KR20170003186A - Automotive transmission - Google Patents

Abstract

The present invention relates to an automotive transmission including a knob operated by a driver, a lever moving in conjunction with an operation of the knob, and a linear drive motor connected to the lever, wherein the linear drive motor includes: a rear part including a coil; a magnet which is formed such that a width of at least a partial region between both end surfaces is smaller than a width of the both end surfaces and linearly moves by interaction with the coil; and a head part which is movably installed with respect to the rear part and linearly moves by the magnet to move the knob through the lever or to provide a reaction force to a force operating the knob.

Description

[0001] Automotive transmission [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 is located in a vehicle interior and allows a driver to select a speed change stage.

In order to realize a vehicle speed ranging from low speed to high speed by using an engine having an engine speed within a certain range, a vehicle generally mounts a speed change device that changes the gear ratio to the rpm of the engine and changes the rotation speed of the drive wheel. The vehicle transmission also includes a function of reversing the output of the engine to reverse the vehicle.

The driver can change the gear ratio by operating the knob located next to the driver's seat and selecting the gear position.

The transmission is broadly divided into a manual transmission and an automatic transmission.

The manual transmission is a shift device that directly selects the gear positions of the first, second, third, and fourth stages in accordance with the traveling speed of the vehicle. The automatic transmission includes a traveling speed of the vehicle, an engine load, The ECU of the vehicle automatically adjusts the speed change stage according to the opening amount and the like.

The automatic transmission generally includes a P stage used for driving a vehicle at an emergency, an D stage used for advancing the vehicle, an R stage used for backing the vehicle, and an N stage for blocking the output of the engine from being transmitted to the drive wheel And a speed change stage.

The operator can select each gear by using the knob. The representative types of knobs are lever type and dial type. In addition, there are some vehicles with each speed range button type.

The common lever type is configured such that the gear positions are arranged in the order of PRND and the lever is moved in the linear direction to select each gear position. In recent years, as a lever type, the position of the gear position of the PRND is not fixed, but the lever is configured to return after being tilted in place according to the driver's operation, so that the shift position can be selected in such a manner that the PRND is sequentially changed in the tilting direction of the lever Device is being used.

On the other hand, the dial type is configured so that the gear range of the PRND is located at the periphery of the dial which rotates within a certain angle range, and the gear range is selected by positioning a specific point of the dial at each gear range of the PRND.

A shift device equipped with a lever type or dial type knob tactilely transmits a sense of throttling so that when the driver selects the speed change stage of the PRND, the change of the speed change stage and the knob are located at the respective speed change stages. In order to realize such a feeling of thrashing, a dredging device is provided in the transmission. However, a conventional design has required a complicated structure because it realizes a thief feeling using a mechanical structure.

Further, in order to stably drive the vehicle, when changing the speed change stage from the D-stage to the P-stage or R-stage, or vice versa, the change from the P-stage or R-stage to the D-stage should be made only in a state where the vehicle is almost stationary. To this end, the conventional transmission is provided with a separate blocking device that allows the change of the gear position only when a certain condition is satisfied, and prevents the movement of the knob in such a manner that the above-described shift is not possible.

A problem to be solved by the present invention is to provide a vehicular transmission that is located in a vehicle interior and generates a constant thrust force in a linear drive coater when a driver selects a speed change stage.

The problems of the present invention are not limited to the above-mentioned problems, and other problems not mentioned can be clearly understood by those skilled in the art from the following description.

According to an aspect of the present invention, there is provided a vehicular transmission including a knob operated by a driver, a lever moving in conjunction with an operation of the knob, and a linear drive motor connected to the lever, The linear drive motor according to claim 1, wherein the linear drive motor comprises: a rear part including a coil; A magnet which is formed such that a width of at least a partial region between both end faces is smaller than a width of both end faces and linearly moves by interaction with the coil; And a head part movably installed with respect to the rear part and linearly moved by the magnet to move the knob through the lever or to provide a reaction force to a force for operating the knob.

According to an aspect of the present invention, there is provided a vehicular transmission including a knob operated by a driver, a lever moving in conjunction with an operation of the knob, and a linear drive motor connected to the lever, The linear drive motor according to claim 1, wherein the linear drive motor comprises: a rear part including a magnet having a width at least a part of which is smaller than a width of both end faces; A coil linearly moving by interaction with the magnet; And a head part movably installed with respect to the rear part and linearly moved by the coil to move the knob through the lever or to provide a reaction force to a force for operating the knob.

In some embodiments, the width of the magnet may be held constant from both ends of the magnet toward the middle region of the magnet, and may be reduced in a straight or curved shape.

In some embodiments, the greater the degree of decrease in the width of the magnet, the smaller the difference between the maximum thrust and the minimum thrust can be, which is caused by the interaction between the magnet and the coil.

In some embodiments, the width of the magnet may be held constant from both ends of the magnet toward the middle region of the magnet, and may remain constant across the width of the middle region.

In some embodiments, the width of the magnet may decrease in a straight or curved shape from both ends of the magnet toward the middle area of the magnet.

In some embodiments, the width of both end faces of the magnet may be formed identically.

In some embodiments, the magnet may be formed in an I-shape or an oblong shape in cross section perpendicular to the width.

In some embodiments, the linear drive motor may further include a motor shaft coupled to the rear part and guiding movement of the magnet through the center of the magnet.

In some embodiments, the coil surrounds at least a portion of the outside of the magnet, and the head part may surround at least a portion of the outside of the coil.

In some embodiments, the lever further includes a pivotally supported pivot portion and an extended portion extending from the pivot portion to the other side, wherein one end is coupled to be rotatable relative to the extended portion, and the other end is coupled to the head portion And a link member which moves in unison with the head part and rotates the lever about the pivot portion.

The details of other embodiments are included in the detailed description and drawings.

The vehicular transmission according to the present invention has one or more of the following effects.

