KR20160077366A - Shifting apparatus for vehicle - Google Patents

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 plurality of shift forks that perform a shift operation by moving a synchronizer corresponding to a different shift speed in a straight line, and at least one of a plurality of shift forks In the double shifting section in which at least two of the plurality of shift forks operate together, at least two shift forks operating together operate with a time difference.

Description

[0001] SHIFTING APPARATUS FOR VEHICLE [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to a vehicular transmission, and more particularly, to a vehicular transmission that can improve a transmission efficiency and can control a speed change easily.

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.

Furthermore, since a plurality of shift fork members are configured to operate simultaneously for the same time without consideration of a shift effort in a shift region in which a plurality of shift fork members are conventionally operated, it is difficult to design an efficient shift, Which is difficult to improve. In particular, when a plurality of shift fork members are operated at the same time, there is a problem in that the port increases sharply in the shifting in the initial driving period. When a large difference in the shifting occurs in each shifting segment, 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 distributing an effort to a shift in a double shifting period in which at least two of a plurality of shift forks operate together.

Further, the present invention provides a vehicular transmission device capable of maintaining a minimum shift range in a shift in each shift range.

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.

In accordance with 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 synchronizer that moves linearly and corresponds to a different shift stage, And a shift operating portion for operating at least one of the plurality of shift forks, wherein in the double shifting period in which at least two of the plurality of shift forks operate together, at least two The two shift forks operate with a time difference.

As the shift actuating portion, various actuating portions capable of linearly moving a plurality of shift forks can be used, and the present invention is not limited or limited by the kind and characteristics of the shift actuating portion. In one example, the shift actuating portion may include a barrel cam member that provides a plurality of cam lines divided into a plurality of transmission stage sections corresponding to different shift stages, and the plurality of shift forks are moved along a plurality of cam lines And is linearly moved corresponding to the rotation of the barrel cam member, wherein the plurality of transmission stage sections may include a double shifting section in which at least two of the plurality of shift forks operate together. A drive source capable of providing a linear drive force like a solenoid instead of the barrel cam member may be used as the shift operation portion. Alternatively, a drive source for providing a linear drive force and a separate power transmission member may be combined .

In one example, the barrel cam member may provide a first cam line and a second cam line divided into a plurality of transmission stage sections, wherein the shift fork includes a first shift fork moving along the first cam line, A plurality of shift stage sections may be classified into a single shifting section and a double shifting section depending on whether a plurality of shift forks are operated simultaneously or simultaneously.

The single shifting period means a period in which any one of the plurality of shift forks operates singly, and the double shifting period means a period in which at least two of the plurality of shift forks operate together. For reference, it is also possible for three or more shift forks to work together in the double shifting period. 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, at least two shift forks operating together in the double shifting interval can be operated sequentially with a time difference. For reference, at least two shift forks operating together in a double shifting interval are sequentially operated with a time difference. That is, at least two shift forks operating together start to operate with a time difference, or at least two It can be understood that the shift fork is stopped at a time difference.

In addition, in the double shifting section, at least two shift forks operating together can operate in opposite inclining directions to each other, or in an oblique direction (mutually approaching oblique direction) intersecting with each other.

For example, the shift effort in the present invention can be understood as a force or a power required to move the shift fork along the inclination slope of the cam line, and as the inclination slope of the cam line becomes larger, The port can increase, 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.

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.

On the other hand, 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. 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.

In particular, according to the present invention, a shift fork that operates together in a double shifting interval in which at least two of a plurality of shift forks operate together can operate at a time difference, thereby preventing a port increase in a sudden shift in the double shifting interval And the port can be dispersed and reduced relatively evenly over the entire transmission range. 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.

In addition, 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 range of variation in the transmission stage sections.

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, 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 diagram for explaining a time difference operation method in a dual shifting section, according to the present invention.
4 is a view for explaining a shift in a shift according to a time difference actuation in a double shifting interval according to the present invention.
FIG. 5 and FIG. 6 are views for explaining the structure of a transmission section and the ports in a shift according to the present invention.
7 and 8 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 time difference actuation method in a double shifting section, Fig. 4 is a vehicle speed changing device according to the present invention, in which the double shifting section FIG. 5 and FIG. 6 are views for explaining a structure of a transmission section and a port for shifting, according to the present invention.

