KR20160080997A - Transmission of vehicle - Google Patents

Transmission of vehicle Download PDF

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Publication number
KR20160080997A
KR20160080997A KR1020140193959A KR20140193959A KR20160080997A KR 20160080997 A KR20160080997 A KR 20160080997A KR 1020140193959 A KR1020140193959 A KR 1020140193959A KR 20140193959 A KR20140193959 A KR 20140193959A KR 20160080997 A KR20160080997 A KR 20160080997A
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KR
South Korea
Prior art keywords
shaft
clutch
wet
power
plate clutch
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KR1020140193959A
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Korean (ko)
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KR102030198B1 (en
Inventor
김택성
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엘에스엠트론 주식회사
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Priority to KR1020140193959A priority Critical patent/KR102030198B1/en
Publication of KR20160080997A publication Critical patent/KR20160080997A/en
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Publication of KR102030198B1 publication Critical patent/KR102030198B1/en

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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00Friction clutches
    • F16D13/22Friction clutches with axially-movable clutching members
    • F16D13/38Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
    • F16D13/52Clutches with multiple lamellae Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/20Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
    • F16H3/38Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with synchro-meshing

Abstract

Provided is a transmission for transmitting engine power of a vehicle, which has a simplified power transmission path to obtain excellent power transmission efficiency and is compact. The transmission comprises: an input shaft rotated by an engine; a first connection shaft rotated upon receiving power from the input shaft and formed to be parallel to the input shaft; and a driven shaft rotated by power from the input shaft by way of the first connection shaft, wherein a first wet multi-disk clutch having a wet clutch pack is provided on the input shaft and operated by hydraulic pressure to connect or disconnect power, a synchromesh clutch having a synchromesh clutch pack is provided on the first connection shaft to connect or disconnect power by synchromesh between gears, the first wet multi-disk clutch and the synchromesh clutch are functionally connected to change a power transmission path to shift gears, and the wet clutch pack and the synchromesh clutch pack are staggered such that axial positions thereof do not overlap.

Description

[0001] Transmission of vehicle [0002]
The present invention relates to a vehicle transmission, and more particularly to a power shift transmission suitable for a working vehicle such as a tractor.
A power shift transmission that can be automatically shifted in place of a manual transmission has been developed. Most power shift gearboxes use the same wet multi-plate clutch as conventional cars to change speed and travel direction.
A wet multi-plate clutch is a must for an automatic transmission, but it has less power efficiency than a mechanical transmission. In addition, the wet multi-plate clutch requires hydraulic pressure for the operation of the hydraulic actuator, and the hydraulic pump must always be operated to provide a constant pressure and flow rate at all times.
When the hydraulic pump is driven, the power for driving the transmission and the working machine is lost because the power of the engine is consumed in proportion to the pressure and the flow rate to be formed. Further, since a separate pump and a cooler for cooling are required, the wet multi-plate clutch occupies a lot of installation space as compared with the mechanical transmission.
To overcome this limitation, attempts have been made to construct a transmission using a wet multi-plate clutch and a mechanical synchronous clutch.
However, according to the related art, the power transmission path is complicated by mixing the two types of clutches, and it is difficult to downsize.
Patent Publication No. 10-2005-0066090
SUMMARY OF THE INVENTION The present invention has been made to solve the above problems of the prior art and provides a transmission capable of simplifying a power transmission path and having excellent power transmission efficiency and miniaturization while using a hydraulic multi-plate hydraulic clutch and a mechanical synchronous clutch .
In order to achieve the above object, according to one aspect of the present invention, there is provided a transmission for transmitting engine power of a vehicle, comprising: an input shaft rotated by an engine; And a wet clutch pack which is connected to the input shaft and which is driven by hydraulic pressure to connect or disconnect power, And a synchronous clutch having a synchronous clutch pack for connecting or disconnecting power by synchronizing the gears is provided on the first connection shaft, and the first multi-plate clutch and the synchronous clutch Wherein the power transmission path is functionally connected to change the power transmission path to perform the shifting, Clutch pack is provided to the transmission to be staggered with each other so as not to overlap an axial position.
According to one embodiment, the synchronous clutch pack is located on the downstream side of the wet clutch pack.
According to one embodiment, the first wet multi-plate clutch includes a first multi-plate clutch portion and a second multi-plate clutch portion selectively connected to the input shaft, and the synchronous clutch selectively connects the first multi- Wherein the first synchronous clutch portion is operatively connected to the first multi-plate clutch portion and the second multi-plate clutch portion, and the second synchronous clutch portion is operatively connected to the first synchronous clutch portion and the second synchronous clutch portion, And is operatively connected to the multi-plate clutch portion.
According to one embodiment, on the driven shaft, there is provided a second wet multi-plate clutch which is actuated by hydraulic pressure to connect or disconnect the power, and the first wet multi-plate clutch and the second wet multi- By selectively changing the power transmission path by engaging, four-speed shifting is achieved.
