The link member 70 may include a flange 71 and a pair of coupling tanks 72 extending from one surface of the flange 71 toward the through hole of the shift lever shaft 40.

A variable unit of the linear drive motor 80 is installed on the rear surface of the flange 71, and the variable unit and the flange 71 may be coupled by screws S3 and S4.

The fixed unit of the linear drive motor 80 is coupled to the inner housing 24 that is fixedly installed, and the variable unit is constant in a linear direction (left and right directions based on FIG. 3) from the fixed unit fixed together with the inner housing 24. It can be installed to be movable within the spacing range.

Accordingly, when the driver manipulates the shift lever 10, the shift lever shaft 40 rotates around the rotating portion, and accordingly, the link member 70 and the variable unit move in a linear direction. Conversely, when the variable unit moves in a linear direction, the link member 70 moves in a linear direction together with the variable unit, and accordingly, the shift lever shaft 40 and the shift lever 10 rotate.

Hereinafter, a linear drive motor 80 applied to the vehicle transmission 1 according to an embodiment of the present invention will be described.

4 is a perspective view showing a configuration of a linear drive motor applied to a vehicle transmission according to an embodiment of the present invention, FIG. 5 is an exploded perspective view of FIG. 4, and FIGS. 6A to 6C are for a vehicle according to an embodiment of the present invention. It is a cross-sectional configuration diagram sequentially showing a state in which the linear drive motor is operated according to the shift of the transmission.

In addition, Figure 7 is a rear view showing a state in which weight is reduced to reduce the weight of the linear drive motor in the transmission device for a vehicle according to an embodiment of the present invention.

First, as shown in FIGS. 4 and 5, the linear drive motor 80 includes a variable unit including a variable housing 810, a magnet 820, and a yoke 830, a motor shaft 840, and a bobbin. (850), it may be configured as a fixed unit including a coil (860).

The linear drive motor 80 applied to the embodiment of the present invention is basically influenced by a magnetic field formed by a change in the current applied to the coil 860 so that the magnet 820 moves, and accordingly, the variable unit is a fixed unit. It has a driving principle that moves in a linear direction with respect to.

The motor shaft 840 forms the central axis of the linear drive motor 80, one end is exposed to the front of the variable unit, and the other end is a motor shaft receiving end 851a formed on the base plate 851 of the bobbin 850 Can be fixed to

At this time, one end of the motor shaft 840 exposed to the front of the variable unit may pass through the flange 71 of the link member 70.

The motor shaft 840 may guide the moving direction of the variable unit and the link member 70 that move relative to the fixed unit.

The bobbin 850 may include a base plate 851 coupled to the inner housing 24 and a coil cylinder 852 extending from one surface of the base plate 851.

At the center of the base plate 851, as described above, a motor shaft receiving end 851a for fixing the other end of the motor shaft 840 may be formed, and the motor shaft receiving end 851a is It may be formed to protrude from the back surface of the base plate 851 so that a part of the other end is exposed.

In addition, screw holes 851b into which screws fixing the inner housing 24 and the base plate 851 are inserted may be formed on the rear surface of the base plate 851.

Further, on the rear surface of the base plate 851, a plurality of skinny grooves 851c may be formed between the motor shaft receiving end 851a and the screw hole 851b. Here, the plurality of flesh-removing grooves 851c may be formed to be recessed in one surface direction with a step difference from the rear surface of the base plate 851, or may be formed to penetrate the rear surface of the base plate 851. Such a plurality of flesh-reducing grooves ( 851c) may be formed to reduce the weight of the linear drive motor 80 (see FIG. 7).

On the other hand, as shown in Figs. 6A to 6C, the coil cylinder 852 may be extended by forming a step difference from the outer surface of the base plate 851, and a coil 860 on the outer surface of the coil cylinder 852 This will be cold.

An empty space is formed inside the coil cylinder 852, and the motor shaft 840 and the magnet 820 and yoke 830 constituting the variable unit may be accommodated in the empty space, and the variable unit is a motor shaft. It is possible to move in a linear direction along the 840, which will be described in detail later.

The variable housing 810 constituting the variable unit has a substantially cylindrical shape, and at least a portion thereof extends in a direction intersecting the outer wall 811 surrounding the coil 860 and the outer wall 811 to have one opening Covers 812 and 813 may be included to shield the portion.