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 first input shaft 21 of the first and second clutches 11 and 12, A plurality of driving gears D1 to D6 and DR connected to the two input shafts 22 and a plurality of driven gears G1 to G6 and a plurality of driven gears G1 to G6 provided on the first counter shaft 23 and the second counter shaft 24, GR).

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 first input shaft 21 or the second input shaft 22. [0033]

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 first input shaft 21 or the second input shaft 22 through normal hydraulic control. For reference, in the present invention, a description is given of an example in which a dual clutch is applied to a vehicular transmission, but in some cases, a single clutch may be applied.

The first input shaft 21 may be connected to the first clutch 11 to receive the rotational force generated by the engine. The second input shaft 22 is disposed on the same axis as the first input shaft 21 and is connected to the second clutch 12 to receive the rotational force generated by the engine. To this end, the second input shaft 22 may be hollow and the first input shaft 21 may be disposed within the second input shaft 22.

The first counter shaft 23 and the second counter shaft 24 are disposed in parallel with the first input shaft 21 and the second input shaft 22 and are connected to the first input shaft 21 and the second input shaft 22, And outputs the converted power through a shift unit, which will be described later.

The plurality of drive gears D1 to D6 and DR are connected to the first input shaft 21 and the second input shaft 22 and have different gear ratios, that is, gear ratios. More specifically, the Hall device driving gears D1, D3 and D5 of the plurality of driving gears D1 to D6 and DR may be connected to the first input shaft 21 and the even numbered driving gears D2, D4 and D6, May be connected to the second input shaft (22).

The plurality of driven gears G1, G2, G3, G4, G5, G6, and GR are provided in the first counter shaft 23 and the second counter shaft 24, respectively, and have different gear ratios, that is, speed ratios. The first driven gear G1, the third driven gear G3, the second driven gear G2 and the fourth driven gear G3 among the plurality of driven gears G1, G2, G3, G4, G5, The fifth driven gear G5, the sixth driven gear G6 and the reverse driven gear GR can be installed on the first counter shaft 23 ) Without rotating interference.

The first to fourth synchronizers 31, 32, 33, and 34 are provided between the driven gears G1, G2, G3, G4, G5, G6, and GR. That is, the first to fourth synchronizers 31, 32, 33, and 34 are disposed between the corresponding counter gears G1, G2, G3, G4, G5, G6, (23) and the second counter shaft (24), respectively.

For example, the first synchronizer 31 is provided so as to be spline-coupled to the second counter shaft 24 so as to be positioned between the fourth driven gear G4 and the second driven gear G2, And can be shifted by the second shift unit 420 to be described later to be engaged with the gear G4 or the second driven gear G2. The second synchronizer 32 is disposed on one side of the first synchronizer 31 and spline coupled to the second counter shaft 24 so as to be positioned between the third driven gear G3 and the first driven gear G1. And can be shifted by the second shift unit 420 so as to be engaged with the third driven gear G3 or the first driven gear G1. The third synchronizer 33 is arranged to face the first synchronizer 31 and is connected to the first counter shaft 23 so as to be positioned between the reverse driven gear GR and the sixth driven gear G6, And can be shifted by the first shift unit 410 to be described later to be coupled to the reverse driven gear GR or the sixth driven gear G4. The fourth synchronizer 34 is disposed on one side of the third synchronizer 33 and is spline-coupled to the first counter shaft 23 so as to be positioned on the side surface of the fifth driven gear G5, By the first shift unit 410 to be described later.

As the first to fourth synchronizers 31, 32, 33, and 34, a conventional synchronizer may be used, and the present invention is not limited or limited by the types and characteristics of the synchronizer. For example, the sleeve or the like of the synchronizer is coupled to the counter shaft by spline coupling and is movable in the axial direction. When the synchronizer approaches and engages one of the driven gears, the power can be transmitted through the engaged driven gear and the drive gear, and the counter shafts 23 and 24 are connected to the output shaft 26 to rotate the output shaft 26 It is possible to output the power. The structure of a specific synchronizer can refer to a conventional structure.

The first to fourth synchronizers 31, 32, 33 and 34 are provided with first shift forks 316a and 316b and second shift forks 326a and 326b of the first and second shift units 410 and 420, respectively. The first to fourth synchronizers 31, 32, 33, and 34 may be provided with first and second shift forks 316a and 316b and a second shift fork The rotation of the driven gears G1, G2, G3, G4, G5, G6 and GR is synchronized with the first counter shaft 23 and the second counter shaft 24 by being moved in the axial direction by the first countershaft 326a, I will.