According to one embodiment, eight-speed shifting is achieved by selectively engaging the synchronous clutch, the first wet multi-plate clutch and the second wet multi-plate clutch with the corresponding shaft to selectively change the power transmission path.
According to one embodiment, the first connection shaft and the driven shaft are formed coaxially.
According to one embodiment, on the driven shaft, a forward-reverse clutch capable of changing the rotating direction of the driven shaft is formed.
According to one embodiment, the synchronous clutch and the forward / reverse clutch are constituted by a synchromesh mechanism.
According to one embodiment, the transmission further includes a sub shift portion that selectively transmits the rotational driving force of the driven shaft to the output shaft connected to the wheels of the vehicle, and the sub shift portion is provided in a state of being parallel to the driven shaft at the side of the driven shaft And a third connection shaft that transmits power to the output shaft via a third connection shaft that is formed on the output shaft and a fourth connection shaft that is formed in a straight line with the driven shaft, .
According to one embodiment, the driven shaft and the output shaft connected to the wheels of the vehicle are formed coaxially.
1 is a diagram of a transmission according to an embodiment of the present invention.
FIG. 2 is a longitudinal axial view of the input shaft, the first connecting shaft, and the second connecting shaft of the transmission of FIG. 1;
Fig. 3A is a diagram for explaining a power transmission path in the vicinity of the first and third stages of the transmission of Fig. 1; Fig.
3B is a diagram for explaining a power transmission path in the vicinity of the second and fourth stages of the transmission of FIG.
Fig. 4A is a diagram for explaining a power transmission path in the vicinity of the fifth and seventh stages of the transmission of Fig. 1; Fig.
Fig. 4B is a diagram for explaining a power transmission path in the vicinity of the sixth and eighth stages of the transmission of Fig. 1; Fig.
5A to 5C are diagrams illustrating a power transmission path in the case of a negative speed change of the transmission of FIG.
Fig. 6 is a diagram for explaining a power transmission path when the transmission of Fig. 1 is reversed. Fig.
Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. Although the present invention has been described with reference to the embodiments shown in the drawings, it is to be understood that the technical idea of the present invention and its essential structure and operation are not limited thereby.
1 is a diagram of a transmission according to an embodiment of the present invention.
1, the transmission includes an input shaft 10 rotated by an engine (not shown), a first connecting shaft 20 through which the power of the input shaft 10 is transmitted and rotated, And a driven shaft 40 that is rotated by the power of the input shaft 10 via the connecting shaft 20.
The input shaft 10 and the first connecting shaft 20 extend parallel to each other in parallel relation to each other and transmit the power of the engine to the driven shaft 40.
Here, "parallel relationship" means that the two axes are arranged side by side so that the gears connected to the two axes can be directly engaged with each other.
A third connecting shaft 50 extending parallel to the driven shaft 40 in parallel relation to the driven shaft 40 is formed on the downstream side end of the driven shaft 40.
A fourth connecting shaft 60 is formed on the downstream side end of the driven shaft 40 such that the driven shaft 40 and its rotational center shaft coincide with each other (coaxially), and the downstream end of the fourth connecting shaft 60 And an output shaft 80 connected to a wheel 88 of the vehicle is arranged coaxially.
The term " upstream " as used herein refers to the direction in which the engine is located in the drawing, and the term "downstream " means the direction in which the final end of the transmission of power is located. Sometimes, the term " upstream "means the side to which power is input by one member, and the term" downstream " means that the power input from the member is transmitted.
A second connecting shaft 30 having a short length is formed between the input shaft 10 and the first connecting shaft 20 in parallel with the two shafts in the vicinity of the downstream end of the first connecting shaft 20 . As will be described later, the second connection shaft 30 forms a power transmission path in the backward direction.
2 is an axial view of the input shaft 10, the first connecting shaft 20 and the second connecting shaft 30.
2, the input shaft 10, the first connecting shaft 20, and the second connecting shaft 30 are arranged such that the line segments connecting the longitudinal center axes thereof form a triangle.
According to this embodiment, the first connecting shaft 20 is disposed below the input shaft 10 and the second connecting shaft 30 is eccentrically disposed on the side of the input shaft 10 (first connecting shaft 20) .
Referring again to FIG. 1, a first wet multi-plate clutch 110 is provided on the input shaft 10 to operate or block power by hydraulic pressure. A first wet multi-plate clutch 110 And a synchronous clutch 130 that connects or disconnects the power by synchronizing the gears is formed.
As will be described later, the first wet multi-plate clutch 110 and the synchronous clutch 130 mutually change the power transmission path to perform the shifting.
The wet multi-disc clutch has a structure in which a plurality of drive discs and a driven disc are repeatedly arranged in turn in the clutch housing. More specifically, the clutch pressure spring simultaneously presses the pressure plate, the drive disk, and the driven disk so that the clutch hub is integrated with the clutch housing, so that the driving force of the shaft is transmitted to the clutch hub by the clutch housing rotating with the shaft, The formed drive gear can be rotated.
Conversely, by disengaging the clutch hub from the clutch housing, power transmission between the shaft and the clutch hub can be interrupted.