The vehicular transmission device can be made lighter and smaller. In addition, a substantially constant thrust can be generated in the linear drive motor that implements the shift feeling of the shift and the speed change blocking, thereby improving the operational feeling of the vehicular transmission.

The effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned can be clearly understood by those skilled in the art from the description of the claims.

1 is a perspective view showing a front side of a vehicular transmission according to an embodiment of the present invention.
2 is a perspective view showing a rear side of the vehicular transmission according to the embodiment of the present invention.
3 is a side view showing a state in which the outer housing of the vehicular transmission is removed according to an embodiment of the present invention.
4 is a plan view showing a first side housing of a vehicular transmission according to an embodiment of the present invention.
5 is a side view showing a lever and an elastic member of a vehicular transmission according to an embodiment of the present invention.
Fig. 6 is a view showing the engagement state of the link rotation shaft elastically supported by the elastic member at A portion in Fig. 5. Fig.
7 is a perspective view showing a linear drive motor of a vehicular transmission according to an embodiment of the present invention.
8 is an exploded perspective view showing a linear drive motor of a vehicular transmission according to an embodiment of the present invention.
Fig. 9 is a longitudinal sectional view showing the AA portion of the linear drive motor in Fig. 7; Fig.
10 and 11 are graphs showing the thrust generated in the linear drive motor of the vehicular transmission according to the embodiment of the present invention and the thrust generated in the conventional linear drive motor.
12 is a longitudinal sectional view showing a linear drive motor of a vehicular transmission according to another embodiment of the present invention.
13 and 14 are views showing the shape of a magnet of a vehicular transmission according to another embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The advantages and features of the present invention, and the manner of achieving them, will be apparent from and elucidated with reference to the embodiments described hereinafter in conjunction with the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. To fully disclose the scope of the invention to those skilled in the art, and the invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout the specification.

The terminology used herein is for the purpose of illustrating embodiments and is not intended to be limiting of the present invention. In the present specification, the singular form includes plural forms unless otherwise specified in the specification. &Quot; comprises " and / or "comprising" when used in this specification is taken to specify the presence or absence of one or more other components, steps, operations and / Or additions.

Unless defined otherwise, all terms (including technical and scientific terms) used herein may be used in a sense commonly understood by one of ordinary skill in the art to which this invention belongs. Also, commonly used predefined terms are not ideally or excessively interpreted unless explicitly defined otherwise.

Hereinafter, the present invention will be described with reference to the drawings for explaining a vehicular transmission according to embodiments of the present invention.

1 is a perspective view showing a front side of a vehicular transmission according to an embodiment of the present invention. 2 is a perspective view showing a rear side of the vehicular transmission according to the embodiment of the present invention. 3 is a side view showing a state in which the outer housing of the vehicular transmission is removed according to an embodiment of the present invention. 4 is a plan view showing a first side housing of a vehicular transmission according to an embodiment of the present invention.

1 to 4, a vehicular transmission 1 according to an embodiment of the present invention includes a knob 10 protruding from an upper portion thereof, an upper housing 12 located at a lower portion of the knob 10 and surrounding the knob 10, A first side housing 22 coupled to a lower portion of one side of the upper housing 21 and a second side housing 23 coupled to a lower portion of the other side of the upper housing 21.

The knob 10 and the upper housing 21 are installed so as to be exposed to the room between the center fascia and the center console box in the interior of the vehicle. The first side housing 22 and the second side housing 23 located at the lower portion of the upper housing 21 are not exposed to the interior of the vehicle but are located in the space leading from the center fascia to the center console box.

The knob 10 is operated by a driver, is moved forward or backward of the vehicle, and can select the gear stage in the order of PRND.

As shown in FIG. 2, a parking button may be formed on the upper housing 21. The parking button of the upper housing 21 may be an operation button of an electric parking brake (EPB). (In this case, the speed change stage selected by the knobs 10 and 10 may be in the order of RND).

As shown in FIG. 1, a front cover 25 is provided between the first side housing 22 and the second side housing 23 to form a part of the front surface of the transmission 1. As shown in FIG. A connector 22a is provided between the front cover 25 and the first side housing 22 so as to be exposed. The connector 22a is a terminal for providing power and control signals to the circuit board 101 (see FIG. 3) installed in the first side housing 22. As shown in FIG.

2, a motor housing 24, which forms the rear of the transmission, is positioned between the first side housing 22 and the second side housing 23. As shown in Fig. The motor housing 24 is engaged with a bobbin 850 (see FIG. 8) of a linear drive motor 80 (see FIG. 8) located in the motor housing 24. As shown in FIG. 1, the motor housing 24 can be coupled with the bobbin 850 via screws S5 and S6.

3, a lever 40 for supporting the knob 10, a lever holder 30 for rotatably supporting the lever 40, a lever 40 for supporting the knob 10, And a linear drive motor 80 coupled to the link member 70 and the motor housing 24, respectively, and the like.

5 is a side view showing a lever and an elastic member of a vehicular transmission according to an embodiment of the present invention. Fig. 6 is an enlarged view of a portion A in Fig. 5. Fig.

3 and 5, the lever 40 includes a rotary part 42 rotatably coupled to the lever holder 30, a knob 10 coupling part extending from the rotary part 42 to one side, And an extension portion 43 extending from the pivot portion 42 to the other side.

3, the coupling portion of the knob 10 extends substantially linearly from the upper end of the rotary portion 42 and is inserted into the inside of the knob 10, as shown in FIG. 3, Lt; / RTI >

The pivot portion (42) includes a lever pivot shaft (421) protruding from the side surface. The lever pivot shaft 421 is inserted into the holder through hole 31 formed in the lever holder 30 and rotatably couples the pivot portion 42 to the lever holder 30.

The lever holder 30 is fixed to any one of the turnstile housings so that the lever 40 can rotate only about the lever turning axis 421.

As shown in Fig. 5, the extending portion 43 extends from the lower end of the pivot portion 42 in a substantially S-shape. Therefore, the lever 40 has a vertically asymmetrical shape with respect to the turning portion 42, and a part of the extending portion 43 is located in front of the vehicle as compared with the knob engaging portion 41.

