KR20200080673A - Transmission for vehicle - Google Patents

Abstract

The present invention relates to a transmission for a vehicle, wherein a multi-stage transmission can be realized, and a shifting shock generated during a shifting process can be minimized. According to the present invention, the multi-stage transmission is applied to reduce motor capacity and size so that costs are reduced. Moreover, power performance is improved, and further, a high-efficiency driving range of a motor is enlarged for each shifting stage to reduce power consumption, thereby improving fuel efficiency. In addition, a clutch is individually applied to odd stages and even stages to perform shifting to provide a pre-select function that can be realized in a double clutch transmission to improve shifting response.

Description

TRANSMISSION FOR VEHICLE

The present invention relates to a transmission for a vehicle that minimizes a shift shock occurring in a shift process while implementing a multi-stage shift stage.

The power train for an electric vehicle is composed of a drive motor and a reducer, and the drive motor directly starts without a separate oscillation device, and transmits the necessary torque to the drive wheel through the reducer by controlling the drive motor without additional gear.

Currently, most EV vehicles are small in size, and when large-capacity and high-capacity, the price competitiveness is lost due to the increase in the size of the drive motor, and at the same time, the efficiency at high speed is lowered.

However, the problem of such a single-speed reducer can be solved by applying a multi-stage transmission. That is, it is possible to reduce the cost of reducing the capacity of the motor, improve the power performance due to the multi-stage, and improve the fuel efficiency due to the widening of the high efficiency point (driving area) of each motor.

However, in the case of multi-speed transmission of a single-speed reducer, a shift stage is generated and an impact occurs when shifting between stages.

That is, in the case of the existing internal combustion engine vehicle, the impact generated during shifting is reduced by tuning and control logic of the DMF and the oscillation device. However, in the case of the electric vehicle, the drive motor simultaneously performs the oscillation and driving functions, so that the synchro without a separate damper is used. The shift is performed only by the clutch, and thus, when the drive motor is driven, there is a problem in that a shift shock is generated because control in consideration of a short time shift is not easy.

The matters described as the above background technology are only for improving understanding of the background of the present invention, and should not be taken as an admission that it corresponds to the prior art already known to those skilled in the art.

KR 10-2012-0075763 A

The present invention has been devised to solve the problems as described above, and is to provide a transmission for a vehicle that minimizes a shift shock occurring in a shifting process while realizing a multi-stage shifting stage.

The configuration of the present invention for achieving the above object is, the input shaft is rotated by the rotational force of the driving source is provided; A first output shaft disposed in parallel with the input shaft and having a first clutch on the coaxial shaft; A second output shaft disposed parallel to the input shaft and provided with a second clutch on the coaxial shaft; A cam actuator provided with a rotational force of the clutching motor to rotate; A first cam and a second cam provided on the same axis as the cam actuator and formed in a shape in which the camp profile is changed along the circumferential direction; As the first cam and the second cam are rotated, one end is moved along the camp profile of the first cam and the camp profile of the second cam, respectively, thereby generating a displacement in a linear direction at the other end, so that the first clutch and A first displacement generating mechanism and a second displacement generating mechanism for fastening and fastening the second clutch; And a plurality of input gears provided on the input shaft and a plurality of output gears provided to be rotatable relative to the first output shaft and the second output shaft are mated and coupled, and a gear pair suitable for the driving speed is selected by a synchronous device. It may be characterized in that it comprises; a transmission unit for outputting the power of the drive source by shifting.

A first retainer intermittently interposed with the first output shaft via the first clutch, and provided to be rotatable relative to the first output shaft; A second retainer intermittently interposed with the second output shaft via the second clutch and provided to be rotatable relative to the second output shaft; and further comprising a first retainer and a second retainer. It is provided in a form that is inserted to be rotatable relative to the retainer relative to; The synchronous device may be coupled to the first retainer and the second retainer.

The cam actuator may be provided to be rotatable relative to the input shaft.

The first cam and the second cam are respectively provided along the axial direction of the cam actuator, but may be formed by different camp profiles.

