KR20160044995A - Shifting apparatus for vehicle - Google Patents
Shifting apparatus for vehicle Download PDFInfo
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- KR20160044995A KR20160044995A KR1020140186437A KR20140186437A KR20160044995A KR 20160044995 A KR20160044995 A KR 20160044995A KR 1020140186437 A KR1020140186437 A KR 1020140186437A KR 20140186437 A KR20140186437 A KR 20140186437A KR 20160044995 A KR20160044995 A KR 20160044995A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
- F16H63/16—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism
- F16H63/18—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/3003—Band brake actuating mechanisms
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Gear-Shifting Mechanisms (AREA)
Abstract
Disclosed is a vehicular transmission device capable of improving shifting efficiency and facilitating shifting control. A vehicular transmission that implements a shift by moving a synchronizer includes a barrel cam member that provides a plurality of cam lines and a cam follower that is provided movably along the cam line and that moves linearly in response to rotation of the barrel cam member, Wherein the cam line is divided into a plurality of transmission stage sections corresponding to different transmission stages along an outer circumferential surface of the barrel cam member, wherein the plurality of transmission stage sections have different ratio And have equal intervals.
Description
BACKGROUND OF THE
Generally, the clutch is used to temporarily cut off or engage the engine. Among them, the dual clutch transmission is provided with two clutches unlike the conventional single-plate clutch transmission system, wherein one clutch serves as the hole means gear and the other clutch serves as a separate transmission system for interrupting the even- And is widely used because it is easy to operate, has less power loss, and has a faster shift time.
For example, assuming that the dual clutch transmission shifts from the first stage to the sixth stage, if the first clutch is traveling in one stage, the second clutch has already been shifted to the second stage. When the shifting is started, the power of the first clutch is cut off and the second clutch is engaged. For example, when the vehicle enters the second-stage traveling, the first clutch disengages the first-gear and shifts to the third-gear so as to wait for the clutch to be engaged for the next shift. Due to these characteristics, the dual clutch transmission has a faster shift time and a shorter shift time than the manual transmission.
In general, the shifting of the dual clutch transmission can be achieved by moving the shift fork holding the synchronizer disposed between the gears of the respective stages and selecting the gear ratio of the desired gear stage. For example, the conventional shift fork is mounted on a fork rod so as to be linearly movable along an axial direction, and is configured to be linearly moved by a barrel cam rotated by a driving motor.
In this connection, a "shift device of a dual clutch transmission" is disclosed in Japanese Patent Registration No. 10-1034890. The shift device includes a first input shaft and a second input shaft respectively connected to the first clutch and the second clutch, and the two input shafts are suitably provided with drive gears for the first to seventh gears, The first counter shaft and the second counter shaft are provided adjacent to the driven gears engaging with the drive gears. Approximately four synchronizers are provided between driven gears and one barrel cam is provided adjacent to the fork rod to operate four shift forks for four synchronizers. The shift fork includes a follow pin, which can position the shift fork to the right, left, or intermediate position as the follow pin moves along the cam groove of the barrel cam.
The shifting device shifts from the first stage to the seventh stage, and the shift fork member from the fifth stage to the seventh stage in the section shifting from the first stage to the third stage maintains the neutral (N) In the shifting section, the first to third shift fork members also maintain the neutral (N). That is, when one barrel cam is used, the follow pin of the shift fork member stops at an intermediate position of the cam groove, and generally rests in a resting period in the entire circumference.
The long idle period means that the cam structure becomes complicated and it means that the diameter and weight of the barrel cam naturally increase because the cam groove of the barrel cam can not form a steep gradient of the speed change section. As a result, the increase in the diameter of the barrel cam increases the space of the barrel cam in the transmission, which may hinder the compact design. The increase in weight means that the inertia moment of the barrel cam increases, The cost of the system increases.
In addition, since the shift fork member is configured to perform the shifting operation along the cam groove formed of the plurality of shifting sections having the uniform pitch interval without considering the effort in the shift according to each shifting section , It is difficult to design an efficient shift and it is difficult to improve the shift stability. Particularly, when a large difference in the port occurs in the shift according to the shift range, it is difficult to realize a stable shift according to the shift range and it is difficult to control the shift.
Accordingly, in recent years, various studies have been made on a transmission for a vehicle that can improve the stability and efficiency of the shift control, but it is still insufficient and development thereof is urgently required.
The present invention provides a vehicular transmission having improved shift control stability and efficiency.
Particularly, the present invention provides a vehicular transmission device capable of maintaining a shift in a shift in a minimum difference range for each shift section.
Further, the present invention provides a vehicular transmission device capable of improving reliability and stability and capable of reducing a port in a shift.
Further, the present invention provides a vehicular transmission capable of contributing to the multi-shoe of the transmission.