The link member 70 for transmitting the output of the linear drive motor 80 to the lever 40 between the lever 40 and the linear drive motor 80 (see FIG. 8) Can be positioned below the rotary portion 42, and as a result, the front-rear direction length of the transmission can be reduced.

Reduction in the front-rear direction length of the transmission 1 can improve the usability of the remaining space in that the space between the center fascia in which the transmission 1 is installed and the center console box can be more compact. For example, by making the transmission 1 compact, it is possible to make additional use such as adding a configuration for another convenience device to the remaining space.

5, a first installation end 431 and a second installation end 432, which are formed at the lower end of the extension 43 with through-holes 433 and extend to both sides of the through-holes 433, Respectively. The through hole 433, the first installation end 431, and the second installation end 432 are provided with elastic members.

As shown in Fig. 6, the elastic member 50 according to an embodiment of the present invention has a shape that is substantially inverted from the "U" character.

The elastic member 50 includes a first elastic part 51 which is in close contact with the upper end of the through hole 433 and fixing parts 54 and 55 fixedly attached to the first and second mounting steps 431 and 432, And second elastic portions 52 and 53 connecting the first and second elastic portions 51 and 55 to each other.

The second elastic portions 52 and 53 include a first elastic supporting portion 52 extending from one end of the first leg portion and a second elastic supporting portion 53 extending from the other end of the first elastic portion 51. [

The fixing portions 54 and 55 include a first fixing portion 54 and a second fixing portion 55 which are fixed to the first installation end 431 and the second installation end 432 respectively.

The first fixing part 54 extends from the first elastic supporting part 52 and is formed to enclose the first mounting end 431 from the inside of the through hole 433. [ And is fixed to the second mounting end 431 by a screw S1 that enters from the outside of the first mounting end 431 which is the opposite side of the through hole 433. [

The second fixing portion 55 extends from the second elastic supporting portion 53 and is formed to enclose the second mounting end 432 from the inside of the through hole 433. [ The second installation end 432 is fixed to the second installation end 432 by a screw S2 entering from the outside of the second installation end 432 opposite to the through hole 433.

The first fixing portion 54 is fixed to the first mounting end 431 and is fixed by pressing the first elastic portion 51 and the first elastic supporting portion 52 to the inside of the through hole 433. 6, the first elastic part 51 is resiliently deformed and press-contacted so as to correspond to the upper end shape of the through hole 433, and the first elastic support part 52 is pressed from the through hole 433 And is elastically deformed so as to have a convex arc shape toward the inside of the spaced through hole 433.

The second fixing portion 55 is also fixed to the second mounting end 432 by pressing the first elastic portion 51 and the second elastic supporting portion 53 to the inside of the through hole 433. 6, the first elastic portion 51 is resiliently deformed so as to be pressed and attached so as to correspond to the top shape of the through hole 433 and the second elastic support portion 53 is pressed from the through hole 433 And is elastically deformed so as to have a convex arc shape toward the inside of the spaced through hole 433.

The second fixing portion 55 is also fixed to the second mounting end 432 by pressing the first elastic portion 51 and the second elastic supporting portion 53 to the inside of the through hole 433. 6, the first elastic portion 51 is resiliently deformed so as to be pressed and attached so as to correspond to the top shape of the through hole 433, and the second elastic support portion 53 is inserted into the through hole 433 So as to have a convex arc shape inside the through hole 433 spaced from the through hole 433.

The end of the first installation end 431 and the end of the second installation end 432 are joined together to form a substantially circular or elliptical shape. The through hole 433 of the through hole 433 is formed. In this case, the shapes of the fixing portions 54 and 55 can be changed correspondingly.

5 is a side view showing a lever and an elastic member of a vehicular transmission according to an embodiment of the present invention. Fig. 6 is a view showing the engagement state of the link rotation shaft elastically supported by the elastic member at A portion in Fig. 5. Fig.

The link rotating shaft 60 according to the embodiment of the present invention is configured to relatively couple the lever 40 and the link member 70 to each other.

5 and 6, the link rotation shaft 60 passes through the through hole 433 and is inserted into the through hole 433 by the first elastic support portion 52 and the second elastic support portion 53 Is held.

The specific structure of the link rotating shaft 60 includes a rotating shaft head 61, a shaft body 62, and a nut coupling end 63.

The rotating shaft head 61 is formed to have a larger diameter than the through hole 433 so as to serve as a spanner to hold the shaft body 62 in the through hole 433 and the nut 64 has a nut coupling end 63 The nut coupling end 63 is rotated. To this end, a tool engagement groove (not shown) such as a cross, a straight line, or a hexagonal shape may be formed on the opposite side of the rotary shaft head 61, which is not shown in FIG.

7, the shaft body 62 extending from the rotary shaft head 61 has a substantially cylindrical shape. One end of the shaft body 62 is resiliently supported by the first elastic support portion 52 and the other side thereof is supported by the second elastic support portion 53 As shown in Fig.

At least a part of the nut coupling end 63 is exposed to the outside of the through hole 433 and is formed to have a diameter smaller than that of the shaft body 62. One end of the link member (70) is rotatably coupled to a portion of the nut coupling end (63) adjacent to the shaft body (62). A screw thread corresponding to the thread of the nut 64 may be formed on the outer side of the end portion of the nut coupling end 63 that is spaced apart from the shaft body 62. The nut 64 may be formed on the outer side of the end of the nut coupling end 63 spaced apart from the shaft body 62, and a thread corresponding to the thread of the nut 64 may be formed on the outer side. Thus, the nut 64 is engaged with the end side of the nut coupling end 63 to prevent the link member 70 from disengaging.

During the lifetime of the vehicle, the operation of the old man is repeated several tens to hundreds of thousands of times. If there is no elastic member 50, the shaft body 62 and the through hole 433 are in direct contact with each other and rotate relative to each other in accordance with the operation of the knob 10, ).