The camp profile of the first cam and the camp profile of the second cam are either one of the first clutch and the second clutch within a predetermined clutch operating region as the first cam and the second cam are rotated. Is formed so that the other clutch starts to be released at the same time as the fastening starts, and the amount of change in displacement changing in the fastening direction and the amount of change in displacement in the release direction by the first displacement generating mechanism and the second displacement generating mechanism. It can be formed to be the same.

The first displacement generating mechanism and the second displacement generating mechanism are provided such that the ring portions formed in a ring shape are overlapped with each other on the same axis as the first output shaft and the second output shaft, respectively, and the first output shaft and the second output shaft are provided. A pair of first ball lamp arms and second ball lamp arms that are rotated in a direction opposite to each other in the center; The ring portion of the first ball lamp arm and the outer portion of the ring portion of the second ball lamp arm protrude in the radial direction and are respectively provided at the extended ends. A roller for rotating the first ball arm and the second ball lamp arm by Caesars; A ball lamp groove formed to have an inclined surface at a position facing the first ball lamp arm and the second ball lamp arm; The first ball lamp arm and the second ball lamp arm are moved up and down along the inclined surface of the ball lamp groove according to Caesar's rotation to move any one or more of the first and second ball lamp arms in a linear direction Ball; may include.

A parking cam provided coaxially with the cam actuator and formed in a shape in which a camp profile is changed along a circumferential direction; As the parking cam is rotated, the parking mechanism is moved in a linear direction by being contacted along the camping profile of the parking cam; And a parking gear fixed on the input shaft, the first output shaft, or the second output shaft, and the rotation of the parking mechanism is restricted while being rotated.

The parking mechanism includes a parking rod provided between the parking cam and the parking gear, one end of which is pressed by the parking cam according to the rotation of the parking cam and the other end is caught by the gear teeth of the parking gear; A guide housing formed in a shape surrounding the parking rod to guide linear movement of the parking rod; It may include; a return spring that provides an elastic restoring force to the parking rod moved toward the parking gear.

The camping profile of the parking cam does not press the parking mechanism in the clutch operating area where the clutch is engaged and released by the rotation of the first cam and the second cam, and the clutch operating area as the parking cam is rotated. It may be formed to pressurize the parking mechanism after both the first clutch and the second clutch are released from within the predetermined parking operation area.

The configuration of the present invention is a transmission for a vehicle that shifts and outputs power provided from a driving source by selecting a gear pair that matches a driving speed by a synchronous device among a plurality of gear pairs having different gear ratios, and provides a rotational force of a clutching motor. A cam actuator that rotates as a result; A cam formed coaxially with the cam actuator and formed in a shape in which a camp profile is changed along a circumferential direction; And a displacement generating mechanism for generating a displacement in a linear direction at the other end as one end moves along the camprofile as the cam rotates, and presses the clutch to fasten it.

The present invention through the above-mentioned problem solving means reduces the motor capacity and size by applying a multi-speed transmission, thereby reducing costs, improving power performance, and consuming as the high-efficiency driving area of the motor increases for each shift stage. There is an effect that the power is reduced to improve fuel efficiency.

In addition, by performing the shift by applying the clutch to the odd means and the even means, there is also an effect that can improve the shift response by enabling a preselect function that can be implemented in a double clutch transmission.

In addition, when the clutch of the first clutch and the second clutch is controlled, the responsiveness and accuracy and control responsiveness and accuracy are improved by fastening and releasing the hole means and even means clutch using the mechanism of the ball lamp assembly that ensures intuitive control over the hydraulic method. It is effective, as well as performing the control of the first and second clutches according to the operation of the cam actuator, and also has the advantage of operating the parking mechanism.

1 is a view showing an example of a power train configuration of a transmission for a vehicle according to the present invention.
Figure 2 is a view showing the ball lamp assembly according to the invention in isolation.
3 and 4 are views for explaining the shape of the cam applicable to the present invention and the operating state of the ball lamp assembly according to the rotation of the cam.
5 is a view for explaining the configuration and operating state of the parking mechanism according to the present invention.
6 is a view showing the operating state of the clutch and the parking mechanism according to the operating area of the cams of the present invention.

