KR20160149372A - Transmission for vehicle - Google Patents
Transmission for vehicle Download PDFInfo
- Publication number
- KR20160149372A KR20160149372A KR1020150086107A KR20150086107A KR20160149372A KR 20160149372 A KR20160149372 A KR 20160149372A KR 1020150086107 A KR1020150086107 A KR 1020150086107A KR 20150086107 A KR20150086107 A KR 20150086107A KR 20160149372 A KR20160149372 A KR 20160149372A
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- South Korea
- Prior art keywords
- gear
- unit
- output shaft
- input shaft
- speed change
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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
- F16H3/089—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 all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
- F16D23/02—Arrangements for synchronisation, also for power-operated clutches
- F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
- F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
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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
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
-
- 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
- F16H3/10—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 one or more one-way clutches as an essential feature
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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
- F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
- F16H3/22—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially
- F16H3/24—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts coaxial
- F16H3/26—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts coaxial and two or more additional shafts
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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
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
- F16H2003/007—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths with two flow paths, one being directly connected to the input, the other being connected to the input though a clutch
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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
- F16H2003/0931—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 each countershaft having an output gear meshing with a single common gear on the output shaft
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
According to the present invention, there is provided a vehicle comprising: a first input shaft installed to receive power from an engine intermittently; A second input shaft installed to receive the power of the engine at all times; A first output shaft and a second output shaft disposed parallel to the first input shaft; A first shift unit configured to implement a series of full gear stages to be implemented between the first input shaft and the first output shaft and between the first input shaft and the second output shaft; A second shift unit configured to implement a redundant gear stage having the same gear ratio as at least one of all gear stages implemented in the first shift unit, between the second input shaft and the first output shaft; And a one-way clutch installed to transmit power from the engine only in a direction to transmit the power from the engine to the first output shaft through the second transmission unit.
Description
BACKGROUND OF THE
BACKGROUND ART Conventionally, AMT (Automated Manual Transmission) has a clutch actuator for interrupting a clutch and a shift actuator for releasing a previous speed change stage and engaging a desired target speed change stage to automatically drive the clutch actuator and the shift actuator in accordance with the running state of the vehicle So that the shift can be performed.
However, since the conventional AMT as described above needs to cut off the torque input to the AMT in the clutch actuator in order to release the previous speed change stage and engage the new target speed change stage by driving the transmission actuator, A torque interruption is generated in which the torque to be blocked is interrupted. This has a problem that the ride feeling is greatly reduced as well as the transmission feeling of the vehicle.
It is to be understood that the foregoing description of the inventive concept is merely for the purpose of promoting an understanding of the background of the present invention and should not be construed as an admission that it is a prior art already known to those skilled in the art. Will be.
SUMMARY OF THE INVENTION The present invention has been conceived in order to solve the problems described above, and it is an object of the present invention to provide a vehicle occupant protection system that can prevent a transmission feeling and a ride comfort deterioration due to torque interruption, The present invention is directed to a transmission for a vehicle.
According to an aspect of the present invention, there is provided a vehicular transmission including:
A first input shaft installed to receive power from the engine intermittently;
A second input shaft installed to receive the power of the engine at all times;
A first output shaft disposed parallel to the first input shaft;
A second output shaft disposed parallel to the second input shaft;
A first shift unit configured to implement a series of full gear stages to be implemented between the first input shaft and the first output shaft and between the first input shaft and the second output shaft;
A second shift unit configured to implement a redundant gear stage having the same gear ratio as at least one of all gear stages implemented in the first shift unit, between the second input shaft and the first output shaft;
And a one-way clutch installed to transmit power from the engine only in a direction to transmit power from the engine to the first output shaft through the second transmission unit.
The first input shaft may be formed as a hollow shaft surrounding the second input shaft, and may be connected to the engine through a clutch.
Further, the present invention provides a power transmission device comprising: a take-out gear provided on the first output shaft;
A receiving gear provided on the second output shaft to receive power from the drawing gear;
And an idler gear installed to transmit the power of the take-out gear to the receive gear.
The second shift unit may be configured to implement a redundant gear stage corresponding to the gear stages implemented between the first input shaft and the first output shaft among the entire gear stages implemented by the first shift unit.
