KR20120050203A

KR20120050203A - Shifting apparatus for vehicle

Info

Publication number: KR20120050203A
Application number: KR1020100111591A
Authority: KR
Inventors: 문병수
Original assignee: 현대자동차주식회사
Priority date: 2010-11-10
Filing date: 2010-11-10
Publication date: 2012-05-18

Abstract

The present invention is a motor (1); A first gear (3) rotatably installed by the rotational force of the motor (1); A second gear 5 rotatably engaged with the first gear 3; A first camshaft (9) having a plurality of cam plates (7) formed protruding in a radial direction by varying phases in order along the longitudinal direction and being elongated concentrically with the rotation shaft of the first gear (3); A second cam shaft (11) having a plurality of cam plates (7) formed protruding in a radial direction by varying phases in order along the longitudinal direction and being elongated concentrically with the rotation shaft of the second gear (5); A plurality of shift forks are arranged in a direction perpendicular to the first cam shaft 9 and the second cam shaft 11, and the cam plate 7 is rotated so as to move the shift forks connected by linear sliding movement in the longitudinal direction. By including the shift rail 13, it is possible to perform the select function and the shift function necessary for shifting at the same time using only one motor at a time, thereby simplifying the control of the motor and reducing the number of parts used, thereby causing a failure. Significantly lower the likelihood, improve durability and significantly reduce production costs.

Description

Shifting Apparatus for Vehicle

The present invention relates to a vehicle transmission, and more particularly, to a technology for a gear shifting unit of an automatic manual transmission.

Recently, AMT (Automated Manual Transmission) has been applied to large commercial vehicles for the purpose of improving fuel efficiency and driver convenience. The AMT is equipped with a gear shifting unit (GSU) and a clutch actuator (CLAC) based on the existing manual transmission (Maunal T / M) to perform the proper gear selection for optimal shift timing.

There are two types of gear shifting units: motor type and air type. Although the air frequency is frequently applied in the market, the motor type GSU is gradually being applied as a type that is not affected by the momentary adjustment force and environmental conditions when shifting.

However, since the motor-type gear shifting unit needs to control each motor at the same time so as to perform a select operation and a shift operation using two motors, a high tuning technique is required, and the structure is considerably complicated, resulting in durability problems. There is a disadvantage that is likely to occur.

The present invention has been made to solve the above problems, by using only one motor to perform the select function and the shift function required for shifting at the same time, the control of the motor is simplified, the number of parts used is also reduced Therefore, the object of the present invention is to provide a vehicle transmission that can significantly reduce the possibility of failure, improve durability, and greatly reduce production costs.

The present invention provides a vehicle transmission apparatus for achieving the object as described above

A motor;

A first gear rotatably installed by the rotational force of the motor;

A second gear meshed with the first gear and rotatably installed;

A first cam shaft provided with a plurality of cam plates protruding in a radial direction by being elongated in a concentric axis and sequentially changing in phase along a longitudinal direction of the first gear;

A second cam shaft provided with a plurality of cam plates protruding in a radial direction by being elongated in a longitudinal direction along the longitudinal direction and being concentric with the rotation shaft of the second gear;

A plurality of shift rails disposed in a direction perpendicular to the first cam shaft and the second cam shaft and configured to move a shift fork connected by linear sliding movement in a longitudinal direction when the cam plate is rotated;

And a control unit.

According to the present invention, it is possible to perform the select function and the shift function necessary for shifting at the same time using only one motor, thereby simplifying the control of the motor and reducing the number of parts used, thereby significantly reducing the possibility of failure and improving durability. In addition, the production cost can be greatly reduced.

1 to 4 is a view showing a vehicle transmission according to the invention,
5 to 7 are views illustrating a process of shifting while raising the speed change stage of the present invention;
8 to 10 are views illustrating a process of shifting while lowering the shift stage of the present invention.

1 to 4, an embodiment of the present invention includes a motor 1; A first gear (3) rotatably installed by the rotational force of the motor (1); A second gear 5 rotatably engaged with the first gear 3; A first camshaft (9) having a plurality of cam plates (7) formed protruding in a radial direction by varying phases in order along the longitudinal direction and being elongated concentrically with the rotation shaft of the first gear (3); A second cam shaft (11) having a plurality of cam plates (7) formed protruding in a radial direction by varying phases in order along the longitudinal direction and being elongated concentrically with the rotation shaft of the second gear (5); A plurality of shift forks are arranged in a direction perpendicular to the first cam shaft 9 and the second cam shaft 11, and the cam plate 7 is rotated so as to move the shift forks connected by linear sliding movement in the longitudinal direction. It comprises a shift rail 13.

