KR20130127617A

KR20130127617A - Automated manual transmission for vehicle

Info

Publication number: KR20130127617A
Application number: KR1020120051272A
Authority: KR
Inventors: 어순기
Original assignee: 현대자동차주식회사
Priority date: 2012-05-15
Filing date: 2012-05-15
Publication date: 2013-11-25

Abstract

The present invention relates to an automated manual transmission for vehicles to improve the marketability of vehicles by preventing degradation in gear shifting feelings and providing smooth and stable shifting feelings for drivers. For this, the present invention delivers separate power to a driving wheel and eliminates torque degradation in gear shifting while using the mechanism of a manual transmission which necessarily cuts of the power for a moment and subsequently connects the power again. [Reference numerals] (3) Engine

Description

[0001] AUTOMATED MANUAL TRANSMISSION FOR VEHICLE [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an automatic manual transmission of a vehicle, and more particularly, to a configuration of an automatic manual transmission in which a pulling down phenomenon such as pulling during shifting is improved.

The automatic manual transmission is automatically shifted by the actuator during the operation of the vehicle, thereby providing convenience similar to that of an automatic transmission, and contributing to improvement of the fuel efficiency of the vehicle with superior power transmission efficiency than that of the automatic transmission.

However, in the case of an automatic manual transmission that is based on a synchromesh transmission mechanism, there is inevitably a moment when the power is disconnected even during a shift process that is automatically performed by the actuator. Thus, There is a problem in that a phenomenon of lowering of the transmission feeling that is pulled backward is accompanied.

It will be appreciated that those skilled in the art will appreciate that the described embodiments are provided merely for the purpose of promoting an understanding of the background of the present invention, It will not.

Advanced Car Chassis, Golden Bell Publishing Co.,

Disclosure of Invention Technical Problem [8] The present invention has been made to solve the above problems, and it is an object of the present invention to provide a manual transmission, which uses a mechanism of a manual transmission which is inevitably required to temporarily shut off power for a shift, And an object of the present invention is to provide an automatic manual transmission of a vehicle which is capable of preventing a decrease in torque that occurs during shifting to prevent a decrease in transmission feeling to thereby provide a smooth and stable shifting feeling, .

In order to achieve the above object, the automatic manual transmission of the vehicle of the present invention includes:

A transmission portion having a plurality of transmission mechanisms for implementing different gear ratios between the input shaft and the output shaft;

A stepless transmission mechanism provided between the power providing device for providing power to the input shaft of the transmission portion and the output shaft, the stepless transmission mechanism configured to transfer power from the power providing device to the output shaft at an infinite speed ratio;

The stepless delivery mechanism

An electromagnetic clutch installed between the rotation shaft of the power supply device and the output shaft, the electromagnetic clutch configured to continuously change the transmission torque in accordance with a supplied current;

.

The present invention is capable of transmitting a separate power to a drive wheel during shifting while using a mechanism of a manual transmission that must inevitably be interrupted and connected to a conventional shift for a shift, Thus, the shift feeling is prevented from being lowered to form a smooth and stable shift feeling, thereby improving the commerciality of the vehicle.

1 is a configuration diagram of an automatic manual transmission of a vehicle according to the present invention,
2 is a diagram illustrating an example of the electronic clutch structure of FIG.
3 is a view for explaining the power transmission relationship when starting the engine in the configuration of FIG.
4 is a view for explaining the power transmission relationship during the first stage driving in the configuration diagram of FIG.
FIG. 5 is a view for explaining a power transmission relationship during shifting from one gear to two gears in the configuration diagram of FIG. 1;
FIG. 6 is a view for explaining a power transmission relationship during two-stage driving in the configuration diagram of FIG. 1;
FIG. 7 is a view for explaining a power transmission relationship during driving of the R stage in the configuration diagram of FIG. 1.

Referring to FIG. 1, an embodiment of the present invention includes a transmission unit 1 having a plurality of transmission mechanisms for implementing different gear ratios between an input shaft INPUT and an output shaft OUTPUT; It is installed between the power supply device (3) and the output shaft (OUTPUT) for providing power to the input shaft (INPUT) of the transmission unit 1, the power from the power supply device (3) to the output shaft (OUTPUT) It is configured to include a continuously transmitting mechanism (5) configured to transmit at an infinite speed ratio.