According to a preferred embodiment of the present invention for achieving the objects of the present invention described above, a vehicular transmission that implements a shift by moving a synchronizer includes a barrel cam member for providing a plurality of cam lines, And a shift fork that is provided movably along the barrel cam member and performs a shift operation by moving the synchronizer in a linear movement corresponding to the rotation of the barrel cam member, wherein the cam line corresponds to different speed change stages along the outer circumferential surface of the barrel cam member And the plurality of transmission stage sections have different nonuniform intervals.
Further, according to a preferred embodiment of the present invention, a vehicle transmission for shifting a synchronizer to realize shifting includes a barrel cam member for providing a plurality of cam lines, and a barrel cam member provided movably along the cam line, And a shift fork that linearly moves in correspondence to the rotation of the cam member and performs a shift operation by moving the synchronizer, wherein the cam line is divided into a plurality of transmission stage sections corresponding to different transmission stages along the outer peripheral surface of the barrel cam member However, the plurality of transmission stage sections have different unequal intervals so that the ports maintain the minimum gap in the shift in each section.
For reference, in the present invention, the shift effort can be understood as a force or a power required to move the shift fork along the slope of the cam line. As the slope of the cam line becomes larger, , And conversely, as the slope of the cam line becomes smaller, the port can be reduced in the shift. In addition, the inclination slope of the cam line can be understood as the main slope of inclination including a straight line and a curved line.
In addition, in the present invention, the port maintains the minimum differential range in the shift according to each of the plurality of transmission stage sections. In the present invention, the port maintains the minimum differential range in the shifting state. That is, the interval between the longest- And the ports may be maintained in the same or an equal range in the shift for each of the plurality of transmission stage sections or may be maintained in a state in which there is little gap between the sections.
Preferably, the interval of the plurality of transmission stage sections may be varied corresponding to the slope of each of the plurality of transmission stage sections so that the ports maintain a minimum difference range in the shift. In other words, as the slope of the cam line increases, the port increases in the shift. Conversely, the smaller the slope of the slope of the cam line, the more the port decreases in the shift. In response to the slope of the shift stage section, By adjusting the intervals (lengths) of the sections relatively long or short, the ports in the shift can be maintained in the minimum gap range for each transmission stage section.
The barrel cam member may provide a first cam line and a second cam line divided into a plurality of transmission stage sections having different unequal spacings, the shift fork may include a first shift fork moving along the first cam line, And a second shift fork that moves along the second cam line. The plurality of shift stage sections are classified into a single shifting section and a double shifting section depending on whether the first and second shift forks are operated alone or simultaneously. .
The single shifting section means a section in which either the first shift fork or the second shift fork operates singly, and the double shifting section means a section in which the first shift fork and the second shift fork operate together. In addition, the single shifting period and the double shifting period are provided so as to have different inclination angles and different distances so as to keep the ports in the minimum shift range in the shift. Preferably, the dual shifting interval has a relatively low slope relative to the single shifting interval, so that the port can maintain the minimum gap in the shifting of the single shifting interval and the double shifting interval.
In addition, in the double shifting section, the first shift fork and the second shift fork may operate in opposite slanting directions to each other, or in an oblique direction (slanting direction approaching each other) intersecting with each other.
In addition, the single shifting interval of the plurality of transmission stage sections may be classified into a one-step shifting section and a two-step shifting section according to the movement method of the first shift fork and the second shift fork. For reference, the transmission stage section includes a neutral position, first shift position and second shift position having different displacements along the axial direction of the first and second barrel cam members, and the first and second shift forks The shifting can be realized by moving to the neutral position, the first shift position and the second shift position.
The one-step shifting section is a one-step shifting position in which either one of the first shift fork and the second shift fork is moved to the first shift position or the second shift position having different displacements at the neutral position, Position of the first shift fork and the second shift fork is a one-step shift position in which the first shift fork and the second shift fork are continuously shifted from the first shift position or the second shift position through the neutral position to the second shift position Quot; means a section that moves to the first shift position. In addition, the one-step shifting section and the two-step shifting section are provided so as to have different inclination angles and different distances so as to keep the ports in the shift range in the minimum difference range.