If described in detail by the accompanying drawings, preferred embodiments of the present invention.

The transmission for a vehicle according to the present invention is largely, an input shaft (IP), a first output shaft (OP1) and a second output shaft (OP2), a cam actuator (100), a first cam (200a) and a second cam (200b) And, it is configured to include a first displacement generating mechanism (400a) and the second displacement generating mechanism (400b), and a transmission unit.

Referring to Figure 1, looking at the present invention in detail, the input shaft (IP) is provided with a rotational force of the driving source is rotated. Here, the drive source may be a drive motor (M), preferably, the present invention can be applied to a transmission of an electric vehicle that provides a driving force to the vehicle by the drive motor (M), but other internal combustion engine vehicles or hybrid vehicles May also be applicable.

The first output shaft OP1 is arranged parallel to the input shaft IP, and a first clutch CL1 is provided on the same axis as the first output shaft OP1.

In addition, the second output shaft OP2 is arranged parallel to the input shaft IP, and a second clutch CL2 is provided on the same axis as the second output shaft OP2.

Here, the first clutch CL1 and the second clutch CL2 may be wet multi-plate clutches, and the first clutch CL1 and the second clutch are disposed on the first output shaft OP1 and the second output shaft OP2. The driven disk of (CL2) is fixed.

The cam actuator 100 is provided with a rotational force of the clutching motor CM to be rotated, and is provided to be rotatable relative to the input shaft IP.

The first cam 200a and the second cam 200b are provided coaxially with the cam actuator 100, and are camp-filed along the circumferential direction of the first cam 200a and the second cam 200b. It is formed in a changing shape.

The first displacement generating mechanism (400a) and the second displacement generating mechanism (400b), once the first cam (200a) and the second cam (200b) is rotated once the camp profile of the first cam (200a) The second cam 200b is moved along the camprofile, thereby generating a displacement in a linear direction at the other end, and pressing and fastening the first clutch CL1 and the second clutch CL2.

For example, as the first cam 200a is rotated while one end of the first displacement generating mechanism 400a is in contact with the first cam 200a, the rotational movement of the first cam 200a is the first. The other end of the first displacement generating mechanism 400a is able to pressurize or release the first clutch CL1 by being converted into a linear motion at the other end of the displacement generating mechanism 400a.

In the same principle, as the second cam 200b is rotated while one end of the second displacement generating mechanism 400b is in contact with the second cam 200b, the rotational motion of the second cam 200b The second end of the second displacement generating mechanism 400b is converted to a linear motion, so that the other end of the second displacement generating mechanism 400b can pressurize or release the second clutch CL2.

And, the transmission unit is a plurality of input gear provided on the input shaft (IP) and a plurality of output gears provided to be rotatable relative to the first output shaft (OP1) and the second output shaft (OP2) are mated and coupled, The synchronous device serves to select a gear pair that matches the driving speed and to output power by shifting the power of the driving source.

According to this configuration, the present invention reduces the cost by reducing the motor capacity and size by applying a multi-stage transmission, improves power performance, and also increases power consumption as the high-efficiency driving range of the motor increases for each transmission stage. It can be reduced to improve fuel economy.

In addition, by applying the clutch to the hole means and the pair means to perform shifting, a preselect function that can be implemented in a double-clutch transmission is possible, thereby improving shift responsiveness.

In addition, the present invention may be configured to further include a first retainer (RT1) and a second retainer (RT2), and the gear pair meshes through the first retainer (RT1) and the second retainer (RT2). Can be.

Specifically, the first retainer RT1 is intermittently provided with the first output shaft OP1 via the first clutch CL1, and the first retainer RT1 is formed in a hollow shaft shape. It is provided to be rotatable relative to the first output shaft OP1 on the same axis.

At this time, a driving disk of the first clutch CL1 may be provided at an end of the first retainer RT1.