The structure of the wet type multi-plate clutch operated by the hydraulic pressure is already known, and a detailed description thereof will be omitted here.
The synchronous clutch 130 according to the present embodiment is formed by a synchromesh transmission mechanism.
The synchromesh transmission mechanism is a transmission mechanism that forms a clutch gear in front of the transmission, and a synchronizer ring that moves the clutch gear and the sleeve to move the sleeve to perform shifting. When shifting, the gear teeth of the sleeve and the gear teeth of the synchronizer ring engage as the sleeve moves. In this state, the sleeve is moved toward the clutch gear. At this time, the portion where the clutch gear and the synchronizer ring abut each other is smooth, and as the friction is increased, the number of revolutions of the two gears becomes equal.
The construction and operation principle of the synchromesh transmission mechanism are well known, and therefore, a detailed description thereof will be omitted here.
The first wet multi-plate clutch 110 includes a wet clutch pack 113 having a clutch housing and a drive disk and a driven disk disposed therein and having a predetermined volume and selectively connecting or disconnecting power, .
The synchromesh mechanism constituting the synchronous clutch 130 includes a synchronous clutch pack 130 'having a predetermined volume and including a hub 138 and a sleeve 139 and selectively connecting or disconnecting power. Respectively.
The first connection shaft 20 is disposed below the input shaft 10 so that the first wet multi-plate clutch 110 and the synchronizing clutch 130 are functionally connected and the wet clutch pack 113 and The interlocking clutch packs 130 'are staggered so that the axial positions on their corresponding axes do not overlap with each other.
According to the present embodiment, the synchronous clutch pack 130 'is located on the downstream side of the wet clutch pack 113.
The clutch pack is relatively bulky in structure constituting the clutch and is difficult to reduce its volume. According to the present embodiment, the wet clutch pack 113 and the synchronizing clutch pack 130 'are staggered so that their axial positions on the corresponding axes do not overlap with each other, So that the overall size of the transmission can be reduced.
The first wet multi-plate clutch 110 according to the present embodiment is a two-stage clutch in which the first multi-plate clutch portion 111 and the second multi-plate clutch portion 112 are opposed to each other.
The first clutch hub 114 is freely rotatably connected to the input shaft 10 in the clutch housing of the first multi-plate clutch portion 111 and the drive gear 115 is connected to the upstream end of the first clutch hub 114, Respectively.
The second clutch hub 116 is rotatably connected to the input shaft 10 in the clutch housing of the second multi-plate clutch portion 112. At the downstream end of the second clutch hub 116, a drive gear 117 and a drive gear 118 are formed in order.
Here, "freely rotatable" does not mean that one structure can rotate without any friction with respect to another structure, but bearing frictional force can be applied through a member such as a bearing, but rotational force is directly transmitted It is to be understood that the present invention encompasses cases where it can be seen that the present invention is not limited to the above.
The synchronous clutch 130 formed on the first connecting shaft 20 is operatively connected to the first wet multi-plate clutch 110.
Here, "functionally connected" means not only that the first configuration and the second configuration are directly connected to each other, but also the power output from the first configuration is connected to the second configuration via the third configuration As shown in FIG.
According to the present embodiment, the synchronous clutch 130 includes a first synchronous clutch portion including a drive gear 132, a drive gear 133, a first synchro shaft 131, and a clutch gear 134, And a second synchronous clutch portion including a first synchro shaft 137, a second synchro shaft 135 and a clutch gear 136. [
The synchronizing clutch 130 includes a hub 138 rotating integrally with the first connecting shaft 20 and a second connecting shaft 130 formed on the upstream and downstream sides of the hub 138, 1 synchro shaft 131 and a second synchro shaft 135.
A drive gear 132 and a drive gear 133 are formed in order at the upstream end of the first synchro shaft 131 and a clutch gear 134 is formed at the downstream end. A clutch gear 136 is formed at the upstream end of the second synchro shaft 135 and a drive gear 137 is formed at the downstream end of the second synchro shaft 135.
The driving gear 132 of the first synchronous clutch portion is engaged with the driving gear 115 of the first multi-plate clutch portion 111 and the other driving gear 133 is engaged with the driving gear 115 of the first multi- (117).
The drive gear 137 of the second synchronous clutch portion engages with the downstream side drive gear 118 of the second multi-plate clutch portion 112.
That is, the first synchronous clutch portion of the synchronous clutch 130 is functionally connected concurrently with the first multi-plate clutch portion 111 and the second multi-plate clutch portion 112 of the first wet multi-plate clutch 110, The synchronizing clutch portion is operatively connected to the second multi-plate clutch portion of the first wet multi-plate clutch (110).
A sleeve 139 is formed between the first synchro shaft 131 and the second synchro shaft 135 so as to surround the hub 138.
The sleeve 139 moves left and right during shifting to selectively allow the clutch gear 134 and the hub 138 or the clutch gear 136 and the hub 138 to be operatively connected to each other.