Speed gear stages having relatively high gear ratio among all the gear stages implemented by the first transmission may be formed between the first input shaft and the first output shaft.
When the overall speed change stage implemented by the first speed change unit is a series of speed change stages ranging from the first stage to the nth stage with the greatest speed change ratio, A series of gear stages;
It is preferable that m < = n, and n and m satisfy a condition that is a natural number.
The first shift unit includes a plurality of first unit drive gears on the first input shaft for implementing the entire shift stages;
The first output shaft and the second output shaft being provided with a plurality of first unit driven gear meshing with the first unit drive gear to form a gear stage, respectively;
And the first output shaft and the second output shaft are each provided with a first unit synchronizing device for switching the states of the plurality of first unit driven gears relative to the first output shaft and the second output shaft, .
The second shift unit includes a plurality of second unit drive gears on the second input shaft for implementing the redundant shift stages;
The first output shaft has a plurality of second unit driven gears meshing with the second unit drive gears to form the overlapping speed change stages, respectively;
And the second input shaft may be provided with a second unit synchronizing device for switching the states of the plurality of second unit drive gears relative to the second input shaft to be restrained or free, respectively.
And the one-way clutch may be provided between the second input shaft and the second unit drive gear so as to transmit power only in a direction from the second input shaft toward the second unit drive gear.
Wherein the hub constituting the second unit synchronizing apparatus comprises an inner hub which is coupled to the second input shaft and an outer hub which is located outside the inner hub and supports the sleeve so as to be relatively rotatable with respect to the inner hub ;
The one-way clutch may be installed between the inner hub and the outer hub to transmit power only in a direction from the inner hub toward the outer hub.
The second unit drive gear is a speed change gear that meshes with the second unit driven gear to form a substantial speed change ratio, and is formed to be coupled to or released from the second unit synchronizing apparatus and connected to or released from the second unit synchronizing apparatus A clutch gear;
The one-way clutch may be provided between the speed change gear and the clutch gear so as to transmit power only in a direction from the clutch gear toward the speed change gear.
The second shift unit
A plurality of second unit drive gears for implementing the redundant gear stages are provided on the second input shaft;
The first output shaft has a plurality of second unit driven gears meshing with the second unit drive gears to form the overlapping speed change stages, respectively;
And the first output shaft is provided with a second unit synchronizing device for switching the state of rotation of the plurality of second unit driven gears relative to the first output shaft.
And the one-way clutch may be provided between the second unit driven gear and the first output shaft so as to transmit power only in a direction from the second unit driven gear toward the first output shaft.
The hub constituting the second unit synchronizing apparatus comprises an inner hub connected to the first output shaft and an outer hub positioned outside the inner hub and supporting the sleeve so as to be relatively rotatable with respect to the inner hub ;
The one-way clutch may be installed between the outer hub and the inner hub to transmit power only in a direction from the outer hub toward the inner hub.
Wherein the second unit driven gear includes a speed change gear which is engaged with the second unit drive gear to form a substantial speed change ratio and which is coupled to or released from the second unit synchronizing apparatus to be connected to or released from the second unit synchronizing apparatus A clutch gear;
The one-way clutch may be provided between the speed change gear and the clutch gear so as to transmit power only in a direction from the speed change gear toward the clutch gear.
The one-way clutch may be provided between the flywheel and the second input shaft so as to transmit power only in a direction from the flywheel of the engine to the second input shaft.
The present invention provides a relatively simple and compact structure that can improve the mountability to a vehicle and contributes to the improvement of fuel economy while preventing a shift feeling and a ride comfort deterioration due to torque interruption.
1 is a configuration diagram showing a first embodiment of a vehicular transmission according to the present invention,
FIGS. 2 to 5 are diagrams illustrating a process of operating the transmission of FIG. 1 from a neutral state to a first-stage running state;
6 to 9 are views for explaining a process in which the transmission of FIG. 1 operates from a first-stage running state to a second-stage running state,
10 is a configuration diagram showing a second embodiment of a vehicular transmission according to the present invention.
11 is a configuration diagram showing a third embodiment of a transmission for a vehicle according to the present invention,
12 is a configuration diagram showing a fourth embodiment of the vehicular transmission according to the present invention,
13 is a configuration diagram showing a fifth embodiment of the transmission for a vehicle according to the present invention.
