KR20150129117A - Transmission for vehicle having advance 7 spped and back 1 speed - Google Patents

Transmission for vehicle having advance 7 spped and back 1 speed Download PDF

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Publication number
KR20150129117A
KR20150129117A KR1020140054654A KR20140054654A KR20150129117A KR 20150129117 A KR20150129117 A KR 20150129117A KR 1020140054654 A KR1020140054654 A KR 1020140054654A KR 20140054654 A KR20140054654 A KR 20140054654A KR 20150129117 A KR20150129117 A KR 20150129117A
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KR
South Korea
Prior art keywords
gear
output
transmission
speed change
gears
Prior art date
Application number
KR1020140054654A
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Korean (ko)
Inventor
신택현
Original Assignee
현대다이모스(주)
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Priority to KR1020140054654A priority Critical patent/KR20150129117A/en
Publication of KR20150129117A publication Critical patent/KR20150129117A/en

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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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2048—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with seven engaging means

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

Abstract

The present invention relates to a vehicle transmission having 7-speed gears and 1-speed reverse gear. The present invention comprises: an input shaft receiving output of an engine to be rotated; a first gear unit having a first output gear selectively outputting a rotational force transmitted from the input shaft and having first to fourth transmission gears connected to the input shaft; a second gear unit having fifth to eighth transmission gears connected to the input shaft and having a second output gear selectively outputting the rotational force transmitted from the input shaft; and an output shaft connected to the first gear unit and the second gear unit and selectively receiving the rotational force from the first gear unit or the second gear unit to be outputted to the outside.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a transmission for a vehicle having a forward 7-speed and a reverse 1-speed,

More particularly, the present invention relates to an automatic transmission having a forward clutch and a reverse forward gear, and more particularly, to an automatic transmission having a dual clutch transmission and an automatic transmission And a forward transmission having seven forward and one reverse stages for implementing the same shifting structure.

Generally, the dual clutch transmission is a kind of second-generation automated manual transmission that improves the shift delay feeling due to clutch disconnection during shift, which is a disadvantage in an automated shift gear (ASG) transmission currently applied to a small-sized vehicle. And is known to exhibit excellent performance in terms of efficiency.

Such a dual clutch transmission uses two clutches on the input shaft to engage a synchromesh of a gear to be shifted in advance and disengages one clutch currently engaged and engages a new clutch to perform shifting, Thereby improving the transmission gear ratio (reduction in torque during shifting).

The presently developed dual clutch transmission is divided into a wet dual clutch transmission and a dry dual clutch transmission by applying a wet clutch and applying a dry clutch and in the case of a dry clutch, While wet clutch has difficulty in control, there is no big hurdle to apply the technology already applied to automatic transmission in control. Therefore, currently high-torque luxury car adopts dual clutch transmission using wet clutch . In addition, a technology for constructing a system in a smaller space is required.

Such a dual clutch transmission is disclosed in Korean Patent Laid-open Publication No. 10-2011-0007459 and Korean Laid-Open Patent Publication No. 10-2011-0109514.

This dual clutch transmission is disadvantageous in that a power loss occurs when the clutch is attached to or disengaged from a flywheel that receives the output of the engine. In addition, the dual clutch transmission may suffer from shock and vibration when the clutch is attached to or detached from the flywheel.

SUMMARY OF THE INVENTION Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and an object of the present invention is to provide a dual clutch transmission, The present invention provides an automotive transmission having a seventh forward stage and a reverse first stage capable of improving the transmission efficiency and fuel economy by forming a transmission structure similar to a transmission.

Further, the present invention provides an automotive transmission having a forward seventh stage and a reverse first stage that can prevent a power loss caused by an operation of attaching or detaching a clutch to a flywheel by not using a coupling structure of a flywheel and a clutch There is a purpose.

Further, the present invention provides an automotive transmission having a forward seventh stage and a reverse first stage that can prevent shocks and vibrations caused by an operation of attaching or detaching a clutch to / from a flywheel by not using a coupling structure of a flywheel and a clutch .

In accordance with one aspect of the present invention, there is provided an internal combustion engine including: an input shaft that receives rotation of an output of an engine; first to fourth shift gears connected to the input shaft; A second gear portion including a fifth gear to be engaged with the input shaft and a second output gear to selectively output rotational force transmitted from the input shaft; And an output shaft connected to the second gear portion and selectively transmitting rotational force from the first gear portion or the second gear portion to output the rotational force to the outside.