The shift portion is provided for performing a shift operation for converting the power transmitted through the clutch, and includes a first shift unit 410, a second shift unit 420, and a driver.

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 first shift unit 410 is configured to perform a shift operation by moving the synchronizers 33 and 34 adjacent to the first counter shaft 23 and the second shift unit 420 is configured to perform a shift operation, So that the synchronizers 31 and 32 adjacent to the shaft 24 can be moved to perform a shift operation.

The first shift unit 410 includes a first shift operation unit provided to linearly move the first shift forks 316a and 316b mounted on the first fork rod 314 adjacent to the first counter shaft 23 And the like. In one example, the first shift actuating portion may be configured to include the first barrel cam member 414.

For example, the first fork rod 314 is provided adjacent to the first counter shaft 23, and on the first fork rod 314, two first forks 316a and 316b are slidably movable Can be provided. One of the two first shift forks 316a and 316b is provided at the side of the driven gear G5 for the fifth stage and the other 316b of the two first shift forks 316a and 316b is provided at the rear side And is provided between the driven gear GR and the driven gear G6 for the sixth stage.

First cam lines 415a and 415b having a predetermined depth are formed on the outer circumferential surface of the first barrel cam member 414. The first cam lines 415a and 415b are formed on the first shift forks 316a and 316b, And first follow pins 317a and 317b received in the first and second contact holes 415a and 415b. As the first follow pins 317a and 317b move along the first cam lines 415a and 415b in correspondence with the rotation of the first barrel cam member 414, the first shift forks 316a and 316b move in the first And the synchronizers 33 and 34 can be linearly moved by the linear movement of the first shift forks 316a and 316b. For reference, in the embodiment of the present invention, a plurality of cam lines are formed on one first barrel cam member 414, but in some cases, a plurality of first barrel cam members may be provided with a single or a plurality It is also possible to constitute a plurality of cam lines.

The second shift unit 420 includes a second shift operation unit provided to linearly move the second shift forks 326a and 326b mounted on the second fork rod 324 adjacent to the second counter shaft 24 And the like. In one example, the second shift actuating portion may be configured to include a second barrel cam member 424.

For example, the second fork rod 324 is provided adjacent to the second counter shaft 24, and on the second fork rod 324, two second shift forks 326a and 326b are slidably movable Can be provided. One of the two second shift forks 326a and 326b is provided between the driven gears G3 and G1 for the third and first stage and the other one of the two second shift forks 326a and 326b is provided And the second gear 326b is provided between the driven gears G4 and G2 for the fourth and second gear stages.

Second cam lines 425a and 425b in the form of grooves are formed on the outer circumferential surface of the second barrel cam member 424 and corresponding second cam lines 425a and 425b are formed on the second shift forks 326a and 326b. And the second follow pins 327a and 327b are accommodated in the first through-hole. As the second follow pins 327a and 327b move along the second cam lines 425a and 425b in correspondence with the rotation of the second barrel cam member 424, the second shift forks 326a and 326b move in the second And can be linearly moved left and right on the fork rod 324.

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 shift fork unit 310 and the second shift fork unit 320. The first shift fork unit 310 and the second shift fork unit 320 are driven by the driving unit, Can be driven.

The driving unit may be provided in various structures that can drive the first shift fork unit 310 and the second shift fork unit 320. The first shift fork unit 310 and the second shift fork unit 320 may be configured to include a single drive motor 110 and a power transmission unit 120. The first shift fork unit 310 and the second shift fork unit 320 may be simultaneously driven . In some cases, the first barrel cam member and the second barrel cam member may be configured to be driven by different driving sources, respectively.

The driving motor 110 provides a driving force for driving the first shift fork unit 310 and the second shift fork unit 320. [ The driving motor 110 may be a conventional motor, and the present invention is not limited or limited by the type and characteristics of the motor. In some cases, other driving means such as a solenoid may be used instead of a motor.

The power transmission unit 120 may be provided in various structures capable of transmitting the driving force of the driving motor 110 to the first shift fork unit 310 and the second shift fork unit 320 at the same time. For example, the power transmitting portion 120 may include a conventional gear combination. Here, the gear combination may be understood to include a combination of a single gear or a plurality of gears. In some cases, the power transmitting portion may include other power transmitting members such as a belt or the like.

Hereinafter, the power transmission unit 120 includes a driving gear 122 coupled to a driving shaft of the driving motor 110, a driving gear 122 coupled to a rotation shaft of the first barrel cam member 414, The first gear 124 and the second gear 126 coupled to the rotation shaft of the second barrel cam member 424 and engaged with the driving gear 122 will be described.

