KR20190081979A - Controlling apparatus of automotive transmission - Google Patents

Abstract

The present invention relates to a transmission control apparatus for a vehicle capable of returning a shift stage to an initial stage in an emergency situation. According to the present invention, the transmission control apparatus for a vehicle comprises: a housing; a main shaft disposed in the housing; a main driving unit axially coupled to the main shaft and generating first driving force rotating on the axis of the main shaft as a first rotational axis in accordance with a signal for controlling a shift stage of a transmission; a return assembly generating second driving force in accordance with a return condition; a deceleration unit transmitting the first driving force generated from the main driving unit or the second driving force generated from the return assembly; and an output unit transmitting the first or second driving force transmitted from the deceleration unit to the transmission. The deceleration unit comprises a first gear unit rotated in accordance with operation of the main driving unit or the return assembly in an initial state and abnormal operation state while rotation is restricted by the return assembly in a normal operation state, and a second gear unit disposed to be engaged with the inner circumferential surface of the first gear unit and the output unit and rotating on a second rotational axis eccentric from the first rotational axis. Moreover, the transmission control apparatus for a vehicle can be implemented in accordance with various embodiments.

Description

[0001] The present invention relates to a control apparatus for automotive transmission,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to a transmission control device for a vehicle, and more particularly, to a transmission control device for a vehicle, for example, capable of returning a transmission control device according to an abnormal condition of a vehicle to an initial state.

Generally, the transmission can be controlled so as to vary the gear ratios in order to keep the rotation RPM of the engine constant according to the vehicle speed. Inside the vehicle, a shift lever is provided to allow the driver to change the gear ratio of the transmission.

The shift mode of the transmission includes a manual shift mode in which the driver can manually change the shift position and an automatic shift mode in which the shift position is automatically changed according to the vehicle speed when the driver selects the shift position (D).

In addition, a sports mode capable of performing both the manual shift mode and the automatic shift mode is used, and the sport mode basically performs the automatic shift mode while the driver performs the manual shift mode by raising or lowering the number of gears. The automatic transmission mode generally includes a P stage used for a parking duty of the vehicle, 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.

In recent years, a shift bi-wire (Shift By) which transmits an operation signal according to a shift lever manipulation of a driver through an electronic shift lever instead of a mechanical shift lever connected with a transmission through a mechanical cable, Wire system is being used.

The shift bi-wire system transmits the operation signal corresponding to the operation of the shift lever of the driver from the electronic shift lever to the transmission control device including the actuator or the like without transmitting the operation force of the driver's shift lever to the transmission through the mechanical connection structure, Control system. When the electronic shift lever is used, the movement of the lever is sensed through the sensor, and a signal corresponding to the selected gear range is transmitted to the TCU (Transmission Control Unit). The TCU changes the speed change stage by transmitting a control signal to the transmission control device for controlling the speed change stage of the automatic transmission. The transmission control unit is also referred to as TRCM (Transmission Range Control Module).

Unlike the mechanical shift lever, the shift bi-wire system does not have a mechanical cable connection structure. The shift bi-wire system transmits the operation of the shift lever of the driver as an electrical signal. Therefore, unlike the mechanical shift lever, the lever operation force and operation feeling are excellent. The space required is small and the operation is easy.

The shift bi-wire system has a function of returning the transmission end to the initial stage so that, when the driver finishes the operation of the vehicle and turns off the vehicle, .

However, in the emergency situation, such as when the starting of the vehicle is abnormally turned off or the battery is discharged, the speed change stage is not restored to the initial stage and the possibility of a vehicle accident becomes high. Therefore, .

Registered Patent Publication No. 10-0726542 (2007.11.11)

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicular transmission control device capable of returning a transmission to an initial stage in accordance with a state of occurrence of an abnormal state of a vehicle in a vehicular transmission control device.

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

An automotive transmission control device according to an embodiment of the present invention includes a housing; A main shaft provided in the housing; A main driving unit that is coupled to the main shaft and generates a first driving force that is rotated with the shaft of the main shaft as a first rotation axis according to a signal for controlling a speed change stage of the transmission; A return assembly for generating a second driving force in accordance with a returning condition; A deceleration unit transmitting the first driving force generated from the main driving unit or the second driving force generated from the returning assembly to an output unit; And an output unit for transmitting the first driving force or the second driving force transmitted from the deceleration unit to the transmission,

Wherein the deceleration unit includes a first gear unit that is restricted in rotation by the return assembly in a normal driving state and rotates in accordance with driving of the main driving unit or the returning assembly in an initial state and an abnormal driving state; And a second gear unit that is arranged to mesh with the inner peripheral surface of the first gear unit and the output unit and rotates about a second rotation shaft eccentric to the first rotation shaft.

Wherein the return assembly includes: a locking unit for restricting the rotation of the first gear unit in the normal drive state and releasing the first gear unit in the abnormal drive state; And a drive unit for providing a force to be rotationally moved to the first gear unit according to whether or not the locking unit is released from the engagement.

Wherein the locking unit comprises: an actuator for providing the second driving force in accordance with an abnormal driving; A latching body which is locked or unlocked with the first gear unit according to the driving of the actuator; And a rotation cam provided at one end of the actuator and transmitting the driving of the actuator to the engagement body.

The locking unit may further include an elastic member for returning the engaging body to the engaging position when the engaging body is moved in the first direction along the first gear unit.

The rotation axis of the rotation cam may be located at a position different from the center of the rotation cam.

Wherein the rotation cam includes a pressing surface which is located at a portion having a relatively long radius around the driving shaft and which is engaged with the engaging body and is engaged with the engaging body in the normal driving state; And a press releasing surface which is positioned at a relatively short radius around the driving shaft and which is rotated according to the abnormal driving state to release the engagement with the engaging body.

The drive unit includes: at least one elastic portion provided in the hollow of the first gear unit along the periphery of the main shaft; And at least one pressing pin provided on the first gear unit and adapted to press the elastic portion in engagement with the elastic portion or to receive the returning force of the elastic portion to rotate the first gear unit.

Wherein the resilient portion is formed in the hollow of the first gear unit and has a through-hole through which the push pin penetrates; A movable housing disposed inside the housing housing and slidably moved in the housing housing in engagement with the push pin; And an elastic body which is seated between the housing housing and the moving housing and which is pressed by the pressing pin or provides a restoring force to the pressing pin.

Wherein the pressing pin is provided in a non-pressing position of the elastic body in an initial state and the abnormal driving state, and the elastic body is tensioned by a returning force of the elastic portion, and in the normal driving state, And the elastic body may be provided so as to be pressed against the pressing pin.

The other end of the actuator may be provided with a holding unit for restricting rotation of the rotor of the main driving unit in the abnormal driving state.

Wherein the holding unit comprises: a driving cam provided at the other end of the actuator and rotated according to the driving of the actuator, the driving cam having a radius different from that of the driving shaft; A holding bar which is moved in a direction of a rotor of the main driving unit in accordance with rotation of the driving cam; An elastic spring for providing a returning force to the holding bar in accordance with the movement of the holding bar; And a circumferential surface of the rotor of the main drive unit, the rotation of the rotor being restricted by the holding bar.

