U.S. patent application number 14/141378 was filed with the patent office on 2015-04-16 for power transmitting apparatus for vehicle.
This patent application is currently assigned to Hyundai Motor Company. The applicant listed for this patent is Hyundai Motor Company. Invention is credited to Chang Yeon Cho, Jong Min Kim, Kyeonghun Lee, Sueng Ho LEE, Jongsool Park, Choung Wan Son.
Application Number | 20150101430 14/141378 |
Document ID | / |
Family ID | 52590751 |
Filed Date | 2015-04-16 |
United States Patent
Application |
20150101430 |
Kind Code |
A1 |
LEE; Sueng Ho ; et
al. |
April 16, 2015 |
POWER TRANSMITTING APPARATUS FOR VEHICLE
Abstract
A power transmitting apparatus may selectively transmit torque
of power source to two input shafts through two clutches and may
output changed torque through two output shafts after the torque
selectively transmitted to the two input shafts is changed, wherein
the two input shafts may respectively have a plurality of input
gears fixed thereon, the two output shafts may respectively have a
plurality of speed gears rotatable on the output shafts and a
plurality of synchronizers operably connecting each speed gear to
any one of the output shafts, and each input gear may be engaged
with at least one speed gear.
Inventors: |
LEE; Sueng Ho; (Seoul,
KR) ; Park; Jongsool; (Hwaseong-si, KR) ; Lee;
Kyeonghun; (Seoul, KR) ; Son; Choung Wan;
(Seoul, KR) ; Cho; Chang Yeon; (Seoul, KR)
; Kim; Jong Min; (Hwaseong-si, KR) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Hyundai Motor Company |
Seoul |
|
KR |
|
|
Assignee: |
Hyundai Motor Company
Seoul
KR
|
Family ID: |
52590751 |
Appl. No.: |
14/141378 |
Filed: |
December 26, 2013 |
Current U.S.
Class: |
74/330 |
Current CPC
Class: |
Y10T 74/19233 20150115;
F16H 2200/0086 20130101; F16H 3/093 20130101; Y10T 74/19228
20150115; F16H 2200/0056 20130101; F16H 3/006 20130101; F16H
2003/0931 20130101 |
Class at
Publication: |
74/330 |
International
Class: |
F16H 3/093 20060101
F16H003/093 |
Foreign Application Data
Date |
Code |
Application Number |
Oct 15, 2013 |
KR |
10-2013-0122802 |
Claims
1. A power transmitting apparatus for a vehicle which selectively
transmits torque of power source to two input shafts through two
clutches and outputs changed torque through two output shafts after
the torque selectively transmitted to the two input shafts is
changed, wherein the two input shafts respectively have a plurality
of input gears fixed thereon, the two output shafts respectively
have a plurality of speed gears rotatable on the output shafts and
a plurality of synchronizers operably connecting each speed gear to
any one of the output shafts, and each input gear is engaged with
at least one speed gear, wherein one input gear on one input shaft
of the two input shafts is engaged with one of first and second
reverse speed gears on a first reverse shaft disposed in parallel
with the corresponding input shaft, the other of the first and
second reverse speed gears on the first reverse shaft is engaged
with a third reverse speed gear fixed on a second reverse shaft
disposed in parallel with the first reverse shaft, and the third
reverse speed gear is engaged with one input gear on the other
input shaft of the two input shafts, and wherein one of the first
and second reverse speed gears is rotatable about the first reverse
shaft and is operably connected to the first reverse shaft through
a synchronizer disposed on the first reverse shaft, and the other
of the first and second reverse speed gears is fixed on the first
reverse shaft.
2. The power transmitting apparatus of claim 1, wherein the two
input shafts include a first input shaft selectively receiving the
torque of the power source through a first clutch, and a second
input shaft being a hollow shaft in which the first input shaft is
inserted without rotational interference with the second input
shaft and receiving the torque of the power source through a second
clutch, and wherein the two output shafts include first and second
output shafts disposed in parallel with the first and second input
shafts.
3. The power transmitting apparatus of claim 2, wherein the first
input shaft is provided with first, second, third, and fourth input
gears and the second input shaft is provided with fifth and sixth
input gears, wherein the first output shaft is provided with a
first speed gear engaged with the second input gear, a fifth speed
gear engaged with the fourth input gear, a second speed gear
engaged with the fifth input gear, and a fourth speed gear engaged
with the sixth input gear, wherein the second output shaft is
provided with a third speed gear engaged with the third input gear,
a seventh speed gear engaged with the first input gear, and a sixth
speed gear engaged with the sixth input gear, and wherein the
plurality of synchronizers include a first synchronizer operably
connecting the first speed gear or the fifth speed gear to the
first output shaft, a second synchronizer operably connecting the
second speed gear or the fourth speed gear to the first output
shaft, a third synchronizer operably connecting the third speed
gear or the seventh speed gear to the second output shaft, and a
fourth synchronizer operably connecting the sixth speed gear to the
second output shaft.
4. The power transmitting apparatus of claim 3, wherein the first
reverse speed gear is engaged with the second input gear on the
first input shaft, the second reverse speed gear is engaged with
the third reverse speed gear, and the third reverse speed gear is
engaged with the fifth input gear on the second input shaft.
5. The power transmitting apparatus of claim 4, wherein the first
reverse speed gear is rotatable about the first reverse shaft and
the second reverse speed gear is fixed on the first reverse
shaft.
6. The power transmitting apparatus of claim 4, wherein the first
reverse speed gear is fixed on the first reverse shaft and the
second reverse speed gear is rotatable about the first reverse
shaft.
7. The power transmitting apparatus of claim 3, wherein the first
reverse speed gear is engaged with the third reverse speed gear,
the second reverse speed gear is engaged with the fifth input gear
on the second input shaft, and the third reverse speed gear is
engaged with the second input gear on the first input shaft.
8. The power transmitting apparatus of claim 7, wherein the first
reverse speed gear is rotatable about the first reverse shaft and
the second reverse speed gear is fixed on the first reverse
shaft.
9. The power transmitting apparatus of claim 7, wherein the first
reverse speed gear is fixed on the first reverse shaft and the
second reverse speed gear is rotatable about the first reverse
shaft.
10. The power transmitting apparatus of claim 2, wherein the first
input shaft is provided with first, second, third, and fourth input
gears and the second input shaft is provided with fifth, sixth, and
seventh input gears, wherein the first output shaft is provided
with a first speed gear engaged with the second input gear, a fifth
speed gear engaged with the fourth input gear, a second speed gear
engaged with the fifth input gear, and a fourth speed gear engaged
with the sixth input gear, wherein the second output shaft is
provided with a third speed gear engaged with the third input gear,
a seventh speed gear engaged with the first input gear, a sixth
speed gear engaged with the sixth input gear, and an eighth speed
gear engaged with the seventh input gear, and wherein the plurality
of synchronizers include a first synchronizer operably connecting
the first speed gear or the fifth speed gear to the first output
shaft, a second synchronizer operably connecting the second speed
gear or the fourth speed gear to the first output shaft, a third
synchronizer operably connecting the third speed gear or the
seventh speed gear to the second output shaft, and a fourth
synchronizer operably connecting the sixth speed gear or the eighth
speed gear to the second output shaft.