With this structure, when the driving gear 122 rotates, the first gear 124 and the second gear 126 rotate simultaneously, so that the first barrel cam member 414 and the second barrel cam member 424 The first shift forks 316a and 316b and the second shift forks 326a and 326b are moved corresponding to the rotation of the first barrel cam member 414 and the second barrel cam member 424 The shift can be realized by moving the corresponding synchronizer.

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 barrel cam member 414 and the second barrel cam member 424 are configured to have the same diameter or thickness in the embodiment of the present invention, And the second barrel cam member may have different diameters or thicknesses, and a portion where the first cam line and the second cam line are formed in the first barrel cam member and the second barrel cam member may be configured to have different diameters or thicknesses But may be formed to have a relatively large diameter or a large thickness.

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 first cam lines 415a and 415b and the second cam lines 425a and 425b are divided into a plurality of speed change stage sections corresponding to different speed change stages along the outer peripheral surface of the barrel cam members 414 and 424 do. The plurality of transmission stage sections may be formed to have an equal spacing from each other or may be formed to have different nonuniform spacings. For example, the plurality of shift stage sections constituting the first cam lines 415a and 415b and the second cam lines 425a and 425b may be configured such that a plurality of shift stage sections maintain a minimum gap range And the like.

For reference, the shift effort in the present invention can be understood as the force or power required to move the shift forks 316a, 316b, 326a, and 326b along the slope of the cam line, 415b, 425a, and 425b, the ports may increase in the shift. Conversely, as the slopes of the cam lines 415a, 415b, 425a, and 425b decrease, .

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 it is preferable that the ports are kept 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 where 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.

As described above, the first and second barrel cam members 414 and 424 can provide the first cam lines 415a and 415b and the second cam lines 425a and 425b, which are divided into a plurality of transmission stage sections, The shift fork includes first shift forks 316a and 316b that move along first cam lines 415a and 415b and second shift forks 326a and 326b that move along second cam lines 425a and 425b. The plurality of transmission stage sections may be classified into a single shifting section and a double shifting section depending on whether the first and second shift forks 414 and 424 are operated alone or simultaneously.

The single shifting period refers to a period during which any one of the first shift forks 316a and 316b and the second shift fork 326a and 326b operates singly and the double shifting period includes a first shift fork 316a , 316b, and second shift forks 326a, 326b 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.

The first shift forks 316a and 316b and the second shift forks 326a and 326b and the second shift forks 326a and 326b are different from the single shifting period in which only one of the first shift forks 316a and 316b and the second shift forks 326a and 326b operates. ) Operate in the dual shifting section, a relatively large shift can not be avoided. However, in the present invention, since the double shifting interval has a slope that is relatively lower than that of the single shifting interval, the minimum difference between the ports can be maintained in the shifting of the single shifting interval and the double shifting interval.

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 first shift forks 316a and 316b and the second shift forks 326a and 326b may be operated in opposite inclining directions to each other or may be inclined in mutually oblique directions (inclined directions approaching each other) Lt; / RTI >

However, in the structure in which the first barrel cam member 414 and the second barrel cam member 424 are rotated together by one driving source, when the first and second shift forks operate in an oblique direction intersecting with each other , It can happen that the port is shifted in one direction to the shift. Accordingly, when the first barrel cam member 414 and the second barrel cam member 424 are rotated together by one drive source, the first shift forks 316a and 316b and the second shift forks 314a It is preferable that the second shift forks 326a and 326b operate in mutually opposite slant directions.

As one of important technical features of the present invention, referring to Figs. 3 and 4, 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 double shifting interval, the first shift fork and the second shift fork can be sequentially operated with a time difference.

The first shift forks 316a and 316b and the second shift forks 326a and 326b are sequentially operated with a time lag in the double shifting interval in that the first shift forks 316a and 316b, It can be understood that the second shift forks 326a and 326b start to operate with a time difference or that the first shift forks 316a and 316b and the second shift forks 326a and 326b are stopped have.

4, in the case where the first shift fork and the second shift fork start to operate simultaneously, the ports are simultaneously generated in the shift by operating the first shift fork and the second shift fork Therefore, there is a problem that the port rapidly increases in the shift. 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 first shift forks 316a and 316b and the second shift forks 326a and 326b to be sequentially operated with a time difference, in particular, The ports can be dispersed with a time difference in the speed change, so that the port increase can be prevented in the abrupt shift in the initial driving period.