Here, the cover may be divided into a first cover part 812 and a second cover part 813. In this case, the first cover portion 812 is formed to extend in a direction intersecting from one end of the outer wall 811 so as to be substantially perpendicular to the outer wall 811 to form a peripheral portion of the cover, and the second cover portion 813 is a first It is formed extending inward from the cover portion 812 to form a central portion of the cover. In this case, the diameter of the second cover part 813 may be formed to correspond to the diameter of the magnet 820.

In particular, the second cover portion 813 may be formed to have a thickness thicker than that of the first cover portion 812. At this time, since one surface of the variable housing 810 is coupled to the rear surface of the link member 70, one surface of the first cover part 812 and the second cover part 813 are formed to form the same plane, and the second cover part 813 ) Is formed to protrude in a direction parallel to the outer wall 811 by forming a step with the back surface of the first cover part 812, so that the second cover part 813 is thicker than the first cover part 812 by the thickness of the step. It can be formed in a thickness.

The cover directly transmits the thrust generated as the magnet 820 moves by magnetic force or maintains its position to the link member 70. The thrust has a correlation proportional to the weight of the cover in addition to the magnetic force acting between the magnet 820 and the coil 860.

However, if the diameter or thickness of the cover is increased to improve thrust, the overall size of the linear drive motor 80 increases, and accordingly, the weight increases.

Accordingly, the linear drive motor 80 applied to the vehicle transmission device 1 according to the embodiment of the present invention directly contacts the magnet 820 and directly transmits the thrust generated by the magnet 820. The thickness of the cover part 813 is formed to be relatively thick to increase the thrust by taking the weight of the second cover part 813 heavier, while the first connecting the second cover part 813 and the outer wall 811 Since the thickness of the cover portion 812 is relatively thin, the weight of the first cover portion 812 can be taken lighter, thereby pursuing weight reduction of the linear drive motor 80.

For reference, screw holes 812a into which a screw used to be coupled to the link member 70 enters may be formed in the first cover part 812.

A first shaft hole 813b through which the motor shaft 840 passes is formed in the second cover part 813 of the cover. At this time, a part of the inner diameter of the first shaft hole 813b is formed larger than the outer diameter of the motor shaft 840 so that the first bush 871 may be inserted between the first shaft hole 813b and the motor shaft 840 to be installed. have.

The first bush 871 prevents direct contact between the first shaft hole 813b and the motor shaft 840, and serves to allow the variable housing 810 to easily move along the motor shaft 840. .

In addition, a first assembly end 813a protruding around the first shaft hole 813b may be formed on the rear surface of the second cover part 813, and the first assembly end 813a is a magnet, which will be described later. The second assembly end 822 of the 820 is fitted and fitted, so that the second cover part 813 and the magnet 820 can be easily assembled in close contact with each other.

The variable housing 810 described above is made of S45C, Permalloy, amorphous, oriented electrical steel sheet, non-oriented electrical steel sheet, pure iron, etc. so that magnetic force is effectively transmitted between the magnet 820 and the coil 860. Can be formed.

As described above, the magnet 820 is disposed in close contact with the rear surface of the second cover part 813, and the magnet 820 may be applied with a ferromagnetic magnetic material such as neodymium.

The magnet 820 moves in a linear direction along the motor shaft 840 or maintains its position in response to a magnetic field formed according to a change in current applied to the coil 860 of the fixed unit.

Accordingly, a second shaft hole 821 through which the motor shaft 840 passes is formed in the center of the magnet 820.

A second assembly end 822 that is recessed corresponding to the first assembly end 813a of the second cover part 813 may be formed on one surface of the magnet 820 with the second shaft hole 821 as the center. . Here, it has been described as an example that the first assembly end 813a of the second cover part 813 protrudes and the second assembly end 822 of the magnet 820 is recessed, but the relationship between both sexes may change. Of course.

In addition, a third assembly end (not shown) may be recessed around the second shaft hole 821 on the rear surface of the magnet 820.

On the other hand, a yoke 830 may be disposed on the rear surface of the magnet 820, and the yoke 830 may determine the magnetic flux distribution of the magnetic field formed between the magnet 820 and the coil 860 by the magnet 820 and the coil 860. It is formed approximately perpendicular to the function to minimize unnecessary magnetic flux.