Preferably, the barrel cam member includes: a first barrel cam member formed so as to be spaced apart from the first-speed shift cam line for first-speed and third-speed shifting and the N-5 shift cam line for N (neutral) and five-speed shifting; And a second barrel cam member formed so as to be spaced apart from the 6-R shift cam line for the sixth and R (reverse) shift and the 4-2 shift cam line for the fourth and second shift, A 1-3 shift fork moving along the 1-3 shift cam line; An N-5 shift fork moving along the N-5 shift cam line; A 6-R shift fork moving along a 6-R shift cam line; And a 4-2 shift fork that moves along the 4-2 shift cam line, wherein the 1-3 shift cam line, the N-5 shift cam line, the 6-R shift cam line, and the 4-2 shift cam line are R shift forks are shifted from the R (reverse) position to the neutral position along the 6-R shift cam line in the first shift step section in the first to sixth shift stage sections having different non- In the second shift stage section, the 1-3 shift fork is moved one step from the neutral position to the 1-speed shift position along the 1-3 shift cam line, and the 4-2 shift fork is moved one- Shift position from the neutral position to the two-speed shifting position in the third shift stage section, the 1-3 shift forks are continuously shifted from the one-speed shift position to the neutral position along the 1-3 shift cam line In the fourth shift stage section, the 4-2 shift fork is moved 4-2 Shift position from the two-speed shifting position to the four-speed shifting position continuously from the two-speed shifting position to the four-speed shifting position along the shift cam line. In the fifth shifting stage section, the 1-3 shift fork is shifted three- 5 shift fork shifts from the neutral position to the 5-speed shift position along the N-5 shift cam line, and in the sixth shift stage section, the 6-R shift fork shifts to the neutral position -R Shifts one-step from the neutral position to the six-speed position along the cam line, and the 4-2 shift fork moves one-step from the four-speed position to the neutral position along the 4-2-shift cam line.
In addition, in the second shift stage section, the 1-3 shift fork and the 4-2 shift fork operate in mutually opposite inclination directions, and in the fifth shift stage section, the 1-3 shift fork and the N-5 shift fork operate opposite to each other It can operate in an inclined direction.
According to another embodiment of the present invention, in the vehicular transmission, the plurality of transmission stage sections include a double shifting section in which the first shift fork and the second shift fork are operated together, and in the double shift section, And the second shift fork can be sequentially operated with a time difference.
For reference, the first shift fork and the second shift fork are sequentially operated with a time difference in the double shifting interval. This means that the first shift fork and the second shift fork start to operate with a time difference, And the second shift fork are stopped at a time difference.
Clutch switching of the dual clutch can be performed between the plurality of transmission stage sections, and a predetermined tolerance section can be formed between the plurality of transmission stage sections. Preferably, the tolerance period may be formed at a uniform interval between the plurality of transmission stage sections. Of course, it is also possible in some cases to vary the intervals of tolerance intervals according to the characteristics of each interval.
According to the vehicular transmission according to the present invention, the shift efficiency can be improved and the shift controllability can be improved.
Particularly, according to the present invention, the plurality of transmission stage sections have different unequal intervals, so that the ports can be maintained in the minimum difference range in each shift stage section. Therefore, it is possible to improve the stability and reliability of the shift stage section and reduce the number of ports in the shift, thereby improving the transmission feel and increasing the durability of the transmission.
Further, according to the present invention, since the port can be reduced in the speed change, it can contribute to downsizing and weight reduction of the drive motor, and it can bring about many technical advantages such as improvement in design freedom and cost reduction.
Further, according to the present invention, since the single shifting section and the double shifting section have different inclination slopes and different intervals, the port can be stably maintained in the minimum difference range in the shift according to each shift stage section.
In addition, according to the present invention, the one-step shifting section and the two-step shifting section in the single shifting section have different inclination slopes and different intervals, so that the port can be stably maintained in the minimum difference range have.
Further, according to the present invention, in the double shifting section in which the first shift fork and the second shift fork are operated together, the first shift fork and the second shift fork are operated with a time lag, It is possible to prevent the port from increasing, and it is possible to distribute the port relatively evenly over the entire transmission range.
Further, according to the present invention, by forming a tolerance section between a plurality of transmission stage sections, it is possible to transmit stable power and to minimize a shift shock.
Further, according to the present invention, it is possible to more easily control the shifting, to enable the optimum shifting design for each shifting section, and to contribute to the multi-shoe of the transmission.
1 is a view for explaining a configuration of a vehicular transmission according to the present invention.
FIG. 2 is a view for explaining a structure and an operating structure of a drive unit according to the present invention.
Fig. 3 is a view for explaining a shift in a shift section according to the present invention. Fig.
Fig. 4 and Fig. 5 are views for explaining the structure of each shift section, which is the vehicular transmission according to the present invention.
6 and 7 are views for explaining another embodiment of the vehicular transmission according to the present invention.
8 to 10 are views for explaining another embodiment of the vehicular transmission according to the present invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. However, the present invention is not limited to the embodiments. For reference, the same numbers in this description refer to substantially the same elements and can be described with reference to the contents described in the other drawings under the above-mentioned rules, and the contents which are judged to be obvious to the person skilled in the art or repeated can be omitted.