The operating time difference DELTA t between the first shift forks 316a and 316b and the second shift forks 326a and 326b is determined by the diameter of the first barrel cam member 414 and the second barrel cam member 424, The slope of the first cam lines 415a and 415b and the slopes of the second cam lines 425a and 425b, and the present invention is not limited or limited by the operation time difference between the shift forks .

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 first shift forks 316a and 316b and the second shift forks 326a and 326b .

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 414 and 424, and the first and second Shifting can be realized by moving the shift forks 414 and 424 to the neutral position, the first shift position and the second shift position.

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 first shift forks 316a, 316b and the second shift fork 326a, 326b has different displacements in the neutral position The shift position of the first shift fork 316a or the shift position of the second shift fork 326a or the shift position of the second shift fork 326b is a one-step shift from the first shift position or the second shift position to the neutral position, Quot; means a section that continuously moves from the first shift position or the second shift position through the neutral position to the opposite second shift position or 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.

For reference, when the first shift forks 316a and 316b and the second shift forks 326a and 326b first move along the slope of the shift stage section, a port is generated in a relatively large shift, but when the shift fork starts to move Thereafter, the port is generated in the relatively small shift due to the moment of inertia.

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. 5 and 6). )

In the following description, it is assumed that the barrel cam member is configured such that the 1-3 shift cam line 425a for one-stage and three-speed shifting and the N-5 shift cam line 415a for N (neutral) A first barrel cam member 414 formed; And a 6-R shift cam line 415b for 6-speed and R (reverse) shift, and a 4-2 shift cam line 425b for 4-speed and 2-speed shift, ) Will be described as an example.

Further, the shift fork includes a 1-3 shift fork 326a moving along the 1-3 shift cam line 425a; An N-5 shift fork 316a moving along the N-5 shift cam line; A 6-R shift fork 316b moving along the 6-R shift cam line 415b; And a 4-2 shift fork 326b moving along the 4-2 shift cam line 425b.

Further, the 1-3 shift cam line 425a, the N-5 shift cam line 415a, the 6-R shift cam line 415b, and the 4-2 shift cam line 425b have different non-uniform intervals In the first to sixth shift stage sections.

In the first shift stage section, the 6-R shift fork 316b is moved one step from the R (reverse) position to the neutral position along the 6-R shift cam line 415b.

In the second shift stage section, the 1-3 shift fork 326a is moved one step from the neutral position to the 1-speed shift position along the 1-3 shift cam line 425a, and the 4-2 shift fork 326b move one-step from the neutral position to the two-speed shifting position along the 4-2 shift cam line 425b. At this time, the 4-2 shift fork 326b starts to operate along the 4-2 shift cam line 425b with a predetermined time difference DELTA t after the 1-3 shift fork 326a starts to operate.

In the third shift stage section, the 1-3 shift fork 326a moves two-step from the one-speed shift position to the three-speed shift position continuously through the neutral position along the 1-3 shift cam line 425a.

In the fourth shift stage section, the 4-2 shift fork 326b moves two-step shifting position to the four-speed shift position continuously from the two-speed shifting position to the four-speed shifting position along the 4-2 shift cam line 425b.

In the fifth shift stage section, the 1-3 shift fork 326a moves along the 1-3 shift cam line 425a from the 3-speed shift position to the neutral position and at the same time, the N-5 shift fork 316a move one-step from the neutral position to the five-speed shift position along the N-5 shift cam line 415a. At this time, the N-5 shift fork 316a starts to operate along the N-5 shift cam line 415a with a predetermined time difference t after the 1-3 shift fork 326a starts to operate.

The 6-R shift fork 316b is moved one step from the neutral position to the six-speed shift position along the 6-R shift cam line 415b, and the 4-2 shift fork 326b is shifted one- Shifts from the 4-speed shift position to the neutral position along the 4-2-shift cam line 425b.

Further, in the second shift stage section, the 1-3 shift fork 326a and the 4-2 shift fork 326b operate in opposite mutually inclining directions, and in the fifth shift stage section, the 1-3 shift forks 326a ) And the N-5 shift fork 316a can be operated in mutually opposite slant directions.