A third shaft hole 831 through which the motor shaft 840 passes is formed in the center of the yoke 830, and a third shaft hole 831 of the magnet 820 is formed on one surface of the yoke 830. A fourth assembly end 832 protruding corresponding to the assembly end may be formed. Here, the third assembly end of the magnet 820 is recessed, and the fourth assembly end 831 of the yoke 830 is It has been described that the protrusion is formed as an example, but the relationship between the sexes may change.

In addition, a bush installation groove 833 in which a part of the inner diameter of the third shaft hole 831 is expanded may be formed on the rear surface of the yoke 830, and a second bush 872 is inserted into the bush installation groove 833 Can be installed. That is, the second bush 872 may be interposed in the third shaft hole 831 of the yoke 830 and the motor shaft 840, and the second bush 872 is Similarly, it provides a function of preventing direct contact between the yoke 830 and the motor shaft 840 and allowing the yoke 830 to easily move along the motor shaft 840.

For reference, in the exemplary embodiment of the present invention, the magnet 820 is disposed in the variable unit and the coil 860 is disposed in the fixed unit. However, in contrast, the magnet 820 is disposed in the fixed unit and the coil ( 860) may be disposed in the variable unit.

On the other hand, the second cover portion 813, the magnet 820, and the yoke 830 of the variable housing 810 are formed to have approximately the same diameter, so that a constant distance from the outer wall 811 of the variable housing 810 can be maintained. .

Accordingly, a space portion 814 having a predetermined pore width may be formed between the second cover portion 813, the magnet 820, and the yoke 830 of the variable housing 810, and the outer wall 811, and this space The coil 860 and the coil cylinder 852 may be located in the part 814 so as to be movable.

That is, the coil 860 and the coil cylinder 852 advance and retreat within the space 814 when the variable housing 810, the magnet 820, and the yoke 830 are integrated to slide along the motor shaft 840. The movement can be made while repeating.

For reference, the width of the space part 814 may be formed equal to or similar to the width of the first cover part 812 among the covers of the variable housing 810.

Meanwhile, the linear drive motor 80 applied to the embodiment of the present invention may be formed such that the thickness of the outer wall 811 and the thickness of the first cover portion 812 are approximately 1:3.

As described above, as the thickness t2 of the second cover part 813 is formed relatively thick and the thickness t3 of the first cover part 812 is formed relatively thin, the linear drive motor 80 It is possible to reduce the weight while improving the thrust.

In addition, various experiments were conducted to find the thickness t3 of the first cover portion 812 optimized for weight reduction, and as a result, the thickness t3 of the first cover portion 812 was determined as the thickness of the outer wall 811 ( When formed to be about 3 times of t1), it was confirmed that the maximum thrust can be obtained.

8 is a graph showing a comparison of thrust of a linear drive motor with various experimental examples in a vehicle transmission according to an embodiment of the present invention.

In the graph shown in FIG. 8, G1 represents a thrust trend of a conventional voice coil motor (VCM).

In addition, G2 is the thickness t3 of the first cover part 812 and the thickness of the outer wall 811 in the same or similar configuration as the linear drive motor 80 in the vehicle transmission 1 according to the embodiment of the present invention. This shows the thrust trend when all (t1) is designed as 1t.

In addition, G3 is designed to have a thickness t3 of 2t of the first cover part 812 in the same or similar configuration as the linear drive motor 80 in the vehicle transmission 1 according to the embodiment of the present invention, and the outer wall The thickness (t2) of (811) represents the thrust transition in the case of 1t design.

In addition, G4 is designed to have a thickness t3 of 3t of the first cover part 812 in the same or similar configuration as the linear drive motor 80 in the vehicle transmission 1 according to the embodiment of the present invention, and the outer wall It shows the thrust transition when the thickness t1 of (811) is designed as 1t.

For reference, G2, G3, and G4 were experimented using a linear drive motor 80 in which the variable housing 810 is formed of S45C.

As shown, it was confirmed that the conventional VCM is difficult to actually apply to the vehicle transmission 1 because the thrust is formed at less than 40N. (Refer to G1)

For example, while the vehicle is driving, if the driver changes the shift stage from D to P or R, or, conversely, attempts to change the shift from P or R to D, the above and above for stable driving of the vehicle. A reaction force that restricts the movement of the shift lever 10 must be generated so that the same shift is not performed.