1 and 10 to 13, embodiments of the present invention commonly include a first input shaft IN1 installed to intermittently receive power from the engine E; A second input shaft IN2 installed to receive the power of the engine at all times; A first output shaft (OUT1) arranged parallel to the first input shaft; A second output shaft (OUT2) arranged parallel to the second input shaft; A first transmission unit (SU1) configured to implement a series of full gear stages to be implemented between the first input shaft and the first output shaft and between the first input shaft and the second output shaft; A second shift unit (SU2) configured to implement a redundant gear stage having the same gear ratio as at least one of all the gear stages implemented in the first shift unit, between the second input shaft and the first output shaft; And a one-way clutch (OWC) installed to transmit power from the engine only in a direction to transmit power from the engine to the first output shaft through the second transmission unit.
That is, the transmission according to the present invention is configured such that the power of the engine E is basically transmitted to the first output shaft OUT1 or the second output shaft OUT2 through the first transmission unit SU1, And a transmission capable of transmitting the transmission through the transmission (SU2) at the same transmission ratio as the transmission ratio implemented in the first transmission (SU1). The transmission via the first transmission (SU1) Way clutch OWC can be structurally blocked by interlocking between power via the unit SU2.
The first input shaft OUT1 is formed as a hollow shaft surrounding the second input shaft OUT2 and connected to the engine through a clutch.
In the embodiments of Figs. 1 and 10 to 13, a take-off gear IG is provided on the first output shaft and a receive gear RV is provided on the second output shaft so as to receive the power from the take-off gear And an idle gear (ID) configured to transmit the power of the take-out gear to the receive gear. The second output gear (OT2) provided on the second output shaft is connected to the first output shaft So that the output is drawn out through the output terminal.
Of course, the second output gear OT2 may be connected to a derailleur such that power is distributed to the drive wheels.
When the entire speed change stage implemented by the first speed change unit SU1 is a series of speed change stages ranging from the first stage to the n-th stage having the greatest speed change ratio, the redundant speed change stage to be implemented redundantly in the second speed change unit SU2 Is a series of gear stages from the first stage to the mth stage, m < = n, and n and m are natural numbers.
For example, as in the present embodiment, when the total speed change stage required by the vehicle is one-stage to five-stage, the first shift unit SU1 has a total of five forward shifts Wherein n is 5, and the second transmission unit SU2 is configured to be capable of implementing the first-stage and second-stage redundant gear stages, and m is 2.
The reason why m < = n is that the redundant speed change stage implemented by the second transmission unit SU2 plays an important role in preventing torque interruption that occurs during shifting, In the low-speed traveling state where the vehicle travels at a relatively large transmission ratio, it mainly affects the transmission feeling and the ride feeling.
That is, for example, in a vehicle equipped with five forward speed stages, the region where the transmission feeling and the riding comfort are problematic due to the torque interruption during running of the vehicle is the region of the one-stage speed change stage to the three-stage speed change stage, In order to improve the torque interruption that may occur in the range of the first-speed to third-speed range because the vehicle speed is substantially high and the inertial force of the vehicle is large so that the torque interruption does not greatly affect the transmission feeling or the riding comfort. The second shift unit SU2 is configured to be capable of implementing one-stage and two-stage redundant gear stages having the same gear ratio as the lower gear stages required for the second shift unit SU2.
Of course, the number of the overlapping speed change stages implemented by the second transmission unit SU2 may be increased or decreased according to the design concept of the vehicle to be manufactured. However, So that it can be implemented.
Speed gear stages having a relatively high gear ratio among all the gear stages implemented by the first transmission unit SU1 are formed between the first input shaft IN1 and the first output shaft OUT1.
In this embodiment, the first input shaft IN1 and the first output shaft OUT1 are formed so as to form a first gear stage having the greatest gear ratio and a second gear stage thereafter, Is advantageously formed between the first output shaft IN1 and the second output shaft OUT2.