However, in the embodiment of the present invention, the elastic member 50 is interposed between the through-hole 433 and the shaft body 62 to prevent friction between the shaft body 62 and the through-hole 433. Since the second elastic portion of the elastic member 50 elastically supports the shaft body 62, even if the shaft body 62 is gradually worn, a gap is prevented from being generated between the second elastic portion and the shaft body 62 . Accordingly, even when the knob 10 is operated tens to hundreds of thousands of times, high durability can be expected to maintain stable force transmission between the lever 40 and the link member 70.

4, the vehicular transmission according to one embodiment of the present invention includes a link member 70 that is relatively rotatably engaged with the lever 40, a link member 70 And a linear drive motor 80 to which a part of the motor housing 24 is coupled and a part of which is coupled to the motor housing 24.

The motor housing 24 is formed so as to surround the linear drive motor 80. As described above, the rear part of the linear drive motor 80 is fixed to the motor housing 24 using screws S5 and S6 (see FIG. 2).

The upper portion of the motor housing 24 is spaced apart from the linear drive motor 80 and the guide 73 by a predetermined distance.

The portion of the linear drive motor 80 that is located in the front and is engaged with the link member 70 is referred to as a head part 810 and the portion positioned rearwardly and coupled to the motor housing 24 is referred to as a rear part.

The link member 70 includes a flange 71, a pair of engaging jaws 72 extending from one surface of the flange 71 toward the through hole 433 of the lever 40, And a guide extending in a direction opposite to the tub 72.

The pair of engaging jaws 72 are spaced apart from each other with a distance corresponding to the thickness of the lever 40. [ In one embodiment of the present invention, there is provided a pair of engaging jaws 72, but in some embodiments, another engaging jaw 72 is provided at the rear of the lever 40.

As described above, the engaging jig 72 is assembled to the nut coupling end 63, and is engaged by the nut 64 to prevent disengagement. An unillustrated engaging jig 72 is assembled to be positioned between the rotary shaft head 61 of the link rotary shaft 60 and the lever 40 and is coupled to the rotary shaft head 61 to prevent the rotary shaft head 61 from being separated.

The head part 810 of the linear drive motor 80 is provided on the back surface of the flange 71. The head part 810 and the flange 71 are engaged by the screws S3 and S4.

A guide (not shown) extends from the flange 71 along the outer surface of the head part 810. As shown in Fig. 4, a rack gear (not shown) is formed on one side of a guide (not shown).

The rear part of the linear drive motor 80 is coupled to a fixedly installed motor housing 24. The head part 810 is movably installed within a range of a linear distance from a rear part fixed together with the motor housing 24. [

Accordingly, when the driver manipulates the knob 10, the lever 40 is rotated about the turning portion 42, so that the link member 70 and the head portion 810 are linearly moved. Conversely, when the head part 810 moves linearly, the link member 70 linearly moves integrally with the head part 810, thereby causing the lever 40 and the knob 10 to rotate.

Hereinafter, the linear drive motor 80 of the vehicle transmission 1 according to the embodiment of the present invention will be described.

7 is a perspective view showing a linear drive motor of a vehicular transmission according to an embodiment of the present invention. 8 is an exploded perspective view showing a linear drive motor of a vehicular transmission according to an embodiment of the present invention. Fig. 9 is a longitudinal sectional view showing the A-A portion of the linear drive motor in Fig. 7; 10 and 11 are graphs showing the thrust generated in the linear drive motor of the vehicular transmission according to the embodiment of the present invention and the thrust generated in the conventional linear drive motor.

7-11, the linear drive motor 80 includes a head part 810, a magnet 820, a yoke 830, a motor shaft 840, a bobbin 850, a coil 860, . As described above, the linear drive motor 80 is connected to the lever 40 via the link member 70 and the like.

The linear drive motor 80 according to an embodiment of the present invention is basically influenced by the magnetic field formed by the change of the current applied to the coil 860 so that the magnet 820 moves and the head part 810 moves linearly And has a driving principle for moving the light source.

The motor shaft 840 forms a central axis of the linear drive motor 80 and has one end exposed forward of the head part 810 and the other end exposed to the motor shaft 840 formed at the base plate 851 of the bobbin 850 ) Receiving end.

One end of the motor shaft 840 exposed frontward of the head part 810 passes through the flange of the link member 70. The motor shaft 840 also guides the linear movement direction of the head part 810, the magnet 820, the yoke 830 and the link member 70 which move relative to the rear parts 850 and 860.

The bobbin 850 and the coil 860 form the rear part 850, 860 of the linear drive motor 80. As described above, the rear parts 850 and 860 are engaged with the motor housing 24. 8, the bobbin 850 forming the rear parts 850 and 860 includes a base plate 851 coupled to the motor housing 24 and a coil cylinder 851 extending from one surface of the base plate 851. [ Gt; 852 < / RTI >

As described above, an end of the motor shaft 840 for fixing the other end of the motor shaft 840 is formed at the center of the base plate 851. 9, the receiving end of the motor shaft 840 may protrude from the back surface of the base plate 851 such that a part of the other end of the motor shaft 840 is exposed.

Screw holes (not shown) into which the motor housing 24 and the screws S5 and S6 (see FIG. 2) for fixing the base plate 851 enter are formed on the back surface of the base plate 851.

The coil cylinder 852 is extended to form a step with the base plate 851. The coil 860 is wound on the outer surface of the coil cylinder 852. The inside of the coil cylinder 852 forms an empty space so that a magnet 820 and a yoke 830 installed in the motor shaft and the head part 810 are accommodated.

7 and 9, the head part 810 is connected at its one end with a side wall 811 and a side wall 811 at least partially surrounding the outside of the coil 860, and the front face of the head pad is almost closed (Not shown).