The second retainer RT2 is intermittently provided with the second output shaft OP2 through the second clutch CL2, and the second retainer RT2 is formed in a hollow shaft shape to form the second output shaft. (OP2) is provided to be inserted to be rotatable relative to the coaxial.

At this time, a drive disk of the second clutch CL2 may be provided at an end of the second retainer RT2.

Further, among the gear pairs provided in the transmission unit, an output gear is provided in a form that is rotatably inserted on the coaxial of the first retainer RT1 and the coaxial of the second retainer RT2, and the synchronous device is It is fixed to the first retainer RT1 and the second retainer RT2.

For example, the first stage output gear and the third stage output gear may be provided to be rotatable relative to the first retainer RT1, and the second stage output gear may be provided to be relatively rotatable to the second retainer RT2. Accordingly, the 1&3 gear synchronous device SY1 selecting the 1 gear gear G1 and the 3 gear gear G3 is fixed to the first retainer RT1 between the 1 gear output gear and the 3 gear output gear. The second-stage synchronous device SY2 for selecting the second-stage gear pair G2 may be fixed to the second retainer RT2 at a side position of the second-stage output gear.

In addition, referring to FIGS. 3 and 4 and 6, the first cam 200a and the second cam 200b are provided along the axial direction of the cam actuator 100, respectively, and the camp profile is different. It is formed.

Specifically, the camp profile of the first cam 200a and the camp profile of the second cam 200b, a predetermined clutch operating area as the first cam 200a and the second cam 200b are rotated The first clutch CL1 and the second clutch CL2 are formed so that one of the clutches starts to be engaged and the other clutch starts to be released, and the first displacement generating mechanism 400a and 2, the displacement change mechanism 400b may be formed to have the same amount of displacement change in the fastening direction and displacement change in the release direction.

That is, as shown in Figure 6, based on the entire rotation operation section of the cam actuator 100, it can be divided into a clutch operation area and a parking operation area, in the clutch operation area, the first cam 200a and the second cam 200b According to the shape of the camp profile of the ), the clutch of the odd means and the clutch of the even means are configured to operate alternately.

For example, when the first clutch CL1, which is a hole means clutch, starts to be engaged, at the same time, the second clutch CL2, which is an even means clutch, starts to be released in the engaged state. In addition, the torque transmitted through the first clutch CL1 and the second clutch CL2 may be cross-controlled by the same amount of fastening in which the first clutch CL1 is fastened and the amount in which the second clutch CL2 is released. There will be.

Therefore, it is possible to minimize the shift shock by improving the shift cut feeling generated during the gear shift process.

However, the shapes of the first cam 200a and the second cam 200b illustrated in FIGS. 3 and 4 are illustrated for understanding of the present invention, and the shape of the cam of the present invention is limited to the illustrated shapes. No, it may be changed according to the transmission and vehicle operating characteristics.

On the other hand, the first displacement generating mechanism (400a) and the second displacement generating mechanism (400b) according to the present invention, as a ball lamp assembly, the ball lamp assembly, the first and second ball lamp arms (410, 450), It comprises a roller (412, 452), a ball lamp groove (413, 453) and a ball 440.

Referring specifically to FIG. 2, the first ball arm 410 and the second ball lamp arm 450 have ring portions 411 and 451 formed in a ring shape, wherein the first output shaft OP1 and the second output shaft are (OP2) and each of the coaxial axis is provided so as to be rotatable relative to each other, and is provided in a pair so as to rotate the Caesars in opposite directions with respect to the first output shaft OP1 and the second output shaft OP2.

The rollers 412 and 452 are respectively radially protruding from the outer circumferential surfaces of the ring portion 411 of the first ball lamp arm 410 and the ring portion 451 of the second ball lamp arm 450 to the extended ends. It is provided, and is provided in contact with both ends of the outer circumferential surfaces of the first cam 200a and the second cam 200b to rotate the first ball lamp arm 410 and the second ball lamp arm 450.

The ball lamp grooves 413 and 453 are formed to have an inclined surface at a position where the first ball lamp arm 410 and the second ball lamp arm 450 face each other.

