Automated manual transmission

• US 9,212,726 B2
• Filed: 10/30/2012
• Issued: 12/15/2015
• Est. Priority Date: 04/10/2012
• Status: Active Grant

• Current Assignee: Hyundai Motor Company (Hyundai Motor Group)
• Original Assignee: Hyundai Motor Company (Hyundai Motor Group)
• Inventors: Eo, Soon Ki, Lee, Dong Soo, Park, Jong Yun
• Primary Examiner(s): Ho, Ha D
• Application Number:
  US13/663,944
• Publication Number:
  US 20130263682A1
• Time in Patent Office: 1,141 Days
• Field of Search: 743/30, 743/31
• US Class Current: 1/1
• CPC Class Codes: F16H 2200/0052 the gear ratios comprising six forward speeds
• CPC Class Codes: F16H 3/006 power being selectively transmitted by either one of the parallel flow paths
• CPC Class Codes: Y10T 74/19233 Plurality of counter shafts

Abstract

An automated manual transmission may include a first input shaft and a second input shaft disposed in parallel with each other to form a plurality of stages with a common output shaft, a first switching mechanism that directly transmits or cuts power provided from a flywheel of an engine to or from the first input shaft or the second input shaft, and a second switching mechanism that transmits or cuts power provided from the flywheel through the clutch to or from the first input shaft or the second input shaft.

Claims

1. An automated manual transmission comprising:

a first input shaft and a second input shaft disposed in parallel with each other to form a plurality of stages with a common output shaft;

a first switching mechanism that directly transmits or cuts power provided from a flywheel of an engine to or from the first input shaft or the second input shaft; and

a second switching mechanism that transmits or cuts power provided from the flywheel through a clutch to or from the first input shaft or the second input shaft,

wherein the first switch mechanism includes a first driving shaft directly connected to the flywheel and the second switching mechanism includes a second driving shaft coaxially positioned with the first driving shaft and directly connected to the clutch.

2. The automated manual transmission of claim 1, wherein the first switching mechanism further includes:

a first free gear and a second free gear that are rotatably fitted on the first driving shaft and transmit a rotational force to the first input shaft and the second input shaft, respectively; and

a first power control mechanism directly engaging the first driving shaft to the first free gear or the second free gear, or disengaging the first driving shaft from both of the first and second free gears and switching the first driving shaft into a neutral position.

3. The automated manual transmission of claim 2, wherein the first power control mechanism is a synchro-mesh mechanism including a hub disposed at the first driving shaft to be prevented in rotation and a sleeve splined-engaged with an outside of the hub and directly engaging the hub to the first free gear or the second free gear, or disengaging the hub from both of the first free gear and the second free gear while axially reciprocating.

4. The automated manual transmission of claim 2, wherein the second switching mechanism further includes:

a third free gear and a fourth free gear that are rotatably fitted on the second driving shaft and transmit a rotational force to the first input shaft and the second input shaft, respectively; and

a second power control mechanism directly engaging the second driving shaft to the third free gear or the fourth free gear, or disengaging the second driving shaft from both of the third free gear or the fourth free gear and switching the second driving shaft into a neutral position.

5. The automated manual transmission of claim 4, wherein the second power control mechanism is a synchro-mesh mechanism including a hub disposed at the second driving shaft to be prevented in rotation and a sleeve spline-engaged with an outside of the hub and directly engaging the hub to the third free gear or the fourth free gear, or disengaging the hub from both of the third free gear or the fourth free gear while axially reciprocating.

6. The automated manual transmission of claim 4, wherein the second driving shaft is a hollow shaft, the first driving shaft is connected to the synchro-mesh mechanism from the flywheel through the second driving shaft, a first driven gear tooth-engaged with the first free gear and a second driven gear tooth-engaged with the third free gear are fitted on the first input shaft, and a third driven gear tooth-engaged with the second free gear and a fourth driven gear tooth-engaged with the fourth free gear are fitted on the second input shaft.

7. The automated manual transmission of claim 6, wherein a size and the gear ratio of the first free gear and the first driven gear are a same as a size and the gear ratio of the third free gear and the second driven gear while a size and the gear ratio of the second free gear and the third driven gear are the same as a size and the gear ratio of the fourth free gear and the fourth driven gear.

8. The automated manual transmission of claim 1, wherein the first input shaft and the second input shaft are disposed to separately implement odd-numbered stages and even-numbered stages in the stages implemented together with the common output shaft.

9. The automated manual transmission of claim 1, wherein an intermediate shaft is engaged with the output shaft in an external engagement gear-type and operates a differential.

10. An automated manual transmission comprising:

a first input shaft and a second input shaft disposed in parallel with each other;

an output shaft engaged with the first input shaft and the second input shaft by a plurality of pairs of shifting gears; and

a first switching mechanism and a second switching mechanism selectively transmitting power from an engine to the first input shaft and the second input shaft,

wherein the first switch mechanism includes a first driving shaft directly connected to a flywheel of the engine, and

the second switching mechanism includes a second driving shaft coaxially fitted around the first driving shaft and a clutch connecting or disconnecting the second driving shaft to or from the flywheel.

11. The automated manual transmission of claim 10, wherein a first driven gear receiving a rotational force through the first switching mechanism and a second driven gear receiving a rotational force through the second switching mechanism are fitted on the first input shaft,

a third driven gear receiving a rotational force through the first switching mechanism and a fourth driven gear receiving a rotational force through the second switching mechanism are fitted on the second input shaft,

the first switching mechanism is engaged to the first driven gear and the third driven gear as an external engagement-gear to transmit power, and

the second switching mechanism is engaged to the second driven gear and the fourth driven gear as an external engagement-gear to transmit power.

12. The automated manual transmission of claim 11, wherein an intermediate shaft is engaged to the output shaft in an external engagement gear-type and operates a differential.

13. The automated manual transmission of claim 10, wherein the first switching mechanism and the second switching mechanism include a synchro-mesh mechanism.

14. The automated manual transmission of claim 10, wherein the first power control mechanism includes a hub disposed at the first driving shaft to be prevented in rotation and a sleeve splined-engaged with an outside of the hub and directly engaging the hub to a first free gear or a second free gear that are rotatably fitted on the first driving shaft, or disengaging the hub from both of the first free gear and the second free gear while axially reciprocating.

15. The automated manual transmission of claim 10, wherein the second power control mechanism includes a hub disposed at the second driving shaft to be prevented in rotation and a sleeve spline-engaged with an outside of the hub and directly engaging the hub to a third free gear or a fourth free gear that are rotatably fitted on the second driving shaft, or disengaging the hub from both of the third free gear or the fourth free gear while axially reciprocating.