The cover 812 extends from one end of the side wall 811 to the inside of the head part 810 so as to be substantially perpendicular to the side wall 811. The side wall 811 is formed to surround the outer surface of the magnet 820 so that the magnet 820 can be received in the head part 810.

The cover 812 directly transmits the thrust generated as the magnet 820 moves or remains in place by the interaction with the coil 860 to the link member 70.

The cover 812 is formed with screw holes into which the screws S3 and S4 used to be engaged with the link member 70 enter. A first shaft hole 812b through which the motor shaft passes is formed. The width of the first shaft hole 812b is formed to be larger than the width of the motor shaft 840. As shown in FIG. 8, the first shaft hole 812b is formed in a circular shape, and the motor shaft 840 is formed in a cylindrical shape. Therefore, the inner diameter of the first shaft hole 812b is formed to be larger than the outer diameter of the motor shaft 840. [ Accordingly, the first bushing 871 can be interposed between the first shaft hole 812b and the motor shaft 840. [

The first bushing 871 prevents direct contact between the first shaft hole 812b and the motor shaft 840 and allows the head part 810 to move smoothly along the motor shaft 840.

The head part 810 is formed of S45C, permalloy, amorphous, directional electromagnetic steel plate, non-directional electromagnetic steel plate, pure iron or the like so that the magnetic force between the magnet 820 and the coil 860 effectively interacts with each other. .

A magnet 820 is disposed on the rear surface of the cover 812. The magnet 820 may be a magnetic body of strong magnetic force such as a quadrilateral.

The magnet 820 linearly moves along the motor shaft 840 by interaction with the coil 860 of the rear parts 850 and 860. For example, the magnet 820 moves linearly or in place along the motor shaft 840 in response to a magnetic field formed in response to a change in current applied to the coil 860 of the rear part 850, 860.

As shown in FIG. 8, a second shaft hole 821 through which the motor shaft 840 passes is formed at the center of the magnet 820. A second assembly end 825 may be formed on the front surface of the magnet 820 to be depressed corresponding to the first assembly end 812b around the second shaft hole 821. [ 9 shows a type in which the first assembly stage 812b is protruded and the second assembly stage 825 is recessed, however, the male and female relationships between the two assembly stages 825 can be changed.

The third assembling end 826 may be recessed around the second shaft hole 821 on the rear surface of the magnet 820. The magnet 820 is formed such that the width of at least a partial area between one end face and the other end face is smaller than the width of one end face and the other end face. Details of this will be described later.

9, a yoke 830 is disposed on the rear surface of the magnet 820. [ The yoke 830 forms a magnetic flux distribution of the magnetic field formed between the magnet 820 and the coil 860 substantially perpendicular to the magnet 820 and the coil 860 to minimize unnecessary leakage flux.

A third shaft hole 831 through which the motor shaft 840 passes is formed at the center of the yoke 830. A fourth assembly stage 832 may be formed on one surface of the yoke 830 such that the fourth assembly stage 832 protrudes from the third assembly stage 826 around the third shaft hole 831. In FIG. 9, the third assembling end 826 is depressed and the fourth assembling end 832 is protruded. However, the male and female relationships between the second and third assembling steps may be changed.

A bushing installation groove 833 extending outward from the third shaft hole 831 is formed in the rear end surface of the yoke 830. A second bushing 872 may be interposed between the bush mounting groove 833 and the motor shaft 840.

Similarly to the first bushing 871, the second bushing 872 also prevents direct contact between the yoke 830 and the motor shaft 840 and prevents the yoke 830 from moving linearly along the motor shaft 840 .

In an embodiment of the present invention, the magnet 820 is mounted in the head part 810 and the coil 860 is mounted on the bobbin 850. However, in some embodiments, The coil 860 may be mounted on the bobbin 850 and the coil 860 may be mounted on the head part 810. [ Details of this will be described later.

The cover 812, the magnet 820 and the yoke 830 may be formed to have substantially the same width (diameter) so as to maintain a constant distance from the side wall 811.

At this time, the coil 860 and the coil cylinder 852 are located in the space between the cover 812, the magnet 820, and the yoke 830 and the side wall 811. The coil 860 and the coil cylinder 852 are repeatedly moved back and forth in the interspace as the head part 810, the magnet 820 and the yoke 830 slide integrally along the motor shaft 840.

The linear drive motor 80 can transmit the reaction force to the lever 40 that interferes with the operation of the knob 10 to prevent the shift between the specific speed change stages by using the forward and backward movement of the head part 810, .

Further, if necessary, the knob 10 can be forcibly moved to increase the stability of the vehicle operation. For example, when the driver turns the starting of the vehicle to the D-stage or the R-stage, the linear drive motor 80 may force the knob 10 to the P-stage and shift to the P-stage .

It is not necessary to additionally include a separate dutting device and a blocking device, since it is possible to realize an overspeed and a variable blocking through the linear drive motor 80. [ Thus, the vehicular transmission 1 can be reduced in weight and in size.

Hereinafter, the thrust generated by the interaction between the magnet 820 and the coil 860 according to the shape of the magnet 820 will be described.

The conventional magnet is formed into a cylindrical shape having a substantially constant diameter. Therefore, as shown in FIG. 10, when the driver shifts through the knob 10, an appropriate reaction force against the force for operating the knob 10 is provided, so that the thrust force, . Accordingly, the driver feels a non-uniform thrill feeling through the knob 10 during shifting.

However, when the width of the magnet 820 is formed such that the width of at least a part of the region between both ends is smaller than the width of both ends, it is caused by the interaction of the magnet 820 and the coil 860 Is formed substantially uniformly. Accordingly, the driver can feel a uniform thrill feeling through the knob 10 during shifting. The thrust according to the shape of the magnet will be described later.

9, in an embodiment of the present invention, the widths W11, W12, and W13 of the magnet 820 are constantly maintained from both ends of the magnet 820 toward the middle region of the magnet 820 Decrease in the form of a parabolic curve. For example, the diameter of the cylindrical magnet 820 is kept constant from both ends of the magnet 820 toward the middle area, and then decreases in a parabolic shape.