11. A power transmitting apparatus for a vehicle which selectively
transmits torque of power source to two input shafts through two
clutches and outputs changed torque through two output shafts after
the torque selectively transmitted to the two input shafts is
changed, wherein the two input shafts respectively have a plurality
of input gears fixed thereon, the two output shafts respectively
have a plurality of speed gears rotatable on the output shafts and
a plurality of synchronizers operably connecting each speed gear to
any one of the output shafts, and each input gear is engaged with
at least one speed gear, wherein one input gear on one input shaft
of the two input shafts is engaged with one of first and second
reverse speed gears on a first reverse shaft disposed in parallel
with the corresponding input shaft, the other of the first and
second reverse speed gears on the first reverse shaft is engaged
with one of third and fourth reverse speed gears mounted on a
second reverse shaft, and the other of the third and fourth reverse
speed gears is engaged with one input gear on the other input
shaft, and wherein one of the first and second reverse speed gears
is rotatable about the first reverse shaft and is operably
connected to the first reverse shaft through a synchronizer
disposed on the first reverse shaft, and the other of the first and
second reverse speed gears is fixed on the first reverse shaft.
12. The power transmitting apparatus of claim 11, wherein the two
input shafts include a first input shaft selectively receiving the
torque of the power source through a first clutch, and a second
input shaft being a hollow shaft in which the first input shaft is
inserted without rotational interference with the second input
shaft and receiving the torque of the power source through a second
clutch, and wherein the two output shafts include first and second
output shafts disposed in parallel with the first and second input
shafts.
13. The power transmitting apparatus of claim 12, wherein the first
input shaft is provided with first, second, third, and fourth input
gears and the second input shaft is provided with fifth and sixth
input gears, wherein the first output shaft is provided with a
first speed gear engaged with the second input gear, a fifth speed
gear engaged with the fourth input gear, a second speed gear
engaged with the fifth input gear, and a fourth speed gear engaged
with the sixth input gear, wherein the second output shaft is
provided with a third speed gear engaged with the third input gear,
a seventh speed gear engaged with the first input gear, and a sixth
speed gear engaged with the sixth input gear, and wherein the
plurality of synchronizers include a first synchronizer operably
connecting the first speed gear or the fifth speed gear to the
first output shaft, a second synchronizer operably connecting the
second speed gear or the fourth speed gear to the first output
shaft, a third synchronizer operably connecting the third speed
gear or the seventh speed gear to the second output shaft, and a
fourth synchronizer operably connecting the sixth speed gear to the
second output shaft.
14. The power transmitting apparatus of claim 13, wherein the first
reverse speed gear is engaged with the third input gear on the
first input shaft, the second reverse speed gear is engaged with
the third reverse speed gear, the fourth reverse speed gear is
engaged with the fifth input gear on the second input shaft.
15. The power transmitting apparatus of claim 14, wherein the first
reverse speed gear is rotatable about the first reverse shaft and
the second reverse speed gear is fixed on the first reverse
shaft.
16. The power transmitting apparatus of claim 14, wherein the first
reverse speed gear is fixed on the first reverse shaft and the
second reverse speed gear is rotatable about the first reverse
shaft.
17. The power transmitting apparatus of claim 13, wherein the first
reverse speed gear is engaged with the fourth reverse speed gear,
the second reverse speed gear is engaged with the fifth input gear
on the second input shaft, and the third reverse speed gear is
engaged with the third input gear on the first input shaft.
18. The power transmitting apparatus of claim 17, wherein the first
reverse speed gear is rotatable about the first reverse shaft and
the second reverse speed gear is fixed on the first reverse
shaft.
19. The power transmitting apparatus of claim 17, wherein the first
reverse speed gear is fixed on the first reverse shaft and the
second reverse speed gear is rotatable about the first reverse
shaft.
20. The power transmitting apparatus of claim 12, wherein the first
input shaft is provided with first, second, third, and fourth input
gears and the second input shaft is provided with fifth, sixth, and
seventh input gears, wherein the first output shaft is provided
with a first speed gear engaged with the second input gear, a fifth
speed gear engaged with the fourth input gear, a second speed gear
engaged with the fifth input gear, and a fourth speed gear engaged
with the sixth input gear, wherein the second output shaft is
provided with a third speed gear engaged with the third input gear,
a seventh speed gear engaged with the first input gear, a sixth
speed gear engaged with the sixth input gear, and an eighth speed
gear engaged with the seventh input gear, and wherein the plurality
of synchronizers include a first synchronizer operably connecting
the first speed gear or the fifth speed gear to the first output
shaft, a second synchronizer operably connecting the second speed
gear or the fourth speed gear to the first output shaft, a third
synchronizer operably connecting the third speed gear or the
seventh speed gear to the second output shaft, and a fourth
synchronizer operably connecting the sixth speed gear or the eighth
speed gear to the second output shaft.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] The present application claims priority to Korean Patent
Application No. 10-2013-0122802 filed on Oct. 15, 2013, the entire
contents of which is incorporated herein for all purposes by this
reference.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] The present invention relates to a power transmitting
apparatus for a vehicle to which double clutches are applied. More
particularly, the present invention relates to a power transmitting
apparatus for a vehicle which minimizes a length thereof by
disposing a synchronizer for reverse speeds on an additional idle
shaft.
[0004] 2. Description of Related Art
[0005] Environmentally-friendly technique of vehicles is very
important technique on which survival of future motor industry is
dependent. Vehicle makers are focusing on development of
environmentally-friendly vehicles so as to meet environment and
fuel consumption regulations.
[0006] Some examples of future vehicle technique are an electric
vehicle (EV) and a hybrid electric vehicle (HEV) that use
electrical energy, and double clutch transmission (DCT) that
improves efficiency and convenience.
[0007] The DCT includes two clutch devices and a gear train applied
to a manual transmission. The DCT selectively transmits torque
input from an engine to two input shafts by using two clutches,
changes a speed by using the gear train, and outputs the changed
torque.
[0008] Such the DCT is used to realize a compact transmission
having more than five forward speeds. Since two clutches and
synchronizing devices are controlled by a controller according to
the DCT, manual shift maneuver is unnecessary for controlling the
DCT. Therefore, the DCT is one type of automated manual
transmissions (AMT).
[0009] The DCT, compared with an automatic transmission using
planetary gear sets, has excellent power delivery efficiency and
change and addition of components is very easy in the DCT.
Therefore, the DCT can meet fuel consumption regulations and
multi-speeds efficiency may be improved.
[0010] The information disclosed in this Background of the
Invention section is only for enhancement of understanding of the
general background of the invention and should not be taken as an
acknowledgement or any form of suggestion that this information
forms the prior art already known to a person skilled in the
art.
BRIEF SUMMARY
[0011] Various aspects of the present invention are directed to
providing a power transmitting apparatus for a vehicle having
advantages of minimizing a length of the power transmitting
apparatus, an input shaft, and an output shaft and improving
mountability by disposing a synchronizer and gears for reverse
speeds on an additional reverse shaft, and reducing weight by
minimizing the number of gears that is involved in the reverse
speeds.
[0012] A power transmitting apparatus for a vehicle according to an
exemplary embodiment of the present invention may selectively
transmit torque of power source to two input shafts through two
clutches and may output changed torque through two output shafts
after the torque selectively transmitted to the two input shafts is
changed.