The first gear portion may include a first rotation shaft coupled to the rotation centers of the first to fourth shift gears and the first output gear, and a second rotation shaft disposed between the first and second shift gears, A first synchronizer that selectively couples one of the shift gears to rotate together with the first rotation shaft, and a second synchronizer that is disposed between the third and fourth shift gears and selectively connects any one of the third or fourth shift gears And a third synchronizer disposed at one side of the first output gear and selectively coupling the first output gear to rotate together with the first rotation shaft Do.

Further, it is preferable that any one of the first to fourth shift gears is formed as a reverse gear.

The second gear portion may include a second rotation shaft coupled to the rotation centers of the fifth to eighth speed change gears and the second output gear and a second rotation shaft disposed between the fifth and sixth shift gears, A fourth synchronizer that selectively couples one of the shift gears to rotate together with the second rotation shaft, and a fourth synchronizer that is disposed between the seventh and eighth shift gears to selectively engage either the seventh or eighth shift gear And a sixth synchronizer disposed at one side of the second output gear and selectively coupling the second output gear to rotate together with the second rotation shaft Do.

Preferably, the output shaft further includes a planetary gear unit connected to the first output gear and the second output gear.

According to the present invention, the power output from the engine to the outside of the transmission in the transmission is interrupted in the transmission through the synchronizer device without using the power interrupting structure through the coupling of the flywheel and the clutch, A similar transmission structure is formed to improve the transmission efficiency and the fuel economy.

Further, according to the present invention, there is an effect that loss of power generated by the operation of attaching or detaching the clutch to the flywheel can be prevented by not using the coupling structure of the flywheel and the clutch.

Further, according to the present invention, there is an effect that the shock and vibration generated by the operation of attaching or detaching the clutch to the flywheel can be prevented by not using the coupling structure of the flywheel and the clutch.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a view for explaining an automotive transmission having a forward seventh stage and a reverse first stage according to an embodiment of the present invention; Fig.
Fig. 2 is a view for explaining an even-numbered and a post-diagnosis shift state of an automotive transmission having seven forward stages and one reverse stage of Fig. 1;
Fig. 3 is a view for explaining a shifting state of an odd-numbered one of an automotive transmission having seven forward stages and one reverse stage of Fig. 1; Fig.
4 is a view for explaining an automotive transmission having a forward seventh stage and a reverse first stage according to another embodiment;

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. In this process, the thicknesses of the lines and the sizes of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms described below are terms defined in consideration of the functions of the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be made based on the contents throughout this specification.

1 is a view for explaining a transmission for an automobile having seven forward stages and one reverse stage according to an embodiment of the present invention.

Referring to FIG. 1, an automotive transmission 100 having a forward 7-speed and a reverse 1-speed according to an embodiment of the present invention includes an input shaft 110 receiving an output from the engine 10 and rotating, A first gear portion 120 and a second gear portion 130 connected to the first gear portion 120 and the second gear portion 130 and an output shaft 140 for selectively receiving rotational force from the first gear portion 120 and the second gear portion 130, ).

The input shaft 110 is formed by coupling a plurality of gears to an axis that receives the output of the engine 10 from the engine 10 and rotates. The first to fourth input gears 111, 112, 113 and 114 are coupled to one side of the input shaft 110 and rotate together. The first to fourth input gears 111, 112, 113 and 114 are connected to the first gear unit 120 and the second gear unit 130 to connect the output of the engine 10 to the first gear unit 120 And the second gear unit 130, respectively.

The first gear unit 120 includes first to fourth shift gears 121, 122, 123 and 124 connected to the input shaft 110 and a first output gear (not shown) selectively outputting a rotational force transmitted from the input shaft 110 125). The first gear portion 120 includes a first rotation shaft 129 coupled to the rotation centers of the first to fourth shift gears 121, 122, 123 and 124 and the first output gear 125, A first synchronizer 126 disposed between the first and second speed change gears 121 and 122 for selectively coupling either the first or second speed change gear 121 or 122 with the first rotation shaft 129, , And a third gear (not shown) disposed between the third and fourth shift gears 123 and 124 to selectively rotate either the third or fourth shift gears 123 and 124 together with the first rotation shaft 129 2 synchronizer 127 and a third synchronizer 128 disposed on one side of the first output gear 125 and selectively coupling the first output gear 125 to rotate together with the first rotation shaft 129 do.