The first connecting shaft 20 and the first synchro shaft 131 rotate together when the sleeve 139 is moved to the left so that the clutch gear 134 and the hub 138 are functionally connected. At this time, the second synchro shaft 135 is kept free to rotate relative to the first connecting shaft 20, so that no power transmission occurs between the second synchro shaft 135 and the first connecting shaft 20.
Conversely, when the sleeve 139 is moved to the right and the clutch gear 136 and the hub 138 are functionally connected, the first connecting shaft 20 and the second synchro shaft 135 rotate together. At this time, the first synchro shaft 131 is kept free to rotate about the first connecting shaft 20, so that no power transmission occurs between the first synchro shaft 131 and the first connecting shaft 20.
The driven shaft 40 is connected to the forward-reverse clutch 140. The forward-reverse clutch (140) is constituted by a synchromesh transmission mechanism.
The forward and reverse clutch 140 includes a hub 147 that rotates integrally with the driven shaft 40 and a forward synchro shaft 141 and a reverse synchro shaft 144 formed on the upstream and downstream sides of the hub 147 do.
The forward synchro shaft 141 is coupled to the first connection shaft 20 and is configured to rotate integrally with the first connection shaft 20 and is freely rotatable with respect to the driven shaft 40. The reverse synchro shaft 144 is disposed so as to surround the driven shaft 40 and freely rotatable with respect to the driven shaft 40.
A drive gear 142 is formed at the upstream end of the forward synchro shaft 141 and a clutch gear 143 is formed at the downstream end of the forward synchro shaft 141. A clutch gear 145 is formed at the upstream end of the reverse synchronous shaft 144 and a drive gear 146 is formed at the downstream end of the reverse synchro shaft 144.
A sleeve 148 is formed between the forward synchro shaft 141 and the reverse synchro shaft 144 so as to surround the hub 147.
The sleeve 148 moves left and right during shifting to selectively allow the clutch gear 143 and the hub 147 or the clutch gear 145 and the hub 147 to be operatively connected to each other.
When the sleeve 148 is moved to the left to functionally connect the clutch gear 143 and the hub 147, the driven shaft 40 and the forward synchro shaft 141 rotate together. At this time, the reverse synchro shaft 144 is kept free to rotate relative to the driven shaft 40, so that no power transmission occurs between the reverse synchro shaft 144 and the driven shaft 40.
Conversely, when the sleeve 148 is moved to the right and the clutch gear 145 and the hub 147 are functionally connected, the driven shaft 40 and the reverse synchro shaft 144 rotate together. At this time, the forward synchro shaft 141 is kept free to rotate with respect to the driven shaft 40, so that no power transmission occurs between the forward synchro shaft 141 and the driven shaft 40.
On the other hand, on the input shaft 10, a rotary shaft 151 is formed on the downstream side of the first wet multi-plate clutch 110 so as to freely rotate with respect to the input shaft 10.
Driving gears 152 and 153 are formed on both ends of the rotating shaft 151 and the driving gear 153 is meshed with the driving gear 142 formed on the shaft 141 by the forward synchromesh.
The second connecting shaft 30 is provided with an idle shaft 31 freely rotatable with respect to the second connecting shaft 30 and an idle gear 32 is formed on the idle shaft 31.
The driving gear 152 is meshed with the idle gear 32 and the idle gear 32 is meshed with the driving gear 146 of the backward synchronizing shaft 144.
The rotational force of the first connecting shaft 20 is transmitted to the forward clutch 150 through the idle gear 32 so that the rotational direction of the driven shaft 40 is changed.
A second wet multi-plate clutch 120 of two stages is connected to the driven shaft 40, which is downstream of the forward-reverse clutch 150. The second wet multi-plate clutch 120 includes a clutch housing 123 and a wet clutch pack 123 having a predetermined volume and having a function of selectively connecting or disconnecting power, which is composed of a drive disk and a driven disk disposed therein.
The third multi-plate clutch portion 121 and the second multi-plate clutch portion 122 are opposed to each other in the second wet multi-plate clutch 120.
A third clutch hub 124 is freely rotatably connected to the driven shaft 40 at the clutch housing of the third multi-plate clutch portion 121 and a drive gear 125 Is formed.
A fourth clutch hub 126 is freely rotatably connected to the driven shaft 40 at the clutch housing of the fourth multi-plate clutch portion 122 and a drive gear 127 Is formed.
Four driving gears 51, 52, 53 and 54 are formed on the third connecting shaft 50 formed in a side-by-side relationship with the driven shaft 40. The driving gear 51 is meshed with the driving gear 125 of the third multi-plate clutch portion 121 and the driving gear 52 is meshed with the driving gear 127 of the fourth multi-plate clutch portion 122.
At the downstream end of the driven shaft 40, a fourth connecting shaft 60 having a coaxial axis coinciding with the driven shaft 40 (coaxial) is formed.
A cylindrical rotary shaft 61 is formed at the upstream end of the fourth connecting shaft 60 so as to surround the driven shaft 40 and freely rotatable with respect to the driven shaft 40. (62) is formed. The driving gear 62 is engaged with the driving gear 53 of the third connecting shaft 50.