[0013] The two input shafts may respectively have a plurality of
input gears fixed thereon, the two output shafts may respectively
have a plurality of speed gears rotatable on the output shafts and
a plurality of synchronizers operably connecting each speed gear to
any one of the output shafts, and each input gear may be engaged
with at least one speed gear.
[0014] One input gear on one input shaft of the two input shafts
may be engaged with one of first and second reverse speed gears on
a first reverse shaft disposed in parallel with the corresponding
input shaft, the other of the first and second reverse speed gears
on the first reverse shaft may be engaged with a third reverse
speed gear fixed on a second reverse shaft disposed in parallel
with the first reverse shaft, and the third reverse speed gear may
be engaged with one input gear on the other input shaft.
[0015] One of the first and second reverse speed gears may be
rotatable about the first reverse shaft and may be operably
connected to the first reverse shaft through a synchronizer
disposed on the first reverse shaft, and the other of the first and
second reverse speed gears may be fixed on the first reverse
shaft.
[0016] The two input shafts may include a first input shaft
selectively receiving the torque of the power source through a
first clutch, and a second input shaft being a hollow shaft in
which the first input shaft is inserted without rotational
interference with the second input shaft and receiving the torque
of the power source through a second clutch, and the two output
shafts may include first and second output shafts disposed in
parallel with the first and second input shafts.
[0017] The first input shaft may be provided with first, second,
third, and fourth input gears and the second input shaft may be
provided with fifth and sixth input gears, wherein the first output
shaft is provided with a first speed gear engaged with the second
input gear, a fifth speed gear engaged with the fourth input gear,
a second speed gear engaged with the fifth input gear, and a fourth
speed gear engaged with the sixth input gear, wherein the second
output shaft is provided with a third speed gear engaged with the
third input gear, a seventh speed gear engaged with the first input
gear, and a sixth speed gear engaged with the sixth input gear, and
wherein the plurality of synchronizers include a first synchronizer
operably connecting the first speed gear or the fifth speed gear to
the first output shaft, a second synchronizer operably connecting
the second speed gear or the fourth speed gear to the first output
shaft, a third synchronizer operably connecting the third speed
gear or the seventh speed gear to the second output shaft, and a
fourth synchronizer operably connecting the sixth speed gear to the
second output shaft.
[0018] The first reverse speed gear may be engaged with the second
input gear on the first input shaft, the second reverse speed gear
may be engaged with the third reverse speed gear, and the third
reverse speed gear may be engaged with the fifth input gear on the
second input shaft.
[0019] The first reverse speed gear may be rotatable about the
first reverse shaft and the second reverse speed gear may be fixed
on first reverse shaft.
[0020] The first reverse speed gear may be fixed on the first
reverse shaft and the second reverse speed gear may be rotatable
about the first reverse shaft.
[0021] The first reverse speed gear may be engaged with the third
reverse speed gear, the second reverse speed gear may be engaged
with the fifth input gear on the second input shaft, and the third
reverse speed gear may be engaged with the second input gear on the
first input shaft.
[0022] The first reverse speed gear may be rotatable about the
first reverse shaft and the second reverse speed gear may be fixed
on the first reverse shaft.
[0023] The first reverse speed gear may be fixed on the first
reverse shaft and the second reverse speed gear may be rotatable
about the first reverse shaft.
[0024] The first input shaft may be provided with first, second,
third, and fourth input gears and the second input shaft may be
provided with fifth, sixth, and seventh input gears, wherein the
first output shaft is provided with a first speed gear engaged with
the second input gear, a fifth speed gear engaged with the fourth
input gear, a second speed gear engaged with the fifth input gear,
and a fourth speed gear engaged with the sixth input gear, wherein
the second output shaft is provided with a third speed gear engaged
with the third input gear, a seventh speed gear engaged with the
first input gear, a sixth speed gear engaged with the sixth input
gear, and an eighth speed gear engaged with the seventh input gear,
and wherein the plurality of synchronizers include a first
synchronizer operably connecting the first speed gear or the fifth
speed gear to the first output shaft, a second synchronizer
operably connecting the second speed gear or the fourth speed gear
to the first output shaft, a third synchronizer operably connecting
the third speed gear or the seventh speed gear to the second output
shaft, and a fourth synchronizer operably connecting the sixth
speed gear or the eighth speed gear to the second output shaft.
[0025] A power transmitting apparatus for a vehicle according to
another exemplary embodiment of the present invention may
selectively transmit torque of power source to two input shafts
through two clutches and may output changed torque through two
output shafts after the torque selectively transmitted to the two
input shafts is changed.
[0026] The two input shafts may respectively have a plurality of
input gears fixed thereon, the two output shafts may respectively
have a plurality of speed gears rotatable on the output shafts and
a plurality of synchronizers operably connecting each speed gear to
any one of the output shafts, and each input gear may be engaged
with at least one speed gear.
[0027] One input gear on one input shaft of the two input shafts
may be engaged with one of first and second reverse speed gears on
a first reverse shaft disposed in parallel with the corresponding
input shaft, the other of the first and second reverse speed gears
on the first reverse shaft may be engaged with one of third and
fourth reverse speed gears, and the other of the third and fourth
reverse speed gears may be engaged with one input gear on the other
input shaft.
[0028] One of the first and second reverse speed gears may be
rotatable about the first reverse shaft and may be operably
connected to the first reverse shaft through a synchronizer
disposed on the first reverse shaft, and the other of the first and
second reverse speed gears may be fixed on the first reverse
shaft.
[0029] The two input shafts may include a first input shaft
selectively receiving the torque of the power source through a
first clutch, and a second input shaft being a hollow shaft in
which the first input shaft is inserted without rotational
interference with the second input shaft and receiving the torque
of the power source through a second clutch, and the two output
shafts may include first and second output shafts disposed in
parallel with the first and second input shafts.
[0030] The first input shaft may be provided with first, second,
third, and fourth input gears and the second input shaft may be
provided with fifth and sixth input gears, wherein the first output
shaft is provided with a first speed gear engaged with the second
input gear, a fifth speed gear engaged with the fourth input gear,
a second speed gear engaged with the fifth input gear, and a fourth
speed gear engaged with the sixth input gear, wherein the second
output shaft is provided with a third speed gear engaged with the
third input gear, a seventh speed gear engaged with the first input
gear, and a sixth speed gear engaged with the sixth input gear, and
wherein the plurality of synchronizers include a first synchronizer
operably connecting the first speed gear or the fifth speed gear to
the first output shaft, a second synchronizer operably connecting
the second speed gear or the fourth speed gear to the first output
shaft, a third synchronizer operably connecting the third speed
gear or the seventh speed gear to the second output shaft, and a
fourth synchronizer operably connecting the sixth speed gear to the
second output shaft.
[0031] The first reverse speed gear may be engaged with the second
input gear on the first input shaft, the second reverse speed gear
may be engaged with the third reverse speed gear, and the third
reverse speed gear may be engaged with the fifth input gear on the
second input shaft.
[0032] The first reverse speed gear may be rotatable about the
first reverse shaft and the second reverse speed gear may be fixed
on first reverse shaft.
[0033] The first reverse speed gear may be fixed on the first
reverse shaft and the second reverse speed gear may be rotatable
about the first reverse shaft.
[0034] The first reverse speed gear may be engaged with the third
reverse speed gear, the second reverse speed gear may be engaged
with the fifth input gear on the second input shaft, and the third
reverse speed gear may be engaged with the second input gear on the
first input shaft.