For example, unlike the present invention, in order to form the first and second stages between the first input shaft IN1 and the second output shaft OUT2, one and two stages are implemented outside the first input shaft IN1, which is a hollow shaft, And the driven gears for meshing with the first and second output shafts to form first and second gear ratios must be provided on the second output shaft OUT2. In this case, since the first input shaft IN1 is a hollow shaft, The outer diameter of the drive gears must be larger than that of the drive gears formed on the solid shaft, which also increases the outer diameter of the driven gears, which is the distance between the first input shaft IN1 and the second output shaft OUT2 This causes an increase in the weight and volume of the transmission. This leads to a decrease in fuel consumption of the vehicle and a reduction in the vehicle mountability of the transmission, which makes it difficult to mount a transmission of such a configuration on a lightweight vehicle Be able to .
However, when the first and second stages are formed between the first input shaft IN1 and the first output shaft OUT1 as in the present invention, the first input shaft IN1 is a hollow shaft as in the above case, 1 through the output shaft OUT1 to the second output shaft OUT2 through the idle gear and the receive gear, Even when the outer diameter of the gear is relatively larger than that of the outer diameter of the gear, the outer diameter of the driven gear engaged with the drive gear is relatively small and a desired gear ratio can be formed. OUT1 can be formed to be relatively small.
Therefore, with the arrangement of the speed change stages as described above, the weight and the volume of the transmission are reduced by reducing the outer diameter of the drive gear and the driven gear and the reduction of the inter-shaft distance for forming the speed change stages of the high speed change ratio, And contributes greatly to the improvement of fuel efficiency and fuel economy.
Of course, if the above-mentioned effect is abandoned, it is not necessary to provide the output gear, the receive gear and the idler gear as described above, and a first output gear is provided separately to the first output shaft, So that the power can be drawn out.
Meanwhile, in the present embodiment, the second transmission unit SU2 is provided with overlapping portions corresponding to the speed change stages implemented between the first input shaft and the first output shaft among all the gear positions implemented by the first transmission unit SU1 And is configured to implement a speed change stage.
That is, in this embodiment, the speed change stages implemented between the first input shaft IN1 and the first output shaft OUT1 among the entire speed change stages implemented by the first transmission unit SU1 are one-stage and two-stage, , And the second speed change unit SU2 implements the overlapping speed change stages between the second input shaft IN2 and the first output shaft OUT1 in the first and second stages.
The first transmission unit SU1 includes a plurality of first unit drive gears U1D for implementing the entire gear stages on the first input shaft; And the first output shaft and the second output shaft have a plurality of first unit driven gears U1P meshing with the first unit drive gears to form speed change stages, respectively; And a first unit synchronizing device (U1S) for switching the state of restricting or free rotation of the plurality of first unit driven gears relative to the first output shaft and the second output shaft, respectively, on the first output shaft and the second output shaft .
The above-described configuration is the same in the first to fifth embodiments of the present invention, and the unique configuration of each embodiment will be separately described hereinafter. Unique configurations of the embodiments described below differ only in the arrangement of the synchronous device and the one-way clutch on the basis of the above common configuration.
In the first embodiment of Fig. 1 and the second embodiment of Fig. 10, the second transmission unit SU2 includes a plurality of second unit drive gears U2D for implementing the above- ; And the first output shaft has a plurality of second unit driven gears (U2P) engaged with the second unit drive gears to form the overlapping speed change stages, respectively; And the second input shaft is provided with a second unit synchronizing device (U2S) for switching the rotation of the plurality of second unit drive gears relative to the second input shaft, respectively, or switching the free state.
The one-way clutch OWC is configured to transmit power between the second input shaft and the second unit drive gear only in a direction from the second input shaft toward the second unit drive gear.
In the first embodiment of FIG. 1, the hub constituting the second unit synchronizing device U2S includes an inner hub HH coupled to the second input shaft, And an outer hub (OH) positioned outside the hub and supporting the sleeve (SL); The one-way clutch OWC is installed between the inner hub and the outer hub so as to transmit power only in a direction from the inner hub to the outer hub.
10, the second unit drive gear U2D includes a speed change gear U2D-1 that meshes with the second unit driven gear to form a substantial speed change ratio, And a clutch gear (U2D-2) formed to be engaged or disengaged to be connected to or released from the second unit synchronizing device; The one-way clutch OWC is provided between the speed change gear and the clutch gear, and is configured to transmit power only from the clutch gear toward the speed change gear.