An output shaft (80) is formed coaxially with the fourth connecting shaft (60) at the downstream end of the fourth connecting shaft (60). The wheels 88 of the vehicle are connected to the output shaft 80 and the rotational force of the output shaft 80 is dispersed by the wheels 88 to rotate the wheels 88.
The output shaft 80 is provided with a hub 81 rotating integrally with the output shaft 80 and two synchronous shafts 63 and 83 formed on the upstream and downstream sides of the hub 81 and freely rotatable with respect to the output shaft 20. [ Lt; / RTI >
The synchro shaft 63 is connected to the downstream end of the fourth connecting shaft 60 so as to rotate integrally with the fourth connecting shaft 60. A clutch gear 64 is formed at the downstream side end of the synchro-shaft 63.
A clutch gear 86, a drive gear 84, and a drive gear 85 are formed on the synchro shaft 83 from the upstream side. The driving gear 84 is engaged with the driving gear 54 formed on the most downstream side of the fourth connecting shaft 60.
Between the synchro shaft 63 and the synchro shaft 83, a sleeve 87 is formed to surround the hub 81.
The sleeve 87 moves leftward and rightward in the shifting direction so that the clutch gear 64 and the hub 81 or the clutch gear 86 and the hub 81 are functionally connected to each other.
The fourth connecting shaft 60 and the output shaft 80 are rotated together when the sleeve 87 is moved to the left so that the clutch gear 64 and the hub 81 are functionally connected.
Conversely, when the sleeve 87 is moved to the right and the clutch gear 86 and the hub 81 are functionally connected, the output shaft 80 is not affected by the rotation of the fourth connecting shaft 60, And receives power from the shaft 50 to rotate.
On the other hand, a fifth connecting shaft 70 is formed in parallel relation to the output shaft 80, and a synchromesh transmission unit is formed in the fifth connecting shaft 70 as well.
The fifth connecting shaft 70 is formed with a clutch gear 75 that rotates integrally with the fifth connecting shaft 70 and a synchronizing shaft 71 is formed so as to freely rotate with respect to the fifth connecting shaft 70 .
The synchro shaft (71) has a clutch gear (72) at an upstream end and a drive gear (73) at a downstream end. The drive gear 73 is engaged with the drive gear 85 of the synchro shaft 83 formed on the output shaft 80.
A sleeve 76 is provided in the form of surrounding the clutch gear 75 and the sleeve 76 is movable toward the synchromesh 71.
The fifth linking shaft 70 and the synchro-shaft 71 are freely rotatable relative to each other and the sleeve 76 moves to the right to engage the clutch gear 72 75 and the clutch gear 72 are connected to each other, the fifth connecting shaft 70 and the synchromesh 71 rotate together.
A driving gear 74 is integrally rotatably formed near the downstream end of the fifth connecting shaft 70. The drive gear 74 is engaged with the drive gear 82 formed on the output shaft 80.
A single-stage wet multi-plate clutch 77 capable of stopping the rotation of the fifth connecting shaft 70 is coupled to the upstream end of the fifth connecting shaft 70.
According to this embodiment, the rotational driving force of the driven shaft 40 is transmitted to the output shaft (not shown) by using the third connecting shaft 50, the fourth connecting shaft 60, the fifth connecting shaft 70 and the synchromesh transmission unit connected thereto 80) is selectively formed.
Hereinafter, referring to Figs. 3A and 3B, the power transmission path along the periphery of the first to fourth stages of the transmission of the present embodiment will be described.
FIG. 3A is a diagram illustrating a power transmission path in the first and third stages, and FIG. 3B is a diagram illustrating a power transmission path in the second and fourth stages.
It is assumed that the forward and reverse clutch 140 is connected to the forward side in the peripheral speed.
And follows the path indicated by the solid black solid arrow in FIG.
The first multi-plate clutch portion 111 of the first wet multi-plate clutch 110 engages with the input shaft 10 and at the same time the third multi-plate clutch portion 121 of the second wet multi- And is connected to the coaxial shaft 40.
The synchronous clutch 130 according to the present embodiment is a clutch used in a shift from a low speed (1-4 ranks) to a high speed (5-8 ranks).
In the first to fourth stages, the sleeve 139 moves to the left so that the first synchronous clutch portion of the synchronous clutch 130 is connected to the first connecting shaft 20. [
The first multi-plate clutch portion 111 meshes with the input shaft 10, and the drive gear 115 rotates together with the input shaft 10. [ The rotational force of the driving gear 115 is transmitted to the driving gear 132 coupled thereto to rotate the first synchro shaft 131.
Since the first synchro shaft 131 is connected to the first connecting shaft 20 in a dynamic fashion, the first synchro shaft 131 rotates the first connecting shaft 20. When the first connecting shaft 20 rotates, the forward synchro shaft 141 connected to the end portion is rotated.
Since the forward synchro shaft 141 and the driven shaft 40 are integrally rotated in the forward mode, the driven shaft 40 rotates as the forward synchro shaft 141 rotates.