That is, the continuously variable transmission mechanism 5 receives power from the power supply device 3 in parallel with respect to the transmission 1 having the conventional manual transmission shifting mechanism, and shifts the transmission 1. By bypassing the input shaft (INPUT) at the time to continue to provide power to the output shaft (OUTPUT), it is possible to prevent the torque degradation due to the power disconnection during the conventional shift.

In the present invention, the stepless transmission mechanism 5 is provided between the rotary shaft of the power supply device 3 and the output shaft (OUTPUT), the electromagnetic clutch 11 configured to continuously change the transmission torque in accordance with the supplied current It consists of.

That is, the power transmitted between the driving rotation part 7 and the driven rotation part 9 is continuously changed according to the current provided to the electromagnetic clutch 11, and the electromagnetic clutch 11 is illustrated in FIG. 2. ) Controls the coil 13 and the current supplied to the coil 13 to generate an electromagnetic force in accordance with the current provided to transfer the power from the driving rotation part 7 to the driven rotation part 9. 14 is provided so that the power transmitted from the driving rotation part 7 to the driven rotation part 9 can be continuously changed according to the strength of the current provided to the coil 13, as if the driving rotation part It is to achieve the effect that the continuous stepless shift between the (7) and the driven rotary unit (9) is made.

Of course, the electromagnetic clutch 11 is not limited to the example of FIG. 2, and the electromagnetic force generated according to the magnitude of the electrical energy provided as described above is changed, and the magnitude of the power that can be transmitted according to the change of the electromagnetic force and Any mechanism configured to be variable in speed may be used.

On the other hand, between the driven rotary unit 9 and the output shaft (OUTPUT) is provided with a power control mechanism 15 configured to connect or cut off the power.

The rotating shaft of the driven rotary unit 9 is provided with a drive gear 17 formed to transmit power to the output shaft (OUTPUT), the output shaft (OUTPUT) is driven gear 19 is meshed with the drive gear 17 It is provided, the power control mechanism 15 is installed so as to intermittent the power between the driven rotary unit 9 and the drive gear 17 on the rotary shaft of the driven rotary unit (9).

Of course, other configurations, such as having the power control mechanism 15 to the output shaft (OUTPUT) will be possible, the power control mechanism 15 is a friction clutch, dog clutch, synchronous engagement device, friction band, magnetic Appropriate ones such as clutches may be used.

A clutch 21 is provided between the input shaft INPUT and the power supply device 3 to intermittently supply the power from the power supply device 3 to the input shaft INPUT.

In the present embodiment, the power supply device 3 is made of an engine which is an internal combustion engine, the clutch 21 comprises a clutch disk 25 is installed to be in contact with the flywheel 23 of the engine, The drive rotation part 7 has a structure connected to a clutch cover 27 forming a hollow shaft through which the input shaft INPUT penetrates while surrounding the clutch disk 25.

That is, the installation structure of the clutch disk 25 and the flywheel 23 is the same as the conventional general clutch 21 mechanism, but in this embodiment, the clutch cover 27 causes the drive rotation part 7 to be the flywheel ( 23) there is a difference to perform the role of the rotating shaft of the hollow to transfer the rotational force, this configuration has the advantage of allowing the configuration of a compact powertrain while maximizing the conventional manual transmission clutch 21 mechanism There is this.

1 to 7 of the present invention illustrates that the transmission mechanism of the transmission unit 1 is composed of a synchronous engagement type that is engaged after synchronization using the key and the synchronizer ring, in addition to the transmission mechanism of the transmission unit 1 It may also be configured by another mechanism such as a dog clutch.

In the present embodiment of Figs. 1 to 7, the shifting unit 1 is configured as a synchronous engagement type shifting mechanism, and the shifting unit 1 has a gear stage of 1 to 5 gears and an R gear. Doing.

The operation of the present invention configured as described above will be described with reference to FIGS. 3 to 7. For reference, FIG. 7 illustrates the R stage driving state, which is the reverse stage, and further illustrates the reverse idler gear 35 which is omitted in FIGS. 1 to 6.

