Power transmitting apparatus for vehicle

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.

CROSS-REFERENCE TO RELATED APPLICATION

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

1. Field of the Invention

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.

2. Description of Related Art

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.

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.

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.

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).

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.

BRIEF SUMMARY

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

DETAILED DESCRIPTION

Exemplary embodiments of the present invention will hereinafter be described in detail with reference to the accompanying drawings.

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.

In the detailed description, ordinal numbers are used for distinguishing constituent elements having the same terms, and have no specific meanings.

FIG. 1is a schematic diagram of a power transmitting apparatus for a vehicle according to the first exemplary embodiment of the present invention.

Referring toFIG. 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 CL1and CL2and selectively transmitting torque of a power source (e.g., engine or motor), an input device provided with first and second input shafts IS1and 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.

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.

The first and second clutches CL1and CL2included in the variable connecting device selectively transmits torque of the power source to the first and second input shafts IS1and IS2.

The first clutch C1selectively transmits the torque of the power source to the first input shaft IS1and the second clutch CL2selectively transmits the torque of the power source to the second input shaft IS2.

The first and second clutches CL1and CL2included in the variable connecting device may be typical multi-plates clutches of wet type, but are not limited thereto. The first and second clutches CL1and CL2may be multi-plates clutches of dry type. The first and second clutches CL1and CL2may be controlled by a hydraulic control system.

The input device includes the first input shaft IS1selectively connected to an output side of the power source through the first clutch CL1and the second input shaft IS2selectively connected to the output side of the power source through the second clutch CL2. The second input shaft IS2is a hollow shaft, and the first input shaft IS1is inserted in the second input shaft IS2without rotational interference with the second input shaft IS2.

First, second, third, and fourth input gears G1, G2, G3, and G4are disposed at an exterior circumference of the first input shaft IS1with predetermined distances. The first, second, third, and fourth input gear G1, G2, G3, and G4are positioned at a rear portion of the first input shaft IS1penetrating the second input shaft IS2and are disposed in a sequence of the first, second, third, and fourth input gears G1, G2, G3, and G4.

Fifth and sixth input gears G5and G6are disposed on the second input shaft IS2with a predetermined distance. The fifth input gear G5is disposed at a front portion of the second input shaft IS2and the sixth input gear G6is disposed at a rear portion of the second input shaft IS2.

Therefore, the first, second, third, and fourth input gears G1, G2, G3, and G4as well as the first input shaft IS1are rotated if the first clutch CL1is operated, and the fifth and sixth input gears G5and G6as well as the second input shaft IS2are rotated if the second clutch CL2is operated.

The first, second, third, fourth, fifth, and sixth input gears G1, G2, G3, G4, G5, and G6are input gears operating at each speed. The first input gear G1is operated at a seventh forward speed, the second input gear G2is operated at a first forward speed and a reverse speed, the third input gear G3is operated at a third forward speed, and the fourth input gear G4is operated at a fifth forward speed.

In addition, the fifth input gear G5is operated at a second forward speed and the sixth input gear G6is operated at a fourth forward speed and a sixth forward speed.

That is, the input gears G1, G2, G3, and G4for odd-numbered speeds and the reverse speed are disposed on the first input shaft IS1, and the input gears G5and G6for even-numbered speeds are disposed on the second input shaft IS2.

In addition, the speed output device includes first and second output shafts OS1and OS2disposed in parallel with the first and second input shafts IS1and IS2.

A first speed gear D1and a fifth speed gear D5are disposed on the first output shaft OS1, and a first synchronizer SL1operably connecting the first speed gear D1or the fifth speed gear D5to the first output shaft OS1is disposed on the first output shaft OS1between the first speed gear D1and the fifth speed gear D5. In addition, a second speed gear D2and a fourth speed gear D4are disposed on the first output shaft OS1, and a second synchronizer SL2operably connecting the second speed gear D2or the fourth speed gear D4to the first output shaft OS1is disposed on the first output shaft OS1between the second speed gear D2and the fourth speed gear D4. Further, a first output gear OG1is disposed at a front portion of the first output shaft OS1.

The first synchronizer SL1is disposed at a rear portion of the first output shaft OS1and the second synchronizer SL2is disposed at the front portion of the first output shaft OS1.

The first speed gear D1is engaged with the second input gear G2and the fifth speed gear D5is engaged with the fourth input gear G4.

The second speed gear D2is engaged with the fifth input gear G5and the fourth speed gear D4is engaged with the sixth input gear G6.

