WO2015012656A1 - Dispositif de transmission de véhicule - Google Patents

Dispositif de transmission de véhicule Download PDF

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Publication number
WO2015012656A1
WO2015012656A1 PCT/KR2014/006851 KR2014006851W WO2015012656A1 WO 2015012656 A1 WO2015012656 A1 WO 2015012656A1 KR 2014006851 W KR2014006851 W KR 2014006851W WO 2015012656 A1 WO2015012656 A1 WO 2015012656A1
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WO
WIPO (PCT)
Prior art keywords
auxiliary
shift
power
unit
clutch
Prior art date
Application number
PCT/KR2014/006851
Other languages
English (en)
Korean (ko)
Inventor
강구태
강현모
김재일
Original Assignee
넥스테크(주)
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from KR1020130087903A external-priority patent/KR20150012415A/ko
Priority claimed from KR1020130087895A external-priority patent/KR20150012411A/ko
Application filed by 넥스테크(주) filed Critical 넥스테크(주)
Publication of WO2015012656A1 publication Critical patent/WO2015012656A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0433—Bridging torque interruption by torque supply with an electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/16—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism
    • F16H63/18—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams

Definitions

  • the present invention relates to a vehicle transmission apparatus, and more particularly, to a vehicle transmission apparatus that can reduce shift shock and facilitate shift control.
  • clutches are used to briefly stop or resume power of the engine.
  • the dual clutch transmission has two sets of clutches unlike the conventional single-clutch transmission system, so that one clutch forms a separate transmission system that allows the clutch to engage the hole means gear and the other clutch to engage the even gear.
  • a shifting system designed to be used it is widely used due to its advantages of easy operation, low power loss and fast shifting time.
  • the dual clutch transmission is shifted to the first to sixth stages, if the first clutch is traveling in the first stage, the second clutch is already waiting for the second stage to the second stage.
  • shifting starts the power of the first clutch is disconnected and the second clutch is connected.
  • the first clutch is shifted to the third gear by removing the first gear and waiting for the clutch to be connected for the next shift. Due to these characteristics, the dual clutch transmission has a faster shift time and a shorter shift time than the manual transmission.
  • the shift of the dual clutch transmission can be achieved by moving the shift fork holding the synchronizer disposed between the gears of each stage to select the gear ratio of the desired gear stage.
  • the conventional shift fork is mounted to be linearly movable along the axial direction on a fork rod, and is interlocked by a barrel cam that is rotated by a driving motor and configured to linearly move.
  • Patent No. 10-1034890 discloses a shift device of a dual clutch transmission.
  • the shift device includes a first input shaft and a second input shaft connected to the first clutch and the second clutch, respectively, and two input shafts are suitably provided with drive gears for the first to seventh stages, Adjacent first and second countershafts are provided with driven gears that engage drive gears. Approximately four synchronizers are provided between the driven gears, and one barrel cam is provided adjacent to the fork rod to operate four shift forks for the four synchronizers.
  • the shift fork includes a follow pin. The shift fork may be positioned at right, left or middle positions as the follow pin moves along the cam groove of the barrel cam.
  • the rotational speed of the driven gear connected to the input shaft and the synchronizer connected to the output shaft should be equally matched during the shift.
  • shift shocks occur as synchronizers of different rotational speeds are synchronized with driven gears of an input shaft rotating at high speed by transmission of power by a clutch.
  • the present invention provides a vehicle transmission apparatus that can reduce shift shock and facilitate shift control.
  • the present invention provides a vehicle transmission that can improve the reliability and stability.
  • the present invention provides a vehicle transmission that can contribute to the multi-stage of the transmission.
  • a vehicle transmission includes a clutch for transmitting or interrupting power generated from an engine, a shift for converting power transmitted through the clutch.
  • the rotation speed of the output shaft is controlled in correspondence with the rotation speed of the next shift stage while the shift operation is performed from the current shift stage to the next shift stage in the state where power transmission is blocked.
  • the auxiliary drive unit may be provided in various structures capable of controlling the rotational speed of the output shaft while the shift operation is performed in different shift states (different gear stages) by the shift unit.
  • the auxiliary driving unit may include a driving source for providing power, and a power conversion unit for converting power of the driving source and transferring the driving power to the output shaft.
  • the driving source a conventional engine or motor may be used, and the present invention is not limited or limited by the type and characteristics of the driving source.
  • the power converter a dual clutch unit including a first auxiliary clutch and a second auxiliary clutch for transmitting or blocking power generated from a driving source, a first auxiliary counter shaft and a second auxiliary counter shaft connected to the dual clutch unit.
  • an auxiliary shift unit configured to perform a power conversion operation for converting power transmitted through the dual clutch unit, and an auxiliary output shaft connected to the output shaft and outputting power converted by the auxiliary shift unit.
  • the power converter may be configured to include a single clutch.
  • the power converter may be composed of a gearbox, a gear, or a belt combination using planetary gears, and in some cases, the power converter may be configured of a conventional CVT.
  • the auxiliary shift unit includes a first auxiliary shift fork unit including a first auxiliary shift fork that moves a synchronizer adjacent to the first auxiliary counter shaft to perform a power conversion operation, and a synchronizer adjacent to the second counter shaft. And a second auxiliary shift fork unit including a second auxiliary shift fork to move and perform a power conversion operation.
  • the first auxiliary shift fork unit includes a first auxiliary barrel cam member having a first auxiliary cam line formed along an outer circumferential surface, and the first auxiliary shift fork corresponds to the rotation of the first auxiliary barrel cam member.
  • a second auxiliary barrel cam member including a second auxiliary cam line formed with a second auxiliary cam line along an outer circumference thereof, the second auxiliary shift fork unit being moved along the cam line and moving linearly along the axial direction of the first auxiliary barrel cam member.
  • the second auxiliary fork may move along the second auxiliary cam line in response to the rotation of the second auxiliary barrel cam member, and may linearly move along the axial direction of the second auxiliary barrel cam member.
  • the auxiliary driving unit may control the rotational speed of the output shaft during the shift operation, and may also perform a role of additionally applying power to the output shaft while the output shaft is rotated by the engine.
  • the shift unit may be provided in various structures according to required conditions and design specifications.
  • the shift unit may be provided to linearly move along a fork rod adjacent to the barrel cam member having a cam line formed along the outer circumferential surface and the counter shaft of the shift unit, and move along the cam line in response to the rotation of the barrel cam member.
  • a shift fork that moves a synchronizer adjacent to the shaft to perform a shift operation.
  • the camline may be provided in various structures according to the required conditions and design specifications of the barrel cam member.
  • the cam line may be formed in a form in which both ends are connected to the outer surface of the barrel cam member.
  • both ends of the camline may be formed in a separated form.
  • the cam line may be formed to have an angle range greater than 360 degrees on the outer surface of the barrel cam member.
  • the cam line may be formed in the form of a groove having a predetermined depth or a protrusion having a predetermined height.
  • the cam line may be formed in a groove shape, and the follower pin may be provided in the shift fork.
  • the camline may be formed in a protrusion shape, and the shift fork may be provided with a first guide roller contacting along one side of the camline, and a second guide roller contacting along the other side of the camline. have.
  • a fork rod to which the shift fork is linearly movable may be provided with a bearing member, and the shift fork may be linearly moved along the fork rod through the bearing member.
  • bearing member rolling bearings such as conventional ball bearings may be used, and in some cases, other bearings such as sliding bearings may be used.
  • a vehicle transmission includes a clutch for transmitting or interrupting power generated by an engine, a shift for converting power transmitted through the clutch.
  • a shift unit for performing the operation, an output shaft for outputting the power converted by the shift unit, a drive source for selectively converting the power, and a power transmission unit for transmitting the power of the drive source to the output shaft, and shifting through the shift unit.