Wherein the driving cam forms a first moving surface having a conical shape and a circular second moving surface around the driving shaft, and when the driving cam is slidably engaged with the head portion of the holding bar about the driving shaft, When the head moves along the moving surface, the holding bar can be moved toward or away from the seating groove.

The first gear unit may include a first gear body having the rotation restricted or rotated by the return assembly; An engaging part provided on the first gear body and coupled to or released from the return assembly according to a returning condition; And a first internal gear formed with gear teeth along the inner circumferential surface of the first gear body.

The latching portion may be formed in a driving region of the return assembly, and may be formed in a ratchet shape along an outer peripheral surface of the first gear body.

The latching portion may be formed with a first position in which the locking unit is disposed in the initial state and in the abnormal driving state and a second position in which the locking unit is disposed in the normal driving state.

Wherein the locking unit has a first driving mode in which the locking unit is moved and fixed from the first position to the second position for the steady-state driving, and in the abnormal driving state, the locking unit moves from the second position to the first position And may have a second drive mode to be moved.

In the first drive mode, the first gear unit rotates in the first direction about the axis of the main shaft in accordance with the driving of the main drive unit, and the engagement body is moved in the first position, The pressing pin presses the elastic body, and in the second position, the engaging body is locked to the engaging portion so that the first gear unit can be fixed to the housing.

In the second drive mode, when the actuator is driven, the locking portion is released from the engagement body, and the elastic body provides a restoring force to the pressing pin, so that the first gear unit is moved in the second direction, The first gear unit may be rotated in the second direction about the axis of the main shaft, and the engaging body may be returned to the first position of the engaging portion.

The second gear unit is mounted on an inner circumferential surface of the first gear body and has a smaller diameter than an inner circumferential surface of the first gear body and is coupled to a rotary coupling member having a second rotary shaft of the driving unit, A second gear body rotatable about a center; And a first external gear which is formed on an outer circumferential surface of the second gear body and rotates while being engaged with the first internal gear according to the rotation. The details of other embodiments are included in the detailed description and drawings.

According to the vehicular transmission control apparatus of the present invention, one or more of the following effects can be obtained.

It is possible to prevent the occurrence of a vehicle accident because the gear stage of the transmission can be returned to the initial stage in an emergency such as abnormal start-up of the vehicle or discharging of the battery.

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 schematic diagram showing a control device for a vehicle transmission according to an embodiment of the present invention.
2 is a perspective view schematically showing a control device for a vehicle transmission according to an embodiment of the present invention.
3 is an inner coupled perspective view illustrating the inner engagement of the vehicular transmission control apparatus according to the embodiment of the present invention.
4 is a plan view showing the internal engagement of the vehicular transmission control device according to an embodiment of the present invention.
5 is a schematic exploded perspective view of a vehicle transmission control apparatus according to an embodiment of the present invention.
6 is an exploded perspective view illustrating a deceleration unit in the vehicular transmission control apparatus according to an embodiment of the present invention.
FIG. 7 is a schematic perspective view illustrating a coupling state of a return assembly in a vehicular transmission control apparatus according to an embodiment of the present invention. FIG.
8 is a view showing a coupling state of a locking unit in a return assembly in a vehicular transmission control apparatus according to an embodiment of the present invention.
9 is an enlarged view of a coupling state of a locking unit in a return assembly in a vehicular transmission control device according to an embodiment of the present invention.
FIG. 10 is an enlarged perspective view illustrating a coupling state of a locking unit in a return assembly in an automotive transmission control apparatus according to an embodiment of the present invention. FIG.
11 is a partial view showing a coupling state of a locking unit in an initial state and a normal driving state in a vehicular transmission control apparatus according to an embodiment of the present invention.
12 is a partial view showing a driving state of a locking unit in an abnormal driving state in a vehicle transmission control apparatus according to an embodiment of the present invention.
FIG. 13 is a view showing a combined state of a return assembly in an initial state, a normal normal driving state, and an abnormal driving state in a vehicular transmission control apparatus according to an embodiment of the present invention.
FIG. 14 is a schematic perspective view showing a combined state of a holding unit in a vehicular transmission control device according to an embodiment of the present invention; FIG.
15 is a partially enlarged perspective view enlarging the engagement state of the holding unit in the vehicular transmission control device according to the embodiment of the present invention.
16 is a plan view showing a state of engagement of a holding unit in a vehicular transmission control device according to an embodiment of the present invention.
17 is an enlarged plan view showing a state of engagement of the holding unit in the vehicular transmission control device according to the embodiment of the present invention.
18 is a view showing a state of engagement of a holding unit in a normal driving state in a vehicle transmission control apparatus according to an embodiment of the present invention.
19 is a view showing a state of engagement of a holding unit in an abnormal driving state in a vehicular transmission control apparatus according to an 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 become apparent with reference to the embodiments described in detail below with reference to 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.

Thus, in some embodiments, well known process steps, well-known structures, and well-known techniques are not specifically described to avoid an undue interpretation of the present invention.

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. It is to be understood that the terms comprise and / or comprise are used in a generic sense to refer to the presence or addition of one or more other elements, steps, operations and / or elements other than the stated elements, steps, operations and / It is used not to exclude. And "and / or" include each and any combination of one or more of the mentioned items.

Further, the embodiments described herein will be described with reference to cross-sectional views and / or schematic drawings that are ideal illustrations of the present invention. Thus, the shape of the illustrations may be modified by manufacturing techniques and / or tolerances. Accordingly, the embodiments of the present invention are not limited to the specific forms shown, but also include changes in the shapes that are generated according to the manufacturing process. In addition, in the drawings of the present invention, each component may be somewhat enlarged or reduced in view of convenience of explanation. Like reference numerals refer to like elements throughout the specification.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to the drawings for explaining a vehicle transmission control apparatus and method according to embodiments of the present invention.

1 is a schematic diagram showing a control device for a vehicle transmission according to an embodiment of the present invention.

1, the vehicular transmission control device 1 of the present invention receives an operation signal of the shift lever 2 in a shift-by-wire system so as to switch the speed change stage of the transmission 3, It is possible to return the transmission 3 to the initial stage.

2 and 3), and the transmission 3 is connected to the transmission 3 by being exposed to the outside of the housing. The transmission control device 1 for a vehicle is arranged to be accommodated in a housing The speed change stage can be switched in accordance with the rotation of the output portion of the engine 1.

The vehicular transmission control device 1 can operate in accordance with a power source provided from a vehicle and can be used in an emergency situation such as a case where the battery of the vehicle is discharged or the starting of the vehicle is abnormally turned off, Such as an auxiliary battery or the like,

In the embodiment of the present invention, the shift lever of the dial operation system is described as an example of the shift lever 2, but the present invention is not limited thereto. The shift lever 2 may be a dial operation system, Can be used.

In the embodiment of the present invention, when the speed change stage selectable by the shift lever 2 includes the main cut-off P, the post-diagnosis R, the neutral stage N and at least one running stage D Specifically, examples that include the main interruption (P), the post-diagnosis (R), the neutral stage (N), the driving stage and the bottom stage can be exemplified. However, the speed change stage is not limited to this, and may be variously changed depending on the vehicle, the driver's needs, and the like. For example, various gear positions may be provided depending on the stow position in which the shift lever is seated and stored in the storage position, the manual shift mode according to the sports mode, and the like.

