KR20090021448A - Double clutch type semi-automatic transmission - Google Patents

Abstract

A double clutch type semi-automatic transmission is provided to perform a stable operation by including a separate shifting mechanism about a low gear and a high gear. A first shift cam(20) and a second shift cam(22) are rotated by a first power source(10), and have different profiles. A first shift fork(30) is vertically moved in a first input shaft by a first shit cam, and performs a motive interlocking work about a first gear(41) and a third gear(43). A second shift fork is vertically moved in a second input shaft by the second shift cam, and performs a motive interlocking work about a second gear(42) and a fourth gear(44).

Description

Double clutch type semi-automatic transmission

The present invention relates to a double clutch type semi-automatic transmission in which the rotational force of the engine is selectively interrupted by two clutches and at the same time the shift is made by operating the synchronous device of the TCU.

In general, a vehicle transmission is classified into a manual transmission for shifting by engaging a gearbox using a synchronous device, and an automatic transmission for shifting automatically by operating a planetary gear set using hydraulic pressure.

The manual transmission is provided with a clutch that regulates power transmission from the engine, and is configured to perform a shift operation in a state in which power transmission from the engine is interrupted by the operation of the clutch.

Therefore, according to the manual transmission, the shift is possible only when the driver steps on the clutch pedal, and the shift is performed by a manual shift operation in which the driver moves the synchronous device by moving the shift lever. Therefore, the manual transmission vehicle is applied to the automatic transmission vehicle described below. It has a problem that it is difficult to drive in comparison.

Since the automatic transmission receives power from the engine to the planetary gear by using a torque converter, there is no need to control power transmission, and the shift is automatically performed according to the driving state of the vehicle.

Therefore, in the case of an automatic transmission vehicle, the driver can drive using only an accelerator pedal and a brake pedal, so it is easy to drive the vehicle, but the weight of the vehicle is increased due to transmission oil for operating the automatic transmission. There is a disadvantage that the consumption is increased.

Accordingly, a semi-automatic transmission has been developed that improves the driver's convenience without the inconvenience of clutch and gear operation while utilizing the characteristics of the manual transmission with low fuel consumption.

The semi-automatic transmission is a method of controlling power transmission using a clutch and automatically controlling a series of gear shifting operations through a transmission control unit (TCU) in accordance with driving conditions of a vehicle. In general, it is generally composed of a so-called double clutch type using two clutches.

The double clutch type semi-automatic transmission has separate clutches for the so-called odd gear shaft with gears of 1, 3 and 5 gears (hole means) and the even gear shaft with gears of 2, 4 and 6 gears (pair means). It is equipped with a new concept of the transmission has a high fuel economy compared to the automatic transmission by the operation control of each clutch and the shifting of the gear is made automatically, and also has the convenience of operation such as an automatic transmission.

On the other hand, such a conventional double clutch type semi-automatic transmission includes a shifting mechanism for selectively synchronizing each gear by using a synchronizer operated by hydraulic pressure or pneumatic pressure for gear shifting, and the double clutch and shifting mechanism The gear shift is achieved by the combined operation.

On the other hand, one of the problems of the conventional double clutch type semi-automatic transmission is that an error occurs in the operation control of the synchronizer and the two gears on the same shaft are engaged at the same time, thereby causing a tie-up phenomenon. In this case, the operation of the transmission will be fatal.

Accordingly, as one of the shifting mechanisms for preventing such a problem, a plurality of shift cams 113 and 116 are provided on one shift shaft 112 as shown in FIG. 1, and the shift cam 113 is provided. The so-called reciprocating shaft type shifting mechanism has been developed that includes shift forks 110 and 110 that interlock with 116 to adjust the position of the transmission gear.

According to the conventional reciprocating shaft type shifting mechanism, the linear reciprocating motion in which the position of each shift cam 113 and 116 provided on the shift shaft 112 is adjusted by two power sources, and the specific shift cam are specified. In the state where the shift cam moves in the shift fork 110 in a state in which the shift fork is inserted, the gear shift is performed by sequentially moving the shift cam 110.