Here, the first speed change gear 121 is connected to the first input gear 111, the second speed change gear 122 is connected to the second input gear 112, and the third speed change gear 123 is connected to the third And the fourth shift gear 124 is connected to the fourth input gear 114 and receives the output of the engine 10 to rotate. At this time, the first rotation shaft 129 is coupled to rotate separately from the first to fourth shift gears 121, 122, 123, 124 and the first output gear 125.

That is, the first gear portion 120 rotates through the first to fourth shift gears 121, 122, 123 and 124 by the rotational force transmitted from the input shaft 110, and the first to fourth shift gears 121, 122, 123, and 124 are controlled by the first or second synchronizers 126 and 127 to transmit rotational force to the first rotation shaft 129. The rotation of the first gear portion 120 is transmitted to the first rotation shaft 129 by the first or second synchronizer 126 or 127 by the third synchronizer 128 via the first output gear 125 ). Therefore, the first gear portion 120 can selectively output the output of the engine 10 transmitted from the input shaft 110 through the first output gear 125. [

At this time, any one of the first to fourth shift gears 121, 122, 123, and 124 of the first gear unit 120 is formed as a reverse gear. The first to third shift gears 121, 122 and 123 may be formed as the front diagnostic gears and the fourth shift gear 124 may be formed as the reverse gears in the first gear unit 120 according to the embodiment . That is, the first gear portion 120 includes a reverse shift gear 124a coupled between the fourth shift gear 124 and the fourth input gear 114. [

The second gear unit 130 includes fifth to eighth speed change gears 131, 132, 133 and 134 connected to the input shaft 110 and a second output gear (not shown) selectively outputting rotational force transmitted from the input shaft 110 135). The second gear portion 130 includes a second rotation shaft 139 coupled to the rotation centers of the fifth to eighth speed change gears 131, 132, 133 and 134 and the second output gear 135, And a fourth synchronizer 136 disposed between the sixth speed change gears 131 and 132 to selectively rotate either the fifth or sixth speed change gear 131 or 132 with the second rotation shaft, The fifth synchronizer is disposed between the seventh and eighth speed change gears 133 and 134 and selectively engages either the seventh or eighth shift gear 133 or 134 with the second rotation shaft 139, And a sixth synchronizer 138 disposed at one side of the second output gear 135 and selectively coupling the second output gear 135 to rotate together with the second rotation shaft 139.

Here, the fifth speed change gear 131 is connected to the first input gear 111, the sixth speed change gear 132 is connected to the second input gear 112, and the seventh speed change gear 133 is connected to the third And the eighth speed change gear 134 is connected to the fourth input gear 114 and receives the output of the engine 10 to rotate. At this time, the second rotation shaft 139 is coupled to rotate separately from the fifth to eighth speed change gears 131, 132, 133, and 134 and the second output gear 135.

That is, the second gear portion 130 rotates the fifth to eighth speed shift gears 131, 132, 133 and 134 by the rotational force transmitted from the input shaft 110, and the fifth to eighth speed change gears 131 132, 133 and 134 are controlled by the fourth or fifth synchronizers 136 and 137 to transmit rotational force to the second rotation shaft 139. The rotation of the second gear portion 130 is transmitted to the second rotation shaft 139 by the fourth or fifth synchronizers 136 and 137 by the second synchronizer 138 by the second output gear 135 ). Accordingly, the second gear unit 130 can selectively output the output of the engine 10, which is transmitted from the input shaft 110, through the second output gear 135.

The output shaft 140 is connected to the first gear unit 120 and the second gear unit 130 and selectively receives the rotational force from the first gear unit 120 or the second gear unit 130 and outputs the rotational force to the outside . That is, the output shaft 140 is connected to the first output gear 125 and the second output gear 135. The output shaft 140 is rotated by the third synchronizer 128 or the sixth synchronizer 138 from the first rotation shaft 129 or the second rotation shaft 139 to the first output gear 125 or the second output gear 125. [ (135), and outputs the rotational force to the outside.

In this case, the first gear portion 120 and the second gear portion 130 are formed as the even and the second gear portions 130 and 130, respectively, To implement a transmission structure such as a dual clutch transmission. That is, the transmission 100 for an automobile having seven forward and one reverse stages includes two, four, six, and reverse shift gears in the first gear portion 120, The first, third, fifth and seventh speed change gears are operated so that the odd-numbered and even-numbered shifts sequentially. Hereinafter, the operating state of the transmission 100 for an automobile having the forward seventh and reverse first stages will be described with reference to Figs. 2 and 3. Fig.

Fig. 2 is a view for explaining an even-numbered and a post-diagnosis shift state of an automotive transmission having seven forward stages and one reverse stage of Fig. 1. Fig.