In addition, the first output gear OG1outputs torque transmitted from the first output shaft OS1to a differential device DIFF through a final reduction gear FD.

In addition, a third speed gear D3and a seventh speed gear D7are disposed on the second output shaft OS2, and a third synchronizer SL3operably connecting the third gear D3or the seventh speed gear D7to the second output shaft OS2is disposed on the second output shaft OS2between the third speed gear D3and the seventh speed gear D7. In addition, a sixth speed gear D6and a fourth synchronizer SL4operably connecting the sixth speed gear D6to the second output shaft OS2are disposed on the second output shaft OS2. Further, a second output gear OG2is disposed on a front portion of the second output shaft OS2.

The third synchronizer SL3is disposed at a rear portion of the second output shaft OS2and the fourth synchronizer SL4is disposed at a front portion of the second output shaft OS2.

The third speed gear D3is engaged with the third input gear G3and the seventh speed gear D7is engaged with the first input gear G1.

The sixth speed gear D6is engaged with the sixth input gear G6.

In addition, the second output gear OG2outputs torque transmitted from the second output shaft OS2to the differential device DIFF through the final reduction gear FD.

Herein, the first output gear OG1and the second output gear OG2are engaged with the final reduction gear FD so as to finally change the torque of the first output shaft OS1or the second output shaft OS2and transmit the changed torque to a driving wheel through the differential device DIFF.

Meanwhile, the reverse speed device includes first and second reverse shafts RS1and RS2disposed in parallel with the first and second input shafts IS1and IS2.

First and second reverse speed gears R1and R2are disposed on the first reverse shaft RS1. The first reverse speed gear R1is rotatable about the first reverse shaft RS1and the second reverse speed gear R2is fixed to the first reverse shaft RS1.

In addition, a fifth synchronizer SL5operably connecting the first reverse speed gear R1to the first reverse shaft RS1is disposed on the first reverse shaft RS1.

In addition, a third reverse speed gear R3engaged with the second reverse speed gear R2is fixed to the second reverse shaft RS2.

At this time, the first reverse speed gear R1is engaged with the second input gear G2on the first input shaft IS1, and the third reverse speed gear R3is engaged with the fifth input gear G5on the second input shaft IS2engaged with the second speed gear D2on the first output shaft OS1.

Since the first, second, third, fourth, and fifth synchronizer modules SL1, SL2, SL3, SL4, and SL5are well known to a person of an ordinary skill in the art, detailed description thereof will be omitted. Sleeves SLE1, SLE2, SLE3, SLE4, and SLE5applied 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.

FIG. 2is an axial plan view of a power transmitting apparatus for a vehicle according to the first exemplary embodiment of the present invention.

Referring toFIG. 2, the first input shaft IS1as well as the second input shaft IS2, the first and second output shafts OS1and OS2, the first and second reverse shafts RS1and RS2, and the differential device DIFF are disposed in parallel with each other.

The second input gear G2on the first input shaft IS1is engaged with the first speed gear D1on the first output shaft OS1and the first reverse speed gear R1on the first reverse shaft RS1, and the second reverse speed gear R2on the first reverse shaft RS1is engaged with the third reverse speed gear R3on the second reverse shaft RS2.

In addition, the third reverse speed gear R3on the second reverse shaft RS2is engaged with the fifth input gear G5on the second input shaft IS2, and the fifth input gear G5on the second input shaft IS2is engaged with the second speed gear D2on the first output shaft OS1.

In addition, first and second output gears OG1and OG2on the first and second output shafts OS1and OS2are engaged with the final reduction gear FD of the differential device DIFF.

FIG. 3is an operational chart of a power transmitting apparatus for a vehicle according to the first exemplary embodiment of the present invention.

At the first forward speed 1st, the first speed gear D1and the first output shaft OS1are operably connected through the sleeve SEL1of the first synchronizer SL1. After that, the first clutch CL1is operated. Then, shift to the first forward speed is completed.

If vehicle speed increases at the first forward speed 1st and shift to the second forward speed 2nd is necessary, the second speed gear D2and the first output shaft OS1are operably connected through the sleeve SEL2of the second synchronizer SL2. After that, the first clutch CL1is released and the second clutch CL2is operated. Then, the shift to the second forward speed is completed.

After the shift to the second forward speed is completed, the sleeve SEL1of the first synchronizer SL1is moved to a neutral position.

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 D3and the second output shaft OS2are operably connected through the sleeve SEL3of the third synchronizer SL3. After that, the second clutch CL2is released and the first clutch CL1is operated. Then, the shift to the third forward speed is completed.