  • An auxiliary drive unit for controlling the rotational speed (RPM) of the output shaft during the operation, wherein the auxiliary drive unit of the next shift stage during the shift operation from the current shift stage to the next shift stage while the power transmission by the clutch is blocked. The rotation speed of the output shaft is controlled according to the rotation speed.
  • the fact that the driving source selectively provides the converted power may be understood as the driving source providing the converted power to the rotational force and the speed suitable for controlling the rotational speed of the output shaft by itself.
  • a continuously variable speed motor capable of continuously variable speed
  • the continuously variable speed motor may be configured to provide power selectively converted through voltage regulation, or may be configured to provide power selectively converted by a pulse width modulation (PWM) control scheme.
  • PWM pulse width modulation
  • the variable speed motor may be configured to provide power converted in other ways.
  • the power train can be configured to transfer power from the drive source to the output shaft in a variety of ways depending on the desired conditions and design specifications.
  • the power transmission unit may be composed of a conventional gear or belt combination.
  • the driving source may output the power having a rotation speed suitable for the next gear stage according to the current gear stage, the power output from the drive source may be transmitted to the output shaft through the power transmission unit.
  • the auxiliary driving unit may control the rotational speed of the output shaft during the shift operation, and may also perform a role of additionally applying power to the output shaft while the output shaft is rotated by the engine.
  • the rotational speed of the output shaft by allowing the rotational speed of the output shaft to be controlled in advance during the shift operation, it is possible to minimize the shift shock during shifting, and to improve reliability and stability.
  • the rotation speed of the synchronizer before the synchronizer is synchronized (synchronized to the driven gear) according to the shift operation from the current shift stage to the next shift stage, the rotation speed of the synchronizer is controlled in advance by controlling the rotation speed of the output gear in advance.
  • the auxiliary driving unit performs a role of compensating the rotation speed of the output shaft in advance while the shift is performed, and further increases the output power by allowing additional power to be transmitted to the output shaft while the output shaft rotates. You can.
  • the shift control is easier and enables the optimum shift design for each shift section, and contributes to the multi-stage of the transmission.
  • FIG. 1 is a view for explaining the configuration of a vehicle transmission apparatus according to the present invention.
  • FIG. 2 and 3 is a view for explaining the structure and operation structure of the auxiliary drive unit as a vehicle transmission apparatus according to the present invention.
  • FIG. 4 is a view illustrating a power transmission flow during two-stage driving as a vehicle transmission apparatus according to the present invention.
  • FIG. 5 is a view illustrating a power transmission flow by the auxiliary driving unit during a shift from 2 to 3 gears according to the present invention.
  • FIG. 6 is a view illustrating a power transmission flow in three stages of driving according to the present invention.
  • FIG. 7 to 9 are views for explaining a modification of the vehicle transmission according to the invention.
  • FIG. 10 is a view for explaining the configuration of a vehicle transmission according to the present invention.
  • 11 and 12 are views for explaining the structure and operation structure of the auxiliary drive unit as a vehicle transmission apparatus according to the present invention.
  • FIG. 13 is a view illustrating a power transmission flow during two-stage driving according to the present invention.
  • FIG. 14 is a view illustrating a power transmission flow by the auxiliary driving unit during a shift from 2 to 3 gears, according to the present invention.
  • FIG. 15 is a view illustrating a power transmission flow in three stages of driving according to the present invention.
  • 16 to 18 are diagrams for explaining a modification of the vehicle transmission according to the present invention.
  • FIG. 1 is a view for explaining the configuration of the vehicle transmission apparatus according to the present invention
  • Figures 2 and 3 are views for explaining the structure and operation structure of the auxiliary drive unit as a vehicle transmission apparatus according to the present invention.
  • Figure 4 is a vehicle transmission in accordance with the present invention, a view for explaining the power transmission flow during two-stage driving
  • Figure 5 is a vehicle transmission in accordance with the present invention, the shift is made from two gears to three gears
  • Figure 6 is a view for explaining the power transmission flow by the auxiliary drive unit
  • Figure 6 is a view for explaining the power transmission flow during the three-stage running, the vehicle transmission apparatus according to the present invention.
  • a vehicle transmission according to the present invention includes a transmission gear portion and a shift portion.
  • the transmission gear unit may include a dual clutch 13 including a first clutch 11 and a second clutch 12, and first input shafts 21 and first of the first and second clutches 11 and 12.
  • the rotational force generated in the engine may be selectively transmitted to the first clutch 11 or the second clutch 12, and the rotational force transmitted to the first clutch 11 or the second clutch 12 may be transmitted to the first input shaft ( 21 or the second input shaft 22.
  • a dual clutch including the first clutch 11 and the second clutch 12 a conventional dual clutch may be used, and the present invention is not limited or limited by the type and characteristics of the dual clutch.
  • the first clutch 11 and the second clutch 12 may be configured to transmit the rotational force of the engine to the first input shaft 21 or the second input shaft 22 through normal hydraulic control.
  • the present invention has been described with an example in which a dual clutch is applied to a vehicle transmission, a single clutch may be applied in some cases.
  • the first input shaft 21 may be connected to the first clutch 11 to receive the rotational force generated by the engine.
  • the second input shaft 22 is disposed to overlap the same axis as the first input shaft 21, and is connected to the second clutch 12 to receive the rotational force generated by the engine.
  • the second input shaft 22 may be formed in a hollow shape, and the first input shaft 21 may be disposed inside the second input shaft 22.
  • the first counter shaft 23 and the second counter shaft 24 are disposed to be parallel to the first input shaft 21 and the second input shaft 22, and the first input shaft 21 and the second input shaft 22. Connected to 22 outputs the converted power through the shift unit to be described later.
  • the plurality of drive gears D1 to D8 are connected to the first input shaft 21 and the second input shaft 22 and have different gear ratios, that is, gear ratios. More specifically, the hole means driving gears D1, D3, D5, and D7 of the plurality of driving gears D1 to D8 may be connected to the first input shaft 21, and the pair of means driving gears D2, D4, D6, and the like. D8) may be connected to the second input shaft 22.
  • the plurality of driven gears G1, G2, G3, G4, G5, G6, G7, and G8 are respectively installed in the first counter shaft 23 and the second counter shaft 24, and each has a different gear ratio, that is, a gear ratio.
  • the sixth driven gear G6 may be installed on the second counter shaft 24 without rotation interference
  • the gear G8 may be installed on the first counter shaft 23 without rotation interference.
  • first to fourth synchronizers 31, 32, 33, and 34 are provided between the driven gears G1, G2, G3, G4, G5, G6, G7, and G8. That is, the first to fourth synchronizers 31, 32, 33, and 34 are positioned between the corresponding driven gears G1, G2, G3, G4, G5, G6, G7, and G8.
  • the counter shaft 23 and the second counter shaft 24 are respectively provided.
  • the first synchronizer 31 is installed to be splined to the second counter shaft 24 so as to be located between the sixth driven gear G6 and the second driven gear G2, and the sixth driven It may be shifted by the second shift unit 420 to be described later to be fastened to the gear G6 or the second driven gear G2.
  • the second synchronizer 32 is disposed on one side of the first synchronizer 31 and is splined to the second counter shaft 24 so as to be positioned between the fifth driven gear G5 and the first driven gear G1. It may be installed to be shifted by the second shift unit 420 to be fastened to the fifth driven gear (G5) or the first driven gear (G1).
  • the third synchronizer 33 is disposed to face the first synchronizer 31, and is disposed on the first counter shaft 23 to be positioned between the eighth driven gear G8 and the fourth driven gear G4.
  • the spline may be shifted by the first shift unit 410 to be described later to be coupled to the eighth driven gear G8 or the fourth driven gear G4.
  • the fourth synchronizer 34 is disposed at one side of the third synchronizer 33 and is splined to the first counter shaft 23 so as to be positioned between the seventh driven gear G7 and the third driven gear G3. And may be shifted by the first shift unit 410 to be described later to be fastened to the seventh driven gear G7 or the third driven gear G3.