This conventional reciprocating shaft type shifting mechanism is operated separately for each gear and is operated by one axis (shift shaft), compared to the conventional mechanism having a complicated hydraulic and pneumatic actuating system. Has an improvement in the inter-lock function, which functionally prevents simultaneous joining.

However, according to the conventional reciprocating shaft-type shifting mechanism, the length of the shift shaft 112 may be very long depending on the shape of the transmission due to the characteristic of performing the gear shift using the shift shaft 112. In this case, there is a problem in that it is particularly vulnerable to the impact applied in the vertical direction.

In addition, there is a problem in that the structure of the transmission is complicated because one shift shaft must be equipped with an operation switching structure connecting the power source and the shift shaft in order to perform the vertical reciprocating movement and the rotational movement in combination.

The present invention is to improve the above problems, to provide a double clutch-type semi-automatic transmission easy to operate and stable by making a solid structure having a separate shifting mechanism for the low-speed stage and the high-speed stage separately. It is for.

The double clutch type semi-automatic transmission according to the present invention, which is provided to achieve the above object, is rotationally operated by a power source and includes a plurality of shift cams having different profiles, and the shift fork in contact with each of the shift cams is a shift cam. By vertically reciprocating by, the gear trains of the respective input shafts which are individually interrupted by the respective clutches are synchronized with each other.

Alternatively, the first shift cam and the second shift cam are rotated by the first power source and have a different profile, and are vertically reciprocated by the first shift cam at a first input shaft provided with an odd gear train. A shift fork for synchronizing the three-gear gear and a vertical reciprocating movement by the second shift cam on the second input shaft provided with an even gear train perform synchronizing the two- and four-gear gears. A first shift module comprising a shift fork; The third shift cam and the fourth shift cam are rotated by a second power source and have a different profile, and are vertically reciprocated by the third shift cam at a first input shaft provided with an odd gear train, and are provided in five and seven stages. A shift fork for synchronizing gears and a shift fork for vertical gears shifted vertically by the second shift cam on a second input shaft provided with an even gear train. It comprises a second shift module comprising.

The power source consists of a motor operated by a power source.

The first shift cam and the second shift cam of the first shift module may be mounted at a predetermined interval on one rotation shaft provided in the first power source to rotate by the rotation operation of the rotation shaft.

The third shift cam and the fourth shift cam of the second shift module may be mounted at a predetermined interval on one rotation shaft provided in the second power source to rotate by the rotation operation of the rotation shaft.

Each shift fork includes a position adjusting means to be in constant contact with each shift cam.

The positioning means includes a spring for applying an elastic pressure to the shift cam side for each shift fork.

The double clutch type semi-automatic transmission according to the present invention as described above has the advantage that the fabrication is improved and the durability is high because the structure design is easy due to the use of a separate shift module for the low speed stage and the high speed stage.

Details of the present invention will be described in detail with reference to FIGS. 2 to 3H.

The double clutch type semi-automatic transmission according to the present invention is rotated by a power source and includes a plurality of shift cams having different profiles, and the shift fork in contact with each of the shift cams is moved vertically by the shift cam. It has a shifting mechanism for synchronizing the gear train of each input shaft individually interrupted by the clutch.

The actual configuration of the shifting mechanism in the present invention comprises a first shift module for low speed shift and a second shift module for high speed and reverse shift.

The first shift module is rotated by the first power source 10 as shown in FIG. 2 and includes a first shift cam 20 and a second shift cam 22 having different profiles, and an odd gear train. A shift fork 30 which is vertically reciprocated by the first shift cam 20 on the first input shaft to perform a synchronous engagement action with respect to the first gear 41 and the third gear 43 and an even gear train; Including a shift fork 32 is vertically reciprocated by the second shift cam 22 in the provided second input shaft to perform a synchronous engagement action for the second gear 42 and the fourth gear 44 Is done.