2 is a perspective view schematically showing a vehicle transmission control device 1 according to an embodiment of the present invention. 3 is an inner coupled perspective view showing the internal engagement of the vehicular transmission control device 1 according to the embodiment of the present invention. 4 is a plan view showing internal coupling of the vehicular transmission control device 1 according to an embodiment of the present invention. 5 is a schematic exploded perspective view of a vehicular transmission control device 1 according to an embodiment of the present invention.

2 to 5, a vehicular transmission control system 1 according to an embodiment of the present invention includes a housing 10, a main shaft 100, a main drive unit 200, a return assembly 700, (300) and an output unit (400). The main shaft 100, the main drive unit 200, the return assembly 700, the deceleration unit 300, and the output unit 400 according to the embodiment may be provided in the housing 10 . The main driving unit 200 is coupled to the main shaft 100 and may generate a second driving force according to a signal for controlling the speed change stage of the transmission. The return assembly 700 is provided in the housing 10 separately from the main drive unit 200 and may generate a second drive force according to the return condition to return to the initial stage, have. The deceleration unit 300 may receive the rotation of the main driving unit 200 and may perform a function of decelerating the transmitted rotation force. The deceleration unit 300 may be provided to rotate by receiving the first driving force generated from the main driving unit 200 or the second driving force generated from the return assembly 700. In an embodiment, The output unit 400 may be connected to the transmission to transmit the first driving force or the second driving force transmitted from the deceleration unit 300 to the transmission.

The vehicle transmission control apparatus 1 according to an embodiment of the present invention may have a difference in driving to rotate the output unit 400 in the normal driving state and the abnormal driving state.

For example, although specific constructions will be described later, the vehicular transmission control device 1 according to an embodiment of the present invention is configured such that when the main drive unit 200 is rotated on the axis ax1 in a normal drive state, The rotor 220 of the main driving unit 200 is rotated by the stator 210. The first gear unit 310 of the deceleration unit 300 is rotated while the second gear unit 320 of the deceleration unit 300 is rotated in accordance with the rotation of the rotor 220, The driving unit 400 can be rotated.

Otherwise, the main driving unit is not driven in the abnormal driving state according to an embodiment of the present invention, and the rotor 220 of the main driving unit 100 may be fixed by the returning assembly 700. The first gear unit 310 of the deceleration unit 300 is rotated by the return assembly 700 and the second gear unit 320 rotates in accordance with the rotation of the first gear unit 310, Thereby driving the output unit 400 to rotate. The above-described specific operations can be specifically described while explaining respective configurations.

First, the housing 10 according to an embodiment includes an accommodation space (not shown) for mounting the main shaft 100, the main drive unit 200, the deceleration unit 300, the output unit 400, and the return assembly 700 11a and 11b and a cover 12 covering the main body 11. As shown in FIG. The housing 10 is arranged so as not to be separated from the position of each of the above-described configurations, and the fixing period is configured. Further, the vehicular transmission control device 1 may be arranged such that the cover 12 faces the lower end. However, the mounting position of the vehicular transmission control device 1 may be variously changed or modified through the relation with the space or other structures to be disposed.

The accommodation spaces 11a and 11b provided in the main body 11 are formed such that the main drive unit 200, the deceleration unit 300, and the output unit 400 are disposed on the axis ax1 of the main shaft 100, And a second accommodation space 11b in which a part of the configuration of the return assembly 700 is mounted to one side of the first accommodation space 11a.

The main shaft 100 according to the embodiment may be mounted on the housing 10, specifically, the central portion of the receiving space 11a of the main body 11. [ The main drive unit 200, the deceleration unit 300, and the output unit 400 may be sequentially and coaxially coupled to the main shaft 100. The main drive unit 200, the deceleration unit 300 and the output unit 400 may be sequentially mounted on the main shaft 100 and mounted in the direction of the axis ax1 of the main shaft 100. [ For example, the main drive unit 200 may be coaxially coupled to the main shaft 100 and rotate with the axis ax1 of the main shaft 100 as a rotation axis.

The main driver 200 according to an embodiment may be driven to receive a control signal from the TCU to control the speed change stage of the transmission. In the present invention, the main driver 200 may include a motor that receives a signal and applies a physical force to the mechanical device.

And a rotation coupling member 222 having an eccentric axis ax2 spaced from the axis ax1 while being connected to the main shaft 100 on an axis ax1. Specifically, the main driving unit 200 may include a stator 210 and a rotor 220.

The stator 210 may include a stator core 211 and a plurality of coils 212. The stator core 211 has a hollow cylindrical shape and is fixed to the housing 10. The stator core 211 may have inner protrusions 211a. The inner protrusions 211a protrude in the direction of the main shaft 100 along the inner circumference of the stator core 211, and a plurality of coils 212 described later may be mounted. The coils 212 are formed to rotate in a direction corresponding to the magnet 223 of the rotor 220 by exciting the coils 212 with currents different from each other by forming three phases with reference to 120 degrees .

The rotor 220 according to one embodiment includes a space formed by the coils 212 disposed along the inner side of the stator 210, for example, the inner circumference of the stator core 211 Quot;) "). The rotor 220 may be coaxially coupled to an axis a1 of the main shaft 100 and may be rotatable about the main shaft 100 with a rotation axis ax1.

The rotor 220 according to one embodiment includes a cylindrical rotor body 221 having a hollow portion (hereinafter, referred to as a 'storage space 224' in which a deceleration portion 300 to be described later is seated) A rotational engagement member 222 may be formed.

The rotor body 221 is mounted in the rotation space 213 and may be provided to rotate about an axis ax1 of the main shaft 100. [ A magnet 223 may be mounted on the outer surface of the rotor 220, specifically around the outer surface of the rotor body 221 to correspond to the coil 212. A seating groove 735 may be formed on the circumferential surface of the rotor body 221 so that a holding bar 732 of the holding unit 730 may be hung to limit rotation of the rotor 220 . The second gear unit 320 is rotated in the first gear unit 310 to which the second gear unit 320 is fixed through the rotational force of the rotor 220 to rotate the output unit 400 in the normal driving state, However, in the abnormal driving state, the rotor 220 is fixed to the holding bar 732 of the holding unit 730 so as not to rotate, and the deceleration unit (not shown) fixed in the normal driving state The second gear unit 320 may be rotated through the rotation of the first gear unit 310 of the first gear unit 300 to be transmitted to the output unit 400.

The rotation coupling member 222 is coaxially coupled to the main shaft 100 to rotate the rotor 220 about the axis ax1 of the main shaft 100, The deceleration unit 300 coupled to the main shaft 100 may be eccentrically and coaxially coupled to the center of the main shaft 100 (corresponding to the rotation axis ax1 of the main drive unit 200).

The rotation coupling member 222 may include a rotation coupling hole 222a and an eccentric rotation protrusion 222b.