  • a conventional synchronizer may be used, and the present invention is not limited or limited by the type and characteristics of the synchronizer.
  • the sleeve of the synchronizer is coupled to the counter shaft by spline coupling, and is movable in the axial direction.
  • the synchronizer approaches and binds one of the driven gears, power can be transmitted through the engaged driven and driving gears, and the counter shafts 23 and 24 are connected to the output shaft 26 to connect the output shaft 26.
  • Power can be output through Specific structure of the synchronizer can refer to the conventional structure.
  • first to fourth synchronizers 31, 32, 33, and 34 may respectively include first shift forks 316a and 316b and second shift forks 326a and 326b of the first and second shift units 410 and 420, respectively.
  • 326a and 326b are moved in the axial direction so that rotation of the driven gears G1, G2, G3, G4, G5, G6, G7, G8 is transmitted to the first counter shaft 23 or the second counter shaft 24. To be motivated.
  • the shift unit is provided to perform a shift operation for converting the power transmitted through the clutch, and may include a first shift unit 410 and a second shift unit 420.
  • the shift unit converts the power transmitted through the clutch in the present invention, it can be understood that the power of the engine transmitted through the clutch is converted into a rotational force and speed suitable for the driving state of the vehicle by the shift unit. have.
  • the first shift unit 410 is configured to perform a shift operation by moving the synchronizers 33 and 34 adjacent to the first counter shaft 23, and the second shift unit 420 includes a second counter. It is configured to move the synchronizers 31 and 32 adjacent to the shaft 24 to perform a shift operation.
  • the first shift unit 410 is a first barrel cam member provided to operate the first shift forks 316a and 316b mounted on the first fork rod 314 adjacent to the first counter shaft 23 ( 414a and 414b, and a first driving unit 412 for driving the first barrel cam members 414a and 414b.
  • the first fork rod 314 is provided adjacent to the first counter shaft 23, and two first shift forks 316a and 316b are slidably moved on the first fork rod 314. Can be provided.
  • One of the two first shift forks 316a and 316b 316a is provided between the driven gears G3 and G7 for the third and seventh stages, and the other of the two first shift forks 316a and 316b.
  • 316b is provided between the driven gears G4 and G8 for the fourth and eighth stages.
  • a first cam line 415 having a groove shape is formed on an outer circumferential surface of the first barrel cam members 414a and 414b, and a corresponding first cam line is formed on each of the first shift forks 316a and 316b.
  • First follower pins 317a and 317b accommodated in 415 are provided. As the first follower pins 317a and 317b move along the first cam line 415 in response to the rotation of the first barrel cam members 414a and 414b, the first shift forks 316a and 316b may be firstly moved.
  • the fork rod 314 may be linearly moved left and right, and the synchronizers 33 and 34 may be linearly moved by the linear movement of the first shift forks 316a and 316b.
  • first barrel cam members 414a and 414b are provided to be spaced apart from each other, and each of the first barrel cam members 414a and 414b has one first cam line 415.
  • first cam lines are formed examples, in some cases, it is also possible to configure a plurality of first cam lines in a single barrel cam member.
  • the first driving part 412 provides a driving force for driving the first barrel cam members 414a and 414b.
  • the first driving unit 412 may provide driving force to the first barrel cam members 414a and 414b in various ways according to the required conditions and design specifications.
  • a general driving motor may be used as the first driving unit 412, and the present invention is not limited or limited by the type and characteristics of the motor. In some cases, other driving means may be used instead of the motor.
  • the first barrel cam members 414a and 414b may be connected to the driving shaft 412a of the single first driving unit 412 (for example, the driving motor) and driven simultaneously, but in some cases, other power It is also possible to transfer the driving force of the first driving unit to the first barrel cam member by using the conversion member, or alternatively, the first barrel cam members may be configured to be driven by different separate driving units.
  • the second shift unit 420 is a second barrel cam member provided to operate the second shift forks 326a and 326b mounted on the second fork rod 324 adjacent to the second counter shaft 24 ( 424a and 424b, and second driving portions 422 for driving the second barrel cam members 424a and 424b.
  • the second fork rod 324 is provided adjacent to the second counter shaft 24, and two second shift forks 326a and 326b are slidably moved on the second fork rod 324. Can be provided.
  • One of the two second shift forks 326a and 326b 326a is provided between the driven gears G1 and G5 for the first and fifth gears, and the other of the two second shift forks 326a and 326b.
  • 326b is provided between the driven gears G2 and G6 for the second and sixth stages.
  • each of the second shift forks 326a and 326b has a corresponding second cam line 425.
  • the second follower pins 327a and 327b are provided. As the second follower pins 327a and 327b move along the second cam line 425 in response to the rotation of the second barrel cam members 424a and 424b, the second shift forks 326a and 326b are moved to a second position.
  • the fork rod 324 can be linearly moved from side to side.
  • the second driving unit 422 provides a driving force for driving the second barrel cam members 424a and 424b.
  • the second driving unit 422 may provide driving force to the second barrel cam members 424a and 424b in various ways according to the required conditions and design specifications.
  • a general driving motor may be used as the second driving unit 422, and the present invention is not limited or limited by the type and characteristics of the motor.
  • the plurality of second barrel cam members 424a and 424b may be connected to the driving shaft 422a of the single second driving unit 422 (eg, the driving motor) in common and simultaneously driven. In some cases, it is also possible to transfer the driving force of the second driving unit to the second barrel cam member by using another power conversion member.
  • first barrel cam members 414a and 414b and the second barrel cam members are described with an example configured to have the same diameter or thickness, but in some cases, the first barrel cam member ( 414a and 414b and the second barrel cam member may be configured to have different diameters or thicknesses, and the first cam line 415 and the first barrel cam member 414a and 414b and the second barrel cam member to each other. It is also possible to form a portion where the camline is formed to have a relatively large diameter or large thickness compared to other portions.
  • first barrel cam members 414a and 414b are coaxially arranged with respect to one another.
  • the barrel cam members 414a and 414b may be arranged coaxially with each other.
  • three or more barrel cam members may be used, and each barrel cam member may be inclined with each other. It is possible.
  • the auxiliary drive unit 510 has a rotational speed of the output shaft 26 while the first shift unit 410 and the second shift unit 420 are shifted to different shift states (different shift stages). To be controlled.
  • the auxiliary drive unit 510 is a state in which the next shift stage (from the current shift stage before the power transmission by the clutch (or other clutch) is connected again in a state in which power transmission by the clutch is blocked for the shift operation.
  • the rotation speed of the output shaft 26 can be controlled in advance to correspond to the rotation speed of the next shift stage. That is, the auxiliary driving unit 510 synchronizes the driving gears G1 to G8 connected to the first and second input shafts 21 and 22 with the rotation speeds of the output shafts 26 synchronized with each other. Synchronization by 34 makes it possible to minimize shift shock.
  • the state in which power transmission by the first and second clutches 11 and 12 is blocked means that the power of the engine is not transmitted to the first input shaft 21 or the second input shaft 22. Can be understood as a state.
  • the engine power when driving in two stages, the engine power is transmitted to the second input shaft 22 through the second clutch 12, and finally through the second counter shaft 24. It can be output through 26.
  • the auxiliary gear unit 510 performs the next gear shift (for example, For example, since the rotational speed of the first counter shaft 23 connected to the output shaft 26 can be controlled in response to the rotational speed of the third stage), the shift shock during synchronization by the synchronizer 34 can be minimized. have.
  • the driven gear G2 connected to the second input shaft 22 when rotating in two stages may rotate at a rotational speed of 1000 RPM
  • the driven gear G3 connected to the first input shaft 21 when driving in three stages may be 1200 RPM.
  • the auxiliary driving unit 510 is synchronized with the synchronizer 34 (three steps connected to the first input shaft) during the shifting time from two gears to three gears (resting time).
  • the synchronizer 34 is connected to the synchronizer 34 in a state in which the rotation speed of the first counter shaft 23 connected to the output shaft 26 is controlled to 1200 RPM in advance.