The width W11 of the upper side portion 820a of the magnet 820 and the width W12 of the lower side portion 820b of the magnet 820 are kept constant toward the middle region as shown in Fig. The width W11 of the upper side portion 820a of the magnet 820 and the width W12 of the lower side portion 820b of the magnet 820 are formed identically. The width of the intermediate portion 820c of the magnet 820 decreases in the form of a parabolic curve from the upper side portion and the lower side portion to the middle region and becomes equal to the width W13 of the middle region.

As described above, the linear drive motor 80 generates thrust by the interaction between the magnet 820 and the coil 860. The magnet 820 is moved forward by the thrust. As the magnet 820 installed in the head part 810 moves forward, the head part 810 also moves forward.

For example, if there is no interaction between the magnet 820 and the coil 860, most of the magnet 820 is located inside the coil 860. Accordingly, the coil 860 is wrapped around the most part of the magnet 820. When a current is supplied to the coil 860 and an electromagnetic action occurs between the magnet 820 and the coil 860, thrust for moving the magnet 820 forward occurs. As a result, the magnet 820 moves forward.

10 shows the thrust generated when the conventional cylindrical magnet 820 having a constant width is formed. As shown in FIG. 10, the conventional cylindrical magnet 820 has a substantially middle portion of the magnet 820, When the region leaves the coil 860, a maximum thrust is generated. The thrust generated by the interaction between the magnet 820 and the coil 860 is reduced after the middle region of the magnet 820 is moved out of the coil 860.

Magnet
Reduction width Length of width reduction area at least
thrust maximum
thrust thrust
Deviation Remarks N1 0mm 0mm 33N 50N 17N N2 2mm 16mm 32N 45N 13N N3 4mm 16mm 30.5N 40N 9.5N N4 6mm 16mm 29.5 N 37N 7.5N

As shown in Fig. 10 and Table 1, since the deviation of the thrust of the magnet 820 largely occurs, the thrust force that causes the driver to feel a sense of theft according to the moving distance of the knob 10 at the time of shifting is unevenly formed . For example, the thrust generated by the interaction between the conventional magnet 820 and the coil 860 has a minimum thrust of about 33N and a maximum thrust of about 50N, resulting in a thrust deviation of about 17N. Here, the deviation of the thrust means the difference between the maximum thrust and the minimum thrust.

However, the magnet 820 having the width W13 of at least a partial area between both end faces is smaller than the widths W11 and W12 of the both end faces, When released, the thrust decreases from the previous one. For example, the width W11 of the upper portion of the magnet 820 according to an embodiment of the present invention is kept constant toward the middle region. The thrust generated by the interaction of the magnet 820 with the coil 860 is gradually increased. Further, the magnet 820 moves forward due to the increasing thrust, so that the upper side of the magnet 820 is moved out of the coil 860.

10, when the middle portion of the magnet 820 having a width W13 smaller than the width W11 of the upper portion of the magnet 820 starts to move out of the inside of the coil 860, The thrust generated by the interaction between the coils 860 can be gradually reduced or kept substantially constant. As shown in FIG. 10, since the deviation of the thrust of the magnet 820 does not greatly occur, the thrust force that allows the driver to feel a sense of theft according to the moving distance of the knob 10 at the time of shifting is formed substantially uniformly .

10 shows the thrust generated when the width of the magnet 820 decreases by about 2 mm and the width of the middle portion decreases by about 16 mm while the magnet 820 of FIG. (Diameter) of the magnet 820 is reduced by about 4 mm, and the length of the intermediate portion where the width is decreased is about 16 mm. In FIG. 10, N4 is a width of the magnet 820 of about 6 mm And the length of the intermediate portion where the width decreases as the length decreases to about 16 mm. Of course, the width of both end faces of the magnet 820 is formed larger than 6 mm and formed identically.

The width W13 of the intermediate region of the magnet 820 is reduced by about 2 mm from the widths W11 and W12 of the upper and lower portions of the magnet 820 as shown in Fig. 10 and Table 1, The thrust generated by the interaction between the magnet 820 and the coil 860 has a minimum thrust of about 32N and a maximum thrust of about 45N to generate a thrust deviation of about 13N.

The width W13 of the middle region of the magnet 820 is reduced by about 4 mm from the widths W11 and W12 of the upper and lower portions of the magnet 820 as shown in Fig. 10 and Table 1, The thrust generated by the interaction between the magnet 820 and the coil 860 has a minimum thrust of about 30.5 N and a maximum thrust of about 40 N and a thrust deviation of about 9.5 N is generated do.

The width W13 of the intermediate region of the magnet 820 is reduced by about 6 mm from the widths W11 and W12 of the upper and lower portions of the magnet 820 as shown in Fig. 10 and Table 1, The thrust generated by the interaction between the magnet 820 and the coil 860 has a minimum thrust of about 29.5 N and a maximum thrust of about 37 N and a thrust deviation of about 7.5 N is generated do.

The greater the degree of decrease in the width of the magnet 820, the smaller the difference between the maximum thrust and the minimum thrust becomes. It can also be seen that the maximum thrust generated by the interaction between the magnet 820 and the coil 860 and the minimum thrust are reduced as the width W13 of the intermediate region of the magnet 820 is greatly reduced. Therefore, as the width W13 of the intermediate region of the magnet 820 becomes smaller than the widths W11 and W12 of the both end faces of the magnet 820, A more uniform thrust is generated so as to feel a feeling.