The ball 440 is the first ball by the action of moving up and down along the inclined surfaces of the ball lamp grooves 413 and 453 according to the Caesars rotation of the first ball lamp arm 410 and the second ball lamp arm 450. It serves to move any one or more of the lamp arm 410 and the second ball lamp arm 450 in a linear direction.

In addition, a ring-shaped restricting thrust ring 420 is provided on one surface of the first ball lamp arm 410, and the limiting thrust ring 420 is fixed to the first output shaft OP1 and the second output shaft OP2. By doing so, the axial movement of the first ball arm 410 is limited. At this time, a thrust bearing 430 is provided between the restriction thrust ring 420 and the first ball lamp arm 410.

In addition, the other surface of the first ball lamp arm 410 faces one surface of the second ball lamp arm 450, and the ring-shaped applicator 460 is formed on the other surface of the second ball lamp arm 450. It is coupled and moved in the axial direction, and the clutch applicator 470 is installed to transmit the axial movement of the applicator plate 460 to the first clutch CL1 and the second clutch CL2 with a pressing force.

At this time, a thrust bearing 480 is provided between the clutch applicator 470 and the applicator plate 460 to enable relative rotation, and the clutch applicator 470 is the first clutch. The driving disk of (CL1) and the driving disk of the second clutch (CL2) are configured to be in friction.

As such, the ball lamp assembly disclosed in Korean Patent Registration No. 10-0994557 and Korean Registered Patent No. 10-0796163 may be applied as the ball lamp assembly of the present invention.

That is, when the clutch control of the first clutch CL1 and the second clutch CL2 is performed, the control response is achieved by engaging and releasing the hole means and the pair means clutch using the mechanism of the ball lamp assembly that ensures intuitive control over the hydraulic method. Sexuality and accuracy and improvement.

On the other hand, the vehicle transmission according to the present invention can operate the parking mechanism 500 by utilizing the cam actuator 100 and the cam structure, and for this purpose, in the present invention, the parking cam 300, the parking mechanism 500 and the parking It may further include a gear (GP).

1 and 6, first, the parking cam 300 is provided on the same axis as the cam actuator 100, and is formed in a shape in which the camp profile changes along the circumferential direction.

In addition, the parking mechanism 500 is in contact with the camping profile of the parking cam 300 as the parking cam 300 is rotated so as to move in a linear direction.

In addition, the parking gear GP is fixed on the input shaft IP or the first output shaft OP1 or the second output shaft OP2, and the parking mechanism 500 is linearly moved so that the rotation is restricted. do. For reference, in the present invention, the parking gear GP is illustrated in a structure fixed to the second output shaft OP2.

Accordingly, looking at the configuration of the parking mechanism 500 in more detail, a parking rod 520 is provided between the parking cam 300 and the parking gear GP, and according to the rotation of the parking cam 300 One end of the parking rod 520 is pressed by the parking cam 300 so that the other end of the parking rod 520 is caught by the gear value of the parking gear GP. At this time, one end of the parking rod 520 is provided with a parking ball 530, it is configured to reduce friction with the parking cam 300.

In addition, a guide housing 510 is formed in a shape surrounding the parking rod 520 to guide the linear movement of the parking rod 520.

In addition, a return spring 540 that provides elastic restoring force to the parking rod 520 moved toward the parking gear GP is provided.

That is, as the parking cam 300 is rotated, one end of the parking rod 520 is moved along the camp profile while in contact with the parking cam 300, the other end of the parking rod 520 It can be moved in a straight direction. Accordingly, as the parking rod 520 is linearly moved, the other end of the parking rod 520 is engaged with the gear value of the parking gear GP, thereby limiting the rotation of the parking gear GP, and thus the parking brake of the vehicle. Will be able to work.

In addition, the camping profile of the parking cam 300 according to the present invention includes a parking mechanism 500 in a clutch operating region in which a clutch is engaged and released by rotation of the first cam 200a and the second cam 200b. ), the parking mechanism after both the first clutch CL1 and the second clutch CL2 are released within a predetermined parking operating area outside the clutch operating area as the parking cam 300 is rotated without pressing. It may be formed to press the (500).