That is, the first cam shaft 9 and the second cam shaft 11 are configured to rotate together by the rotational force generated by the one motor 1, the first cam shaft 9 and the second cam shaft The plurality of cam plates 7 respectively provided at 11 are rotated to select and move any one of the shift rails 13 in order, thereby shifting to a desired shift stage.

The shift rail 13 protrudes on the rotational track of the cam plate 7 so as to project toward the first cam shaft 9 and the second cam shaft 11 so as to receive the pushing force of the cam plate 7. The shift lugs 15 are integrally formed and return springs 17 are provided at both ends of the shift rails 13 so as to elastically support the neutral state of the shift rails 13.

Accordingly, the shift rails 13 are immediately returned to the neutral state by the return spring 17 when the cam plate 7 pushes the shift lug 15 away.

The first cam shaft 9 and the second cam shaft 11 are disposed in parallel to each other, the cam plates 7 of the second cam shaft 11 and the cam plates 7 of the first cam shaft 9 and The second cam shaft 11 is arranged along the longitudinal direction so as to be shifted in sequence.

As described above, the cam plate 7 of the first cam shaft 9 and the cam plate 7 of the second cam shaft 11 are alternately arranged so that the first cam shaft 9 and the second cam shaft 11 are disposed in order. The distance between them can be as narrow as possible, allowing for a more compact configuration.

The shift rails 13 are designated in a direction in which one side selects a hole means sequentially increasing in the longitudinal direction of the first cam shaft 9, and the other side is R-stage in the longitudinal direction of the first cam shaft 9. It is designated in the direction of selecting the incremental means increasing in turn from, and when the movement in the designated direction is shifted to each of the designated gear stage.

That is, as shown in FIG. 2, the 1 / R stage, the 3/2 stage, and the 5/4 stage are sequentially assigned to the shift rails 13 from the side closer to the motor 1, for example, the 3/2 stage is designated. When the rail 13 is moved to the left side with reference to FIG. 2, three speed shifts are made, and when the rail 13 is moved to the right side, two speed shifts are made.

Of course, the shift stage designated for each shift rail 13 as described above may be designated in various other forms depending on the relationship with the adjacent device and the design needs.

After that, for convenience of description, the cam plates 7 of the first cam shaft 9 are referred to as the third cam plate 7 from the first cam plate 7 in order from the closest to the motor 1. The cam plates 7 of the second cam shaft 11 will be referred to as the sixth cam plate 7 from the fourth cam plate 7 in turn, and are provided with a shift lug provided to be pushed by the cam plates 7. 15) will also be referred to as the sixth shift lug 15 from the first shift lug 15, similarly to the cam plate 7.

Here, the cam plates 7 of the first cam shaft 9 and the cam plates 7 of the second cam shaft 11 are formed so as to protrude in phases, respectively, so that the speed change stage is increased as will be described later. In the case of a fine upshift, if the motor 1 is continuously driven in only one direction, a shift is made so that the speed change stage is sequentially increased.

That is, as shown in FIGS. 5 to 7, when the motor 1 is driven counterclockwise in the state where the transmission power is cut off by the clutch in the initial neutral state A, the first cam shaft 9 The first cam plate 7 pushes the first shift lug 15 to engage the R stage (B state).

In this state, when the motor 1 is further rotated counterclockwise in the state where the power is shut off by the clutch again, the first cam plate 7 causes the first shift lug 15 to become excessive and the shift lug ( 15 returns to the neutral state by the return spring 17, and the fourth cam plate 7 of the second camshaft 11 can push the fourth shift lug 15 (C state). ).

Subsequently, if the motor 1 is further driven counterclockwise while the power is shut off by the clutch again, the fourth cam plate 7 pushes the fourth shift lug 15 to perform a first gear shift ( D state).