  • the output shaft 26, the first counter shaft 23 and the second counter shaft 24 is connected, the output shaft 26 is the first counter shaft 23 and the second counter. It can be understood that each of the shafts 24 is rotatably connected at the same time.
  • the auxiliary drive unit 510 rotates the first and second counter shafts 23 and 24 connected to the output shaft 26 in a state in which power transmission by the first and second clutches 11 and 12 is blocked. It can be provided in a variety of controllable structures.
  • the auxiliary driving unit 510 may include a driving source 512 for providing power, and a power conversion unit 514 for converting the power of the driving source 512 to the output shaft 26. have.
  • the driving source 512 a conventional engine or motor may be used, and the present invention is not limited or limited by the type and characteristics of the driving source 512.
  • a motor is used as the driving source 512.
  • the power converter 514 may be configured to convert the driving force of the drive source 512 to the output shaft 26 in various ways according to the required conditions and design specifications.
  • an auxiliary output shaft 660 connected to the output shaft 26 and outputting power converted by the auxiliary shift unit.
  • the power converter 514 is configured to include a dual clutch unit 610, but in some cases, the power converter may be configured to include a single clutch.
  • the dual clutch unit 610 includes a first auxiliary clutch 611 and a second auxiliary clutch 612, the rotational force generated in the engine is optionally a first auxiliary clutch 611 or a second auxiliary clutch 612.
  • the rotational force transmitted to the first auxiliary clutch 611 or the second auxiliary clutch 612 may be transmitted to the first auxiliary input shaft 621 or the second auxiliary input shaft 622.
  • the first auxiliary clutch 611 and the second auxiliary clutch 612 may drive the driving force of the drive source 512 through the normal hydraulic control to the first auxiliary input shaft 621 or the second auxiliary input shaft 622. It may be configured to deliver to.
  • the first auxiliary input shaft 621 may be connected to the first auxiliary clutch 611 to receive power generated from the driving source 512.
  • the second auxiliary input shaft 622 may be disposed to overlap the same axis as the first auxiliary input shaft 621, and may be connected to the second auxiliary clutch 612 to receive power generated from the driving source 512.
  • the second auxiliary input shaft 622 may be formed in a hollow shape, and the first auxiliary input shaft 621 may be disposed in the second auxiliary input shaft 622.
  • the first auxiliary counter shaft 623 and the second auxiliary counter shaft 624 are disposed in parallel with the first auxiliary input shaft 621 and the second auxiliary input shaft 622, and the first auxiliary input shaft 621. And it is connected to the second auxiliary input shaft 622 may output the converted power through the auxiliary shift unit to be described later.
  • the auxiliary drive gears AD2 to AD8 are connected to the first auxiliary input shaft 621 and the second auxiliary input shaft 622 and have different gear ratios, that is, gear ratios. More specifically, the hole means auxiliary drive gears AD3, AD5, and AD7 among the plurality of auxiliary drive gears AD2 to AD8 may be connected to the first auxiliary input shaft 621, and the pair means auxiliary drive gears AD2, AD4, and the like. AD6 and AD8 may be connected to the second auxiliary input shaft 622.
  • a plurality of the auxiliary driven gears AG2, AG3, AG4, AG5, AG6, AG7, AG8 are respectively installed in the first subsidiary counter shaft 623 and the second subsidiary counter shaft 624 and each has a different gear ratio, that is, a transmission ratio.
  • the second auxiliary counter shaft 624 may be installed without rotation interference
  • the third auxiliary gear AG3, the seventh auxiliary gear AG7, the fourth auxiliary gear AG4 and the eighth auxiliary gear AG8 may be installed on the first auxiliary counter shaft 623 without rotation interference.
  • first and fourth auxiliary synchronizers 631, 632, 633, 634 are provided between and side surfaces of the respective auxiliary driven gears AG2, AG3, AG4, AG5, AG6, AG7, and AG8. That is, the first to fourth subsidiary synchronizers 631, 632, 633, 634 are positioned between and side surfaces of the respective subordinate driven gears AG2, AG3, AG4, AG5, AG6, AG7, and AG8. 623 and the second auxiliary counter shaft 624, respectively.
  • the gear ratio of the auxiliary shift unit may be provided in the same manner as the gear ratio of the shift unit described above.
  • the gear ratio of the third auxiliary driven gear of the auxiliary shift part may be provided in the same manner as the gear ratio of the third driven gear of the shift part.
  • the first auxiliary synchronizer 631 is installed to be splined to the second auxiliary counter shaft 624 so as to be located between the sixth auxiliary driven gear AG6 and the second auxiliary driven gear AG2.
  • the second auxiliary shift unit 420 may be shifted to be coupled to the sixth auxiliary driven gear AG6 or the second auxiliary driven gear AG2.
  • the second subsidiary synchronizer 632 is disposed on one side of the first subsidiary synchronizer 631, and is installed to be splined to the second subsidiary counter shaft 624 to be located at the side of the fifth subsidiary driven gear AG5.
  • the second auxiliary shift unit 420 may be shifted to be selectively engaged with the fifth auxiliary driven gear AG5.
  • the third subsidiary synchronizer 633 is disposed to face the first subsidiary synchronizer 631, and the first subsidiary counter is positioned between the eighth subsidiary driven gear AG8 and the fourth subsidiary driven gear AG4.
  • the first auxiliary shift unit 410 to be described later may be shifted to be coupled to the shaft 623 to be coupled to the eighth auxiliary driven gear AG8 or the fourth auxiliary driven gear AG4.
  • the fourth subsidiary synchronizer 634 is disposed on one side of the third subsidiary synchronizer 633 and is positioned between the seventh subsidiary driven gear AG7 and the third subsidiary driven gear AG3. 623 may be shifted by a first auxiliary shift unit 410 to be described later to be coupled to the seventh auxiliary driven gear AG7 or the third auxiliary driven gear AG3.
  • auxiliary synchronizers 631, 632, 633, and 634 a conventional synchronizer may be used, and the present invention is not limited or limited by the type and characteristics of the auxiliary synchronizer.
  • the sleeves of the auxiliary synchronizers 631, 632, 633, and 634 are coupled to the counter shaft by spline coupling, and are movable in the axial direction.
  • the auxiliary synchronizer approaches and binds to one of the auxiliary driven gears
  • power can be transmitted through the interlocked auxiliary driven gears and the auxiliary driving gears, and the auxiliary counter shafts 623 and 624 are connected to the auxiliary output shafts 660 to output the auxiliary outputs. Power may be output through the shaft 660.
  • first to fourth auxiliary synchronizers 631, 632, 633, and 634 have first and second auxiliary forks 642a and 642b and second and second shift forks 652a and 652b of the first and second auxiliary shift units 410 and 420, respectively.
  • a fastening groove (not shown) for fastening may be formed, and the first to fourth auxiliary sinks 631, 632, 633, and 634 are disposed in the first auxiliary shift forks 642a and 642b and the second auxiliary shift forks 652a and 652b. Movement in the axial direction such that the rotation of the auxiliary driven gears AG2, AG3, AG4, AG5, AG6, AG7, AG8 can be synchronized with the first subsidiary counter shaft 623 or the second subsidiary counter shaft 624. do.
  • the auxiliary shift unit is provided to perform a power conversion operation for converting power transmitted through the dual clutch unit 610, and includes a first auxiliary shift unit 410 and a second auxiliary shift unit 420. Can be.
  • the auxiliary shift unit converts the power transmitted through the dual clutch unit 610 in the present invention, the power of the drive source 512 transmitted through the dual clutch unit 610 is described above by the auxiliary shift unit It can then be understood that it is converted to a rotational speed suitable for the gear stage.
  • the first auxiliary shift unit 410 is configured to perform a shift operation by moving the auxiliary synchronizers 633 and 634 adjacent to the first auxiliary counter shaft 623, and the second auxiliary shift unit 420 is formed of a first auxiliary shift unit 420.
  • the subsidiary counters 631 and 632 adjacent to the subsidiary counter shaft 624 are configured to be shifted.
  • the first auxiliary shift unit 410 is provided to operate the first auxiliary shift forks 642a and 642b mounted on the first auxiliary fork rod 641 adjacent to the first auxiliary counter shaft 623. It may be configured to include an auxiliary barrel cam member (not shown, see the first barrel cam member of Figure 1).
  • the first auxiliary fork rod 641 is provided adjacent to the first auxiliary counter shaft 623, and two first auxiliary shift forks 642a and 642b are disposed on the first auxiliary fork rod 641.
  • One of the two first auxiliary shift forks 642a and 642b is provided between the auxiliary driven gears AG3 and AG7 for the third and seventh stages, and the two first auxiliary shift forks 642a and 642b.
  • the other one 6664b may be provided between the auxiliary driven gears AG4 and AG8 for the fourth and eighth stages.
  • a first auxiliary cam line (not shown) having a groove shape is formed on an outer circumferential surface of the first auxiliary barrel cam member, and a first auxiliary cam line corresponding to each of the first auxiliary shift forks 642a and 642b.