[0035] The first reverse speed gear may be rotatable about the
first reverse shaft and the second reverse speed gear may be fixed
on the first reverse shaft.
[0036] The first reverse speed gear may be fixed on the first
reverse shaft and the second reverse speed gear may be rotatable
about the first reverse shaft.
[0037] The first input shaft may be provided with first, second,
third, and fourth input gears and the second input shaft may be
provided with fifth, sixth, and seventh input gears, wherein the
first output shaft is provided with a first speed gear engaged with
the second input gear, a fifth speed gear engaged with the fourth
input gear, a second speed gear engaged with the fifth input gear,
and a fourth speed gear engaged with the sixth input gear, wherein
the second output shaft is provided with a third speed gear engaged
with the third input gear, a seventh speed gear engaged with the
first input gear, a sixth speed gear engaged with the sixth input
gear, and an eighth speed gear engaged with the seventh input gear,
and wherein the plurality of synchronizers include a first
synchronizer operably connecting the first speed gear or the fifth
speed gear to the first output shaft, a second synchronizer
operably connecting the second speed gear or the fourth speed gear
to the first output shaft, a third synchronizer operably connecting
the third speed gear or the seventh speed gear to the second output
shaft, and a fourth synchronizer operably connecting the sixth
speed gear or the eighth speed gear to the second output shaft.
[0038] The methods and apparatuses of the present invention have
other features and advantages which will be apparent from or are
set forth in more detail in the accompanying drawings, which are
incorporated herein, and the following Detailed Description, which
together serve to explain certain principles of the present
invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0039] FIG. 1 is a schematic diagram of a power transmitting
apparatus for a vehicle according to the various exemplary
embodiments of the present invention.
[0040] FIG. 2 is an axial plan view of a power transmitting
apparatus for a vehicle according to the various exemplary
embodiments of the present invention.
[0041] FIG. 3 is an operational chart of a power transmitting
apparatus for a vehicle according to the various exemplary
embodiments of the present invention.
[0042] FIG. 4 is a drawing for illustrating flow of power at a
first reverse speed in a power transmitting apparatus for a vehicle
according to the various exemplary embodiments of the present
invention.
[0043] FIG. 5 is a drawing for illustrating flow of power at a
second reverse speed in a power transmitting apparatus for a
vehicle according to the various exemplary embodiments of the
present invention.
[0044] FIG. 6 is a drawing of another example of a reverse speed
device in a power transmitting apparatus for a vehicle according to
the various exemplary embodiments of the present invention.
[0045] FIG. 7 is a schematic diagram of a power transmitting
apparatus for a vehicle according to the various exemplary
embodiments of the present invention.
[0046] FIG. 8 is an axial plan view of a power transmitting
apparatus for a vehicle according to the various exemplary
embodiments of the present invention.
[0047] FIG. 9 is an operational chart of a power transmitting
apparatus for a vehicle according to the various exemplary
embodiments of the present invention.
[0048] FIG. 10 is a drawing for illustrating flow of power at a
first reverse speed in a power transmitting apparatus for a vehicle
according to the various exemplary embodiments of the present
invention.
[0049] FIG. 11 is a drawing for illustrating flow of power at a
second reverse speed in a power transmitting apparatus for a
vehicle according to the various exemplary embodiments of the
present invention.
[0050] FIG. 12 is a drawing of another example of a reverse speed
device in a power transmitting apparatus for a vehicle according to
the various exemplary embodiments of the present invention.
[0051] FIG. 13 is a schematic diagram of a power transmitting
apparatus for a vehicle according to the various exemplary
embodiments of the present invention.
[0052] It should be understood that the appended drawings are not
necessarily to scale, presenting a somewhat simplified
representation of various features illustrative of the basic
principles of the invention. The specific design features of the
present invention as disclosed herein, including, for example,
specific dimensions, orientations, locations, and shapes will be
determined in part by the particular intended application and use
environment.
[0053] In the figures, reference numbers refer to the same or
equivalent parts of the present invention throughout the several
figures of the drawing.
DETAILED DESCRIPTION
[0054] Reference will now be made in detail to various embodiments
of the present invention(s), examples of which are illustrated in
the accompanying drawings and described below. While the
invention(s) will be described in conjunction with exemplary
embodiments, it will be understood that the present description is
not intended to limit the invention(s) to those exemplary
embodiments. On the contrary, the invention(s) is/are intended to
cover not only the exemplary embodiments, but also various
alternatives, modifications, equivalents and other embodiments,
which may be included within the spirit and scope of the invention
as defined by the appended claims.
[0055] Exemplary embodiments of the present invention will
hereinafter be described in detail with reference to the
accompanying drawings.
[0056] Description of components that are not necessary for
explaining the present exemplary embodiment will be omitted, and
the same constituent elements are denoted by the same reference
numerals in this specification.
[0057] In the detailed description, ordinal numbers are used for
distinguishing constituent elements having the same terms, and have
no specific meanings.
[0058] FIG. 1 is a schematic diagram of a power transmitting
apparatus for a vehicle according to the first exemplary embodiment
of the present invention.
[0059] Referring to FIG. 1, a power transmitting apparatus
according to the first exemplary embodiment of the present
invention includes a variable connecting device provided with first
and second clutches CL1 and CL2 and selectively transmitting torque
of a power source (e.g., engine or motor), an input device provided
with first and second input shafts IS1 and IS2, and a speed output
device and a reverse speed device changing the torque received
through the input device according to each shift-speed and
outputting the changed torque.
[0060] The power source may be an engine in a vehicle provided with
a manual transmission or an automatic transmission using a typical
internal combustion engine and may be a motor in a hybrid electric
vehicle including an electric vehicle driven by the motor.
[0061] The first and second clutches CL1 and CL2 included in the
variable connecting device selectively transmits torque of the
power source to the first and second input shafts IS1 and IS2.
[0062] The first clutch Cl selectively transmits the torque of the
power source to the first input shaft IS1 and the second clutch CL2
selectively transmits the torque of the power source to the second
input shaft IS2.
[0063] The first and second clutches CL1 and CL2 included in the
variable connecting device may be typical multi-plates clutches of
wet type, but are not limited thereto. The first and second
clutches CL1 and CL2 may be multi-plates clutches of dry type. The
first and second clutches CL1 and CL2 may be controlled by a
hydraulic control system.
[0064] The input device includes the first input shaft IS1
selectively connected to an output side of the power source through
the first clutch CL1 and the second input shaft IS2 selectively
connected to the output side of the power source through the second
clutch CL2. The second input shaft IS2 is a hollow shaft, and the
first input shaft IS1 is inserted in the second input shaft IS2
without rotational interference with the second input shaft
IS2.
[0065] First, second, third, and fourth input gears G1, G2, G3, and
G4 are disposed at an exterior circumference of the first input
shaft IS1 with predetermined distances. The first, second, third,
and fourth input gear G1, G2, G3, and G4 are positioned at a rear
portion of the first input shaft IS1 penetrating the second input
shaft IS2 and are disposed in a sequence of the first, second,
third, and fourth input gears G1, G2, G3, and G4.
[0066] Fifth and sixth input gears G5 and G6 are disposed on the
second input shaft IS2 with a predetermined distance. The fifth
input gear G5 is disposed at a front portion of the second input
shaft IS2 and the sixth input gear G6 is disposed at a rear portion
of the second input shaft IS2.