That is, as shown in Figure 6, the operation of the cam actuator 100, as well as the parking cam 300, the first cam 200a and the second cam 200b are operated at the same time, the first cam In the clutch operating region in which the first clutch CL1 and the second clutch CL2 are operated by the 200a and the second cam 200b, the hole means and the pair means are intermittently intermittently operated, and thereafter, the cam actuator 100 ) In the state of entering the parking area by further rotating, both the first clutch CL1 and the second clutch CL2 by the first cam 200a and the second cam 200b are released, and then the parking This leads to the section to be concluded.

Accordingly, the present invention has the advantage of performing the control of the first clutch CL1 and the second clutch CL2 according to the operation of the cam actuator 100, and even the operation of the parking brake.

On the other hand, referring to Figure 1, when describing the operation of the transmission of the transmission according to the present invention, the first clutch (CL1) is engaged in a state in which the first gear pair (G1) is selected by the 1&3 gear unit (SY1) If it does, the vehicle will run in one stage.

In this state, when the upshift shifting is performed, the second gear pair G2 is preselected (preselected) by the second gear synchronous device SY2, and the second clutch CL2 is fastened at the same time. By performing the torque crossing control for releasing the clutch CL1, it is possible to shift the vehicle from the first stage to the second stage to drive the vehicle.

According to this principle, the shift can be performed from 2 to 3 steps, and even when a 3 or more shift steps are formed, the shift can be performed according to the same principle.

As described above, the present invention reduces the cost by reducing the motor capacity and size by applying a multi-stage transmission, improves power performance, and reduces power consumption as the high-efficiency driving range of the motor increases for each transmission stage. As a result, fuel efficiency can be improved.

In addition, by applying the clutch to the hole means and the pair means to perform shifting, a preselect function that can be implemented in a double-clutch transmission is possible, thereby improving shift responsiveness.

On the other hand, the present invention has been described in detail only with respect to the specific examples described above, but it is apparent to those skilled in the art that various modifications and variations are possible within the technical scope of the present invention, and it is natural that such modifications and modifications belong to the appended claims. .

100: cam actuator
200a: 1st cam
200b: second cam
300: parking cam
400a: first displacement generating mechanism
400b: second displacement generating mechanism
410: first ball arm
411: ring
412: roller
413: Ball lamp groove
420: thrust thrust
430: thrust bearing
440: ball
450: second ball lamp arm
451: Ring part
452: roller
453: Ball lamp groove
460: Applied plate
470: clutch supply
480: thrust bearing
500: parking mechanism
510: guide housing
520: parking road
530: parking ball
540: return spring
M: Driving motor
IP: Input shaft
OP1: 1st output shaft
OP2: Second output shaft
RT1: 1st retainer
RT2: Second retainer
CL1: 1st clutch
CL2: Second clutch
CM: Clutching motor
G1: 1st gear pair
G2: 2nd gear pair
G3: Third gear pair
SY1: 1&3 stage synchronous device
SY2: 2-stage synchronous device
GP: Parking gear

Claims (10)