The rotation coupling hole 222a is a rotation axis ax1 of the rotor 220. The rotation coupling hole 222a is coupled to the main shaft 100 to rotate the main shaft 100 with the rotation axis ax1, .

The eccentric rotation protrusion 222b is coupled to the second gear unit 320 of the reduction gear unit 300 outwardly while forming the rotation coupling hole 222a inwardly so that the second gear unit 320 is engaged with the main shaft is the axis of the rotation axis (ax2) in the eccentric (ax1) may form. the eccentric center (ax2) of the rotating projection (222b) is located in a predetermined spaced-apart from the center (ax1) of the main shaft 100 (the eccentric As shown in FIG. That is, the eccentric rotation protrusion 222b may be formed with a portion d2 having the shortest distance from the outer circumference of the main shaft 100 and a portion d2 having the longest distance. When the rotor 220 rotates with the main shaft 100 as the rotation axis ax1, the rotor body 221 rotates in the rotation direction of the rotation shaft ax1 of the main shaft 100, And the like). That is, the magnet 223 formed on the outer circumferential surface of the rotor body 221 can be rotated about the rotation axis ax1 of the rotation coupling hole 222a (the main shaft 100). The eccentric rotational axis a2 of the rotational joint member 222 and specifically the eccentric rotational bore 222b forms a circle at a distance spaced about the main shaft 100 from the main shaft 100, Eccentricity can be rotated. Therefore, the inner gear of the deceleration unit 300, which will be described later, can rotate about the eccentric rotation axis ax2 (which is the same as the central axis ax2 of the rotation coupling member 222) (on the rotation axis).

Between the outer periphery of the rotary coupling member 222 and the inner periphery of the rotor 220, specifically between the outer periphery of the eccentric rotation projection 222b and the inner side of the rotor body 221, 300 may be formed on the upper surface of the housing space 224. A support member 225 for supporting the deceleration unit 300 may be formed along the circumference of the accommodating space 224 in the accommodating space 224. The support member 225 may have a stepped shape on the eccentric rotation protrusion 222b and may be connected in a bridge shape between the eccentric rotation protrusion 222b and the rotor body 221. In this case, Can be explained as an example. However, the shape of the support member 225 is not limited to the above-described shape, and any change or modification can be made as long as the structure allows the deceleration unit 300 to be seated and supported.

A position sensing unit 500 may be provided between the main driving unit 200 and the housing 10 to sense the rotation of the main driving unit 200. The position sensing unit 500 according to an embodiment may include a hall sensor. The position sensing unit 500 according to an embodiment of the present invention is provided with a Hall sensor. However, the present invention is not limited to this, and it is possible to detect the position of the rotor 220, Any configuration can be changed or modified.

6 is an exploded perspective view showing a deceleration portion in the vehicular transmission control device 1 according to the embodiment of the present invention.

6, the deceleration unit 300 according to an embodiment of the present invention is inserted into the rotation coupling member 222 and rotates about the axis ax1 and the eccentric axis ax2, And may perform a function of decelerating the rotational force by receiving the rotation of the main driving unit 200. [ The output unit 400 is coupled to the deceleration unit 300 with a clearance, and is capable of receiving and outputting the rotational force of the deceleration unit 300.

The deceleration unit 300 and the output unit 400 may be coupled to the main shaft 100 and mounted in the same axial direction as the axial direction of the main shaft 100. The second gear unit 320 of the deceleration unit 300 may be eccentrically coupled to an axis ax1 of the main shaft 100 as the second gear unit 320 is coupled through the main drive unit 200. [ The second gear unit 320 of the deceleration unit 300 is rotated in the direction of the axis of rotation of the main shaft 100 by the rotation of the main shaft 200, It is possible to perform the rotation about the eccentric rotational axis ax2 (see FIG. 18) eccentric from the rotational axis ax1 (central axis) of the main shaft 100. [

The deceleration unit 300 according to an embodiment may include a first gear unit 310 and a second gear unit 320. The output unit 400 inserted in the deceleration unit 300 may receive and output the decelerated rotational force of the deceleration unit 300. The first gear unit 310, the second gear unit 320 and the output unit 400 may have a structure in which they are sequentially stacked in the direction of the axis ax1 of the main shaft 100. [ The first gear unit 310 is seated in the housing space 10 of the main drive unit 200 while the second gear unit 320 is seated in the housing space 224 of the main drive unit 200, And the output unit 400 may be seated on the upper side of the second gear unit 320.

The outer peripheral portion 310a of the first gear unit 310 may be disposed around the housing 10. In addition, the first gear unit 310 may be fixed to the housing 10 in a steady driving state by being engaged with the return assembly 700 to be described later. The first gear unit 310 rotates about the axis ax1 of the main shaft 100 according to the driving of the main drive unit 200 or the return assembly 700 in an abnormal driving state, And can be seated in the housing 10. The first gear unit 310 may include a first gear body 311, an engagement portion 315, and an internal gear 312.

The first gear body 311 may be disposed along the circumferential surface of the housing 10. The first gear body 311 may be fixed or rotated to the housing 10 by the return assembly 700 or by driving the main driving unit 200.

The latching part 315 is provided in the first gear body 311 and can be coupled to or released from the return assembly 700 according to the returning condition. The engaging portion 315 may be formed in a ratchet shape along the outer circumferential surface of the first gear body 311 to a predetermined area, for example, a quarter of the outer circumferential surface of the first gear body 311. The latching part 315 may be formed in the driving area of the return assembly 700. As the engaging portion 315 has a ratchet shape along the outer circumferential surface of the first gear body 311, the engaging body 712 of the locking unit 710 described later moves in the second direction (Hereinafter referred to as a "second direction"), but is restricted from moving in a direction opposite to the second direction (counterclockwise with respect to FIG. 6, hereinafter referred to as "first direction") . For example, the latching part 315 is formed to be inclined at a predetermined angle so as to be stepped at a plurality of moving faces 315a and a plurality of moving faces 315a which are slidably movable with respect to the latching part 315 And may be formed as a plurality of engagement surfaces 315b. The internal gear 312 is formed along the inner circumferential surface of the first gear body 311 and may be formed as a gear tooth. The diameter of the internal gear 312 may be larger than the diameter of the second gear unit 320. The internal gear 312 may be configured to engage with the gear teeth of the second gear unit 320 to rotate the second gear unit 320. A space 319 in which a drive unit 720 to be described later is mounted may be formed between the internal gear 312 and the outer peripheral surface of the first gear body 311. A pressing pin 721 of the driving unit 720 may protrude in the first direction between the outer peripheral surface of the first gear body 311 and the internal gear 312. The engaging portion 315 And the configuration and operation of the pressing pin 721 can be specifically described in the description of the return assembly 700. [ The second gear unit 320 may be disposed so as to be engaged with the inner peripheral surface of the first gear unit 310 and the output unit 400. The second gear unit 320 may be configured to rotate about a second rotation axis ax2 that is eccentric to the first rotation axis ax1. The second gear unit 320 is mounted on the internal gear 312 of the first gear unit 310 and specifically the first gear unit 310 while being seated in the receiving space 224, (Not shown). The second gear unit 320 may be formed as a disc-shaped gear. Specifically, the second gear unit 320 may include a second gear body 321 and an external gear 323.