Magnet
Reduction width Length of width reduction area at least
thrust maximum
thrust thrust
Deviation Remarks N1 ' 0mm 0mm 33N 50N 17N N2 ' 2mm 25mm 29.5 N 41N 12.5N N3 ' 4mm 25mm 26.5N 37N 9.5N N4 ' 6mm 25mm 24.5N 31.5N 7N

N2 'in FIG. 11 shows a thrust generated when the width (diameter) of the magnet 820 is reduced by about 2 mm and the length of the intermediate portion where the width is reduced is about 25 mm, and N3' in FIG. 10 shows the thrust generated when the width of the magnet 820 is reduced by about 4 mm and the length of the middle portion where the width is reduced is about 25 mm, and N4 'in FIG. 10 is the width of the magnet 820 ) Is reduced by about 6 mm, and the length of the intermediate portion where the width is decreased is about 25 mm. Of course, the width of both end faces of the magnet 820 is formed larger than 6 mm and formed identically.

The width W13 of the intermediate region of the magnet 820 is reduced by about 2 mm from the widths W11 and W12 of the upper and lower portions of the magnet 820 as shown in Figs. 11 and 2, When the length of the intermediate portion is about 25 mm, the thrust generated by the interaction between the magnet 820 and the coil 860 has a minimum thrust of about 29.5 N and a maximum thrust of about 41 N, resulting in a thrust deviation of about 12.5 N .

The width W13 of the intermediate region of the magnet 820 is reduced by about 4 mm from the widths W11 and W12 of the upper and lower portions of the magnet 820 as shown in Figs. 11 and 2, When the length of the intermediate portion is about 25 mm, the thrust generated by the interaction between the magnet 820 and the coil 860 has a minimum thrust of about 26.5 N and a maximum thrust of about 37 N, resulting in a thrust deviation of about 9.5 N .

The width W13 of the middle region of the magnet 820 is reduced by about 6 mm from the widths W11 and W12 of the upper and lower portions of the magnet 820 as shown in Figs. 11 and 2, When the length of the intermediate portion is about 20 mm, the thrust generated by the interaction between the magnet 820 and the coil 860 has a minimum thrust of about 24.5 N and a maximum thrust of about 31.5 N, resulting in a thrust deviation of about 7N .

The thrust generated by the interaction between the magnet 820 and the coil 860 is such that the larger the degree of reduction of the width of the magnet 820 is, the greater the difference between the maximum thrust and the minimum thrust The difference is reduced. It can also be seen that the maximum thrust generated by the interaction between the magnet 820 and the coil 860 and the minimum thrust are reduced as the width W13 of the intermediate region of the magnet 820 is greatly reduced.

In addition, it can be seen that the larger the length of the intermediate portion where the width of the magnet 820 is reduced, the smaller the maximum thrust and the minimum thrust. Accordingly, it can be seen that the larger the length of the area where the width of the magnet 820 is reduced, the smaller the magnitude of the overall thrust.

The magnet 820 having the width of the magnet 820 and the width of at least a part of the area between the both ends being smaller than the width of the both ends has a larger width than the magnet 820 having the constant width of the magnet 820, The thrust generated by the action may be more uniformly formed but may not be formed almost uniformly. Therefore, the current value applied to the coil 860 may be controlled to control the thrust formed by the interaction between the magnet 820 and the coil 860 to be formed substantially uniformly.

In other words, the magnet 820 appears to have a U-shaped groove formed on the circumferential surface thereof along the periphery of the magnet 820 inward. Accordingly, as shown in FIG. 9, the magnet 820 has a substantially rectangular section in the direction perpendicular to the width (diameter). The magnet 820 is formed symmetrically with respect to the motor shaft 840 passing through the center of the magnet 820.

12 is a longitudinal sectional view showing a linear drive motor of a vehicular transmission according to another embodiment of the present invention.

As shown in Fig. 12, in the vehicular transmission according to another embodiment of the present invention, substantially the same components as those described in Figs. 1 to 10 are denoted by the same reference numerals, and substantially the same configuration The duplicate content will be omitted.

The rear parts 821, 835 and 855 are provided with a magnet 821 having a width at least a part of which is smaller than the width of both end surfaces between the both ends of the yoke 855 and the yoke 855, (855).

Further, the coil 865, which linearly moves by interaction with the magnet 821, is mounted in the head part 815. Therefore, the knob 10 is linearly moved by the coil 865 mounted in the head part 815 movably provided to the rear parts 821, 835 and 855 to move the lever 40 (see FIG. 4) Or provides a reaction force to the force for operating the knob 10.

The widths W21, W22 and W23 of the magnet 822 of the linear drive motor are kept constant from the both end faces toward the middle region of the magnet 822 and kept constant at the width W23 of the middle region of the magnet 822 do. For example, the diameter of the cylindrical magnet 822 is kept constant from both ends of the magnet 822 toward the middle area, and is kept constant with the width of the middle area.

The width W21 of the upper side portion 821a of the magnet 821 and the width W22 of the lower side portion 821b of the magnet 821 are kept constant toward the intermediate region as shown in Fig. The width W21 of the upper side portion 821a of the magnet 821 and the width W22 of the lower side portion 821b of the magnet 821 are formed to be the same. The width W23 of the intermediate portion 821c connecting the upper portion 821a and the lower portion 821b of the magnet 821 is smaller than the width of the upper portion 821a and the lower portion 821b. Further, the width W23 of the intermediate portion 821c of the magnet is kept constant. The upper portion 821a and the intermediate portion 821c of the magnet 821 form a step and the lower portion 821b and the intermediate portion 821c of the magnet 821 form a step.

Therefore, the magnet 821 is common to the magnet 822 according to the above-described embodiment of the present invention in that the width of a region between both ends is formed smaller than the width of both end faces.

The shape of the magnet 821 can be expressed differently, and the magnet 821 appears to be formed with a substantially U-shaped pattern on its inner circumferential surface along the periphery of the magnet 821. Accordingly, as shown in Fig. 11, the magnet 821 has a substantially I-shaped section in the direction perpendicular to the width (diameter). The magnet 821 is formed symmetrically with respect to the motor shaft 845 passing through the center of the magnet 821.

13 and 14 are views showing the shape of a magnet of a vehicular transmission according to another embodiment of the present invention.

As shown in Fig. 13, the diameter of the magnet decreases in the form of a parabolic curve in which the decreasing rate of the diameter decreases from both end faces of the magnet 822 to the middle area.