After the shift to the third forward speed is completed, the sleeve SEL2of the second synchronizer SL2is moved to a neutral position.

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 D4and the first output shaft OS1are operably connected through the sleeve SEL2of the second synchronizer SL2. After that, the first clutch CL1is released and the second clutch CL2is operated. Then, the shift to the fourth forward speed is completed.

After the shift to the fourth forward speed is completed, the sleeve SEL3of the third synchronizer SL3is moved to a neutral position.

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 D5and the first output shaft OS1are operably connected through the sleeve SEL1of the first synchronizer SL1. After that, the second clutch CL2is released and the first clutch CL1is operated. Then, the shift to the fifth forward speed is completed.

After the shift to the fifth forward speed is completed, the sleeve SEL2of the second synchronizer SL2is moved to a neutral position.

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 D6and the second output shaft OS2are operably connected through the sleeve SEL4of the fourth synchronizer SL4. After that, the first clutch CL1is released and the second clutch CL2is operated. Then, the shift to the sixth forward speed is completed.

After the shift to the sixth forward speed is completed, the sleeve SEL1of the first synchronizer SL1is moved to a neutral position.

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 D7and the second output shaft OS2are operably connected through the sleeve SEL3of the third synchronizer SL3. After that, the second clutch CL2is released and the first clutch CL1is operated. Then, the shift to the seventh forward speed is completed.

After the shift to the seventh forward speed is completed, the sleeve SEL4of the fourth synchronizer SL4is moved to a neutral position.

FIG. 4is 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, andFIG. 5is 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.

Referring toFIG. 3andFIG. 4, the second speed gear D2and the first output shaft OS1are operably connected through the sleeve SEL2of the second synchronizer SL2and the first reverse speed gear R1and the first reverse shaft RS1are operably connected through the sleeve SEL5of the fifth synchronizer SL5at a first reverse speed Rev1. After that, if the first clutch CL1is operated, a shift to the first reverse speed is completed.

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.

Referring toFIG. 3andFIG. 5, the first speed gear D1and the first output shaft OS1are operably connected through the sleeve SEL1of the first synchronizer SL1and the first reverse speed gear R1and the first reverse shaft RS1are operably connected through the sleeve SEL5of the fifth synchronizer SL5at a second reverse speed Rev2. After that, if the second clutch CL2is operated, a shift to the second reverse speed is completed.

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.

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 CL1and CL2and the synchronizers.

Two synchronizers SL1and SL2, the first speed gear D1, the fifth speed gear D5, the second speed gear D2, the fourth speed gear D4and the first output gear OG1are disposed on the first output shaft OS1, two synchronizers SL3and SL4, the third speed gear D3, the seventh speed gear D7, the sixth speed gear D6and the second output gear OG2are disposed on the second output shaft OS2, and one synchronizer SL5and the first, second, and third reverse speed gears R1, R2, and R3involved in the reverse speeds are disposed on the first and second reverse shafts RS1and RS2in the power transmitting apparatus according to the first exemplary embodiment of the present invention.

Since the fourth synchronizer SL4operably connects one speed gear to the second output shaft OS2, the number of components may be reduced and a length may be shortened.

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.

FIG. 6is 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.

Referring toFIG. 6, the reverse speed device having various layouts can be achieved by disposing the fifth synchronizer SL5and the third reverse speed gear R3in different ways in the power transmitting apparatus for the vehicle according to the first exemplary embodiment of the present invention.

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.

Referring toFIG. 6A, the first reverse speed gear R1is fixed to the first reverse shaft RS1, the second reverse speed gear R2is rotatable about the first reverse shaft RS1, and the fifth synchronizer SL5is disposed on the first reverse shaft RS1and operably connects the second reverse speed gear R2with the first reverse shaft RS1.

Referring toFIG. 6B, the third reverse speed gear R3fixed to the second reverse shaft RS2is engaged with the first reverse speed gear R1and the second input gear G2. In addition, the second reverse speed gear R2is engaged with the fifth input gear G5.

Referring toFIG. 6C, the first reverse speed gear R1is fixed to the first reverse shaft RS1, the second reverse speed gear R2is rotatable about the first reverse shaft RS1, and the fifth synchronizer SL5is disposed on the first reverse shaft RS1and operably connects the second reverse speed gear R2with the first reverse shaft RS1.