[0067] Therefore, the first, second, third, and fourth input gears
G1, G2, G3, and G4 as well as the first input shaft IS1 are rotated
if the first clutch CL1 is operated, and the fifth and sixth input
gears G5 and G6 as well as the second input shaft IS2 are rotated
if the second clutch CL2 is operated.
[0068] The first, second, third, fourth, fifth, and sixth input
gears G1, G2, G3, G4, G5, and G6 are input gears operating at each
speed. The first input gear G1 is operated at a seventh forward
speed, the second input gear G2 is operated at a first forward
speed and a reverse speed, the third input gear G3 is operated at a
third forward speed, and the fourth input gear G4 is operated at a
fifth forward speed.
[0069] In addition, the fifth input gear G5 is operated at a second
forward speed and the sixth input gear G6 is operated at a fourth
forward speed and a sixth forward speed.
[0070] That is, the input gears G1, G2, G3, and G4 for odd-numbered
speeds and the reverse speed are disposed on the first input shaft
IS1, and the input gears G5 and G6 for even-numbered speeds are
disposed on the second input shaft IS2.
[0071] In addition, the speed output device includes first and
second output shafts OS1 and OS2 disposed in parallel with the
first and second input shafts IS1 and IS2.
[0072] A first speed gear D1 and a fifth speed gear D5 are disposed
on the first output shaft OS1, and a first synchronizer SL1
operably connecting the first speed gear D1 or the fifth speed gear
D5 to the first output shaft OS1 is disposed on the first output
shaft OS1 between the first speed gear D1 and the fifth speed gear
D5. In addition, a second speed gear D2 and a fourth speed gear D4
are disposed on the first output shaft OS1, and a second
synchronizer SL2 operably connecting the second speed gear D2 or
the fourth speed gear D4 to the first output shaft OS1 is disposed
on the first output shaft OS1 between the second speed gear D2 and
the fourth speed gear D4. Further, a first output gear OG1 is
disposed at a front portion of the first output shaft OS1.
[0073] The first synchronizer SL1 is disposed at a rear portion of
the first output shaft OS1 and the second synchronizer SL2 is
disposed at the front portion of the first output shaft OS1.
[0074] The first speed gear D1 is engaged with the second input
gear G2 and the fifth speed gear D5 is engaged with the fourth
input gear G4.
[0075] The second speed gear D2 is engaged with the fifth input
gear G5 and the fourth speed gear D4 is engaged with the sixth
input gear G6.
[0076] In addition, the first output gear OG1 outputs torque
transmitted from the first output shaft OS1 to a differential
device DIFF through a final reduction gear FD.
[0077] In addition, a third speed gear D3 and a seventh speed gear
D7 are disposed on the second output shaft OS2, and a third
synchronizer SL3 operably connecting the third gear D3 or the
seventh speed gear D7 to the second output shaft OS2 is disposed on
the second output shaft OS2 between the third speed gear D3 and the
seventh speed gear D7. In addition, a sixth speed gear D6 and a
fourth synchronizer SL4 operably connecting the sixth speed gear D6
to the second output shaft OS2 are disposed on the second output
shaft OS2. Further, a second output gear OG2 is disposed on a front
portion of the second output shaft OS2.
[0078] The third synchronizer SL3 is disposed at a rear portion of
the second output shaft OS2 and the fourth synchronizer SL4 is
disposed at a front portion of the second output shaft OS2.
[0079] The third speed gear D3 is engaged with the third input gear
G3 and the seventh speed gear D7 is engaged with the first input
gear G1.
[0080] The sixth speed gear D6 is engaged with the sixth input gear
G6.
[0081] In addition, the second output gear G2 outputs torque
transmitted from the second output shaft OS2 to the differential
device DIFF through the final reduction gear FD.
[0082] Herein, the first output gear OG1 and the second output gear
OG2 are engaged with the final reduction gear FD so as to finally
change the torque of the first output shaft OS1 or the second
output shaft OS2 and transmit the changed torque to a driving wheel
through the differential device DIFF.
[0083] Meanwhile, the reverse speed device includes first and
second reverse shafts RS1 and RS2 disposed in parallel with the
first and second input shafts IS1 and IS2.
[0084] First and second reverse speed gears R1 and R2 are disposed
on the first reverse shaft RS1. The first reverse speed gear R1 is
rotatable about the first reverse shaft RS1 and the second reverse
speed gear R2 is fixed to the first reverse shaft RS1.
[0085] In addition, a fifth synchronizer SL5 operably connecting
the first reverse speed gear R1 to the first reverse shaft RS1 is
disposed on the first reverse shaft RS1.
[0086] In addition, a third reverse speed gear R3 engaged with the
second reverse speed gear R2 is fixed to the second reverse shaft
RS2.
[0087] At this time, the first reverse speed gear R1 is engaged
with the second input gear G2 on the first input shaft IS1, and the
third reverse speed gear R3 is engaged with the fifth input gear G5
on the second input shaft IS2 engaged with the second speed gear D2
on the first output shaft OS1.
[0088] Since the first, second, third, fourth, and fifth
synchronizer modules SL1, SL2, SL3, SL4, and SL5 are well known to
a person of an ordinary skill in the art, detailed description
thereof will be omitted. Sleeves SLE1, SLE2, SLE3, SLE4, and SLE5
applied respectively to the first, second, third, fourth, and fifth
synchronizer modules SL1, SL2, SL3, SL4, and SL5, as well known to
a person of an ordinary skill in the art, are operated by
additional actuators and the actuators are controlled by a
transmission control unit.
[0089] FIG. 2 is an axial plan view of a power transmitting
apparatus for a vehicle according to the first exemplary embodiment
of the present invention.
[0090] Referring to FIG. 2, the first input shaft IS1 as well as
the second input shaft IS2, the first and second output shafts OS1
and OS2, the first and second reverse shafts RS1 and RS2, and the
differential device DIFF are disposed in parallel with each
other.
[0091] The second input gear G2 on the first input shaft IS1 is
engaged with the first speed gear D1 on the first output shaft OS1
and the first reverse speed gear R1 on the first reverse shaft RS1,
and the second reverse speed gear R2 on the first reverse shaft RS1
is engaged with the third reverse speed gear R3 on the second
reverse shaft RS2.
[0092] In addition, the third reverse speed gear R3 on the second
reverse shaft RS2 is engaged with the fifth input gear G5 on the
second input shaft IS2, and the fifth input gear G5 on the second
input shaft IS2 is engaged with the second speed gear D2 on the
first output shaft OS1.
[0093] In addition, first and second output gears OG1 and OG2 on
the first and second output shafts OS1 and OS2 are engaged with the
final reduction gear FD of the differential device DIFF.
[0094] FIG. 3 is an operational chart of a power transmitting
apparatus for a vehicle according to the first exemplary embodiment
of the present invention.
[0095] [First Forward Speed]
[0096] At the first forward speed 1st, the first speed gear D1 and
the first output shaft OS1 are operably connected through the
sleeve SEL1 of the first synchronizer SL1. After that, the first
clutch CL1 is operated. Then, shift to the first forward speed is
completed.
[0097] [Second Forward Speed]
[0098] If vehicle speed increases at the first forward speed 1st
and shift to the second forward speed 2nd is necessary, the second
speed gear D2 and the first output shaft OS1 are operably connected
through the sleeve SEL2 of the second synchronizer SL2. After that,
the first clutch CL1 is released and the second clutch CL2 is
operated. Then, the shift to the second forward speed is
completed.