  • a first auxiliary follower pin (not shown) accommodated in the.
  • the first auxiliary shift forks 642a and 642b move from side to side on the first auxiliary fork rod 641.
  • the linear movement of the first auxiliary shift forks 642a and 642b may be performed, and the auxiliary synchronizers 633 and 634 may be linearly moved.
  • a plurality of first auxiliary barrel cam members are provided to be spaced apart from each other, and the first auxiliary barrel cam member is described with an example in which one first auxiliary cam line is formed. Therefore, it is also possible to configure a plurality of first auxiliary cam line is formed in a single auxiliary barrel cam member.
  • the second auxiliary shift unit 420 is provided to operate the second auxiliary shift forks 652a and 652b mounted on the second auxiliary fork rod 651 adjacent to the second auxiliary counter shaft 624. It may be configured to include an auxiliary barrel cam member (not shown, see the second barrel cam member of Figure 1).
  • the second auxiliary fork rod 651 is provided adjacent to the second auxiliary counter shaft 624, and two second auxiliary shift forks 652a and 652b are disposed on the second auxiliary fork rod 651.
  • the slide may be provided to be movable.
  • One of the two second auxiliary shift forks 652a and 652b is provided on the side of the auxiliary driven gear AG5 for the fifth stage, and the other one of the two second auxiliary shift forks 652a and 652b ( 6652b) is provided between the auxiliary driven gears AG2 and AG6 for the second and sixth stages.
  • a second auxiliary cam line (not shown) having a groove shape is formed on an outer circumferential surface of the second auxiliary barrel cam member, and each of the second auxiliary shift forks 652a and 652b is accommodated in a corresponding second auxiliary cam line.
  • Two secondary follower pins (not shown) are provided. As the second auxiliary follower pin moves along the second auxiliary cam line in response to the rotation of the second auxiliary barrel cam member, the second auxiliary shift forks 652a and 652b move from side to side on the second auxiliary fork rod 651. Can move straight.
  • the embodiment of the present invention has been described with an example in which the first auxiliary shift fork and the second auxiliary shift fork are linearly moved by the rotation of the auxiliary barrel cam member, but in some cases a separate auxiliary barrel cam member It is also possible to configure the auxiliary shift fork to move linearly as the auxiliary fork rod is rotated to exclude.
  • the power converter includes a dual clutch unit, an auxiliary shift unit, and an auxiliary output shaft.
  • the power converter uses a planetary gear, a gearbox and a gear.
  • it may be configured as a belt combination, or alternatively, the power converter may be configured as a conventional continuously variable transmission CVT.
  • auxiliary drive unit 510 serves to control the rotational speed of the output shaft 26 during the shift operation, and the output shaft 26 in a state in which power transmission by the clutches 11 and 12 is connected. It is also possible to play a role of additional power. That is, it is also possible to configure so that additional power is provided to the output shaft 26 by the auxiliary drive unit 510 in a state in which the shift operation is completed and power is normally transmitted to the output shaft 26.
  • FIG. 7 to 9 are views for explaining a modification of the vehicle transmission apparatus according to the present invention.
  • the same or equivalent reference numerals are given to the same or equivalent components as those described above, and detailed description thereof will be omitted.
  • both ends of the first camline and the second camline are formed in a continuous form
  • both ends of the first camline and the second camline are separated. It is also possible to form in the form.
  • both ends of the first cam line 415 ′ and the second cam line 425 ′ may provide a broken path.
  • the first driving unit (see 412 of FIG. 1) and the second driving unit (see 422 of FIG. 1) rotate the first barrel cam members 414a and 414b and the second barrel cam members 424a and 424b forward.
  • the first follower pins 317a and 317b and the second follower pins 327a and 327b may be moved in a desired movement path while rotating in the reverse direction.
  • the first cam line 415 ′ and the second cam line 425 ′ may be separated from each other at the outer surfaces of the first barrel cam members 414 a and 414 b and the second barrel cam members 424 a and 424 b.
  • the angle range formed may be extended to 360 degrees or more, and the first cam line 415 '(or the second cam line) may be formed to have a longer length than the first cam line 415' (or the second cam line). You can do it.
  • the first cam line 415 ′ of FIG. 3 may have a longer path in the first barrel cam members 414a and 414b of the same diameter as compared to the first cam line 415 of FIG. 2.
  • the first cam line 415 ' can be formed in a larger angle range.
  • first barrel cam members 414a and 414b have a relatively small diameter, a sufficient cam line path can be secured, so that the diameter of the first barrel cam members 414a and 414b can be further miniaturized. Not only can contribute to miniaturization and weight reduction of the members (414a, 414b), but also can bring a number of technical advantages, such as fast rotation and accurate control, reducing the drive motor cost.
  • the first fork rod 314 and the second fork rod 324 may include a bearing member 600 to move linearly along the corresponding fork rods 314 and 324.
  • the first shift forks 316a and 316b and the second shift forks 326a and 326b may be provided along the first fork rod 314 and the second fork rod 324 via the bearing member 600. Can move straight.
  • a rolling bearing such as a conventional ball bearing may be used, and in some cases, another bearing such as a sliding bearing may be used.
  • the cam line is formed in a groove shape
  • the cam line may be formed in a protrusion shape
  • the first and second camlines 1415 and 1425 may be provided in the form of a protrusion having a predetermined height, and the first and second shift forks 316a, 316b, 326a, and 326b are described above.
  • the first guide roller 710 is contacted along one side of the first and second cam lines 1415 and 1425 instead of the follower pin, and the other side of the first and second cam lines 1415 and 1425 is contacted. It may be configured to include a second guide roller 720.
  • the first and second guide rollers 710 and 720 move by rolling along the sides of the corresponding camlines 1415 and 1425.
  • the first and second shift forks 316a, 316b, 326a, and 326b may be moved.
  • a guide member which is in sliding contact along the side of the cam line may be used.
  • FIG. 10 is a view for explaining the configuration of a vehicle transmission apparatus according to the present invention
  • Figures 11 and 12 are views for explaining the structure and operation structure of the auxiliary drive unit as a vehicle transmission device according to the present invention.
  • Figure 13 is a vehicle transmission according to the present invention, a view for explaining the power transmission flow during two-stage driving
  • Figure 14 is a vehicle transmission according to the present invention, the shift is made from two to three gears It is a figure for explaining the power transmission flow by the auxiliary drive unit
  • Figure 15 is a view for explaining the power transmission flow during the three-stage running, as a vehicle transmission apparatus according to the present invention.
  • a vehicle transmission according to the present invention includes a transmission gear portion and a shift portion.
  • the transmission gear unit may include a dual clutch 13 including a first clutch 11 and a second clutch 12, and first input shafts 21 and first of the first and second clutches 11 and 12.
  • the rotational force generated in the engine may be selectively transmitted to the first clutch 11 or the second clutch 12, and the rotational force transmitted to the first clutch 11 or the second clutch 12 may be transmitted to the first input shaft ( 21 or the second input shaft 22.
  • a dual clutch including the first clutch 11 and the second clutch 12 a conventional dual clutch may be used, and the present invention is not limited or limited by the type and characteristics of the dual clutch.
  • the first clutch 11 and the second clutch 12 may be configured to transmit the rotational force of the engine to the first input shaft 21 or the second input shaft 22 through normal hydraulic control.
  • the present invention has been described with an example in which a dual clutch is applied to a vehicle transmission, a single clutch may be applied in some cases.
  • the first input shaft 21 may be connected to the first clutch 11 to receive the rotational force generated by the engine.
  • the second input shaft 22 is disposed to overlap the same axis as the first input shaft 21, and is connected to the second clutch 12 to receive the rotational force generated by the engine.
  • the second input shaft 22 may be formed in a hollow shape, and the first input shaft 21 may be disposed inside the second input shaft 22.
  • the first counter shaft 23 and the second counter shaft 24 are disposed to be parallel to the first input shaft 21 and the second input shaft 22, and the first input shaft 21 and the second input shaft 22. Connected to 22 outputs the converted power through the shift unit to be described later.
  • the plurality of drive gears D1 to D8 are connected to the first input shaft 21 and the second input shaft 22 and have different gear ratios, that is, gear ratios. More specifically, the hole means driving gears D1, D3, D5, and D7 of the plurality of driving gears D1 to D8 may be connected to the first input shaft 21, and the pair of means driving gears D2, D4, D6, and the like. D8) may be connected to the second input shaft 22.