In addition, the third reverse speed gear R3fixed to the second reverse shaft RS2is engaged with the first reverse speed gear R1and the second input gear G2, and the second reverse speed gear R2is engaged with the fifth input gear G5.

FIG. 7is a schematic diagram of a power transmitting apparatus for a vehicle according to the second exemplary embodiment of the present invention.

Referring toFIG. 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.

The reverse speed device according to the second exemplary embodiment includes the first and second reverse shafts RS1and RS2disposed in parallel with the first and second input shafts IS1and IS2.

The first and second reverse speed gears R1and R2are disposed on the first reverse shaft RS1. The first reverse speed gear R1is rotatable about the first reverse shaft RS1and the second reverse speed gear R2is fixed to the first reverse shaft RS1.

In addition, the fifth synchronizer SL5operably connecting the first reverse speed gear R1with the first reverse shaft RS1is disposed on the first reverse shaft RS1.

In addition, third and fourth reverse speed gears R3and R4are disposed on the second reverse shaft RS2. Both of the third reverse speed gear R3and the fourth reverse speed gear R4are fixed to the second reverse shaft RS2.

At this time, the second reverse speed gear R2and the third reverse speed gear R3are engaged with each other.

In addition, the first reverse speed gear R1is engaged with the third input gear G3on the first input shaft IS1, and the fourth reverse speed gear R4is engaged with the fifth input gear G5on the second input shaft IS2engaged with the second speed gear D2on the first output shaft OS1.

FIG. 8is an axial plan view of a power transmitting apparatus for a vehicle according to the second exemplary embodiment of the present invention.

Referring toFIG. 8, the first input shaft IS1as well as the second input shaft IS2, the first and second output shafts OS1and OS2, the first and second reverse shafts RS1and RS2, and the differential device DIFF are disposed in parallel with each other.

The third input gear G3on the first input shaft IS1is engaged with the third speed gear D3on the second output shaft OS2and the first reverse speed gear R1on the first reverse shaft RS1, and the second reverse speed gear R2on the first reverse shaft RS1is engaged with the third reverse speed gear R3on the second reverse shaft RS2.

In addition, the fourth reverse speed gear R4on the second reverse shaft RS2is engaged with the fifth input gear G5on the second input shaft IS2, and the fifth input gear G5on the second input shaft IS2is engaged with the second speed gear D2on the first output shaft OS1.

In addition, the first and second output gears OG1and OG2on the first and second output shafts OS1and OS2are engaged with the final reduction gear FD of the differential device DIFF.

FIG. 9is an operational chart of a power transmitting apparatus for a vehicle according to the second exemplary embodiment of the present invention.

At the first forward speed 1st, the first speed gear D1and the first output shaft OS1are operably connected through the sleeve SEL1of the first synchronizer SL1. After that, the first clutch CL1is operated. Then, shift to the first forward speed is completed.

If vehicle speed increases at the first forward speed 1st and shift to the second forward speed 2nd is necessary, the second speed gear D2and the first output shaft OS1are operably connected through the sleeve SEL2of the second synchronizer SL2. After that, the first clutch CL1is released and the second clutch CL2is operated. Then, the shift to the second forward speed is completed.

After the shift to the second forward speed is completed, the sleeve SEL1of the first synchronizer SL1is moved to a neutral position.

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 D3and the second output shaft OS2are operably connected through the sleeve SEL3of the third synchronizer SL3. After that, the second clutch CL2is released and the first clutch CL1is operated. Then, the shift to the third forward speed is completed.

After the shift to the third forward speed is completed, the sleeve SEL2of the second synchronizer SL2is moved to a neutral position.

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 D4and the first output shaft OS1are operably connected through the sleeve SEL2of the second synchronizer SL2. After that, the first clutch CL1is released and the second clutch CL2is operated. Then, the shift to the fourth forward speed is completed.

After the shift to the fourth forward speed is completed, the sleeve SEL3of the third synchronizer SL3is moved to a neutral position.

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 D5and the first output shaft OS1are operably connected through the sleeve SEL1of the first synchronizer SL1. After that, the second clutch CL2is released and the first clutch CL1is operated. Then, the shift to the fifth forward speed is completed.

After the shift to the fifth forward speed is completed, the sleeve SEL2of the second synchronizer SL2is moved to a neutral position.

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 D6and the second output shaft OS2are operably connected through the sleeve SEL4of the fourth synchronizer SL4. After that, the first clutch CL1is released and the second clutch CL2is operated. Then, the shift to the sixth forward speed is completed.

After the shift to the sixth forward speed is completed, the sleeve SEL1of the first synchronizer SL1is moved to a neutral position.