[0099] After the shift to the second forward speed is completed,
the sleeve SEL1 of the first synchronizer SL1 is moved to a neutral
position.
[0100] [Third Forward Speed]
[0101] If the vehicle speed increases at the second forward speed
2nd and shift to the third forward speed 3rd is necessary, the
third speed gear D3 and the second output shaft OS2 are operably
connected through the sleeve SEL3 of the third synchronizer SL3.
After that, the second clutch CL2 is released and the first clutch
CL1 is operated. Then, the shift to the third forward speed is
completed.
[0102] After the shift to the third forward speed is completed, the
sleeve SEL2 of the second synchronizer SL2 is moved to a neutral
position.
[0103] [Fourth Forward Speed]
[0104] If the vehicle speed increases at the third forward speed
3rd and shift to the fourth forward speed 4th is necessary, the
fourth speed gear D4 and the first output shaft OS1 are operably
connected through the sleeve SEL2 of the second synchronizer SL2.
After that, the first clutch CL1 is released and the second clutch
CL2 is operated. Then, the shift to the fourth forward speed is
completed.
[0105] After the shift to the fourth forward speed is completed,
the sleeve SEL3 of the third synchronizer SL3 is moved to a neutral
position.
[0106] [Fifth Forward Speed]
[0107] If the vehicle speed increases at the fourth forward speed
4th and shift to the fifth forward speed 5th is necessary, the
fifth speed gear D5 and the first output shaft OS1 are operably
connected through the sleeve SEL1 of the first synchronizer SL1.
After that, the second clutch CL2 is released and the first clutch
CL1 is operated. Then, the shift to the fifth forward speed is
completed.
[0108] After the shift to the fifth forward speed is completed, the
sleeve SEL2 of the second synchronizer SL2 is moved to a neutral
position.
[0109] [Sixth Forward Speed]
[0110] If the vehicle speed increases at the fifth forward speed
5th and shift to the sixth forward speed 6th is necessary, the
sixth speed gear D6 and the second output shaft OS2 are operably
connected through the sleeve SEL4 of the fourth synchronizer SL4.
After that, the first clutch CL1 is released and the second clutch
CL2 is operated. Then, the shift to the sixth forward speed is
completed.
[0111] After the shift to the sixth forward speed is completed, the
sleeve SEL1 of the first synchronizer SL1 is moved to a neutral
position.
[0112] [Seventh Forward Speed]
[0113] If the vehicle speed increases at the sixth forward speed
6th and shift to the seventh forward speed 7th is necessary, the
seventh speed gear D7 and the second output shaft OS2 are operably
connected through the sleeve SEL3 of the third synchronizer SL3.
After that, the second clutch CL2 is released and the first clutch
CL1 is operated. Then, the shift to the seventh forward speed is
completed.
[0114] After the shift to the seventh forward speed is completed,
the sleeve SEL4 of the fourth synchronizer SL4 is moved to a
neutral position.
[0115] FIG. 4 is a drawing for illustrating flow of power at a
first reverse speed in a power transmitting apparatus for a vehicle
according to the first exemplary embodiment of the present
invention, and FIG. 5 is a drawing for illustrating flow of power
at a second reverse speed in a power transmitting apparatus for a
vehicle according to the first exemplary embodiment of the present
invention.
[0116] Referring to FIG. 3 and FIG. 4, the second speed gear D2 and
the first output shaft OS1 are operably connected through the
sleeve SEL2 of the second synchronizer SL2 and the first reverse
speed gear R1 and the first reverse shaft RS1 are operably
connected through the sleeve SEL5 of the fifth synchronizer SL5 at
a first reverse speed Rev1. After that, if the first clutch CL1 is
operated, a shift to the first reverse speed is completed.
[0117] Therefore, the torque of the power source is transmitted to
the final reduction gear FD through the first input shaft IS1, the
second input gear G2, the first reverse speed gear R1, the first
reverse shaft RS1, the second reverse speed gear R2, the third
reverse speed gear R3, the fifth input gear G5, the second speed
gear D2, the first output shaft OS1, and the first output gear OG1.
Therefore, the driving wheel is rotated inversely.
[0118] Referring to FIG. 3 and FIG. 5, the first speed gear D1 and
the first output shaft OS1 are operably connected through the
sleeve SEL1 of the first synchronizer SL1 and the first reverse
speed gear R1 and the first reverse shaft RS1 are operably
connected through the sleeve SEL5 of the fifth synchronizer SL5 at
a second reverse speed Rev2. After that, if the second clutch CL2
is operated, a shift to the second reverse speed is completed.
[0119] Therefore, the torque of the power source is transmitted to
the final reduction gear FD through the second input shaft IS2, the
fifth input gear G5, the third reverse speed gear R3, the second
reverse speed gear R2, the first reverse shaft RS1, the first
reverse speed gear R1, the second input gear G2, the first speed
gear D1, the first output shaft OS1, and the first output gear OG1.
Therefore, the driving wheel is rotated inversely.
[0120] The power transmitting apparatus for the vehicle according
to the first exemplary embodiment of the present invention can
achieve two reverse speeds by control of the first and second
clutches CL1 and CL2 and the synchronizers.
[0121] Two synchronizers SL1 and SL2, the first speed gear D1, the
fifth speed gear D5, the second speed gear D2, the fourth speed
gear D4 and the first output gear OG1 are disposed on the first
output shaft OS1, two synchronizers SL3 and SL4, the third speed
gear D3, the seventh speed gear D7, the sixth speed gear D6 and the
second output gear OG2 are disposed on the second output shaft OS2,
and one synchronizer SL5 and the first, second, and third reverse
speed gears R1, R2, and R3 involved in the reverse speeds are
disposed on the first and second reverse shafts RS1 and RS2 in the
power transmitting apparatus according to the first exemplary
embodiment of the present invention.
[0122] Since the fourth synchronizer SL4 operably connects one
speed gear to the second output shaft OS2, the number of components
may be reduced and a length may be shortened.
[0123] Weight and cost may be reduced due to reduction of the
number of components, and mountability may be improved by
shortening length of the transmission.
[0124] FIG. 6 is a drawing of another example of a reverse speed
device in a power transmitting apparatus for a vehicle according to
the first exemplary embodiment of the present invention.
[0125] Referring to FIG. 6, the reverse speed device having various
layouts can be achieved by disposing the fifth synchronizer SL5 and
the third reverse speed gear R3 in different ways in the power
transmitting apparatus for the vehicle according to the first
exemplary embodiment of the present invention.
[0126] That is, since structure and function of the variable
connecting device, the input device and the speed output device are
not changed although the layout of the reverse speed device is
changed, only the reverse speed device will be described in
detail.
[0127] Referring to FIG. 6A, the first reverse speed gear R1 is
fixed to the first reverse shaft RS1, the second reverse speed gear
R2 is rotatable about the first reverse shaft RS1, and the fifth
synchronizer SL5 is disposed on the first reverse shaft RS1 and
operably connects the second reverse speed gear R2 with the first
reverse shaft RS1.
[0128] Referring to FIG. 6B, the third reverse speed gear R3 fixed
to the second reverse shaft RS2 is engaged with the first reverse
speed gear R1 and the second input gear G2. In addition, the second
reverse speed gear R2 is engaged with the fifth input gear G5.