11, the second transmission unit SU2 includes a plurality of second unit drive gears U2D for implementing the above-described overlapping speed change stages, ; And the first output shaft has a plurality of second unit driven gears (U2P) engaged with the second unit drive gears to form the overlapping speed change stages, respectively; And a second unit synchronizing device (U2S) is provided on the first output shaft for switching the state of rotation of the plurality of second unit driven gears relative to the first output shaft.
The one-way clutch OWC is installed between the second unit driven gear U2P and the first output shaft OUT1 so as to transmit power only in a direction from the second unit driven gear toward the first output shaft .
In the third embodiment of FIG. 11, the hub constituting the second unit synchronizing device U2S includes an inner hub HH coupled to the first output shaft, And an outer hub (OH) positioned outside the hub and supporting the sleeve (SL); The one-way clutch OWC is installed between the outer hub and the inner hub to transmit power only in a direction from the outer hub to the inner hub.
In the fourth embodiment of Fig. 12, the second unit driven gear U2P includes a speed change gear U2P-1 which meshes with the second unit drive gear to form a substantial gear ratio, And a clutch gear (U2P-2) formed to be engaged or disengaged to be connected to or released from the second unit synchronizing device; The one-way clutch OWC is installed between the speed-change short-hand gear and the clutch gear so as to transmit power only in a direction from the speed change gear toward the clutch gear.
15, the one-way clutch OWC is connected to the flywheel FL and the second input shaft IN2 so as to transmit power only in a direction from the flywheel FL of the engine to the second input shaft IN2. (OUT2).
As described above, in the first to fifth embodiments of the present invention, only the arrangement relationship of the synchronizing device and the one-way clutch is changed variously in a state in which the basic structure and technical idea for achieving the object of the present invention are common All of which are within the scope of the same technical thought.
The operation of the transmission for a vehicle of the present invention constructed as described above will be described with reference to the first embodiment shown in Figs. 1 to 9. Fig.
1 is a neutral state. Since all the first unit synchronizers U1S and U2S are in a neutral state, the engine E can be started independently of the engagement and disengagement of the clutch CL , The state of Fig. 1 is that the clutch CL is released.
When the engine E is started in the state shown in Fig. 1 and the first stage is connected to the first speed change unit SU1 as shown in Fig. 2 and the clutch CL is engaged as shown in Fig. 3, Is shifted through the first speed change unit SU1 and is drawn out to the second output shaft OUT2 via the take-out gear IG, the idler gear ID and the receive gear RV, whereby the one-stage oscillation is performed.
After the oscillation is performed in the state of Fig. 3, one stage is also repeatedly engaged in the second transmission unit SU2 as shown in Fig. Thus, in this state, the power of the engine E is drawn to the second output shaft OUT2 through both the first speed change unit SU1 and the second speed change unit SU2.
In the state of FIG. 5, the first stage of the first speed change unit SU1 is released to the neutral state to prepare for shifting to the second stage. At this time, the power of the engine E is still transmitted through the second speed change unit SU2 And is provided as a second output shaft OUT2 while forming a first gear stage.
6 is a state in which the clutch CL is released and the two ends of the first speed change unit SU1 are engaged for shifting from the state of FIG. 5 to the second step. In this state, the second input shaft IN2 Is directly transmitted to the engine E regardless of the release of the clutch CL so that the output of the first stage is continuously drawn out through the second output shaft OUT2 through the second transmission unit SU2 .
Fig. 7 is a view showing a state in which the clutch CL is engaged from the state shown in Fig. 6 and substantially two-stage shifting occurs, and the power transmitted through the clutch CL is transmitted through the first speed change unit SU1 to the two- To the second output shaft OUT2 via the first output shaft OUT1.
At this time, the two-speed shifted power is applied to the first output shaft OUT1 through the first transmission unit SU1, but the power is transmitted to the second input shaft IN2 by the one-way clutch OWC The power and the interlocking toward the first output shaft OUT1 through the second input shaft IN2 and the second transmission unit SU2 do not occur.