An input shaft provided with rotational force of a driving source to rotate;
A first output shaft disposed in parallel with the input shaft and having a first clutch on the coaxial shaft;
A second output shaft disposed parallel to the input shaft and provided with a second clutch on the coaxial shaft;
A cam actuator provided with a rotational force of the clutching motor to rotate;
A first cam and a second cam provided on the same axis as the cam actuator and formed in a shape in which the camp profile is changed along the circumferential direction;
As the first cam and the second cam are rotated, one end is moved along the camp profile of the first cam and the camp profile of the second cam, respectively, thereby generating a displacement in a linear direction at the other end, so that the first clutch and A first displacement generating mechanism and a second displacement generating mechanism for fastening and fastening the second clutch; And
A plurality of input gears provided on the input shaft and a plurality of output gears provided to be rotatable relative to the first output shaft and the second output shaft are mated and engaged, and a driving source is selected by selecting a gear pair suitable for the driving speed by a synchronous device. A transmission for a vehicle comprising; a transmission unit for outputting the power of the vehicle. The method according to claim 1,
A first retainer intermittently interposed with the first output shaft via the first clutch, and provided to be rotatable relative to the first output shaft;
The second clutch is intermittent with the second output shaft via the second clutch, and a second retainer provided to be rotatable relative to the second output shaft;
The output gear is provided in such a manner that it is rotatable relative to the first retainer and the second retainer;
The transmission for a vehicle, characterized in that the synchronous device is coupled to the first retainer and the second retainer. The method according to claim 1,
The cam actuator is a transmission for a vehicle, characterized in that provided on the input shaft to be capable of relative rotation. The method according to claim 1,
The first cam and the second cam, each of which is provided along the axial direction of the cam actuator, the vehicle transmission, characterized in that formed by different camp profiles. The method according to claim 4,
The camp profile of the first cam and the camp profile of the second cam,
As the first cam and the second cam are rotated, one clutch of the first clutch and the second clutch is started to be engaged in the predetermined clutch operating region and the other clutch is started to be released. , The first displacement generating mechanism and the second displacement generating mechanism for the vehicle transmission, characterized in that the amount of displacement change in the fastening direction and the displacement change in the release direction is formed to be the same. The method according to claim 1,
The first displacement generating mechanism and the second displacement generating mechanism,
A ring portion formed in a ring shape is provided to be overlapped with each other on the same axis as the first output shaft and the second output shaft, and a pair of first rotating caesars in opposite directions around the first output shaft and the second output shaft A ball lamp arm and a second ball lamp arm;
The ring portion of the first ball lamp arm and the outer portion of the ring portion of the second ball lamp arm protrude in the radial direction and are provided at the extended ends, and are provided in contact with both ends of the outer circumferential surfaces of the first cam and the second cam. A roller for rotating the first ball arm and the second ball lamp arm by Caesars;
A ball lamp groove formed to have an inclined surface at a position facing the first ball lamp arm and the second ball lamp arm;
The first ball lamp arm and the second ball lamp arm are moved up and down along the inclined surface of the ball lamp groove according to Caesar's rotation to move any one or more of the first and second ball lamp arms in a linear direction A transmission for a vehicle, characterized in that it comprises a ball. The method according to claim 1,
A parking cam provided coaxially with the cam actuator and formed in a shape in which a camp profile is changed along a circumferential direction;
As the parking cam is rotated, the parking mechanism is moved in a linear direction by being contacted along the camping profile of the parking cam;
And a parking gear fixed on the input shaft, the first output shaft, or the second output shaft, and the rotation of the parking mechanism is restricted while being rotated. The method according to claim 7,
The parking mechanism,
A parking rod provided between the parking cam and the parking gear, one end of which is pressed by the parking cam according to the rotation of the parking cam and the other end is caught by the gear value of the parking gear;
A guide housing formed in a shape surrounding the parking rod to guide linear movement of the parking rod;
And a return spring that provides an elastic restoring force to the parking rod moved toward the parking gear. The method according to claim 7,
The camping profile of the parking cam,
In the clutch operating region in which the clutch is engaged and released by the rotation of the first cam and the second cam, the parking mechanism is not pressed, and is removed within a predetermined parking operating region outside the clutch operating region as the parking cam is rotated. A transmission for a vehicle, characterized in that it is formed to pressurize the parking mechanism after both the first clutch and the second clutch are released. A vehicle transmission for shifting and outputting power provided from a driving source by selecting a gear pair suitable for a driving speed by a synchronous device among a plurality of gear pairs having different gear ratios,
A cam actuator provided with a rotational force of the clutching motor to rotate;
A cam formed coaxially with the cam actuator and formed in a shape in which a camp profile is changed along a circumferential direction; And
A transmission for a vehicle including a displacement generating mechanism for generating a displacement in a linear direction at the other end while one end is moved along the camprofile as the cam is rotated to press and fasten the clutch.

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