The second gear body 321 may be seated on the inner circumferential surface of the first gear body 311, specifically, the internal gear 312. The second gear body 321 may be formed in a disc shape and has a diameter smaller than that of the internal gear 312 of the first gear body 311, And may be coupled to the rotation coupling member having the second rotation axis and rotated about the second rotation axis. The outer circumferential surface of the second gear body 321 can form a gear tooth of the external gear 323 engaged with and engaged with the gear teeth of the internal gear 312 of the first gear unit 310. The number of gear teeth of the internal gear 312 of the second gear unit 320 may be smaller than the number of gear teeth of the external gear 323 of the first gear unit 310. [ For example, the number of teeth of the gear teeth of the second gear unit 320 of the first gear unit 310 according to an embodiment of the present invention may be 51, and the number of gear teeth of the external gears of the second gear unit 320 The number of gear teeth in the gear teeth of the gears 323, 323 may be 50. The deceleration unit 300 may determine the reduction ratio through the gear ratio ratio between the second gear unit 320 and the first gear unit 310. [ For example, as described above, the number of gear teeth of the internal gear 312 of the first gear unit 310 is 51, and the number of gear teeth of the external gear of the second gear unit 320 is If 50 pieces are formed, the reduction ratio may be formed as '(51-50) / 50 = 1/50'.

A plurality of holes 324 may be formed at the center of the second gear body 321 along the periphery of the coupling shaft 322 and a coupling shaft 322 fitted to the coupling member 222.

The engaging shaft 322 is seated on the eccentric rotation protrusion 222b having the rotation axis ax2 eccentric to the rotation coupling member 222, specifically, the main shaft 100, (ax2). The center axis of the internal gear 312 of the first gear unit 310 is the same as the axis ax1 of the main shaft 100 while the axis of rotation ax2 of the second gear unit 320 is the eccentric rotation And may be coaxial with the central axis ax2 of the projection 222b. Accordingly, the central axis ax1 of the first gear unit 310 and the central axis ax2 of the second gear unit 320 are eccentric to each other. When the second gear unit 320 is mounted on the internal gear 312 of the first gear unit 310, the second gear unit 320 is eccentric as well as spaced from the internal gear 312, . The second gear unit 320 is rotated by the first gear unit 310 and the rotation shaft of the second gear unit 320 is rotated by the first gear unit 310, The second gear unit 320 can be rotated in the second direction and rotated in the first direction in the first gear unit 310. The rotation of the second gear unit 320 can be referred to as' The second gear unit 320 rotates about the eccentric rotation protrusion 222b in the second direction while being engaged with the gear teeth 311 formed in the internal gear 312, And the gear ratio of the first gear unit 310 is 50/51, rotation in the first direction in which the idler gear 312 revolves along the circumferential surface of the internal gear 312 can be generated. As described above, the second gear unit 320 receives the rotational force of the main driving unit 200 and transmits the rotational force of the main driving unit 200 to the output unit 400 by reducing the rotational force to 1/50. The number of gears of the second gear unit 320 and the number of gears of the first gear unit 310 of the present invention is not limited to the number described above and the ratio of the number of gear teeth of the first gear unit 310 to the rotational speed of the main drive unit 200 Any changes or modifications will be possible.

The plurality of holes 324 are formed along the circumference of the coupling shaft 322 and the output unit 400 described later may be rotatably coupled to the second gear unit 320.

The output unit 400 according to an exemplary embodiment may perform a function of receiving and outputting the rotational force of the deceleration unit 300. The output unit 400 may include a rotation plate 410 and an output shaft 420. A clearance protrusion 412 may be formed on one surface of the output unit 400 so as to engage with a plurality of holes 324 formed in the second body 321 of the second gear unit 320. The clearance protrusion 412 may be formed to have a small diameter as compared with the plurality of holes 324. [ When the second gear unit 320 is rotated, the clearance protrusion 412 rotates with a clearance in the hole 324 and the output unit 400 rotates about the axis ax 1 of the main shaft 100 ) Can be rotated with the rotating shaft coaxially. For example, when the second gear unit 320 rotates in the first direction (revolving) while rotating in the second direction (e.g., rotating) by the first gear unit 310, So that the outer wall of the inner wall 412 is pushed. So that the rotation of the second gear unit 320 in the second direction can be transmitted to the output unit 400.

The output unit 400 may include an output sensing unit 600 that senses the rotational force of the output unit 400 and senses a speed change stage. The output sensing unit 600 may be mounted on the upper end of the rotation plate 410 and may be mounted on the output shaft 420 to sense the rotation of the output shaft 420.

7 is a schematic perspective view showing the engagement state of the return assembly 700 in the vehicular transmission control device 1 according to the embodiment of the present invention. 8 is a view showing a coupling state of the locking unit 710 in the return assembly 700 in the vehicular transmission control device 1 according to the embodiment of the present invention. 9 is an enlarged view of a coupling state of the locking unit 710 in the return assembly 700 in the vehicular transmission control device 1 according to an embodiment of the present invention. 10 is an enlarged perspective view of a coupling state of the locking unit 710 of the return assembly 700 in the vehicular transmission control device 1 according to the embodiment of the present invention. 11 is a partial view showing the engagement state of the locking unit 710 in the initial state and the normal driving state in the vehicular transmission control device 1 according to the embodiment of the present invention. 12 is a partial view showing the driving state of the locking unit 710 in the abnormal driving state in the vehicular transmission control device 1 according to the embodiment of the present invention.

The return assembly 700 according to an embodiment may be mounted on the housing 10, specifically, the second accommodation space 11b of the main body 11. [ The return assembly 700 may be provided to generate a second driving force according to a return condition. The return assembly 700 may be provided so as not to interfere with the driving of the vehicular transmission control device 1 as the vehicle transmission control device 1 is in the non-driven state in the normal driving state. However, when the vehicular transmission control device 1 is in an abnormal driving state, the vehicular transmission control device 1 may be configured to drive a part of the vehicular transmission control device 1 so that the transmission can be moved to an initial stage, ) Can be performed.

The return assembly 700 may include a locking unit 710 and a driving unit 720. The locking unit 710 may limit rotation of the first gear unit 310 in the normal driving state and release the first gear unit 310 in the abnormal driving state.

The locking unit 710 may include an actuator 711, a locking body 712, a rotation cam 713, and an elastic member 714.

The actuator 711 may receive the control signal in accordance with the abnormal driving to provide the second driving force.

The engaging body 712 is provided to be locked or unlocked to the engaging portion 315 formed in the first gear unit 310, specifically, the first gear unit 310 according to the driving of the actuator 711 . The latching body 712 may be configured to be rotated by a rotation axis spaced from a rotation axis ax3 of the actuator 711. [ The latching body 712 may be formed in a shape similar to that of a right triangle. The edge of the relatively long portion of the engagement body 712 can be slid along the engagement portion 315 of the first gear unit 310 and the rotation of the first gear unit 310 It can be separated from the latching portion 315.