  • the plurality of driven gears G1, G2, G3, G4, G5, G6, G7, and G8 are respectively installed in the first counter shaft 23 and the second counter shaft 24, and each has a different gear ratio, that is, a gear ratio.
  • the sixth driven gear G6 may be installed on the second counter shaft 24 without rotation interference
  • the gear G8 may be installed on the first counter shaft 23 without rotation interference.
  • first to fourth synchronizers 31, 32, 33, and 34 are provided between the driven gears G1, G2, G3, G4, G5, G6, G7, and G8. That is, the first to fourth synchronizers 31, 32, 33, and 34 are positioned between the corresponding driven gears G1, G2, G3, G4, G5, G6, G7, and G8.
  • the counter shaft 23 and the second counter shaft 24 are respectively provided.
  • the first synchronizer 31 is installed to be splined to the second counter shaft 24 so as to be located between the sixth driven gear G6 and the second driven gear G2, and the sixth driven It may be shifted by the second shift unit 420 to be described later to be fastened to the gear G6 or the second driven gear G2.
  • the second synchronizer 32 is disposed on one side of the first synchronizer 31 and is splined to the second counter shaft 24 so as to be positioned between the fifth driven gear G5 and the first driven gear G1. It may be installed to be shifted by the second shift unit 420 to be fastened to the fifth driven gear (G5) or the first driven gear (G1).
  • the third synchronizer 33 is disposed to face the first synchronizer 31, and is disposed on the first counter shaft 23 to be positioned between the eighth driven gear G8 and the fourth driven gear G4.
  • the spline may be shifted by the first shift unit 410 to be described later to be coupled to the eighth driven gear G8 or the fourth driven gear G4.
  • the fourth synchronizer 34 is disposed at one side of the third synchronizer 33 and is splined to the first counter shaft 23 so as to be positioned between the seventh driven gear G7 and the third driven gear G3. And may be shifted by the first shift unit 410 to be described later to be fastened to the seventh driven gear G7 or the third driven gear G3.
  • a conventional synchronizer may be used, and the present invention is not limited or limited by the type and characteristics of the synchronizer.
  • the sleeve of the synchronizer is coupled to the counter shaft by spline coupling, and is movable in the axial direction.
  • the synchronizer approaches and binds one of the driven gears, power can be transmitted through the engaged driven and driving gears, and the counter shafts 23 and 24 are connected to the output shaft 26 to connect the output shaft 26.
  • Power can be output through Specific structure of the synchronizer can refer to the conventional structure.
  • first to fourth synchronizers 31, 32, 33, and 34 may respectively include first shift forks 316a and 316b and second shift forks 326a and 326b of the first and second shift units 410 and 420, respectively.
  • 326a and 326b are moved in the axial direction so that rotation of the driven gears G1, G2, G3, G4, G5, G6, G7, G8 is transmitted to the first counter shaft 23 or the second counter shaft 24. To be motivated.
  • the shift unit is provided to perform a shift operation for converting the power transmitted through the clutch, and may include a first shift unit 410 and a second shift unit 420.
  • the shift unit converts the power transmitted through the clutch in the present invention, it can be understood that the power of the engine transmitted through the clutch is converted into a rotational force and speed suitable for the driving state of the vehicle by the shift unit. have.
  • the first shift unit 410 is configured to perform a shift operation by moving the synchronizers 33 and 34 adjacent to the first counter shaft 23, and the second shift unit 420 includes a second counter. It is configured to move the synchronizers 31 and 32 adjacent to the shaft 24 to perform a shift operation.
  • the first shift unit 410 is a first barrel cam member provided to operate the first shift forks 316a and 316b mounted on the first fork rod 314 adjacent to the first counter shaft 23 ( 414a and 414b, and a first driving unit 412 for driving the first barrel cam members 414a and 414b.
  • the first fork rod 314 is provided adjacent to the first counter shaft 23, and two first shift forks 316a and 316b are slidably moved on the first fork rod 314. Can be provided.
  • One of the two first shift forks 316a and 316b 316a is provided between the driven gears G3 and G7 for the third and seventh stages, and the other of the two first shift forks 316a and 316b.
  • 316b is provided between the driven gears G4 and G8 for the fourth and eighth stages.
  • a first cam line 415 having a groove shape is formed on an outer circumferential surface of the first barrel cam members 414a and 414b, and a corresponding first cam line is formed on each of the first shift forks 316a and 316b.
  • First follower pins 317a and 317b accommodated in 415 are provided. As the first follower pins 317a and 317b move along the first cam line 415 in response to the rotation of the first barrel cam members 414a and 414b, the first shift forks 316a and 316b may be firstly moved.
  • the fork rod 314 may be linearly moved left and right, and the synchronizers 33 and 34 may be linearly moved by the linear movement of the first shift forks 316a and 316b.
  • first barrel cam members 414a and 414b are provided to be spaced apart from each other, and each of the first barrel cam members 414a and 414b has one first cam line 415.
  • first cam lines are formed examples, in some cases, it is also possible to configure a plurality of first cam lines in a single barrel cam member.
  • the first driving part 412 provides a driving force for driving the first barrel cam members 414a and 414b.
  • the first driving unit 412 may provide driving force to the first barrel cam members 414a and 414b in various ways according to the required conditions and design specifications.
  • a general driving motor may be used as the first driving unit 412, and the present invention is not limited or limited by the type and characteristics of the motor. In some cases, other driving means may be used instead of the motor.
  • the first barrel cam members 414a and 414b may be connected to the driving shaft 412a of the single first driving unit 412 (for example, the driving motor) and driven simultaneously, but in some cases, other power It is also possible to transfer the driving force of the first driving unit to the first barrel cam member by using the transmission member, or alternatively, the first barrel cam members may be configured to be driven by different separate driving units.
  • the second shift unit 420 is a second barrel cam member provided to operate the second shift forks 326a and 326b mounted on the second fork rod 324 adjacent to the second counter shaft 24 ( 424a and 424b, and second driving portions 422 for driving the second barrel cam members 424a and 424b.
  • the second fork rod 324 is provided adjacent to the second counter shaft 24, and two second shift forks 326a and 326b are slidably moved on the second fork rod 324. Can be provided.
  • One of the two second shift forks 326a and 326b 326a is provided between the driven gears G1 and G5 for the first and fifth gears, and the other of the two second shift forks 326a and 326b.
  • 326b is provided between the driven gears G2 and G6 for the second and sixth stages.
  • each of the second shift forks 326a and 326b has a corresponding second cam line 425.
  • the second follower pins 327a and 327b are provided. As the second follower pins 327a and 327b move along the second cam line 425 in response to the rotation of the second barrel cam members 424a and 424b, the second shift forks 326a and 326b are moved to a second position.
  • the fork rod 324 can be linearly moved from side to side.
  • the second driving unit 422 provides a driving force for driving the second barrel cam members 424a and 424b.
  • the second driving unit 422 may provide driving force to the second barrel cam members 424a and 424b in various ways according to the required conditions and design specifications.
  • a general driving motor may be used as the second driving unit 422, and the present invention is not limited or limited by the type and characteristics of the motor.
  • the plurality of second barrel cam members 424a and 424b may be connected to the driving shaft 422a of the single second driving unit 422 (eg, the driving motor) in common and simultaneously driven. In some cases, it is also possible to transfer the driving force of the second driving unit to the second barrel cam member by using another power transmission member.
  • first barrel cam members 414a and 414b and the second barrel cam members are described with an example configured to have the same diameter or thickness, but in some cases, the first barrel cam member ( 414a and 414b and the second barrel cam member may be configured to have different diameters or thicknesses, and the first cam line 415 and the first barrel cam member 414a and 414b and the second barrel cam member to each other. It is also possible to form a portion where the camline is formed to have a relatively large diameter or large thickness compared to other portions.
  • first barrel cam members 414a and 414b are coaxially arranged with respect to one another.
  • the barrel cam members 414a and 414b may be arranged coaxially with each other.
  • three or more barrel cam members may be used, and each barrel cam member may be inclined with each other. It is possible.