The second shift module is vertically reciprocated by the third shift cam on a first input shaft having a third shift cam and a fourth shift cam having different profiles and odd gear trains, which are rotationally operated by a second power source. A shift fork for synchronizing gearing for the 5th and 7th gears, and a vertical reciprocating movement by the second shift cam on a second input shaft provided with an even gear train. It includes a shift fork to perform (the second shift module is not shown in the drawing because the first shift module is the same configuration).

Here, it is preferable that a motor driven by a power source is used as the power source 10, which can be used as a power source if any kind of rotational movement is possible with respect to the shift cam, but the motor is controlled by the TCU. Because it is easy.

In the first shift module, each of the shift cams 20 and 22 is mounted at a predetermined interval on one rotation shaft 12 provided in the first power source 10 to rotate the rotation shaft 12. It is configured to rotate by.

In addition, the double clutch type semi-automatic transmission according to the present invention comprises a position adjusting means for causing the respective shift fork to be in contact with each shift cam, wherein the position adjusting means is elastically pressured toward the shift cam with respect to each shift fork. It comprises a spring (not shown) for applying a.

Each of the shift forks 30 and 31 is provided with rollers 301 and 311 so as not to generate frictional resistances in contact with the shift cams.

Referring to the operation of the double clutch type semi-automatic transmission according to the present invention configured as described above are as follows.

First, in the neutral state, as shown in FIG. 3A, the shift forks 30 and 31 of the first shift module are disposed between the gears 41, 42, 43, 44 to maintain neutrality. The same is true for two shift modules.

When shifting to the first stage, as shown in FIG. 3B, the first shift cam 20 and the second shift cam 22 are rotated by a predetermined angle to one side by the operation of the power source 10. In this case, the first shift cam The shift fork 31 in contact with 20 moves along the profile characteristic of the first shift cam 20 by a predetermined interval, whereby the first gear 41 is synchronized.

Here, the position of the shift fork 31 in contact with the second shift cam 22 is not changed by the profile file characteristic of the second shift cam 22.

When shifting to the second stage, first, in a state in which power transmission to the second input shaft is interrupted by a second clutch that interrupts engine power transmission to a second input shaft equipped with an even gear train, as shown in FIG. 3C. The first shift cam 20 and the second shift cam 22 are rotated again by the operation of the first power source 10. The shift fork 30 in contact with the first shift cam 20 is the first shift cam 20. The position does not change due to the profile characteristic of the c), and the shift fork 31 in contact with the second shift cam 22 is moved in accordance with the profile characteristic of the second shift cam 22 so that the second gear 42 is synchronized.

Then, power transmission to the first input shaft is interrupted by the first clutch for intermittent transmission of engine power to the first input shaft on which the odd gear train is mounted, and power is transmitted to the second input shaft by the second clutch.

Subsequently, as illustrated in FIG. 3D, the first shift cam 20 and the second shift cam 22 are rotated by an angle again, and the first gear is shifted by the shift fork 30 linked with the first shift cam 20. The engaged state of 41 is released, and the second gear 42 maintains the engaged state.

Subsequently, during the three-speed shift, the first shift cam 20 and the second are driven by the first power source 10 while the engine power transmission to the first input shaft is blocked by the first clutch as shown in FIG. 3E. The shift cam 22 is rotated, the shift fork 30 is moved by the first shift cam 20 to synchronize the three-gear gear 43, and the second-gear 42 is at the current position. Will be maintained.

Subsequently, power transmission through the second input shaft is interrupted by the second clutch, and power is transmitted to the first input shaft by the first clutch.

As shown in FIG. 3F, the first shift cam 20 and the second shift cam 22 are rotated by an angle again, and the second gear cam is shifted by a shift fork 31 that is linked with the second shift cam 22. The engagement state of 42) is released, and the third gear 31 maintains the engagement state.