In order to stably implement such a request, the thrust of the VCM must be output at least 40N or more, but the conventional VCM only provides a thrust of less than 40N within an effective distance, making it difficult to actually apply it to the vehicle transmission 1.

And, in the case of G2, although it shows a significantly improved thrust trend compared to the conventional VCM, it can be confirmed that a thrust force of less than 40N appears in some sections within the effective distance.

In addition, in the case of G3 and G4, it was confirmed that the thrust trend of both G3 and G4 was 40N or more within the effective distance, but the case of G4 showed more superior thrust transition at a shorter effective distance than that of G3.

In particular, in the case of the G4, since it exhibits a thrust of 45N or more from the start of the effective distance, the transmission device 1 according to an embodiment of the present invention includes a shift lever 10 to prevent shifting between specific gear stages in a driving situation. By providing a reaction force that hinders the operation of the gearbox, shift blocking may be practically implemented.

On the other hand, as shown in FIGS. 6A to 6C, the variable unit of the linear drive motor 80 moves forward and backward by a predetermined interval with respect to the fixed unit by the operation of the shift lever 10.

At this time, the cover 812 and 813 of the variable housing 810 of the variable unit has a thin thickness t3 of the first cover 812 and a thickness t2 of the second cover 813 as described above. Since is formed relatively thick, a space portion in which the coil 860 moves by the difference in thickness (t2-t1) between the first cover portion 812 and the second cover portion 813 is further formed, so that the variable member is a fixed member. When moving inward, the end of the coil 860 is in close contact with the back surface of the first cover part 812 (see FIG. 6C).

Accordingly, the coil 860 overlaps with the magnet 820, and a part of the end side thereof is overlapped with the second cover part 813 out of the overlapping portion with the magnet 820, thereby affecting the reverse magnetic flux density. Can be received.

Therefore, as a result of devising a method to improve the thrust during operation of the shifting lever 10 by not being affected by the reverse magnetic flux density, if the overlapping distance between the coil 860 and the second cover part 813 is adjusted, the reverse direction It was confirmed through various experiments that the thrust was improved because it was not affected by the magnetic flux density.

9 is a cross-sectional view showing a state in which the length of the coil 860 of the linear drive motor 80 is adjusted in the vehicle transmission 1 according to the exemplary embodiment of the present invention.

As shown in FIG. 9, when the variable unit moves toward the fixed unit by the operation of the shift lever 10 for shifting, and the coil 860 overlaps the entire length of the magnet 820, the coil 860 The end portion of) is spaced apart from the rear surface of the first cover portion 812 by a predetermined interval, so that the overlapped portion with the second cover portion 813 is reduced.

In this way, in order to reduce the overlapping portion of the coil 860 with the second cover part 813, it is achieved by forming a shorter length of the coil 860 and the coil cylinder 852 around which the coil 860 is wound. Can be.

That is, in a state in which the variable unit is moved toward the fixed unit, the coil 860 is in close contact with the rear surface of the first cover part 812, and the length of the coil 860 is gradually reduced to reduce the length of the first cover part 812. The thrust was tested in various cases to be spaced apart from the rear surface by a predetermined interval, and the results are as shown in FIG. 10.

FIG. 10 is a graph showing a variation of thrust according to varying the length of the coil 860 of the linear drive motor 80 in the vehicle transmission 1 according to an exemplary embodiment of the present invention.

Referring to FIG. 10, G-a is a graph showing the thrust trend of a conventional VCM.

In addition, Gb has the same or similar configuration as the linear drive motor 80 applied to the vehicle transmission 1 according to the embodiment of the present invention, and the end of the coil 860 is in close contact with the back surface of the first cover part 812 It is a graph showing the thrust trend in a state designed to be possible.

In addition, Gc has the same or similar configuration as the linear drive motor 80 applied to the vehicle transmission 1 according to the embodiment of the present invention, and the length of the coil 860 is shortened by 1 mm, so that the end of the coil 860 It is a graph showing the thrust trend in a state designed to form a 1mm gap between the and the rear surface of the first cover part 812.

In addition, Gd has the same or similar configuration as the linear drive motor applied to the vehicle transmission 1 according to the embodiment of the present invention, and the length of the coil 860 is formed to be 2 mm shorter, so that the end of the coil 860 and the first It is a graph showing the thrust trend in a state designed so that a 2mm gap is formed between the back surface of the cover part 812 and the back surface.