As the driven gear 40 rotates, the drive gear 124 of the third multi-plate clutch portion 121 rotates and the drive gear 51 meshed with the drive gear 124 rotates, 50 are rotated.
The first multi-plate clutch portion 111 of the first wet multi-plate clutch 110 is separated from the input shaft 10 while the second multi-plate clutch portion 112 is engaged with the input shaft 10 and the second multi- Respectively.
Following the path indicated by the solid black solid arrow in FIG.
The second multi-plate clutch portion 112 is engaged with the input shaft 10, and the drive gear 117 rotates together with the input shaft 10. [ The rotational force of the driving gear 117 is transmitted to the driving gear 133 meshed therewith to rotate the first synchro shaft 131.
Since the first synchro shaft 131 is connected to the first connecting shaft 20 in a dynamic fashion, the first synchro shaft 131 rotates the first connecting shaft 20. The rotational force of the first connecting shaft 20 is transmitted to the third connecting shaft 50 in the same manner as the power transmitting path in the first-stage peripheral speed described above.
The first multi-plate clutch portion 111 of the first wet multi-plate clutch 110 is engaged with the input shaft 10 and the fourth multi-plate clutch portion 120 of the second wet multi- (122) is connected to the driven shaft (40).
And follows the path indicated by the thick black solid line and the dotted line arrow in FIG.
In the third stage, the power transmission path from the input shaft 10 to the driven shaft 40 is the same as the first stage.
As the driven shaft 40 rotates, the drive gear 127 of the fourth multi-plate clutch portion 122 rotates and the drive gear 52 meshed with the drive gear 127 rotates, 50 are rotated.
The first multi-plate clutch portion 111 is controlled to be separated from the input shaft 10 while the second multi-plate clutch portion 112 is connected to the input shaft 10 when the third multi-plate clutch portion 111 is shifted from the third stage to the fourth stage.
Followed by the path indicated by the thick black solid line and the dotted line arrow in FIG.
In the fourth stage, the power transmission path from the input shaft 10 to the driven shaft 40 is the same as the second stage. The power transmission path from the driven shaft 40 to the third connecting shaft 50 in the fourth stage is the same as the third stage.
The transmission according to the present embodiment is capable of eight stages of peripheral speed through the synchronous clutch 130. [
Hereinafter, referring to Figs. 4A and 4B, a power transmission path along the periphery of the fifth to eighth stages of the transmission of the present embodiment will be described.
And the path indicated by an arrow in bold black solid line in FIG.
The first multi-plate clutch portion 111 of the first wet multi-plate clutch 110 is engaged with the input shaft 10 and the third multi-plate clutch portion 121 of the second wet multi-plate clutch portion 120 is engaged And is connected to the driven shaft 40. At the same time, the sleeve 139 of the synchronizing clutch 130 moves to the right and the second synchronizing clutch portion of the synchronizing clutch 130 is connected to the first connecting shaft 20. [
In the fifth to eighth stages, the second synchronous clutch portion remains connected to the first connecting shaft 20. [
The first multi-plate clutch portion 111 meshes with the input shaft 10, and the drive gear 115 rotates together with the input shaft 10. [ The rotational force of the driving gear 115 is transmitted to the driving gear 132 coupled thereto to rotate the first synchro shaft 131. The rotational force of the first synchro shaft 131 can not rotate the first connecting shaft 20 and the rotational force of the first synchro shaft 131 can be transmitted to the first connecting shaft 10 through the driving gear 133 And is transmitted to the driving gear 117.
The rotation of the drive gear 117 causes the second clutch hub 116 to rotate with respect to the input shaft 10 and the drive gear 118 rotates.
As the driving gear 118 rotates, the driving gear 137 meshed with the driving gear 118 rotates. When the driving gear 137 rotates, the second synchro shaft 135 rotates.
Since the second synchro shaft 135 is connected to the first connecting shaft 20 in a dynamic manner, the second synchro shaft 134 rotates the first connecting shaft 20.
The rotational force of the first connecting shaft 20 is transmitted to the third connecting shaft 50 in the same manner as the power transmitting path in the first-stage peripheral speed described above.
When the first multi-plate clutch portion 111 of the first wet multi-plate clutch 110 is disengaged from the input shaft 10 while the second multi-plate clutch portion 112 is engaged with the input shaft 10 Respectively.
And follows the path indicated by the bold black solid arrow in FIG.
The second multi-plate clutch portion 112 is engaged with the input shaft 10 so that the drive gear 118 rotates together with the input shaft 10. [ The rotational force of the driving gear 118 is transmitted to the driven gear 137 engaged therewith to rotate the second synchro shaft 135.
Since the second synchro shaft 135 is connected to the first connecting shaft 20 in a dynamic manner, the second synchro shaft 134 rotates the first connecting shaft 20.
The rotational force of the first connecting shaft 20 is transmitted to the third connecting shaft 50 in the same manner as the power transmitting path in the two-stage peripheral speed described above.