Fig. 1 is a view for explaining a configuration of a vehicular transmission according to the present invention, and Fig. 2 is a view for explaining a structure and an operating structure of a drive unit, which is a vehicular transmission according to the present invention. Fig. 3 is a view for explaining a shift in the transmission according to the present invention. Fig. 4 and Fig. 5 are views showing a structure of the transmission according to the present invention, FIG.
As shown in these drawings, the vehicular transmission according to the present invention includes a transmission portion and a shift portion.
For example, the transmission unit may include a dual clutch 13 including a first clutch 11 and a second clutch 12, a
The rotational force generated in the engine can be selectively transmitted to the first clutch 11 or the second clutch 12 and the rotational force transmitted to the first clutch 11 or the second clutch 12 can be transmitted to the
As the dual clutch including the first clutch 11 and the second clutch 12, a conventional dual clutch may be used, and the present invention is not limited or limited by the type and characteristics of the dual clutch. For example, the first clutch 11 and the second clutch 12 may be configured to transmit the rotational force of the engine to the
The
The
The plurality of drive gears D1 to D6 and DR are connected to the
The plurality of driven gears G1, G2, G3, G4, G5, G6, and GR are provided in the
The first to
For example, the
As the first to
The first to
The shift portion is provided for performing a shift operation for converting the power transmitted through the clutch, and includes a
For reference, in the present invention, the shifting portion converts the power transmitted through the clutch, it can be understood that the power of the engine transmitted through the clutch is converted into the rotational force and speed suitable for the running state of the vehicle by the shift portion have.
The
The
For example, the
The
For example, the
For reference, in the present invention, the first cam line and the second cam line may be formed with both end portions connected to each other, or both ends may be formed separately, and the first cam line and the second cam line The invention is not limited or limited. In addition, in the embodiment of the present invention, the cam line is formed in the groove shape, but in some cases, the cam line may be formed in the protrusion shape.
The driving unit provides a driving force for driving the first
The driving unit may be provided in various structures that can drive the first
The driving
The
Hereinafter, the
With this structure, when the
For reference, in the present invention, the first gear and the second gear are configured to rotate in the same rotation direction corresponding to the rotation of the driving gear. However, in some cases, a separate idle gear or the like may be used So that the first gear and the second gear rotate in opposite directions corresponding to the rotation of the drive gear.
For reference, although the first
In the embodiment of the present invention, a plurality of first barrel cam members (or second barrel cam members) are disposed coaxially with each other. However, in some cases, the plurality of first barrel cam members The second barrel cam member) may be disposed non-concentrically with respect to each other. Alternatively, three or more barrel cam members may be used, and each barrel cam member may be disposed at an angle with respect to each other.
In the present invention, the
For reference, the shift effort in the present invention can be understood as the force or power required to move the
In addition, in the present invention, the port maintains the minimum differential range in the shift according to each of the plurality of transmission stage sections. In the present invention, the port maintains the minimum differential range in the shifting state. That is, the interval between the longest- And the ports may be maintained in the same or an equal range in the shift for each of the plurality of transmission stage sections or may be maintained in a state in which there is almost no gap by section (see FIG. 3).
Preferably, the interval of the plurality of transmission stage sections may be varied corresponding to the slope of each of the plurality of transmission stage sections so that the ports maintain a minimum difference range in the shift. In other words, as the slope of the cam line increases, the port increases in the shift. Conversely, the smaller the slope of the slope of the cam line, the more the port decreases in the shift. In response to the slope of the shift stage section, By adjusting the intervals (lengths) of the sections relatively long or short, the ports in the shift can be maintained in the minimum gap range for each transmission stage section.
As described above, the first and second
The single shifting period refers to a period during which any one of the
The
For reference, the double shifting intervals? 2-1 and? 2-2 have an inclination slope that is relatively lower than the single shifting interval? 1. This means that the interval (length) of the double shifting interval is shorter than the single shifting interval It can be understood that the double shifting interval is formed relatively long, and even if the double shifting interval is formed relatively long, since the double shifting interval has a relatively low slope, the port is formed as low as possible in the shifting in the double shifting interval .