The rotation cam 713 may be provided at one end of the actuator 711 and may be coupled to the rotation axis ax3 of the actuator 711 so as to rotate according to the driving of the actuator 711. [ The rotation cam 713 may be provided to transmit the driving of the actuator 711 to the latching body 712. The outer circumferential surface of the rotation cam 713 may have a shape in which the radius of the outer circumferential surface of the rotation cam 713 decreases gradually with respect to the driving shaft. The outer peripheral surface of the rotation cam 713 may be rotated to engage with the outer peripheral surface of the engagement body 712 to rotate the engagement body 712. [

As described above, the outer circumferential surface of the rotation cam 713 is engaged with the outer circumferential surface of the engagement body 712, and the length thereof may be different from the axis. Accordingly, when the rotation cam 713 is rotated, the width between the rotation cam 713 and the first gear unit 310 can be changed. When the rotation cam 713 is rotated, the engagement body 712 is engaged with the first gear unit 310 by the rotation cam 713 and is restricted in movement, 310) side. The outer circumferential surface of the rotation cam 713 may be formed with a pressing surface 713a and a press releasing surface 713b.

The pressing surface 713a may be a portion of a portion having a relatively long radius with respect to the driving shaft and may be in contact with the engaging body 712 when the rotating cam 713 rotates. The pressing surface 713a is engaged with the engaging body 712 and can be engaged with the engaging body 712 in the normal driving state. And a latching groove 713c whose size is variable can be formed. The latching groove 713c is engaged with one end of the latching body 712 in accordance with the rotation of the rotation cam 713 so that the latching body 712 can be rotated.

The pressing release surface 713b is positioned at a relatively short radius around the driving shaft and can be disengaged from the engaging body 712 by rotating according to the abnormal driving state.

When the engaging body 712 is slid in the second direction along the engaging portion 315 of the first gear unit 310, specifically, the first gear unit 310, So that the latching body 712 can be returned to the latching position. For example, when the engaging body 712 is moved in the second direction as the first gear unit 310 is rotated in the first direction, the elastic member 714 moves along the moving surface 315a, . When the latching body 712 is positioned on the latching surface 315b of the latching portion 315, the elastic member 714 provides a restoring force to the latching body 712, (Not shown).

As described above, the locking unit 710 controls the rotation of the first gear unit 310 so that the output of the output unit 710 for shifting of the speed change stage in the normal driving state and the abnormal driving state of the vehicular transmission control device 1, The driving source of the rotation driving of the motor 400 may be different.

The lock unit 710 is provided at one end thereof with the above-described components such as an actuator 711, a locking unit 315 and a rotation cam 713 to control whether the first gear unit 310 is driven have. The other end of the actuator 711 may be provided with a holding unit 730 for restricting the rotation of the rotor 220 of the main driving unit 200 in the abnormal driving state. For example, in the normal driving state, the rotor 220 is provided to rotate in the stator, but in the abnormal driving state, the rotor 220 may be provided to limit rotation by the holding unit 730. The driving cam 713 and the driving cam 731 may be driven to rotate at the same time as the actuator 711 is driven.

The driving unit 720 may include an elastic portion 722 and a pressing pin 721.

The elastic portion 722 may be provided in the hollow 319 of the first gear unit 310 along the circumference of the main shaft 100. For example, the elastic portion 722 may be provided around the main shaft 100 according to an embodiment of the present invention.

The elastic portion 722 may include a receiving housing 722a, a moving housing 722b, and an elastic body 722c. The housing housing 722a may be formed in the hollow 319 of the first gear unit 310 and may have a through hole through which the pressing pin 721 passes. The moving housing 722b is disposed inside the housing housing 722a and has a structure in which it is slidably moved in the housing housing 722a by the pressing force of the pressing pin 721 and the restoring force of the elastic body 722c . The movable housing 722b according to one embodiment may be formed in a 'C' shape and may be provided to support one end of the elastic body 722c while the elastic body 722c is seated. The elastic body 722c is seated on the receiving housing 722a and may be disposed between the receiving housing 722a and the moving housing 722b. When the movable housing 722b slides in the receiving housing 722a, the elastic body 722c can be pressed. The pressurized elastic body 722c provides a restoring force to the movable housing 722b and provides the restoring force with the pressing pin 721 to rotate the first gear unit 310 in the second direction, It is possible to provide a rotational force so as to be rotated in one direction. The pressing pin 721 is moved in accordance with the rotation of the first gear unit 310 and the elastic body 722c is pressed by the pressing pin 721 or can provide a restoring force to the pressing pin 721 have.

The pressing pin 721 may be provided in the first gear unit 310. The pressing pin 721 may be formed as a protrusion protruding in the first direction along the rotating direction about the axis ax1 of the main shaft 100. [ The pressing pin 721 is inserted into the through hole of the receiving housing 722a so that when the first gear unit 310 is moved in the first direction, the pressing pin 721 moves the moving housing 722b And can be slidably moved in the housing 722a. When the housing housing 722a slides along with the movement of the pressing pin 721, the moving housing 722b presses the elastic body 722c. In addition, the pushing elastic body 722c may generate a pushing force by the resilient force of the movable housing 722b.

FIG. 13 is a view showing the combined state of the return assembly 700 in the initial state, the normal normal driving state, and the abnormal driving state in the vehicular transmission control device 1 according to the embodiment of the present invention.

Referring to FIG. 13, as described above, the vehicular transmission control apparatus 1 according to the embodiment may include an initial state, a normal driving state, and an abnormal driving state. The initial state may be a state of coupling the respective components, specifically, an initial coupling state in which the first gear unit 310 is coupled to the locking unit 710. The steady driving state may be a coupled state in which the vehicular transmission control device 1 can be normally driven. Also, the abnormal driving state may be referred to as a coupled state in an emergency situation such as when the vehicle starts abnormally or the battery is discharged.

In the initial state and the abnormal driving state, the pressing pin 721 is provided at a non-pressing position of the elastic body 722c, and the elastic body 722c is tensioned by the returning force of the elastic portion 722 The pressing pin 721 may be provided at a pressing position of the elastic body 722c and the elastic body 722c may be pressed by the pressing pin 721 in a normal driving state. The locking unit 710 may be disposed at the first position of the locking part 315 in the initial state and the unstable driving state and the locking unit 710 may be positioned at the locking part 315 As shown in FIG. Further, the locking unit 710 has a first driving mode in which the locking unit 710 is moved from the first position to the second position and is fixed for the steady-state driving, and in the abnormal driving state, 2 < / RTI > position to the first position.