Referring to FIG. 2, the transmission 100 of the automotive transmission having seven forward and one reverse stages includes the first gear portion 120 and the rear differential gear. In one embodiment, the first speed change gear 121 is an advanced two-speed shift gear, the second speed change gear 122 is an advanced four-speed shift gear, the third speed change gear 123 is an advanced six- The fourth shift gear 124 may be configured as a reverse shift gear.

That is, the first gear portion 120 is configured such that the first synchronizer 126 disposed between the first speed change gear 121 and the second speed change gear 122 is engaged with the first speed change gear 121 or the second speed change gear 122 122) to implement a forward 2-stage or forward 4-stage. The first gear portion 120 is configured such that the second synchronizer 127 disposed between the third speed change gear 123 and the fourth speed change gear 124 is engaged with the third speed change gear 123 or the fourth speed change gear 124) to implement the forward six-step or post-diagnosis.

At this time, the first synchronizer 126 is engaged with the first speed change gear 121 or the second speed change gear 122, or the second synchronizer 127 is engaged with the third speed change gear 123 or the fourth speed change gear 124 to output the shifted rotational force transmitted to the first rotational shaft 129 through any one of the first to fourth shift gears 121, 122, 123, 124 to the output shaft 140, The synchronizer 128 is engaged with the first output gear 125.

Here, the first to fourth shift gears 121, 122, 123 and 124 may be configured as different pre-diagnosis or post-diagnosis depending on the design of the gear ratio with the first to fourth input gears 111, 112, 113 and 114 have.

Fig. 3 is a view for explaining the shifting state of the automatic transmission of the present invention having the forward seventh stage and the reverse first stage of Fig. 1; Fig.

Referring to FIG. 3, the automotive transmission 100 having the forward seventh stage and the reverse first stage is configured so that the second gear portion 130 is an odd-numbered shift gear. In one embodiment, the fifth speed change gear 131 is an advanced one-speed shift gear, the sixth speed change gear 132 is an up-speed three-speed shift gear, the seventh speed change gear 133 is an up- The eighth speed change gear 134 may be constituted by an advanced seven-speed change gear.

That is, when the fourth synchronizer 136 disposed between the fifth speed change gear 131 and the sixth speed change gear 132 is engaged with the fifth speed change gear 131 or the sixth speed change gear 132) to implement the forward first stage or the forward third stage. The second gear portion 130 is configured so that the fifth synchronizer 137 disposed between the seventh speed change gear 133 and the eighth speed change gear 134 is engaged with the seventh speed change gear 133 or the eighth change gear 134) so as to implement the forward 5-speed or forward 7-speed mode.

At this time, the fourth synchronizer 136 is engaged with the fifth speed change gear 131 or the sixth speed change gear 132, or the fifth synchronizer 137 is engaged with the seventh speed change gear 133 or the eighth speed change gear 134 so as to output the shifted rotational force transmitted to the second rotational shaft 139 through any one of the fifth to eighth speed change gears 131, 132, 133, 134 to the output shaft 140, The synchronizer 138 is engaged with the second output gear 135.

Here, the fifth to eighth speed change gears 131, 132, 133, and 134 may be configured with different pre-diagnoses according to the gear ratio design with the first to fourth input gears 111, 112, 113, Hereinafter, an automotive transmission 100 having seven forward and one reverse stages according to another embodiment will be described with reference to FIG.

4 is a view for explaining an automotive transmission having a forward seventh stage and a reverse first stage according to another embodiment.

Referring to FIG. 4, an automotive transmission 100 having a forward 7-speed and a reverse 1-speed according to another embodiment of the present invention includes an input shaft 110 receiving an output from the engine 10 and rotating, A first gear portion 120 and a second gear portion 130 connected to the first gear portion 120 and the second gear portion 130 and an output shaft 140). The output shaft 140 may further include a planetary gear unit 150 coupled together with the first output gear 125 and the second output gear 135.

The planetary gear unit 150 includes a sun gear, a plurality of planetary gears, and a ring gear, and the output shaft 140, the first gear unit 120, and the second gear unit 130 are connected to the planetary gear unit 150, respectively. At this time, the planetary gear unit 150 may be connected to each other at different positions according to the respective gear ratio designs.

The planetary gear unit 150 includes a sun gear, a plurality of planetary gears, or a first brake 151 that restricts rotation of gears coupled to the first gear unit 120 out of the ring gears, Or a second brake 152 for restricting the rotation of the gear coupled to the second gear portion 130 of the ring gear. Here, the first brake 151 and the second brake 152 may be composed of a wet clutch.