FIG. 3 shows the engine starting, and the engine is started by cranking the engine with the starting motor 29 in a state where both the clutch 21 and the power control mechanism 15 are shut off. Therefore, in the state where power is not transmitted to the input shaft INPUT or the output shaft OUTPUT, the rotational force of the engine is transmitted to the driving rotation part 7, and since the current is not supplied to the coil 13, the driven rotation part (9) is a situation in which no power is transmitted, even if a current is supplied to the coil 13 and the power is being transmitted to the driven rotary unit 9, the output shaft (OUTPUT) by the power interruption mechanism 15 any more ), No power transmission.

Of course, if the transmission unit 1 does not connect any shift stage at the start, the clutch 21 may be started even in the connected state.

If the clutch 21 is blocked in the above-described state, the first gear stage can be formed by the 1-2-step synchronizing device 31, and the clutch 21 is formed in the state where the first gear stage is formed. When connected, the first stage driving state can be realized as shown in FIG. 4 together with the start of the vehicle.

In FIG. 4, power from the engine is transmitted to the input shaft INPUT through the clutch 21, and then, while the first gear is transmitted to the output shaft OUTPUT through a first gear shift gear pair, the differential device ( 33) to drive wheels.

At this time, the power control mechanism 15 is maintained in a blocked state, the power through the drive rotary unit 7 and the driven rotary unit 9 is not transmitted to the output shaft (OUTPUT).

FIG. 5 illustrates an intermediate process in which the shift is performed from the first gear shift stage to the second gear shift stage. The power control mechanism 15 is connected to the coil 13 while the clutch 21 is blocked, and current is supplied to the coil 13. The power from the engine is transmitted to the output shaft (OUTPUT) through the drive rotation part (7) and the driven rotation part (9) even when blocked by the input shaft (INPUT) to prevent a torque drop during shifting.

In this case, the speed ratio formed while the driving rotation part 7 and the driven rotation part 9 transmit power is 2 from the state in which the driven rotation part 9 can match the rotation speed of the output shaft (OUTPUT) in the first gear stage. The output shaft (OUTPUT) in the short speed change state is adjusted to a state that can match the bar, the current provided to the coil 13 is variable, so that between the drive rotation portion 7 and the driven rotation portion 9 By controlling the amount of torque that can be transmitted, as a result, the transmission ratio desired to be formed between the driving rotation part 7 and the driven rotation part 9 can be continuously formed, thereby making the clutch ( 21) it is possible to prevent the drop of the torque caused by the torque transmitted to the input shaft (INPUT), as well as smooth connection between the current gear stage and the target gear stage.

As described above, while the clutch 21 is blocked and the power control mechanism 15 is connected so that the power of the engine is bypassed and supplied to the output shaft OUTPUT through the drive rotation part 7 and the driven rotation part 9, The 1-2 stage synchronization matching device 31 releases the first stage and completes the engagement to the second stage.

After the engagement of the two-speed stage as described above, if the power control mechanism 15 is blocked while engaging the clutch 21, a two-stage driving state as shown in FIG. Of course, it is also possible to release the electronic clutch 11 instead of the power control mechanism 15. In this respect, the power control mechanism 15 is not used when the electronic clutch 11 can completely shut off the power. Instead, the present invention may be implemented even with the electronic clutch 11 only.

In FIG. 6, the power from the engine is regulated at two speed shift stages between the input shaft INPUT and the output shaft OUTPUT via the clutch 21, and is supplied to the driving wheels through the differential device 33. The power transmitted from the engine to the driven rotary unit 9 is blocked by the electromagnetic clutch 11 or the power interrupting mechanism 15.

As described above, the continuous supply of power to the output shaft OUTPUT by the driving rotary unit 7 and the driven rotary unit 9 during the shifting from the first stage to the second stage is similarly applied to the shifts between the remaining shift stages. In particular, in the shift between the lower stages, such as between the first and second stages, as well as in the shifts between the upper stages, such as between the fourth and fifth stages, and even in the overdrive shift stage, the drive rotary unit 7 and the driven rotary unit 9 ) Can compensate for power by continuously adjusting the output speed of the output gear shaft and output shaft of the target gear shaft, thereby preventing torque drop during shifting and forming a smooth and stable shift feeling within the entire gear range of the transmission. It becomes possible.