Here, when the power is again cut off by the clutch and the motor 1 is driven counterclockwise, the fourth cam plate 7 passes the fourth shift lug 15 so that the shift rail 13 is moved to the neutral position. When the second cam plate 7 returns to the state where it can push the second shift lug 15 (E state), the shifting process up to five steps is continuously performed in the same manner as described above. If the motor 1 continues to be driven in the counterclockwise direction, the speed change stage is raised in turn.

Since the shifting process is as shown in Figs. 6 and 7 and the same principle as the above case, a detailed description thereof will be omitted.

Referring to the downshift shifting step in which the shift stage is sequentially lowered after the fifth gear is finally engaged as in the L state in FIG. 7, the motor is further driven counterclockwise as shown in FIG. 8 in the L state. When the six cam plate passes the sixth shift lug, the sixth cam plate 7 can push the sixth shift lug 15 positioned in the neutral state to the right (M state). When the motor 1 is driven clockwise while the furnace power is cut off, the sixth cam plate 7 is pushed to the right in the sixth shift lug 15 to shift to four steps (N state).

Next, when the motor 1 is further rotated in the clockwise direction while the power of the transmission is shut off by a clutch, the sixth cam plate 7 passes the sixth shift lug 15 so as to pass the shift rail 13. Is returned to the neutral state (O state), and when the motor 1 is further rotated clockwise in the state where the power is interrupted by the clutch, the fifth cam plate 7 passes the fifth shift lug 15 The neutral state is located (P state).

In this state, the motor 1 is driven counterclockwise so that the fifth cam plate 7 pushes the fifth shift lug 15 to the left to engage the three stages (Q state).

Next, when the motor 1 is driven clockwise again while the transmission power is shut off by a clutch, the second cam plate 7 passes the second shift lug 15 from the right side to the left side, and again the second shift. When the lug 15 is in a neutral state capable of pushing to the right (R state), and the motor 1 is driven counterclockwise in this state, the second cam plate 7 moves to the second shift lug 15. While shifting to the right, the two gear stages are engaged (S state).

Subsequently, when the motor 1 is driven clockwise while the power of the transmission is shut off by a clutch, the fourth cam plate 7 may be in a neutral state to push the fourth shift lug 15 to the left. (T state), and when the motor 1 is driven counterclockwise again in this state, the fourth cam plate 7 pushes the fourth shift lug 15 to the left to engage the first stage. It will be done (U state).

As described above, the vehicle transmission according to the present invention enables sequential upshift and downshift by controlling one motor 1, thereby simplifying the control of the motor 1 and reducing the number of parts used. This greatly reduces the likelihood of failure, improves durability and significantly reduces production costs.

One; motor
3; First gear
5; 2nd gear
7; Cam plate
9; 1st camshaft
11; 2nd camshaft
13; Shift rail
15; Shift rug
17; Return spring

Claims

A motor;
A first gear rotatably installed by the rotational force of the motor;
A second gear meshed with the first gear and rotatably installed;
A first cam shaft provided with a plurality of cam plates protruding in a radial direction by being elongated in a concentric axis and sequentially changing in phase along a longitudinal direction of the first gear;
A second cam shaft provided with a plurality of cam plates protruding in a radial direction by being elongated in a longitudinal direction along the longitudinal direction and being concentric with the rotation shaft of the second gear;
A plurality of shift rails disposed in a direction perpendicular to the first cam shaft and the second cam shaft and configured to move a shift fork connected by linear sliding movement in a longitudinal direction when the cam plate is rotated;
Vehicle transmission, characterized in that configured to include.

The method according to claim 1, wherein the shift rail
Shift lugs protruding on the rotational track of the cam plate and protruding toward the first cam shaft and the second cam shaft respectively so as to receive a pushing force of the cam plate;
With return springs at both ends of each shift rail to support the neutral state of the shift rail elastically
Vehicle transmission characterized in that.

The method according to claim 2,
The first camshaft and the second camshaft are arranged parallel to each other;
The cam plates of the second cam shaft are disposed along the longitudinal direction of the second cam shaft so as to be sequentially shifted from the cam plates of the first cam shaft.
Vehicle transmission characterized in that.

The method according to claim 3,
The shift rails are designated in a direction in which one side selects a hole means sequentially increasing in the longitudinal direction of the first cam shaft, and the other side is designated in a direction in which a pair of means increasing in the longitudinal direction of the first cam shaft is selected. When shifted to the designated direction, the shift of each designated gear stage is made.
Vehicle transmission characterized in that.