In addition, in the double shifting section, the
However, in the structure in which the first
Meanwhile, a single shifting interval of the plurality of transmission stage sections is classified into a one-step shifting section and a toe-tap shifting section according to a moving manner of the
For reference, the transmission stage section includes a neutral position, first shift position and second shift position having different displacements along the axial direction of the first and second
The one-step shifting section is one-step shifted to the first shift position or the second shift position in which either one of the
For reference, when the
Therefore, even if the interval L2 of the toe-tap shifting interval is not increased to twice the interval L1 of the one-step shifting interval (L2 <L1 2), the slope inclination? 3 of the toe- The effort gap can be maintained in the minimum gap range in the shift between the one-step shifting section and the two-step shifting section (see FIGS. 4 and 5). )
In the following description, it is assumed that the barrel cam member is configured such that the 1-3
Further, the shift fork includes a 1-3
Further, the 1-3
In the first shift stage section, the 6-
In the second shift stage section, the 1-3
In the third shift stage section, the 1-3
In the fourth shift stage section, the 4-2
In the fifth shift stage section, the 1-3
The 6-
Further, in the second shift stage section, the 1-3
6 and 7 are views for explaining another embodiment of the vehicular transmission according to the present invention. In addition, the same or equivalent portions as those in the above-described configuration are denoted by the same or equivalent reference numerals, and a detailed description thereof will be omitted.
6 and 7, according to another embodiment of the present invention, in a vehicular transmission, a plurality of transmission stage sections include a double shifting section in which a first shift fork and a second shift fork are operated together, In the shifting interval, the first shift fork and the second shift fork can be sequentially operated with a time difference.
The
Referring to Fig. 7, in the case where the first shift fork and the second shift fork start to operate simultaneously, since the ports are simultaneously generated in the shift according to the operation of the first shift fork and the second shift fork, There is a problem in that the port increases sharply. Particularly, when the first shift fork and the second shift fork start to operate at the same time, since the ports are generated in the largest shift during the initial operation (at the initial shift) of the first shift fork and the second shift fork, There is a problem that the port rapidly increases in the shift.
However, in the present invention, by allowing the
Referring again to FIG. 6, clutch switching of the dual clutch may be performed between the plurality of transmission stage sections, and a predetermined tolerance section may be formed between the plurality of transmission stage sections.
Here, the switching of the clutch of the dual clutch means that the power generated by the engine is transferred through the second clutch 12 in a state of being transmitted by the first clutch 11 The process of switching from the clutch to the first clutch).
For example, when the first clutch 11 is switched to the second clutch 12 so as to shift from the first-stage to the second-stage, the tolerance section is shifted from the first clutch 11 to the second clutch 12 before the power transmission by the first clutch is interrupted The driven gear corresponding to the second stage can be held in a fully engaged state with the synchronizer corresponding to the second stage in advance so that the power transmission by the second clutch can be performed stably without interruption I will.
Preferably, the tolerance period may be formed at a uniform interval between the plurality of transmission stage sections. Of course, it is also possible in some cases to vary the intervals of tolerance intervals according to the characteristics of each interval.
8 to 10 are views for explaining another embodiment of the vehicular transmission according to the present invention. In addition, the same or equivalent portions as those in the above-described configuration are denoted by the same or equivalent reference numerals, and a detailed description thereof will be omitted.
Referring to FIG. 8, according to a preferred embodiment of the present invention, the angles of the plurality of transmission stage sections are defined along the circumferential direction with respect to the rotation centers of the first barrel cam member and the second barrel cam member, The angle of the transmission stage section is 45 degrees, the angle of the second speed change stage section is 60 degrees, the angle of the third speed change stage section is 64 degrees, the angle of the fourth speed change stage section is 64 degrees, The angle of the section is 60 degrees, the angle of the sixth speed change stage section is 60 degrees, and a tolerance section of 1 degree can be formed between the plurality of transmission stage sections.
8, in the second shift stage section, a 1-3 shift fork is moved one step from the neutral position to the 1-speed shift position along the 1-3 shift cam line, And an angle defined along the circumferential direction with respect to the rotational center of the second barrel cam member), the 4-2 shift fork is moved along the 4-2 shift cam line from the neutral position to the 2-speed position And in the same manner, the 1-3 shift fork and the N-5 shift fork in the fifth shift stage section can operate with a time difference corresponding to 10 degrees, and in the sixth shift stage section, the 6-R shift fork And the 4-2 shift fork can operate with a time difference corresponding to 10 degrees of angle.
9, according to another preferred embodiment of the present invention, the first barrel cam member and the second barrel cam member are rotatably provided in an angular range larger than 360 degrees, and the plurality of transmission stage sections The angle is defined along the circumferential direction with respect to the center of rotation of the first barrel cam member and the second barrel cam member, wherein the angle of the first transmission stage section is 44 degrees, the angle of the second transmission stage section is 60 degrees, The angle of the third speed change stage section is 70 degrees, the angle of the fourth speed change section section is 70 degrees, the angle of the fifth speed change section section is 60 degrees, the angle of the sixth speed change section section is 60 degrees, A tolerance section of 1 degree may be formed between the transmission stage sections. With such a section angle, it is possible to form a slope in a plurality of transmission stage sections at a lower level.
Further, according to another preferred embodiment of the present invention, it is also possible to apply the concept of the present invention to the 7-speed transmission system.