Thus, in this state, the vehicle travels through the second speed change unit SU2 with the power of the first speed change stage, while the clutch CL is engaged, without torque interruption, So that the effect of improving the transmission feeling and the ride quality of the vehicle can be remarkably improved.
8 shows a state in which the second speed change unit SU2 shifts from the state of Fig. 7 to the second speed so that the power of the engine E is transmitted to the output shaft (not shown) through both the first speed change unit SU1 and the second speed change unit SU2 OUT to form a two-speed transmission ratio.
Fig. 9 shows a state in which the two stages of the first transmission unit SU1 are released from the state of Fig. 8, and the three-stage shifting preparation is made by this state. The power is continuously drawn through the second speed change unit SU2 while forming a second speed ratio to the output shaft OUT.
The shift from the state of Fig. 9 to the third stage is similar to the shift from the first stage to the second stage, after releasing the clutch CL and engaging the third stage with the first transmission unit SU1, ), It is possible to perform the shifting to three stages without torque interruption.
Of course, in the fourth to fifth-stage shifts in the present embodiment, the clutch CL is released by only the first shift unit SU1, the previous shift stage is released, the target shift stage is engaged The transmission is shifted in a manner of engaging the clutch CL so that the torque interruption occurs in the same manner as in the conventional art. However, since this is the upper gear position, there is no significant influence on the shift feeling and ride comfort of the vehicle as described above.
In the remaining second to fifth embodiments, the shifting operation is performed in substantially the same manner as in the first embodiment, and a detailed description thereof will be omitted.
While the present invention has been particularly shown and described with reference to specific embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the following claims It will be apparent to those of ordinary skill in the art.
E; engine
IN1; The first input shaft
IN2; The second input shaft
OUT1; The first output shaft
OUT2; The second output shaft
SU1; The first shift unit
SU2; The second shift unit
OWC; One Way Clutch
CL; clutch
IG; Withdrawal gear
RV; Receiving gear
ID; Idler gear
U1D; The first unit drive gear
U1P; The first unit driven gear
U1S; The first unit synchronizing device
U2D; The second unit drive gear
U2P; The second unit driven gear
U2S; The second unit synchronizing device
OT2; The second output gear
Claims (16)
A second input shaft installed to receive the power of the engine at all times;
A first output shaft disposed parallel to the first input shaft;
A second output shaft disposed parallel to the second input shaft;
A first shift unit configured to implement a series of full gear stages to be implemented between the first input shaft and the first output shaft and between the first input shaft and the second output shaft;
A second shift unit configured to implement a redundant gear stage having the same gear ratio as at least one of all gear stages implemented in the first shift unit, between the second input shaft and the first output shaft;
A one-way clutch installed to transmit power from the engine only in a direction to transmit the power from the engine to the first output shaft through the second transmission unit;
And a control unit for controlling the vehicle.
The first input shaft is formed as a hollow shaft surrounding the outer side of the second input shaft and connected to the engine through a clutch
.
A take-up gear provided on the first output shaft;
A receiving gear provided on the second output shaft to receive power from the drawing gear;
An idler gear installed to transmit the power of the take-out gear to the receive gear;
And a control unit for controlling the vehicle.
The second shift unit is configured to implement a redundant gear stage corresponding to gear stages implemented between the first input shaft and the first output shaft among all the gear stages implemented by the first shift unit
.
Wherein the speed change stages having a relatively high speed change ratio among the entire speed change stages implemented by the first speed change unit are formed between the first input shaft and the first output shaft
.
When the overall speed change stage implemented by the first speed change unit is a series of speed change stages ranging from the first stage to the nth stage with the greatest speed change ratio, A series of gear stages;
m < = n, where n and m are natural numbers
.
A plurality of first unit drive gears for implementing the entire gear stages are provided on the first input shaft;
The first output shaft and the second output shaft being provided with a plurality of first unit driven gear meshing with the first unit drive gear to form a gear stage, respectively;
And the first output shaft and the second output shaft are provided with a first unit synchronizing device for switching a state in which the rotation of the plurality of first unit driven gears is restrained or free from the first output shaft and the second output shaft, respectively
.