[0129] Referring to FIG. 6C, the first reverse speed gear R1 is
fixed to the first reverse shaft RS1, the second reverse speed gear
R2 is rotatable about the first reverse shaft RS1, and the fifth
synchronizer SL5 is disposed on the first reverse shaft RS1 and
operably connects the second reverse speed gear R2 with the first
reverse shaft RS1.
[0130] In addition, the third reverse speed gear R3 fixed to the
second reverse shaft RS2 is engaged with the first reverse speed
gear R1 and the second input gear G2, and the second reverse speed
gear R2 is engaged with the fifth input gear G5.
[0131] FIG. 7 is a schematic diagram of a power transmitting
apparatus for a vehicle according to the second exemplary
embodiment of the present invention.
[0132] Referring to FIG. 7, the reverse speed device is changed in
the power transmitting apparatus according to the second exemplary
embodiment of the present invention, compared with the first
exemplary embodiment. Therefore, detailed description of the
variable connecting device, the input device, and the speed output
device will be omitted.
[0133] The reverse speed device according to the second exemplary
embodiment includes the first and second reverse shafts RS1 and RS2
disposed in parallel with the first and second input shafts IS1 and
IS2.
[0134] The first and second reverse speed gears R1 and R2 are
disposed on the first reverse shaft RS1. The first reverse speed
gear R1 is rotatable about the first reverse shaft RS1 and the
second reverse speed gear R2 is fixed to the first reverse shaft
RS1.
[0135] In addition, the fifth synchronizer SL5 operably connecting
the first reverse speed gear R1 with the first reverse shaft RS1 is
disposed on the first reverse shaft RS1.
[0136] In addition, third and fourth reverse speed gears R3 and R4
are disposed on the second reverse shaft RS2. Both of the third
reverse speed gear R3 and the fourth reverse speed gear R4 are
fixed to the second reverse shaft RS2.
[0137] At this time, the second reverse speed gear R2 and the third
reverse speed gear R3 are engaged with each other.
[0138] In addition, the first reverse speed gear R1 is engaged with
the third input gear G3 on the first input shaft IS1, and the
fourth reverse speed gear R4 is engaged with the fifth input gear
G5 on the second input shaft IS2 engaged with the second speed gear
D2 on the first output shaft OS1.
[0139] FIG. 8 is an axial plan view of a power transmitting
apparatus for a vehicle according to the second exemplary
embodiment of the present invention.
[0140] Referring to FIG. 8, the first input shaft IS1 as well as
the second input shaft IS2, the first and second output shafts OS1
and OS2, the first and second reverse shafts RS1 and RS2, and the
differential device DIFF are disposed in parallel with each
other.
[0141] The third input gear G3 on the first input shaft IS1 is
engaged with the third speed gear D3 on the second output shaft OS2
and the first reverse speed gear R1 on the first reverse shaft RS1,
and the second reverse speed gear R2 on the first reverse shaft RS1
is engaged with the third reverse speed gear R3 on the second
reverse shaft RS2.
[0142] In addition, the fourth reverse speed gear R4 on the second
reverse shaft RS2 is engaged with the fifth input gear G5 on the
second input shaft IS2, and the fifth input gear G5 on the second
input shaft IS2 is engaged with the second speed gear D2 on the
first output shaft OS1.
[0143] In addition, the first and second output gears OG1 and 002
on the first and second output shafts OS1 and OS2 are engaged with
the final reduction gear FD of the differential device DIFF.
[0144] FIG. 9 is an operational chart of a power transmitting
apparatus for a vehicle according to the second exemplary
embodiment of the present invention.
[0145] [First Forward Speed]
[0146] At the first forward speed 1st, the first speed gear D1 and
the first output shaft OS1 are operably connected through the
sleeve SEL1 of the first synchronizer SL1. After that, the first
clutch CL1 is operated. Then, shift to the first forward speed is
completed.
[0147] [Second Forward Speed]
[0148] If vehicle speed increases at the first forward speed 1st
and shift to the second forward speed 2nd is necessary, the second
speed gear D2 and the first output shaft OS1 are operably connected
through the sleeve SEL2 of the second synchronizer SL2. After that,
the first clutch CL1 is released and the second clutch CL2 is
operated. Then, the shift to the second forward speed is
completed.
[0149] After the shift to the second forward speed is completed,
the sleeve SEL1 of the first synchronizer SL1 is moved to a neutral
position.
[0150] [Third Forward Speed]
[0151] If the vehicle speed increases at the second forward speed
2nd and shift to the third forward speed 3rd is necessary, the
third speed gear D3 and the second output shaft OS2 are operably
connected through the sleeve SEL3 of the third synchronizer SL3.
After that, the second clutch CL2 is released and the first clutch
CL1 is operated. Then, the shift to the third forward speed is
completed.
[0152] After the shift to the third forward speed is completed, the
sleeve SEL2 of the second synchronizer SL2 is moved to a neutral
position.
[0153] [Fourth Forward Speed]
[0154] If the vehicle speed increases at the third forward speed
3rd and shift to the fourth forward speed 4th is necessary, the
fourth speed gear D4 and the first output shaft OS1 are operably
connected through the sleeve SEL2 of the second synchronizer SL2.
After that, the first clutch CL1 is released and the second clutch
CL2 is operated. Then, the shift to the fourth forward speed is
completed.
[0155] After the shift to the fourth forward speed is completed,
the sleeve SEL3 of the third synchronizer SL3 is moved to a neutral
position.
[0156] [Fifth Forward Speed]
[0157] If the vehicle speed increases at the fourth forward speed
4th and shift to the fifth forward speed 5th is necessary, the
fifth speed gear D5 and the first output shaft OS1 are operably
connected through the sleeve SEL1 of the first synchronizer SL1.
After that, the second clutch CL2 is released and the first clutch
CL1 is operated. Then, the shift to the fifth forward speed is
completed.
[0158] After the shift to the fifth forward speed is completed, the
sleeve SEL2 of the second synchronizer SL2 is moved to a neutral
position.
[0159] [Sixth Forward Speed]
[0160] If the vehicle speed increases at the fifth forward speed
5th and shift to the sixth forward speed 6th is necessary, the
sixth speed gear D6 and the second output shaft OS2 are operably
connected through the sleeve SEL4 of the fourth synchronizer SL4.
After that, the first clutch CL1 is released and the second clutch
CL2 is operated. Then, the shift to the sixth forward speed is
completed.
[0161] After the shift to the sixth forward speed is completed, the
sleeve SEL1 of the first synchronizer SL1 is moved to a neutral
position.
[0162] [Seventh Forward Speed]
[0163] If the vehicle speed increases at the sixth forward speed
6th and shift to the seventh forward speed 7th is necessary, the
seventh speed gear D7 and the second output shaft OS2 are operably
connected through the sleeve SEL3 of the third synchronizer SL3.
After that, the second clutch CL2 is released and the first clutch
CL1 is operated. Then, the shift to the seventh forward speed is
completed.
[0164] After the shift to the seventh forward speed is completed,
the sleeve SEL4 of the fourth synchronizer SL4 is moved to a
neutral position.