The first multi-plate clutch portion 111 of the first wet multi-plate clutch 110 is engaged with the input shaft 10 and the fourth multi-plate clutch portion 120 of the second wet multi- (122) is connected to the driven shaft (40).
And the path indicated by the solid black solid lines and dotted line arrows in FIG.
In the seventh stage, the power transmission path from the input shaft 10 to the driven shaft 40 is the same as the fifth stage.
As the driven shaft 40 rotates, the drive gear 127 of the fourth multi-plate clutch portion 122 rotates and the drive gear 52 meshed with the drive gear 127 rotates, 50 are rotated.
The first multi-plate clutch portion 111 is controlled to be separated from the input shaft 10 while the second multi-plate clutch portion 112 is connected to the input shaft 10 in the case of shifting from the seventh stage to the eighth stage.
And the path indicated by the thick black solid line and the dotted line arrow in FIG.
The power transmission path from the input shaft 10 to the driven shaft 40 at the eighth stage is the same as the seventh stage. The power transmission path from the driven shaft 40 to the third connecting shaft 50 in the eighth stage is the same as the sixth stage.
The transmission according to the present embodiment is provided with a third speed change portion capable of three-speed shifting, so that a total of 24 speeds are possible (except for reverse speed change).
Hereinafter, with reference to Figs. 5A to 5C, the power transmission path according to the negative speed change of the transmission of the present embodiment will be described.
5A is a diagram for explaining the power transmission path of the one-stage shift, FIG. 5B is a diagram for explaining the power transmission path of the two-stage shift, and FIG. 5C is a diagram for explaining the power transmission path of the three- .
The sleeve 76 moves to the right to synchronize the clutch gear 75 and the clutch gear 72 in the first-speed shifting. At this time, the sleeve 87 is in a neutral state where it is not connected to either the clutch gear 64 or the clutch gear 86.
5A, as the third connecting shaft 50 rotates, the driving gear 54 rotates, and the driving gear 54 rotates the driving gear 84 to rotate the synchro shaft 83 . At this time, the synchromesh shaft 83 makes idle with respect to the output shaft 80.
As the synchro shaft 83 rotates, the driving gear 73 engaged with the driving gear 85 rotates, and the synchro shaft 71 rotates together with the driving gear 73.
The clutch gear 72 of the synchro shaft 71 is synchronized with the clutch gear 75 integrally formed with the fifth connecting shaft 70 so that the fifth connecting shaft 70 rotates together with the synchro shaft 71. [
The fifth gear shaft 70 rotates and the drive gear 74 rotates and the drive gear 74 rotates the drive gear 82 to finally rotate the output shaft 80.
5B, the sleeve 76 moves to the left side in the second-speed shifting state to disconnect the clutch gear 75 and the clutch gear 72 from each other. Therefore, the synchro shaft 71 makes idle with respect to the fifth connecting shaft 70.
On the other hand, the sleeve 87 moves to the right to connect the hub 81 and the clutch gear 86.
As the third connecting shaft 50 rotates, the driving gear 54 rotates, and the driving gear 54 rotates the driving gear 84 to rotate the synchromesh 83. The synchro shaft 83 rotates the output shaft 80.
5C, the sleeve 87 moves to the left in the third-speed shifting, and connects the hub 81 and the clutch gear 64 to each other. At this time, the sleeve 76 moves to the left to maintain the state in which the clutch gear 75 and the clutch gear 72 are disconnected from each other.
As the third connecting shaft 50 rotates, the driving gear 53 rotates, and the driving gear 53 rotates the driving gear 62 to rotate the rotating shaft 61.
The rotary shaft 61 rotates the synchro-shaft 63 again, and the synchro-shaft 63 finally rotates the output shaft 80 synchronized therewith.
Fig. 6 is a diagram for explaining the power transmission path when the transmission is retracted according to the present embodiment. Fig. For ease of explanation, the power transmission to the first connection shaft 20 is shown as being in the state of the first-stage peripheral speed (or the fifth-speed peripheral speed) state.
The sleeve 149 moves to the right to connect the hub 148 and the clutch gear 145 of the reverse synchronous shaft 144 to each other.
6, when the forward synchro shaft 141 rotates by the rotation of the first connecting shaft 20, the driving gear 153 engaged with the driving gear 142 is rotated by the driving gear 142. [
As the driving gear 153 rotates, the driving gear 152 formed on the rotating shaft 151 also rotates, and the driving gear 272 rotates the idle gear 32.
The idle gear 32 rotates and the driven gear 146 engaged with the idle gear 32 rotates. The rotation of the driving gear 146 causes the reverse synchro shaft 144 to rotate and the driven shaft 40 synchronized with the rotation thereof is rotated. The process of transmitting the rotational driving force of the driven shaft 40 to the wheel 88 has been described above.
At this time, the rotational direction of the driven shaft 40 is changed by the idle gear 34 as opposed to the forward direction.
According to the present embodiment, by mixing a hydraulic multi-plate hydraulic clutch and a mechanical synchronous clutch, the size of the transmission can be reduced and the structure can be simplified.