A plurality of second unit drive gears for implementing the redundant gear stages are provided on the second input shaft;
The first output shaft has a plurality of second unit driven gears meshing with the second unit drive gears to form the overlapping speed change stages, respectively;
And the second input shaft is provided with a second unit synchronizing device for switching the states of the plurality of second unit drive gears relative to the second input shaft, respectively,
.
The one-way clutch is provided between the second input shaft and the second unit drive gear so as to transmit power only in a direction from the second input shaft toward the second unit drive gear
.
Wherein the hub constituting the second unit synchronizing apparatus comprises an inner hub which is coupled to the second input shaft and an outer hub which is located outside the inner hub and supports the sleeve so as to be relatively rotatable with respect to the inner hub ;
The one-way clutch is provided between the inner hub and the outer hub so as to transmit power only in a direction from the inner hub toward the outer hub
.
The second unit drive gear is a speed change gear that meshes with the second unit driven gear to form a substantial speed change ratio, and is formed to be coupled to or released from the second unit synchronizing apparatus and connected to or released from the second unit synchronizing apparatus A clutch gear;
Wherein the one-way clutch is provided between the speed-change short-hand gear and the clutch gear so as to transmit power only from the clutch gear toward the speed change gear
.
A plurality of second unit drive gears for implementing the redundant gear stages are provided on the second input shaft;
The first output shaft has a plurality of second unit driven gears meshing with the second unit drive gears to form the overlapping speed change stages, respectively;
And the first output shaft is provided with a second unit synchronizing device for switching the state of rotation of the plurality of second unit driven gears relative to the first output shaft, respectively,
.
The one-way clutch is provided between the second unit driven gear and the first output shaft so as to transmit power only in a direction from the second unit driven gear toward the first output shaft
.
The hub constituting the second unit synchronizing apparatus comprises an inner hub connected to the first output shaft and an outer hub positioned outside the inner hub and supporting the sleeve so as to be relatively rotatable with respect to the inner hub ;
And the one-way clutch is provided between the outer hub and the inner hub so as to transmit power only in a direction from the outer hub toward the inner hub
.
Wherein the second unit driven gear includes a speed change gear which is engaged with the second unit drive gear to form a substantial speed change ratio and which is coupled to or released from the second unit synchronizing apparatus to be connected to or released from the second unit synchronizing apparatus A clutch gear;
And the one-way clutch is provided between the speed change gear and the clutch gear so as to transmit power only in a direction from the speed change gear toward the clutch gear
.
The one-way clutch is provided between the flywheel and the second input shaft so as to transmit power only in a direction from the flywheel of the engine to the second input shaft
Wherein the transmission is a vehicle.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020150086107A KR20160149372A (en) | 2015-06-17 | 2015-06-17 | Transmission for vehicle |
| DE102015115085.9A DE102015115085A1 (en) | 2015-06-17 | 2015-09-08 | vehicle transmissions |
| CN201510599181.9A CN106257091A (en) | 2015-06-17 | 2015-09-18 | Transmission for vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020150086107A KR20160149372A (en) | 2015-06-17 | 2015-06-17 | Transmission for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| KR20160149372A true KR20160149372A (en) | 2016-12-28 |
Family
ID=57466684
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR1020150086107A KR20160149372A (en) | 2015-06-17 | 2015-06-17 | Transmission for vehicle |
Country Status (3)
| Country | Link |
|---|---|
| KR (1) | KR20160149372A (en) |
| CN (1) | CN106257091A (en) |
| DE (1) | DE102015115085A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR102651622B1 (en) * | 2018-10-17 | 2024-03-26 | 현대자동차주식회사 | Dual clutch transmission for vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20120043347A (en) | 2010-10-26 | 2012-05-04 | 현대 파워텍 주식회사 | Power train for automatic manual transmission |
-
2015
- 2015-06-17 KR KR1020150086107A patent/KR20160149372A/en active Search and Examination
- 2015-09-08 DE DE102015115085.9A patent/DE102015115085A1/en not_active Withdrawn
- 2015-09-18 CN CN201510599181.9A patent/CN106257091A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20120043347A (en) | 2010-10-26 | 2012-05-04 | 현대 파워텍 주식회사 | Power train for automatic manual transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102015115085A1 (en) | 2016-12-22 |
| CN106257091A (en) | 2016-12-28 |
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