Specifically, in the initial state, the pressing pin 721 is disposed at almost one end of the receiving housing 722a, the moving housing 722b is positioned at the end of the receiving housing 722a, and the elastic body 722c And may be provided in a non-pressurized state. The locking unit 710 at the first position of the locking part 315 may also have a side edge of a relatively long portion of the locking body 712 formed in a shape similar to a right triangle, And can be disposed in a state of being caught by the engagement surface 315b. The actuator 711 is in a non-driving state, and the pressing surface 713a of the rotating cam 713 can be engaged with the engaging body 712. [

The locking unit 710 may be operated in the first driving mode for the coupling of the initial driving state to the initial driving state. Specifically, the main drive unit 200 may be driven to rotate the first gear unit 310 about the axis of the main shaft 100 in the first direction. According to the rotation of the first gear unit 310, the engaging body 712 can be moved from the first position to the second position of the engaging part 315. The pressing pin 721 slides through the moving housing 722b while being pulled through the fastening holes of the receiving housing 722a. The elastic body 722c can be pressed between the accommodating housing 722a and the moving housing 722b in accordance with the movement of the movable housing 722b. The edge side portion of the engaging body 712 of the locking unit 710 is engaged with the engaging surface 315b and the engaging surface 315b along the moving surface 315a of the engaging portion 315 of the elastic body 722c, As shown in FIG.

The pressing pin 721 is drawn into the receiving housing 722a and the moving housing 722b is slid at the receiving housing 722a to press the elastic body 722c As shown in FIG. The engaging body 712 may be positioned at a second position of the engaging part 315 so as to be engaged with the engaging face 315b of the engaging part 315. [ The edge portion of the relatively long portion of the engaging body 712, which is formed in a shape similar to a right triangle, for example, can be arranged to be engaged with the engaging surface 315b of the engaging portion 315. [ The actuator 711 is in a non-driving state, and the pressing surface 713a of the rotating cam 713 can be engaged with the engaging body 712. [ The engaging body 712 may be fixedly engaged with the engaging surface 315b at a second position of the engaging portion 315 and the first gear unit 310 may be fixed to the housing 10 The vehicle transmission control device 1 can be driven.

In the abnormal driving state, the locking unit 710 may be operated in the second driving mode to return to the initial stage. Specifically, the main drive unit 200 is not driven and drives the actuator 711 to rotate the first gear unit 310, specifically, the return assembly 700. When the actuator 711 is driven, the rotation cam 713 is rotated and the engaging body 712 is moved along the pressing surface 713a and is engaged with the rotation cam 713 by the press releasing surface 713b Can be released. When the engaging body 712 is released from engagement with the rotation cam 713, the first gear unit 310 is changed from the fixed state to the non-fixed state. When the first gear unit 310 is disengaged, the first gear unit 310 rotates in the second direction by the drive unit 720. That is, the movable housing 722b is pushed in the second direction by the restoring force of the elastic body 722c pressed between the storage housing 722a and the movable housing 722b, and the movable housing 722b Thereby pushing the pressing pin 721 in the second direction. Accordingly, the first gear unit 310 can be rotated in the second direction about the axis of the main shaft 100. The engaging body 712 may be returned to the first position of the engaging portion 315 and the engaging body 712 may be engaged with the engaging face 315b of the first position.

Fig. 14 is a schematic perspective view showing the engagement state of the holding unit 730 in the vehicular transmission control device 1 according to the embodiment of the present invention. 15 is a partially enlarged perspective view enlarging the engagement state of the holding unit 730 in the vehicular transmission control device 1 according to the embodiment of the present invention. 16 is a plan view showing a coupling state of the holding unit 730 in the vehicular transmission control device 1 according to the embodiment of the present invention. 17 is an enlarged plan view of the holding unit 730 in an engaged state of the vehicular transmission control device 1 according to the embodiment of the present invention. 18 is a view showing the engagement state of the holding unit 730 in the normal drive state in the vehicular transmission control device 1 according to the embodiment of the present invention.

14 to 18, the holding unit 730 according to an embodiment may include a driving cam 731, a holding bar 732, an elastic spring 733, and a seating groove 735.

The driving cam 731 is provided at the other end of the actuator 711 and may be coupled to the shaft of the actuator 711 and rotated to be driven by the actuator 711. The driving cam 731 may have a different radius around the driving shaft. For example, the driving cam 731 may form a first moving surface 731a having a conical shape and a circular second moving surface 731b around the driving shaft.

The holding bar 732 may be moved in the direction of the rotor 220 of the main driving unit 200 according to the rotation of the driving cam 731. The holding bar 732 is engaged with the outer peripheral surface of the driving cam 731 and is engaged with the second moving surface 731b so that the holding bar 732 does not change position. However, when the holding bar 732 is engaged with the outer circumferential surface of the driving cam 731 and is engaged with the first moving surface 315a, the holding bar 732 is moved in the same direction as the second moving surface 731a Can be pushed. The end of the holding bar 732 is moved toward the rotor 220 and caught by the seating groove 735 described later. A head 732a may be formed at an end of the holding bar 732 to be in contact with the driving cam 731. The head portion 732a can be moved along the moving surface 315a when the driving cam 731 slidably engages with the head portion 732a of the holding bar 732 around the driving shaft. Also, the holding bar 732 may be moved toward the seating groove 735 or in a direction in which the seating is released.

The elastic spring 733 may be provided to provide a returning force to the holding bar 732 in accordance with the movement of the holding bar 732. The head 732a moves along the first moving surface 731a and the second moving surface 731a in accordance with the rotation of the driving cam 731 so that the holding bar 732 can be linearly moved. At this time, the elastic spring 733 can be pressed by the movement of the holding bar 732, for example, when the holding bar 732 is pulled toward the seating groove 735. When the driving cam 731 is rotated, the elastic spring 733 provides a restoring force to the head portion 732a so that the holding bar 732 is rotated in the seating groove 735 of the rotor 220 It can be moved in a direction to move away.

The seating groove 735 is formed along the circumferential surface of the rotor 220 of the main driving part 200 and is capable of engaging with the holding bar 732 to restrict the rotation of the rotor 220 have.

19 is a view showing a state of engagement of the holding unit 730 in an abnormal driving state in the vehicular transmission control device 1 according to an embodiment of the present invention.

19, the head unit 732a of the holding bar 732 is engaged with the outer circumferential surface of the driving cam 731 in the initial state and the normal driving state of the holding unit 730, The holding bar 732 does not change in position as it is engaged with the moving bar 315a.

When the actuator 711 is driven in the abnormal driving state, the driving cam 731 may be rotated. The holding bar 732 slides on the outer circumferential surface of the driving cam 731 according to the rotation of the driving cam 731 and is pushed by the length of the second moving surface 315a while being engaged with the second moving surface 315a Can be moved. As a result, the end of the holding bar 732 is moved toward the rotor 220 to be caught by a seating groove 735 described later.

Therefore, the first gear unit 310 is fixed to the housing 10 in the normal driving state. The main drive unit 200 is driven while the actuator 711 is not driven and the second gear unit 320 and the output unit 400 are rotated while the rotor 220 is rotated by the stator Lt; / RTI >

The actuator 711 is driven and the rotation cam 713 of the locking unit 710 and the driving cam 731 of the driving unit 720 can be rotated. The holding bar 732 is moved toward the rotor 220 by the first moving surface 315a of the driving cam 731 by the rotation of the driving cam 731 and the end of the holding bar is moved toward the seating groove 735 to limit the rotation of the rotor 220. The engaging body 712 corresponds to the press releasing surface 713b of the rotation cam 713 in accordance with the rotation of the rotation cam 713 and the engaging body 712 is supported by the elastic member 714, The engagement with the engagement surface 315b of the engagement portion 315 can be released. Accordingly, the first gear unit 310 can be changed from the fixed state to the rotated state. The rotor 220 is fixed in the abnormal driving state and the second gear unit 320 and the output unit 400 are rotated while the first gear unit 310 is rotated.