10, the above-described barrel cam member includes first to third shift cam lines for first and third speed shifts, and first to fourth shift cam lines for seventh and fifth speed shifts, A cam member; And a second barrel cam member formed so as to be spaced apart from the 6-R shift cam line for the sixth and R (reverse) shift and the 4-2 shift cam line for the fourth and second shift, One shift fork includes a 1-3 shift fork moving along the 1-3 shift cam line; A 7-5 shift fork moving along the 7-5 shift cam line; A 6-R shift fork moving along a 6-R shift cam line; And a 4-2 shift fork that moves along the 4-2 shift cam line, and may include a 1-3 shift cam line, a 7-5 shift cam line, a 6-R shift cam line, and a 4-2 shift cam line Are divided into first to seventh transmission stage sections having different non-uniform intervals.
In the first shift stage section, the 6-R shift fork is moved one step from the R (reverse) position to the neutral position along the 6-R shift cam line, and in the second shift stage section, Shifts from the neutral position to the 1-speed shift position along the 3-speed cam line, and the 4-2 shift fork is moved one step from the neutral position to the 2-speed shift position along the 4-2-shift cam line. Further, in the third shift stage section, the 1-3 shift forks are moved step by step along the 1-3 shift cam line from the one-speed shift position to the three-speed shift position continuously through the neutral position, , The 4-2 shift fork is moved step by step along the 4-2 shift cam line from the 2-speed shift position to the 4-position shift position continuously through the neutral position. In addition, in the fifth shift stage section, the 1-3 shift fork is moved one step to the neutral position from the 3-speed shift position along the 1-3 shift cam line, and the 7-5 shift fork is moved one- Shifting fork from the neutral position to the six-speed shifting position along the 6-R shifting cam line in the sixth shifting stage section, and one-step shifting from the neutral position to the five- The shift fork shifts one step from the fourth shift position to the neutral position along the fourth shift cam line, and in the seventh shift stage section, the seventh shift fork shifts from the fourth shift position to the fifth position Shifts from the shift position to the 7-speed shift position.
In addition, the angle of the plurality of transmission stage sections is defined along the circumferential direction with respect to the center of rotation of the first barrel cam member and the second barrel cam member, the angle of the first transmission stage section is 37 degrees, The angle of the stage section is 45 degrees, the angle of the third speed change stage section is 60 degrees, the angle of the fourth speed change stage section is 60 degrees, the angle of the fifth speed change stage section is 45 degrees, The angle of the seventh speed change stage section is 60 degrees, and a tolerance section of 1 degree is formed between the plurality of speed change stage sections.
Further, in the second speed change stage section, the 1-3 shift forks are moved one step from the neutral position to the one-speed change position along the 1-3 shift cam line, and then the angle is changed to 5 degrees (the first barrel cam member and the second barrel cam member The 4-2 shift fork can be moved one step from the neutral position to the 2-speed shift position along the 4-2-shift cam line at the time difference corresponding to the rotation angle of the 4-2 shift cam, The shift forks 1-3 and the shift forks 7-5 in the fifth shift stage section can be operated with a time difference corresponding to an angle of 5 degrees, and in the sixth shift stage section, a 6-R shift fork and a 4- Can operate with a time difference corresponding to 5 degrees of angle.
Although the preferred embodiments of the present invention have been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims. It will be understood that the present invention can be changed.
316a, 316b:
410: first shift unit 414: first barrel cam member
415a, 415b: first cam line 420: second shift unit
424: second
Claims (21)
A barrel cam member for providing a plurality of cam lines; And
And a shift fork provided movably along the cam line and linearly moving corresponding to rotation of the barrel cam member and performing a shift operation by moving the synchronizer,
Wherein the cam line is divided into a plurality of transmission stage sections corresponding to different transmission stages along an outer circumferential surface of the barrel cam member, wherein the plurality of transmission stage sections have different nonuniform intervals.
A barrel cam member for providing a plurality of cam lines; And
And a shift fork provided movably along the cam line and linearly moving corresponding to rotation of the barrel cam member and performing a shift operation by moving the synchronizer,
Wherein the cam line is divided into a plurality of transmission stage sections corresponding to different speed shift stages along an outer circumferential surface of the barrel cam member, wherein the plurality of transmission stage sections are configured such that a minimum effort Wherein the first and second clutches have different unequal intervals.
Wherein the interval of the plurality of transmission stage sections is varied corresponding to the slope of each section so that a minimum effort gap is maintained in the shift for each of the plurality of transmission stage sections.
The barrel cam member
Providing a first cam line and a second cam line divided into a plurality of transmission stage sections having different unequal gaps,
Wherein the shift fork comprises:
A first shift fork that moves along the first cam line, and a second shift fork that moves along the second cam line.