In addition, since the length of the shafts for transmitting the power is short, a ball bearing capable of receiving an inexpensive but thrust can be used as a bearing for supporting the shaft on the frame, and a helical gear having an axial thrust .
In the drawing, black circles represent ball bearings, and black squares represent needle bearings.
Also, since the rotational force of the input shaft 10 can be transmitted to the driven shaft 40 directly via the first connecting shaft 20 without passing through the other connecting shaft according to the number of stages, the power transmitting path is simplified, Is high.

Claims (10)

1. A transmission for transmitting engine power of a vehicle,
An input shaft 10 rotated by an engine;
A first connecting shaft 20 connected to the input shaft 10 so as to be parallel with the input shaft 10; And
And a driven shaft (40) rotated by the power of the input shaft (10) via the first connecting shaft (20)
A first wet multi-plate clutch 110 is provided on the input shaft 10 and includes a wet clutch pack 113 that is operated by hydraulic pressure to connect or disconnect power,
On the first connecting shaft 20, there is provided a synchronous clutch 130 having a synchronous clutch pack 130 'that connects or disconnects power by synchronizing gears,
The first wet multi-plate clutch 110 and the synchronous clutch 130 are functionally connected to change the power transmission path to perform shifting,
Wherein the wet clutch pack (113) and the synchronous clutch pack (130 ') are staggered from one another so that their axial positions do not overlap.
The method according to claim 1,
Wherein the synchronous clutch pack (130 ') is located downstream of the wet clutch pack (113).
The method according to claim 1,
The first wet multi-plate clutch 110 selectively includes a first multi-plate clutch portion 111 and a second multi-plate clutch portion 112 connected to the input shaft 10,
The synchronous clutch 130 selectively connects the first synchronous clutch part 131, 132, 133, 134 and the second synchronous clutch part 135, 136, 137 connected to the first connection shaft 20, And,
The first synchronous clutch unit 131, 132, 133, 134 is operatively connected to the first multi-plate clutch unit 111 and the second multi-plate clutch unit 112,
Wherein the second synchronous locking clutch portion (135, 136, 137) is operatively connected to the second multi-plate clutch portion (112).
The method of claim 3,
A second wet multi-plate clutch 120 is provided on the driven shaft 40 to operate or block the power by being operated by hydraulic pressure.
Wherein the first wet multi-plate clutch (110) and the second wet multi-plate clutch (120) are selectively engaged with corresponding axes to selectively change the power transmission path, thereby achieving four-speed shifting.
5. The method of claim 4,
The synchromesh clutch 130, the first wet multi-plate clutch 110 and the second wet multi-plate clutch 120 selectively engage corresponding shafts to selectively change the power transmission path so that an eight- Features a transmission.
The method according to claim 1,
And the first connecting shaft (20) and the driven shaft (40) are formed coaxially.
The method according to claim 1,
And a forward / backward clutch (140) is formed on the driven shaft (40) to change the rotational direction of the driven shaft (40).
8. The method of claim 7,
Wherein the synchromesh clutch (130) and the forward / reverse clutch (140) are constituted by a synchromesh mechanism.
The method according to claim 1,
Further comprising a sub shift portion selectively transmitting the rotational driving force of the driven shaft (40) to an output shaft (80) connected to the wheels of the vehicle,
Wherein the auxiliary speed-
First and second gear shifts for transmitting power to the output shaft (80) via a third connecting shaft (50) formed parallel to the driven shaft (40) on the side of the driven shaft (40)
Is configured to perform a three-stage shifting to transmit power to the output shaft (80) via a fourth connecting shaft (60) formed in a straight line with the driven shaft (40).
10. The method of claim 9,
Wherein the driven shaft (40) and the output shaft (80) connected to the wheels of the vehicle are coaxially formed.
KR1020140193959A 2014-12-30 2014-12-30 Transmission of vehicle KR102030198B1 (en)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR19990059802A (en) * 1997-12-31 1999-07-26 정몽규 Car continuously variable transmission
KR20050066090A (en) 2003-12-26 2005-06-30 현대자동차주식회사 Multi-plate clutch for an automatic transmission
JP2008095748A (en) * 2006-10-06 2008-04-24 Yanmar Co Ltd Transmission
JP2010096215A (en) * 2008-10-14 2010-04-30 Mitsubishi Agricult Mach Co Ltd Traveling change gear of working vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR19990059802A (en) * 1997-12-31 1999-07-26 정몽규 Car continuously variable transmission
KR100298772B1 (en) * 1997-12-31 2001-11-22 이계안 Continuously variable transmission for vehicle
KR20050066090A (en) 2003-12-26 2005-06-30 현대자동차주식회사 Multi-plate clutch for an automatic transmission
JP2008095748A (en) * 2006-10-06 2008-04-24 Yanmar Co Ltd Transmission
JP2010096215A (en) * 2008-10-14 2010-04-30 Mitsubishi Agricult Mach Co Ltd Traveling change gear of working vehicle

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