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 D7and the second output shaft OS2are operably connected through the sleeve SEL3of the third synchronizer SL3. After that, the second clutch CL2is released and the first clutch CL1is operated. Then, the shift to the seventh forward speed is completed.

After the shift to the seventh forward speed is completed, the sleeve SEL4of the fourth synchronizer SL4is moved to a neutral position.

FIG. 10is 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, andFIG. 11is 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.

Referring toFIG. 9andFIG. 10, the second speed gear D2and the first output shaft OS1are operably connected through the sleeve SEL2of the second synchronizer SL2, and the first reverse speed gear R1and the first reverse shaft RS1are operably connected through the sleeve SEL5of the fifth synchronizer SL5at the first reverse speed Rev1. After that, if the first clutch CL1is operated, a shift to the first reverse speed is completed.

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 second speed gear D2, the first output shaft OS1, and the first output gear OG1. Therefore, the driving wheel is rotated inversely.

Referring toFIG. 9andFIG. 11, the third speed gear D3and the second output shaft OS2are operably connected through the sleeve SEL3of the third synchronizer SL3, and the first reverse speed gear R1and the first reverse shaft RS1are operably connected through the sleeve SEL5of the fifth synchronizer SL5at the second reverse speed Rev2. After that, if the second clutch CL2is operated, a shift to the second reverse speed is completed.

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.

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 CL1and CL2and the synchronizers.

Two synchronizers SL1and SL2, the first speed gear D1, the fifth speed gear D5, the second speed gear D2, the fourth speed gear D4and the first output gear OG1are disposed on the first output shaft OS1, two synchronizers SL3and SL4, the third speed gear D3, the seventh speed gear D7, the sixth speed gear D6and the second output gear OG2are disposed on the second output shaft OS2, and one synchronizer SL5and the first, second, third and fourth reverse speed gears R1, R2, R3, and R4involved in the reverse speeds are disposed on the first and second reverse shafts RS1and RS2in the power transmitting apparatus according to the second exemplary embodiment of the present invention.

Since the fourth synchronizer SL4operably connects one speed gear to the second output shaft OS2, the number of components may be reduced and a length may be shortened.

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.

FIG. 12is 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.

Referring toFIG. 12, the reverse speed device having various layouts can be achieved by disposing the fifth synchronizer SL5and the third and fourth reverse speed gears R3and R4in different ways in the power transmitting apparatus for the vehicle according to the second exemplary embodiment of the present invention.

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.

Referring toFIG. 12A, the first reverse speed gear R1is fixed to the first reverse shaft RS1, the second reverse speed gear R2is rotatable about the first reverse shaft RS1, and the fifth synchronizer SL5is disposed on the first reverse shaft RS1and operably connects the second reverse speed gear R2with the first reverse shaft RS1.

Referring toFIG. 12B, the fourth reverse speed gear R4fixed to the second reverse shaft RS2is engaged with the first reverse speed gear R1, the third reverse speed gear R3fixed to the second reverse shaft RS2is engaged with the third input gear G3, and the second reverse speed gear R2is engaged with the fifth input gear G5.

Referring toFIG. 12C, the first reverse speed gear R1is fixed to the first reverse shaft RS1, the second reverse speed gear R2is rotatable about the first reverse shaft RS1, and the fifth synchronizer SL5is disposed on the first reverse shaft RS1and operably connects the second reverse speed gear R2with the first reverse shaft RS1.

In addition, the fourth reverse speed gear R4fixed to the second reverse shaft RS2is engaged with the first reverse speed gear R1, the third reverse speed gear R3fixed to the second reverse shaft RS2is engaged with the third input gear G3, and the second reverse speed gear R2is engaged with the fifth input gear G5.

FIG. 13is a schematic diagram of a power transmitting apparatus for a vehicle according to the third exemplary embodiment of the present invention.

Referring toFIG. 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 SL4is configured to operably connect only the sixth speed gear D6with the second output shaft OS2in the first exemplary embodiment. However, an eighth speed gear D8is disposed on the second output shaft OS2and a seventh input gear G7engaged with the eighth speed gear D8is disposed on the second input shaft IS2in the third exemplary embodiment. In addition, the fourth synchronizer SL4operably connects the sixth speed gear D6or the eighth speed gear D8to the second output shaft OS2.

Therefore, a length of the power transmitting apparatus may be greatly reduced, compared with a conventional power transmitting apparatus achieving eight forward speeds.

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.

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.

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.