Wherein the plurality of transmission stage sections include:
A single shifting section in which any one of the first shift fork and the second shift fork operates singly; And
And a double shifting section in which the first shift fork and the second shift fork are operated together,
Wherein the single shifting section and the double shifting section are provided so as to have different inclination slopes and different distances from each other.
Wherein the double shifting interval has a relatively low slope relative to the single shifting interval so that the effort can maintain a minimum differential range in the shifting of the single shifting interval and the double shifting interval. Automotive transmission.
Wherein in the double shifting interval, the first shift fork and the second shift fork are operated in mutually opposite slant directions.
Wherein in the double shifting section, the first shift fork and the second shift fork operate in an oblique direction intersecting with each other.
Wherein the plurality of transmission stage sections include a double shifting section in which the first shift fork and the second shift fork operate together,
Wherein in the double shifting interval, the first shift fork and the second shift fork start to operate with a time difference.
Wherein the plurality of transmission stage sections include a double shifting section in which the first shift fork and the second shift fork operate together,
Wherein in the double shifting interval, the first shift fork and the second shift fork are stopped at a time difference.
Wherein the plurality of shift stage sections include a single shifting section in which any one of the first shift fork and the second shift fork operates singly,
The single shifting interval may include:
Wherein either one of the first shift fork and the second shift fork moves to the first shift position or the second shift position having different displacements at the neutral position or the shift position is changed from the first shift position or the second shift position to the neutral position A one-step shifting section for one-step shifting; And wherein either one of the first shift fork and the second shift fork is continuously moved from the first shift position or the second shift position via the neutral position to the second shift position or the first shift position continuously And a toe-tap shifting section,
Wherein the one-step shifting section and the two-step shifting section are provided to have different slopes and different distances from each other.
Characterized in that the toe-tap shifting section has a slope relatively larger than the one-step shifting section so that the effort is maintained in the minimum difference range in the shifting of the one-step shifting section and the toe-tap shifting section. Transmission.
The barrel cam member includes a first barrel cam member on which the first cam line is formed and a second barrel cam member on which the second cam line is formed,
Wherein the first barrel cam member and the second barrel cam member are rotated by a single drive source and operate at least one of the first shift fork and the second shift fork.
The barrel cam member includes a first barrel cam member on which the first cam line is formed and a second barrel cam member on which the second cam line is formed,
Wherein the first barrel cam member and the second barrel cam member are rotated by different driving sources to operate at least one of the first shift fork and the second shift fork.
Wherein a clutch switching of the dual clutch is performed between the plurality of transmission stage sections, and a tolerance section is formed between the plurality of transmission stage sections.
Wherein the tolerance section is formed at a uniform interval between the plurality of transmission stage sections.
The barrel cam member includes a first barrel cam member formed so as to be spaced apart from the first to third speed change cam lines for the first and third speed change and the N-5 speed change cam line for the N (neutral) and the fifth speed change; And a 6-R shift cam line for 6-speed and R (reverse) shift, and a 4-2-speed shift cam line for 4-speed and 2-speed shift,
Wherein the shift fork comprises: a 1-3 shift fork moving along the 1-3 shift cam line; An N-5 shift fork moving along the N-5 shift cam line; A 6-R shift fork moving along the 6-R shift cam line; And a 4-2 shift fork moving along the 4-2 shift cam line,
The first to sixth speed change cam lines, the N-5th speed change cam line, the 6-R speed change cam line, and the 4-2-shift cam line are divided into first through sixth shift stage sections having different non- However,
In the first shift stage section, the 6-R shift fork is moved one step from the R (reverse) position to the neutral position along the 6-R shift cam line,
In the second shift stage section, the 1-3 shift fork is moved one step from the neutral position to the 1-speed shift position along the 1-3 shift cam line, and the 4-2 shift fork shifts from the neutral position to the 1- Moves one-step from the neutral position to the two-speed position along the cam line,
In the third shift stage section, the 1-3 shift fork is moved step-by-step along the 1-3 shift cam line from the one-speed shift position to the three-speed shift position continuously over the neutral position,
In the fourth shift stage section, the 4-2 shift fork is moved in two steps from the 2-speed shift position to the 4-speed shift position continuously through the neutral position along the 4-2-
Shift shift fork is moved one step from the three-speed shifting position to the neutral position along the 1-3 shift cam line and the N-5 shift fork is shifted from the N- Moves one-step from the neutral position to the five-speed shift position along the cam line,
In the sixth shift stage section, the 6-R shift fork is moved one step from the neutral position to the six-speed shift position along the 6-R shift cam line, and the 4-2 shift fork is moved one- Speed shift position to the neutral position.