7 and 8 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. 7, according to another embodiment of the present invention, a barrel cam member is provided with a plurality of cam lines 425a, 415a, 415b, and 425b divided into a plurality of transmission stage sections corresponding to different speed shift stages , The plurality of shift stage sections may have an even interval and a plurality of shift forks (316a, 316b, 326a, 326b in FIG. 1) moving along the plurality of cam lines 425a, 415a, 415b, ), At least two shift forks operating together can operate with a time difference DELTA t.

The conditions in which the plurality of transmission stage sections are formed at evenly spaced intervals include a first shift stage section, a second shift stage section, a third shift stage section, a fourth shift stage section, a fifth shift stage section , And sixth shift stage sections are all formed at equal intervals.

Referring to FIG. 7, 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 a state in which the power generated by the engine is transmitted through the first clutch (see 11 in Fig. 1) through the second clutch (see 12 in Fig. 1) (Or the process of switching from the second 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.

On the other hand, in the above-described embodiment of the present invention, two driven gears (refer to G1 and G3 in Fig. 1) corresponding to different gear stages are used in common to use only one synchronizer (see 32 in Fig. 1) However, according to another embodiment of the present invention, it is also possible to provide a synchronizer for each of the driven gears corresponding to different gears.

Referring to FIG. 8, the first synchronizer 32 'corresponding to the third driven gear G3 and the second synchronizer 32' corresponding to the first driven gear G1 are provided individually And the first and second independent synchronizers 32 'and 32' 'are respectively provided to be splined to the second counter shaft 24 so that the first independent synchronizer 32' G3, and the second single synchronizer 32 &quot; can be shifted by the shift operating portion so as to be engaged with the first driven gear G1. In addition, the second synchronizer 32 " It is possible to use separate independent synchronizers in the same manner for the fourth driven gear G4 and the second driven gear G2, the sixth driven gear G6 and the reverse driven gear GR, respectively. 1 and the second single synchronizers 32 'and 32 "are connected to a single drive source or a shift fork that linearly moves by different drive sources And can be selectively fastened to the third driven gear G3 and the first driven gear G1.

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: first shift forks 326a, 326b: second shift fork
410: first shift unit 414: first barrel cam member
415a, 415b: first cam line 420: second shift unit
424: second barrel cam member 425a, 425b: second cam line

Claims (9)

1. A vehicular transmission (1) for shifting a synchronizer (2)
A plurality of shift forks that move linearly and move the synchronizers corresponding to different shift stages to perform a shift operation; And
And a shift operating portion for operating at least one of the plurality of shift forks,
Wherein at least two of the shift forks operating together operate in a time lag in a double shifting period in which at least two of the plurality of shift forks operate together. The method of claim 1,
Wherein in the double shifting interval, at least two of the shift forks operating together start to operate at a time difference or stop at a time difference. The method according to claim 1,
Wherein the shift actuating portion includes a barrel cam member for providing a plurality of cam lines divided into a plurality of transmission stage sections corresponding to different speed change stages,
Wherein the plurality of shift forks are provided so as to be movable along the plurality of cam lines, respectively, and are linearly moved corresponding to rotation of the barrel cam member,
Wherein the plurality of shift stage sections include the double shifting section in which at least two of the plurality of shift forks operate together. The method of claim 3,
Wherein the barrel cam member provides a first cam line and a second cam line divided into a plurality of transmission stage sections,
Wherein the shift fork includes a first shift fork moving along the first cam line and a second shift fork moving along the second cam line,
Wherein the first shift fork and the second shift fork are operated with a time difference in the double shifting interval. 5. The method of claim 4,
Wherein in the double shifting section, the first shift fork and the second shift fork operate in opposite slant directions or in mutually oblique directions. The method of claim 3,
Wherein the plurality of shift stage sections include a single shifting section in which any one of the plurality of shift forks operates singly. The method according to claim 6,
The single shifting interval may include:
One-step shifting to either the first shift position or the second shift position in which one of the plurality of shift forks has different displacements in the neutral position, or the one-step shift in one-step shift from the first shift position or the second shift position to the neutral position Ting section; And a toe-tap shifting section in which either one of the plurality of shift forks continuously moves from the first shift position or the second shift position via the neutral position to the opposite second shift position or the first shift position; / RTI &gt;
Wherein the one-step shifting section and the two-step shifting section are provided to have different slopes and different distances from each other. 8. The method of claim 7,
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 method according to claim 1,
Wherein the shift actuating part includes at least one driving source for providing a driving force,
Wherein the plurality of shift forks are linearly moved by a single drive source or a different drive source.

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