In the fourth shift, the first shift cam 20 and the second shift cam 22 are driven by the first power source while the engine power transmission to the second input shaft is blocked by the second clutch as shown in FIG. 3G. The shift fork 30 is moved by the second shift cam 22 to synchronously engage the four-gear 44, and the third-gear 43 maintains its current position.

Subsequently, power transmission through the first input shaft is interrupted by the first clutch, and power is transmitted to the second input shaft by the second clutch.

As shown in FIG. 3H, the first shift cam 20 and the second shift cam 22 are rotated at an angle again, so that the three-stage gears are formed by the shift fork 30 interlocked with the first shift cam 20. The engagement state of 43) is released, and the fourth gear 44 maintains the engagement state.

As described above, the gear shifting from the first gear to the fourth gear is performed by the first shift module, and the gear shifting from the gear to the fifth gear by the first shift module is maintained in neutral. In the state is made by the second shift module, the operation is the same as the first shift module.

Further, according to the present invention, the low gear stage and the high gear stage are completely separated and operated by the respective shift module even on the same first input shaft, and each shift fork is not driven by the operation of the shift cam through the power source even on the same shift module. It does not move without it, and there is little concern about external shock or device malfunction, so the interlock function has been greatly improved.

Meanwhile, in the present invention, each shift fork is pressed toward the shift cam by a position adjusting means, i.e., a spring, so that the shift fork is always in contact with the shift cam, thereby precisely controlling the position according to the profile of the shift cam. Due to the nature of the connection through the operation is smooth.

1 is a perspective view showing a shifting mechanism of a double clutch type semi-automatic transmission according to the prior art.

Figure 2 is a block diagram showing a shifting mechanism of the double clutch type semi-automatic transmission according to the present invention.

3A, 3B, 3C, 3D, 3E, 3F, 3G, and 3H are conceptual views sequentially illustrating a shifting process of a double clutch type semi-automatic transmission according to the present invention.

Claims (7)

Rotated by a power source, it includes a number of shift cams with different profiles, The shift fork in contact with each of the shift cams is vertically reciprocated by the shift cam to synchronize the gear trains of the respective input shafts intermittently controlled by the respective clutches. Double clutch type semi-automatic transmission. A first shift cam and a second shift cam rotated by a first power source and having different profiles; A shift fork that is vertically reciprocated by the first shift cam on a first input shaft having an odd number of gear trains to perform a synchronous registration action for the first and third gears, Shiftfork for vertically reciprocating movement by the second shift cam on a second input shaft provided with an even gear train for synchronizing engagement with the second and fourth gears A first shift module comprising a; A third shift cam and a fourth shift cam rotated by a second power source and having different profiles; A shift fork that is vertically reciprocated by the third shift cam on the first input shaft having an odd number of gear trains to perform a synchronous engagement with the fifth and seventh gears; Shiftfork for vertically reciprocating movement by the second shift cam on the second input shaft having an even gear train to perform synchronous engagement for the sixth gear and the reverse gear A second shift module comprising a; Double clutch type semi-automatic transmission comprising a. The method according to claim 1 or 2, The power source is a double clutch type semi-automatic transmission, characterized in that the motor driven by a power source. The method of claim 2, The first shift cam and the second shift cam of the first shift module are mounted at a predetermined interval on one rotation shaft provided in the first power source to rotate by the rotation operation of the rotation shaft. Double clutch type semi-automatic transmission characterized in that. The method of claim 2, The third shift cam and the fourth shift cam of the second shift module are mounted at a predetermined interval on one rotation shaft provided in the second power source to rotate by the rotation operation of the rotation shaft. Double clutch type semi-automatic transmission characterized in that. The method according to claim 1 or 2, Position adjusting means for allowing each shift fork to be in constant contact with each shift cam Double clutch type semi-automatic transmission comprising a. The method of claim 6, The position adjusting means Springs that apply elastic pressure to the shift cam for each shift fork Double clutch type semi-automatic transmission comprising a.

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