The 1-3 shift fork and the 4-2 shift fork in the second shift stage section are operated in mutually opposite slant directions,
And the 1-3 shift fork and the N-5 shift fork in the fifth shift stage section are operated in mutually opposite inclining directions.
Wherein an angle of the plurality of transmission stage sections is defined along a circumferential direction with respect to a rotation center of the first barrel cam member and the second barrel cam member,
Wherein the angle of the first speed change stage section is 45 degrees, the angle of the second speed change section section is 60 degrees, the angle of the third speed change section section is 64 degrees, and the angle of the fourth speed change section section is 64 degrees , The angle of the fifth shift stage section is 60 degrees, the angle of the sixth shift stage section is 60 degrees,
And a tolerance section of 1 degree is formed between the plurality of transmission stage sections.
Wherein the first barrel cam member and the second barrel cam member are rotatably provided in an angular range larger than 360 degrees,
Wherein an angle of the plurality of transmission stage sections is defined along a circumferential direction with respect to a rotation center of the first barrel cam member and the second barrel cam member,
Wherein the angle of the first speed change stage section is 44 degrees, the angle of the second speed change section section is 60 degrees, the angle of the third speed change section section is 70 degrees, and the angle of the fourth speed change section section is 70 degrees , The angle of the fifth shift stage section is 60 degrees, the angle of the sixth shift stage section is 60 degrees,
And a tolerance section of 1 degree is formed between the plurality of transmission stage sections.
The barrel cam member includes a first barrel cam member formed so as to be spaced apart from the first to third speed change cam lines for the first and third speed change and the 7-5 speed change cam line for the seventh and fifth speed change; And a second barrel cam member formed so as to be spaced apart from the 6-R shift cam line for the sixth and R (reverse) shift and the 4-2 shift cam line for the fourth and second shift,
Wherein the shift fork comprises: a 1-3 shift fork moving along the 1-3 shift cam line; A 7-5 shift fork moving along the 7-5 shift cam line; A 6-R shift fork moving along the 6-R shift cam line; And a 4-2 shift fork moving along the 4-2 shift cam line,
The 1-3-shift cam line, the 7-5-shift cam line, the 6-R shift cam line, and the 4-2-shift cam line are divided into first to seventh shift stage sections having different non- However,
In the first shift stage section, the 6-R shift fork is moved one step from the R (reverse) position to the neutral position along the 6-R shift cam line,
In the second shift stage section, the 1-3 shift fork is moved one step from the neutral position to the 1-speed shift position along the 1-3 shift cam line, and the 4-2 shift fork shifts from the neutral position to the 1- Moves one-step from the neutral position to the two-speed position along the cam line,
In the third shift stage section, the 1-3 shift fork is moved step-by-step along the 1-3 shift cam line from the one-speed shift position to the three-speed shift position continuously over the neutral position,
In the fourth shift stage section, the 4-2 shift fork is moved in two steps from the 2-speed shift position to the 4-speed shift position continuously through the neutral position along the 4-2-
Shifting fork is shifted one-step from the three-speed shifting position to the neutral position along the 1-3 shift cam line, and the 7-5 shift fork is shifted from the 3- Moves one-step from the neutral position to the five-speed shift position along the cam line,
In the sixth shift stage section, the 6-R shift fork is moved one step from the neutral position to the six-speed shift position along the 6-R shift cam line, and the 4-2 shift fork is moved one- Speed shift position to the neutral position,
In the seventh shift stage section, the 7-5 shift fork is moved in a two-step manner from the 5-speed shift position to the 7-speed shift position along the 7-5-shift cam line,
Wherein an angle of the plurality of transmission stage sections is defined along a circumferential direction with respect to a rotation center of the first barrel cam member and the second barrel cam member,
Wherein an angle of the first speed change stage section is 37 degrees, an angle of the second speed change section section is 45 degrees, an angle of the third speed change section section is 60 degrees, and an angle of the fourth speed change section section is 60 degrees , The angle of the fifth speed change stage section is 45 degrees, the angle of the sixth speed change section section is 45 degrees, the angle of the seventh speed change section section is 60 degrees,
And a tolerance section of 1 degree is formed between the plurality of transmission stage sections.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR20140138944 | 2014-10-15 | ||
KR1020140138944 | 2014-10-15 |
Publications (1)
Publication Number | Publication Date |
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KR20160044995A true KR20160044995A (en) | 2016-04-26 |
Family
ID=55919306
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
KR1020140186437A KR20160044995A (en) | 2014-10-15 | 2014-12-22 | Shifting apparatus for vehicle |
Country Status (1)
Country | Link |
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KR (1) | KR20160044995A (en) |
-
2014
- 2014-12-22 KR KR1020140186437A patent/KR20160044995A/en not_active Application Discontinuation
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