  • the auxiliary drive unit 510 has a rotational speed of the output shaft 26 while the first shift unit 410 and the second shift unit 420 are shifted to different shift states (different shift stages). To be controlled.
  • the auxiliary drive unit 510 is a state in which the next shift stage (from the current shift stage before the power transmission by the clutch (or other clutch) is connected again in a state in which power transmission by the clutch is blocked for the shift operation.
  • the rotation speed of the output shaft 26 can be controlled in advance to correspond to the rotation speed of the next shift stage. That is, the auxiliary driving unit 510 synchronizes the driving gears G1 to G8 connected to the first and second input shafts 21 and 22 with the rotation speeds of the output shafts 26 synchronized with each other. Synchronization by 34 makes it possible to minimize shift shock.
  • the state in which power transmission by the first and second clutches 11 and 12 is blocked means that the power of the engine is not transmitted to the first input shaft 21 or the second input shaft 22. Can be understood as a state.
  • the engine power is transmitted to the second input shaft 22 through the second clutch 12, and finally through the second counter shaft 24. It can be output through 26.
  • the auxiliary gear unit 510 performs the next gear shift (for example, For example, since the rotational speed of the first counter shaft 23 connected to the output shaft 26 can be controlled in response to the rotational speed of the third stage), the shift shock during synchronization by the synchronizer 34 can be minimized. have.
  • the driven gear G2 connected to the second input shaft 22 when rotating in two stages may rotate at a rotational speed of 1000 RPM
  • the driven gear G3 connected to the first input shaft 21 when driving in three stages may be 1200 RPM.
  • the auxiliary driving unit 510 is synchronized with the synchronizer 34 (three steps connected to the first input shaft) during the shifting time from two gears to three gears (resting time).
  • the synchronizer 34 is connected to the synchronizer 34 in a state in which the rotation speed of the first counter shaft 23 connected to the output shaft 26 is controlled to 1200 RPM in advance.
  • the output shaft 26, the first counter shaft 23 and the second counter shaft 24 is connected, the output shaft 26 is the first counter shaft 23 and the second counter. It can be understood that each of the shafts 24 is rotatably connected at the same time.
  • the auxiliary drive unit 510 rotates the first and second counter shafts 23 and 24 connected to the output shaft 26 in a state in which power transmission by the first and second clutches 11 and 12 is blocked. It is provided to control the bar, the auxiliary driving unit 510 is a drive source 512 for selectively providing the converted power, and a power transmission unit for transmitting the power of the drive source 512 to the output shaft 26 ( 514).
  • the fact that the drive source 512 selectively provides the converted power may be understood that the drive source 512 provides the power converted to the rotational force and the speed suitable for controlling the rotational speed of the output shaft by itself. have.
  • the driving source 512 various driving sources capable of providing selectively converted power may be used.
  • a continuously variable motor capable of continuously variable speed may be used as the driving source 512.
  • the continuously variable speed motor may be configured to provide power selectively converted through voltage regulation or may be configured to provide power selectively converted by a pulse width modulation (PWM) control scheme.
  • PWM pulse width modulation
  • the variable speed motor may be configured to provide power converted in other ways.
  • the power transmission unit 514 may be configured to transmit the power of the drive source 512 to the output shaft 26 in various ways depending on the required conditions and design specifications.
  • the power transmission unit 514 may be composed of a conventional gear or belt combination.
  • a gear combination is used as the power transmission unit 514 will be described.
  • the drive source 512 may output the power having a rotation speed suitable for the next gear stage according to the current gear stage, the power output from the drive source 512 through the power transmission unit 514 output shaft ( 26).
  • the auxiliary driving unit 510 serves to control the rotational speed of the output shaft 26 during the shift operation, and the output shaft 26 in a state in which power transmission by the clutches 11 and 12 is connected. It is also possible to play the role of additional power. That is, it is also possible to configure so that additional power is provided to the output shaft 26 by the auxiliary drive unit 510 in a state in which the shift operation is completed and power is normally transmitted to the output shaft 26.
  • Figures 16 to 18 is a view for explaining a modification of the vehicle transmission according to the invention.
  • the same or equivalent reference numerals are given to the same or equivalent components as those described above, and detailed description thereof will be omitted.
  • both ends of the first camline and the second camline are formed in a continuous form
  • both ends of the first camline and the second camline are It is also possible to be formed in a separate form.
  • both ends of the first cam line 415 ′ and the second cam line 425 ′ may provide a broken path.
  • the first driving part (see 412 of FIG. 10) and the second driving part (see 422 of FIG. 10) rotate the first barrel cam members 414a and 414b and the second barrel cam members 424a and 424b forwardly.
  • the first follower pins 317a and 317b and the second follower pins 327a and 327b may be moved in a desired movement path while rotating in the reverse direction.
  • the first cam line 415 ′ and the second cam line 425 ′ may be separated from each other at the outer surfaces of the first barrel cam members 414 a and 414 b and the second barrel cam members 424 a and 424 b.
  • the angle range formed may be extended to 360 degrees or more, and the first cam line 415 '(or the second cam line) may be formed to have a longer length than the first cam line 415' (or the second cam line). You can do it.
  • the first cam line 415 ′ of FIG. 12 may have a longer path in the first barrel cam members 414a and 414b of the same diameter as compared with the first cam line 415 of FIG. 11.
  • the first cam line 415 ' can be formed in a larger angle range.
  • first barrel cam members 414a and 414b have a relatively small diameter, a sufficient cam line path can be secured, so that the diameter of the first barrel cam members 414a and 414b can be further miniaturized. Not only can contribute to miniaturization and weight reduction of the members (414a, 414b), but also can bring a number of technical advantages, such as fast rotation and accurate control, reducing the drive motor cost.
  • the first fork rod 314 and the second fork rod 324 may include a bearing member 600 to move linearly along corresponding fork rods 314 and 324.
  • the first shift forks 316a and 316b and the second shift forks 326a and 326b may be provided along the first fork rod 314 and the second fork rod 324 via the bearing member 600. Can move straight.
  • a rolling bearing such as a conventional ball bearing may be used, and in some cases, another bearing such as a sliding bearing may be used.
  • the cam line is formed in a groove shape
  • the cam line may be formed in a protrusion shape
  • the first and second camlines 1415 and 1425 may be provided in the form of protrusions having a predetermined height, and the first and second shift forks 316a, 316b, 326a, and 326b are described above.
  • the first guide roller 710 is contacted along one side of the first and second cam lines 1415 and 1425 instead of the follower pin, and the other side of the first and second cam lines 1415 and 1425 is contacted. It may be configured to include a second guide roller 720.
  • the first and second guide rollers 710 and 720 move by rolling along the sides of the corresponding camlines 1415 and 1425.
  • the first and second shift forks 316a, 316b, 326a, and 326b may be moved.
  • a guide member which is in sliding contact along the side of the cam line may be used.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne un dispositif de transmission de véhicule en mesure de réduire une secousse de changement de vitesse et de faciliter la commande de changement de vitesse. Le dispositif de transmission de véhicule comporte : un embrayage permettant de transférer ou de bloquer la puissance générée dans un moteur ; un élément de changement de vitesse permettant d'effectuer la manipulation de changement de vitesse pour transformer la puissance transférée par l'embrayage ; un arbre de sortie pour émettre la puissance transformée par l'élément de changement de vitesse ; et un élément d'entraînement auxiliaire permettant de réguler le nombre de tours par minute (tr/min) de l'arbre de sortie au cours de l'opération de changement de vitesse par le biais de l'élément de changement de vitesse, dans lequel l'élément d'entraînement auxiliaire régule le nombre de tours par minute de l'arbre de sortie en fonction du nombre de tours par minute d'un stade de changement de vitesse suivant au cours de l'opération de changement de vitesse depuis le stade de changement de vitesse en cours jusqu'au stade de changement de vitesse suivant dans un état dans lequel le transfert de puissance par l'embrayage est bloqué.
PCT/KR2014/006851 2013-07-25 2014-07-25 Dispositif de transmission de véhicule WO2015012656A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
KR1020130087903A KR20150012415A (ko) 2013-07-25 2013-07-25 차량용 변속장치
KR10-2013-0087895 2013-07-25
KR10-2013-0087903 2013-07-25
KR1020130087895A KR20150012411A (ko) 2013-07-25 2013-07-25 차량용 변속장치