In other words, the width W31 of the upper end portion 822a of the magnet 822 and the width W32 of the lower end portion 822b of the magnet 822 decrease in a curved shape toward the middle region. But may be reduced in a straight line from the both end faces of the magnet toward the middle area in certain embodiments.

The widths W31 and W32 of the upper end portion 822a and the lower end portion 822b of the magnet 822 are formed to be larger than the width W33 of the intermediate region 821c.

Therefore, the magnet is common to the magnet according to the embodiment of the present invention described above in that the width of a region between both ends is formed smaller than the width of both end faces.

When the shape of the magnet is expressed differently, the circumferential surface of the magnet appears to be formed concavely inward. Accordingly, as shown in Fig. 13, the magnet is formed in a substantially rectangular cross-section in the direction perpendicular to the width (diameter). The magnet is formed symmetrically with respect to a motor shaft (not shown) passing through the center of the magnet.

14, the width of the magnet 823 of the linear drive motor decreases linearly from the both end faces toward the middle area of the magnet 823, and is kept constant as the width of the middle area of the magnet 823 . However, in some embodiments, the width of the magnet 823 of the linear drive motor decreases in a curved shape from both end faces toward the middle area of the magnet 823, and is kept constant as the width of the middle area of the magnet.

For example, the diameter of the cylindrical magnet 823 is reduced at a constant reduction rate from both end faces of the magnet 823 toward the middle region, and is kept constant at the width of the middle region of the magnet.

The width W41 of the upper end portion 823a of the magnet 823 and the width W42 of the lower end portion 823b of the magnet 823 decrease linearly toward the intermediate region. But may be reduced in a curved shape from both end faces of the magnet toward the middle area in certain embodiments.

The width of the magnet 823 which is decreasing toward the intermediate region is kept constant with the width W43 of the middle portion 823c of the magnet 823.

Therefore, the magnet 823 is common to the magnet 823 according to the above-described embodiment of the present invention in that the width of a region between both ends is formed smaller than the width of both end faces.

The shape of the magnet 823 can be expressed differently, and the magnet 823 appears to be formed in a circumferential surface of the magnet 823 with a substantially U-shaped section on the inner side. Accordingly, as shown in Fig. 14, the magnet 823 has a substantially I-shaped cross section in the direction perpendicular to the width (diameter). The magnet 823 is formed symmetrically with respect to a motor shaft (not shown) passing through the center of the magnet 823.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but, on the contrary, It should be understood that various modifications may be made by those skilled in the art without departing from the spirit and scope of the present invention.

1: vehicle transmission 10: knob
21: upper housing 22: first side housing
22a: connector 23: second side housing
24: motor housing 25: front cover
30: lever 41: knob coupling portion
42: turning part 43: extension part
50: elastic member 51: first elastic member
52: first elastic supporting portion 53: second elastic supporting portion
54: first fixing portion 55: second fixing portion
60: link rotating shaft 61: rotating shaft head
62: Axial body 63: Nut coupling end
64: nut 70: link member
71: Flange 72:
80: Linear driving motor 421: Lever rotating shaft
431: first installation stage 432: second installation stage
433: Through hole 810, 815: Head part
811: side wall 812: cover
820: Magnet 830: York
840: motor shaft 850: bobbin
851: Base plate 852: Coil cylinder
860: Coils S1, S2, S3, S4, S5, S6: Screw

Claims (11)

A vehicular transmission including a knob operated by a driver, a lever moving in conjunction with an operation of the knob, and a linear drive motor connected to the lever,
The linear drive motor includes:
A rear part including a coil;
A magnet which is formed such that a width of at least a partial region between both end faces is smaller than a width of both end faces and linearly moves by interaction with the coil; And
And a head part movably installed with respect to the rear part and linearly moved by the magnet to move the knob through the lever or to provide a reaction force to a force for operating the knob. A vehicular transmission including a knob operated by a driver, a lever moving in conjunction with an operation of the knob, and a linear drive motor connected to the lever,
The linear drive motor includes:
A rear part including a magnet having a width at least a part of which is smaller than a width of both end faces;
A coil linearly moving by interaction with the magnet; And
And a head part movably installed with respect to the rear part and linearly moved by the coil to move the knob through the lever or to provide a reaction force to a force for operating the knob. 3. The method according to claim 1 or 2,
Wherein the width of the magnet is constantly maintained from both end faces of the magnet toward the intermediate region of the magnet, and decreases in a linear or curved shape. The method of claim 3,
Wherein a difference between a maximum thrust and a minimum thrust is reduced as the degree of reduction of the width of the magnet increases as the thrust generated by the interaction between the magnet and the coil increases. 3. The method according to claim 1 or 2,
Wherein the width of the magnet is constantly maintained from both end faces of the magnet toward the intermediate region of the magnet and is kept constant at the width of the intermediate region. 3. The method according to claim 1 or 2,
Wherein the width of the magnet decreases in a straight line or curved shape from both end faces of the magnet toward an intermediate region of the magnet. 3. The method according to claim 1 or 2,
Wherein widths of both end faces of the magnet are the same. 3. The method according to claim 1 or 2,
Wherein the magnet is formed in an I-shaped or rectangular shape in cross section perpendicular to the width. 3. The method according to claim 1 or 2,
The linear drive motor includes:
And a motor shaft coupled to the rear part and guiding the movement of the magnet through a center portion of the magnet. 3. The method according to claim 1 or 2,
The coil surrounding at least a part of the outside of the magnet,
And the head part surrounds at least a part of the outer side of the coil. 3. The method according to claim 1 or 2,
Wherein the lever further comprises a turning part supported rotatably and an extension part extending from the turning part to the other side,
Further comprising a link member, one end of which is coupled to the extension portion so as to be rotatable relative to the other end portion, and the other end portion of which is engaged with the head portion to move integrally with the head portion and to rotate the lever about the rotation portion. .

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