When the rotational force is transmitted from the first gear portion 120 to the planetary gear portion 150, the second brake 152 operates to restrict the rotation of the gear connected to the second gear portion 130, And outputs the shifted rotational force. When the rotational force is transmitted from the second gear unit 130 to the planetary gear unit 150, the rotation of the gear connected to the first gear unit 120 is limited by the operation of the first brake 151, As shown in Fig.

The automotive transmission 100 having the forward seventh and reverse first stages does not use a structure for interrupting the engine power transmitted to the transmission by using the conventional flywheel and the clutch, thereby reducing the weight by deleting the flywheel and the clutch And it is possible to improve the fuel economy accordingly. The transmission 100 having the forward seventh gear and the reverse first gear interrupts the power output from the inside to the outside through the synchronizer device in the transmission and controls the first gear portion 120 to be coupled And the second gear portion 130 is constituted by the hole means to form a transmission structure similar to the dual clutch transmission, thereby improving the transmission efficiency and the fuel consumption.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It is understandable. Accordingly, the true scope of the present invention should be determined by the following claims.

100: Automotive transmission having seven forward and one reverse
110: input shaft 111: first input gear
112: second input gear 113: third input gear
114: fourth input gear 120: first gear portion
121: first speed change gear 122: second speed change gear
123: Third speed change gear 124: Fourth speed change gear
124a: reverse shift gear 125: first output gear
126: first synchronizer 127: second synchronizer
128: Third synchronizer 129: First synchronizer
130: second gear portion 131: fifth speed change gear
132: Sixth speed change gear 133: Seventh speed change gear
134: Eighth gear shift gear 135: Second output gear
136: Fourth synchronizer 137: Fifth synchronizer
138: sixth synchronizer 139: second rotation shaft
140: output shaft 150: planetary gear unit

Claims (5)

An input shaft that receives the output of the engine and rotates;
A first gear unit including first to fourth shift gears connected to the input shaft and a first output gear for selectively outputting rotational force transmitted from the input shaft;
A second gear portion including fifth to eighth speed change gears connected to the input shaft and a second output gear for selectively outputting rotational force transmitted from the input shaft; And
An output shaft connected to the first gear portion and the second gear portion and selectively transmitting rotational force from the first gear portion or the second gear portion and outputting the rotational force to the outside;
And a forward one-stage and a reverse one-stage. The method according to claim 1,
The first gear portion
A first rotation shaft coupled to the rotation centers of the first to fourth shift gears and the first output gear,
A first synchronizer disposed between the first and second shift gears for selectively coupling any one of the first and second shift gears to rotate together with the first rotation shaft;
A second synchronizer disposed between the third and fourth shift gears for selectively coupling any one of the third or fourth shift gears to rotate together with the first rotation shaft,
And a third synchronizer disposed at one side of the first output gear and selectively coupling the first output gear so that the first output gear rotates together with the first rotation shaft. Transmission. 3. The method of claim 2,
Wherein one of the first to fourth shift gears is formed as a reverse gear. The method according to claim 1,
The second gear portion
A second rotation shaft coupled to the rotation centers of the fifth to eighth speed change gears and the second output gear,
A fourth synchronizer disposed between the fifth and sixth shift gears for selectively coupling any one of the fifth or sixth shift gears to rotate together with the second rotation shaft,
A fifth synchronizer disposed between the seventh and eighth speed shift gears for selectively coupling any one of the seventh or eighth shift gears to rotate together with the second rotation shaft,
And a sixth synchronizer disposed at one side of the second output gear and selectively coupling the second output gear to rotate together with the second rotation shaft. Transmission. The method according to claim 1,
The output shaft
Further comprising a planetary gear unit coupled to said first output gear and said second output gear, said forward planetary gear unit having a forward seventh stage and a reverse first stage.

KR1020140054654A 2014-05-08 2014-05-08 Transmission for vehicle having advance 7 spped and back 1 speed KR20150129117A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020140054654A KR20150129117A (en) 2014-05-08 2014-05-08 Transmission for vehicle having advance 7 spped and back 1 speed

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Application Number Priority Date Filing Date Title
KR1020140054654A KR20150129117A (en) 2014-05-08 2014-05-08 Transmission for vehicle having advance 7 spped and back 1 speed

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KR20150129117A true KR20150129117A (en) 2015-11-19

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