Publications (1)

Publication Number Publication Date
WO2015012656A1 true WO2015012656A1 (fr) 2015-01-29

Family

ID=52393590

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/KR2014/006851 WO2015012656A1 (fr) 2013-07-25 2014-07-25 Dispositif de transmission de véhicule

Country Status (1)

Country Link
WO (1) WO2015012656A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022152196A1 (fr) * 2021-01-18 2022-07-21 Ningbo Geely Automobile Research & Development Co., Ltd. Transmission

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20010042647A1 (en) * 2000-02-04 2001-11-22 Hiroshi Sakamoto Power transmission apparatus of motor vehicles
JP2001343066A (ja) * 2000-03-30 2001-12-14 Toyota Motor Corp 車両用常時噛合式変速機
JP2002349685A (ja) * 2001-05-25 2002-12-04 Nissan Motor Co Ltd 自動クラッチ式変速機の変速制御装置
JP2008240923A (ja) * 2007-03-28 2008-10-09 Honda Motor Co Ltd 車両用変速機

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20010042647A1 (en) * 2000-02-04 2001-11-22 Hiroshi Sakamoto Power transmission apparatus of motor vehicles
JP2001343066A (ja) * 2000-03-30 2001-12-14 Toyota Motor Corp 車両用常時噛合式変速機
JP2002349685A (ja) * 2001-05-25 2002-12-04 Nissan Motor Co Ltd 自動クラッチ式変速機の変速制御装置
JP2008240923A (ja) * 2007-03-28 2008-10-09 Honda Motor Co Ltd 車両用変速機

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022152196A1 (fr) * 2021-01-18 2022-07-21 Ningbo Geely Automobile Research & Development Co., Ltd. Transmission

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