In addition, Ge to Gg are of the same or similar configuration as the linear drive motor applied to the vehicle transmission 1 according to an embodiment of the present invention, and the length of the coil 860 is formed to be short by 3 to 5 mm, respectively, and the coil 860 ) It is a graph showing the thrust trend in a state designed to form a 3~5mm gap between the end and the rear surface of the first cover part 812, respectively.

As shown, in the case of the linear drive motor 80 applied to the vehicle transmission device 1 according to an embodiment of the present invention, it was found that the thrust force was significantly improved compared to the conventional VCM.

In addition, the length of the coil 860 is gradually reduced, so that a certain distance between the end of the coil 860 and the back surface of the first cover 812 gradually increases, in other words, a part of the end side of the coil 860 becomes a magnet. It was found that the thrust force at the start of the effective distance was partially improved as the portion overlapped with the second cover portion 813 was reduced, leaving the overlapped portion with the 820.

However, as the total length of the coil 860 is reduced so that the distance between the coil 860 and the first cover part 812 increases, the effect of further reducing the thrust at the end of the effective distance may occur. It was confirmed that it is most preferable that the distance between the 860) and the first cover part 812 is adjusted to be about 1 to 2 mm apart.

Therefore, a certain distance is formed between the coil 860 and the first cover part 812, so that the overlapping part between the coil 860 and the second cover part 813 is reduced, thereby improving from the start of the effective distance. Since the thrust is displayed, the transmission device 1 according to the embodiment of the present invention provides a reaction force that interferes with the operation of the shift lever 10 to prevent shifting between specific shift stages in a driving situation, thereby realizing shift blocking. There will be.

Those of ordinary skill in the art to which the present invention pertains will appreciate that the present invention can be implemented in other specific forms without changing the technical spirit or essential features thereof. Therefore, it should be understood that the embodiments described above are illustrative in all respects and are not limiting. The scope of the present invention is indicated by the claims to be described later rather than the detailed description, and all changes or modified forms derived from the meaning and scope of the claims and their equivalent concepts should be construed as being included in the scope of the present invention. do.

1: vehicle transmission 10: shift lever
21: upper housing 22: first side housing
23: second side housing 24: inner housing
30: shaft holder 40: shift lever shaft
70 link member 71 flange
72: coupling tank 80: linear drive motor
810: variable housing 811: outer wall
812: first cover part 813: second cover part
814: space part 820: magnet
830: yoke 840: motor shaft
850: bobbin 851: base plate
852: coil cylinder 860: coil

Claims (7)

A housing, a shift lever, and a linear drive motor for providing reaction force to a force for moving the shift lever or for a driver to operate the shift lever,
The linear drive motor,
A fixing unit fixedly coupled to the housing;
A variable unit including a variable housing installed to be movable with respect to the fixing unit and including an outer wall at least partially overlapping with a part of the fixing unit and a cover extending in a direction intersecting from one end of the outer wall;
Including a coil provided in any one of the fixed unit and the variable unit,
The cover includes a first cover portion and a second cover portion formed thicker than the first cover portion,
In a state in which the variable unit is moved to a position where movement is restricted further toward the fixed unit, the coil is spaced apart from the first cover part by a predetermined distance. The method of claim 1,
The spaced apart distance between the coil and the first cover portion is 1 ~ 2mm for a vehicle transmission. The method of claim 1,
The fixing unit includes a bobbin on which the coil is wound,
The bobbin,
A base plate coupled to the housing and a coil cylinder extending to one surface of the base plate to wrap the coil,
A transmission device for a vehicle having a plurality of flesh-removing grooves recessed in one surface direction on the rear surface of the base plate. The method of claim 1,
The second cover part extends from the first cover part toward the inside of the variable unit to form a step, and has a thickness greater than the first cover part by the step. The method of claim 1,
A vehicle transmission device in which the first cover part has a thickness greater than that of the outer wall. The method of claim 5,
A transmission device for a vehicle in which the thickness of the first cover part and the thickness of the outer wall are formed in a ratio of 3: 1. The method of claim 1,
The variable housing, S45C, permalloy (permalloy), amorphous (amorphous), a directional electrical steel sheet, non-oriented electrical steel sheet and a vehicle transmission device formed of at least one of pure iron.

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