[0165] FIG. 10 is a drawing for illustrating flow of power at a
first reverse speed in a power transmitting apparatus for a vehicle
according to the second exemplary embodiment of the present
invention, and FIG. 11 is a drawing for illustrating flow of power
at a second reverse speed in a power transmitting apparatus for a
vehicle according to the second exemplary embodiment of the present
invention.
[0166] Referring to FIG. 9 and FIG. 10, the second speed gear D2
and the first output shaft OS1 are operably connected through the
sleeve SEL2 of the second synchronizer SL2, and the first reverse
speed gear R1 and the first reverse shaft RS1 are operably
connected through the sleeve SEL5 of the fifth synchronizer SL5 at
the first reverse speed Rev1. After that, if the first clutch CL1
is operated, a shift to the first reverse speed is completed.
[0167] Therefore, the torque of the power source is transmitted to
the final reduction gear FD through the first input shaft IS1, the
third input gear G3, the first reverse speed gear R1, the first
reverse shaft RS1, the second reverse speed gear R2, the third
reverse speed gear R3, the second reverse shaft RS2, the fourth
reverse speed gear R4, the fifth input gear G5, the the second
speed gear D2, the first output shaft OS1, and the first output
gear OG1. Therefore, the driving wheel is rotated inversely.
[0168] Referring to FIG. 9 and FIG. 11, the third speed gear D3 and
the second output shaft OS2 are operably connected through the
sleeve SEL3 of the third synchronizer SL3, and the first reverse
speed gear R1 and the first reverse shaft RS1 are operably
connected through the sleeve SEL5 of the fifth synchronizer SL5 at
the second reverse speed Rev2. After that, if the second clutch CL2
is operated, a shift to the second reverse speed is completed.
[0169] Therefore, the torque of the power source is transmitted to
the final reduction gear FD through the second input shaft IS1, the
fifth input gear G5, the fourth reverse speed gear R4, the second
reverse shaft RS2, the third reverse speed gear R3, the second
reverse speed gear R2, the first reverse shaft RS1, the first
reverse speed gear R1, the third input gear G3, the third speed
gear D3, the second output shaft OS2, and the second output gear
OG2. Therefore, the driving wheel is rotated inversely.
[0170] The power transmitting apparatus for the vehicle according
to the second exemplary embodiment of the present invention can
achieve two reverse speeds by control of the first and second
clutches CL1 and CL2 and the synchronizers.
[0171] Two synchronizers SL1 and SL2, the first speed gear D1, the
fifth speed gear D5, the second speed gear D2, the fourth speed
gear D4 and the first output gear OG1 are disposed on the first
output shaft OS1, two synchronizers SL3 and SL4, the third speed
gear D3, the seventh speed gear D7, the sixth speed gear D6 and the
second output gear OG2 are disposed on the second output shaft OS2,
and one synchronizer SL5 and the first, second, third and fourth
reverse speed gears R1, R2, R3, and R4 involved in the reverse
speeds are disposed on the first and second reverse shafts RS1 and
RS2 in the power transmitting apparatus according to the second
exemplary embodiment of the present invention.
[0172] Since the fourth synchronizer SL4 operably connects one
speed gear to the second output shaft OS2, the number of components
may be reduced and a length may be shortened.
[0173] Weight and cost may be reduced due to reduction of the
number of components, and mountability may be improved by
shortening length of the transmission.
[0174] FIG. 12 is a drawing of another example of a reverse speed
device in a power transmitting apparatus for a vehicle according to
the second exemplary embodiment of the present invention.
[0175] Referring to FIG. 12, the reverse speed device having
various layouts can be achieved by disposing the fifth synchronizer
SL5 and the third and fourth reverse speed gears R3 and R4 in
different ways in the power transmitting apparatus for the vehicle
according to the second exemplary embodiment of the present
invention.
[0176] That is, since structure and function of the variable
connecting device, the input device and the speed output device are
not changed although the layout of the reverse speed device is
changed, only the reverse speed device will be described in
detail.
[0177] Referring to FIG. 12A, the first reverse speed gear R1 is
fixed to the first reverse shaft RS1, the second reverse speed gear
R2 is rotatable about the first reverse shaft RS1, and the fifth
synchronizer SL5 is disposed on the first reverse shaft RS1 and
operably connects the second reverse speed gear R2 with the first
reverse shaft RS1.
[0178] Referring to FIG. 12B, the fourth reverse speed gear R4
fixed to the second reverse shaft RS2 is engaged with the first
reverse speed gear R1, the third reverse speed gear R3 fixed to the
second reverse shaft RS2 is engaged with the third input gear G3,
and the second reverse speed gear R2 is engaged with the fifth
input gear G5.
[0179] Referring to FIG. 12C, the first reverse speed gear R1 is
fixed to the first reverse shaft RS1, the second reverse speed gear
R2 is rotatable about the first reverse shaft RS1, and the fifth
synchronizer SL5 is disposed on the first reverse shaft RS1 and
operably connects the second reverse speed gear R2 with the first
reverse shaft RS1.
[0180] In addition, the fourth reverse speed gear R4 fixed to the
second reverse shaft RS2 is engaged with the first reverse speed
gear R1, the third reverse speed gear R3 fixed to the second
reverse shaft RS2 is engaged with the third input gear G3, and the
second reverse speed gear R2 is engaged with the fifth input gear
G5.
[0181] FIG. 13 is a schematic diagram of a power transmitting
apparatus for a vehicle according to the third exemplary embodiment
of the present invention.
[0182] Referring to FIG. 13, the power transmitting apparatus for
the vehicle according to the third exemplary embodiment of the
present invention can achieve eight forward speeds. The fourth
synchronizer SL4 is configured to operably connect only the sixth
speed gear D6 with the second output shaft OS2 in the first
exemplary embodiment. However, an eighth speed gear D8 is disposed
on the second output shaft OS2 and a seventh input gear G7 engaged
with the eighth speed gear D8 is disposed on the second input shaft
IS2 in the third exemplary embodiment. In addition, the fourth
synchronizer SL4 operably connects the sixth speed gear D6 or the
eighth speed gear D8 to the second output shaft OS2.
[0183] Therefore, a length of the power transmitting apparatus may
be greatly reduced, compared with a conventional power transmitting
apparatus achieving eight forward speeds.
[0184] One synchronizer and a plurality of gears involved in the
reverse speeds are disposed on the reverse shafts, and any one
synchronizer on the first output shaft or the second output shaft
operably connects only one speed gear to the first output shaft or
the second output shaft according to the exemplary embodiments of
the present invention. Therefore, the number of components may be
reduced and a length of the power transmitting apparatus may be
minimized.
[0185] Weight and cost may be reduced due to reduction of the
number of components, and mountability may be improved by
shortening length of the power transmitting apparatus.
[0186] For convenience in explanation and accurate definition in
the appended claims, the terms "upper", "lower", "inner" and
"outer" are used to describe features of the exemplary embodiments
with reference to the positions of such features as displayed in
the figures.
[0187] The foregoing descriptions of specific exemplary embodiments
of the present invention have been presented for purposes of
illustration and description. They are not intended to be
exhaustive or to limit the invention to the precise forms
disclosed, and obviously many modifications and variations are
possible in light of the above teachings. They are not intended to
be exhaustive or to limit the invention to the precise forms
disclosed, and obviously many modifications and variations are
possible in light of the above teachings as well as various
alternatives and modifications thereof. It is intended that the
scope of the invention be defined by the Claims appended hereto and
their equivalents.
* * * * *