While the present invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It will be understood. It is therefore to be understood that the above-described embodiments are illustrative in all aspects and not restrictive.

1: vehicle transmission control device 10: housing
11: main body 11a: first storage space
11b: second storage space 12: cover
100: main shaft 200:
210: stator 211: stator core
212: coil 213: rotating space
220: Rotor 221: Rotor body
222: rotation coupling member 222a: rotation coupling hole
222b: eccentric rotation projection 223: magnet
224: storage space 225: support member
300: decelerator 310: first gear unit
311: first gear body 312: internal gear
315: engaging portion 320: second gear unit
321: second gear body 322: engagement shaft
324: Hall 400: Output section
420: Output shaft 500: Position sensing unit
600: output detection unit 700: return assembly
710: Locking unit 711: Actuator
712: engaging body 713: rotation cam
720: driving unit 721: pressing pin
722: elastic portion 730: holding unit
731: driving cam 732: holding bar
733: elastic spring 735: seat groove

Claims (19)

housing;
A main shaft provided in the housing;
A main driving unit that is coupled to the main shaft and generates a first driving force that is rotated by a shaft of the main shaft as a first rotation axis according to a signal for controlling a speed change stage of the transmission;
A return assembly for generating a second driving force in accordance with a returning condition;
A deceleration unit transmitting the first driving force generated from the main driving unit or the second driving force generated from the returning assembly to an output unit; And
And an output unit for transmitting the first driving force or the second driving force transmitted from the deceleration unit to the transmission,
Wherein,
A first gear unit that is restricted in rotation by the return assembly in a normal driving state and is rotated in accordance with driving of the main driving unit or the returning assembly in an initial state and an abnormal driving state; And
And a second gear unit that is arranged to mesh with the inner peripheral surface of the first gear unit and the output section and rotates around a second rotation shaft eccentric to the first rotation shaft, The apparatus of claim 1, wherein the return assembly comprises:
A locking unit for restricting the rotation of the first gear unit in the normal driving state and releasing the engagement of the first gear unit in the abnormal driving state; And
And a drive unit for providing a force to be rotationally moved to the first gear unit according to whether or not the locking unit is released. The locking device according to claim 2,
An actuator for providing the second driving force in accordance with an abnormal driving;
A latching body which is locked or unlocked with the first gear unit according to the driving of the actuator; And
And a rotation cam provided at one end of the actuator and transmitting the driving of the actuator to the engagement body. The method of claim 3,
Wherein the locking unit further comprises an elastic member for returning the engaging body to the engaging position when the engaging body is moved in the first direction along the first gear unit. The method of claim 3,
Wherein the rotation axis of the rotation cam is located at a position different from the center of the rotation cam. 6. The apparatus according to claim 5,
A pressing surface which is located at a portion where a radius is relatively long in the center of the driving shaft and which is engaged with the engaging body and meshes with the engaging body in the normal driving state; And
And a pressure release surface that is positioned at a relatively short radius around the drive shaft and rotates in accordance with the abnormal driving state to release the engagement with the engagement body.
7. The apparatus according to claim 6,
At least one elastic portion provided in the hollow of the first gear unit along the periphery of the main shaft; And
And at least one pressing pin which is provided in the first gear unit and presses the elastic portion in engagement with the elastic portion or receives the returning force of the elastic portion to rotate the first gear unit. 8. The connector according to claim 7,
A storage housing formed in the hollow of the first gear unit and having a through hole through which the pressing pin passes;
A movable housing disposed inside the housing housing and slidably moved in the housing housing in engagement with the push pin; And
And an elastic body that is seated between the housing housing and the movable housing and that is pressed by the pressing pin or provides a restoring force to the pressing pin. 9. The method of claim 8,
Wherein the pressing pin is provided in a non-pressing position of the elastic body in an initial state and in the abnormal driving state, the elastic body is tensioned by a returning force of the elastic portion,
Wherein the pressing pin is provided at a pressing position of the elastic body in the normal driving state and the elastic body is pressed to be pressed by the pressing pin. The method of claim 3,
And the other end of the actuator is provided with a holding unit for restricting rotation of the rotor of the main driving unit in the abnormal driving state. 11. The apparatus of claim 10, wherein the holding unit comprises:
A driving cam provided at the other end of the actuator and rotated according to the driving of the actuator and having a different radius around the driving shaft;
A holding bar which is moved in a direction of a rotor of the main driving unit in accordance with rotation of the driving cam;
An elastic spring for providing a returning force to the holding bar in accordance with the movement of the holding bar; And
And a seating groove formed along the circumferential surface of the rotor of the main driving unit, the seating groove being engaged with the holding bar to restrict rotation of the rotor. 12. The method of claim 11,
Wherein the driving cam forms a first moving surface having a conical shape and a circular second moving surface around the driving shaft,
Wherein when the head portion moves along the moving surface, the holding bar is seated on the seating groove side or moved in a direction in which the seating is released when the driving cam is slidably engaged with the head portion of the holding bar around the driving shaft Transmission controller. 4. The planetary gear set according to claim 3,
A first gear body having the rotation restricted or rotated by the return assembly;
An engaging part provided on the first gear body and coupled to or released from the return assembly according to a returning condition; And
And a first internal gear formed with gear teeth along the inner peripheral surface of the first gear body. 14. The method of claim 13,
Wherein the engaging portion is formed in a driving region of the return assembly and is formed in a ratchet shape along the outer peripheral surface of the first gear body. 15. The method of claim 14,
Wherein the engaging portion is formed with a first position in which the locking unit is disposed in the initial state and in the abnormal driving state and a second position in which the locking unit is disposed in the normal driving state. 16. The method of claim 15,
Wherein the locking unit has a first driving mode in which the locking unit is moved and fixed from the first position to the second position for the steady-state driving, and in the abnormal driving state, the locking unit moves from the second position to the first position The second drive mode being shifted. 17. The method of claim 16,
In the first drive mode,
The first gear unit rotates in the first direction about the axis of the main shaft in accordance with the driving of the main driving unit,
Wherein the engaging body is moved from the first position to the second position along the engaging portion,
The pressing pin presses the elastic body,
And the engagement body is locked to the engagement portion at the second position so that the first gear unit is fixed to the housing. 18. The method of claim 17,
In the second drive mode,
The locking part is released from the engaging body by the driving of the actuator,
The elastic body provides a restoring force to the pressing pin so that the first gear unit is moved in the second direction,
The first gear unit is rotated in the second direction about an axis of the main shaft,
And the engaging body is returned to the first position of the engaging portion. 3. The method of claim 2,
The second gear unit includes:
A second gear mounted on an inner circumferential surface of the first gear body and having a diameter smaller than an inner circumferential surface of the first gear body and coupled to a rotary coupling member having a second rotary shaft of the driving unit, Body; And
And a first external gear which is formed on an outer circumferential surface of the second gear body and rotates while being engaged with the first internal gear according to the rotation.

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