On the other hand, Figure 7 illustrates the power transmission situation when the reverse, by connecting the reverse idler gear 35 between the input shaft (INPUT) and the output shaft (OUTPUT) in a state in which the vehicle is stopped, so that the reverse shift stage is implemented. have.

While the present invention has been particularly shown and described with reference to specific embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the following claims It will be apparent to those of ordinary skill in the art.

One; Transmission
3; Power supply
5; Unauthorized delivery mechanism
7; Drive rotation part
9; Driven parts
11; Electronic clutch
13; coil
14; controller
15; Power control mechanism
17; Drive gear
19; Driven gear
21; clutch
23; flywheel
25; Clutch disc
27; Clutch cover
29; Starter motor
31; 1-2 single acting bellows
33; Differential
35; Backward idler gear
INPUT; Input shaft
OUTPUT; Output shaft

Claims

A transmission unit 1 having a plurality of transmission mechanisms for implementing different gear ratios between the input shaft INPUT and the output shaft OUTPUT;
It is installed between the power supply device (3) and the output shaft (OUTPUT) for providing power to the input shaft (INPUT) of the transmission unit 1, the power from the power supply device (3) to the output shaft (OUTPUT) It comprises a stepless transmission mechanism (5) configured to transmit at a stepless speed ratio;
The stepless delivery mechanism 5
An electromagnetic clutch (11) installed between the rotating shaft of the power supply device (3) and the output shaft (OUTPUT) and configured to continuously change the transmission torque in accordance with a supplied current;
Automated manual transmission of the vehicle, characterized in that consisting of.

The method according to claim 1,
The electromagnetic clutch 11 has a driving rotary part 7 connected to the rotary shaft of the power supply device 3 and a driven rotary part 9 connected to the output shaft OUTPUT and receiving power from the driving rotary part 7. Including;
Between the driven rotary unit 9 and the output shaft (OUTPUT) is provided with a power control mechanism 15 configured to connect or cut off the power
Wherein the automatic transmission is a vehicle automatic transmission.

The method according to claim 2,
A driving gear 17 formed on the rotating shaft of the driven rotary unit 9 to transmit power to the output shaft OUTPUT;
The output shaft (OUTPUT) is provided with a driven gear (19) engaged with the drive gear (17);
The power control mechanism 15 is installed to intermittently control the power between the driven rotary unit 9 and the drive gear 17 on the rotary shaft of the driven rotary unit 9.
Wherein the automatic transmission is a vehicle automatic transmission.

The method according to claim 2,
A clutch 21 is provided between the input shaft INPUT and the power supply device 3 to intermittently supply the power from the power supply device 3 to the input shaft INPUT.
Wherein the automatic transmission is a vehicle automatic transmission.

The method of claim 4,
The power supply device 3 comprises an engine which is an internal combustion engine;
The clutch (21) comprises a clutch disc (25) installed to be in contact with the flywheel (23) of the engine;
The driving rotary part 7 is connected to the clutch cover 27 which forms a hollow shaft through which the input shaft INPUT penetrates while surrounding the clutch disk 25.
Wherein the automatic transmission is a vehicle automatic transmission.

The method according to claim 2,
The electromagnetic clutch (11) is provided with a coil (13) for generating an electromagnetic force for controlling the amount of torque transmission between the drive rotation portion (7) and the driven rotation portion (9);
Controller 14 is provided to control and supply the current to the coil 13
Wherein the automatic transmission is a vehicle automatic transmission.

The method according to any one of claims 1 to 6,
The transmission mechanism of the transmission part 1 is configured of a synchronous engagement type that is engaged after synchronization using a key and a synchronizer ring.
Wherein the automatic transmission is a vehicle automatic transmission.

The method according to any one of claims 1 to 6,
The shift mechanism of the shift section 1 is constituted by a dog clutch
Wherein the automatic transmission is a vehicle automatic transmission.