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公开(公告)号：KR101610085B1
公开(公告)日：2016-04-08
申请号：KR1020110095901
申请日：2011-09-22
CPC classification number: F16D25/0638 , F16D21/06 , F16D25/10 , F16D25/12 , F16D2048/0212
Abstract: 본발명은복렬의클러치를구비하면서도부품수를감소시키고자동변속기의전장을줄임과동시에차량의중량을절감할수 있는유압클러치에관한것이다. 본발명의실시예에따른유압클러치는, 입력축상에배치된제1연결허브; 상기제1연결허브의상단에결합되는내측슬리브; 상기내측슬리브의상단에결합되는보스; 상기보스의상단에결합되는외측슬리브; 상기외측슬리브의상단일측에결합되어클러치공간을형성하는내측연장부및 상기클러치공간과다른하나의클러치공간을더 형성하는외측연장부를포함하는클러치드럼; 상기외측슬리브의상단타측에결합되는제2연결허브; 상기제2연결허브와의사이에제1피스톤챔버를형성하고, 상기제1피스톤챔버에입력되는유압에의하여작동되는제1피스톤; 상기제1피스톤에의해축방향으로가압되도록상기외측연장부에장착된복수개의제1클러치플레이트; 상기제1클러치플레이트들과교대로엇갈려배치되어가압되도록제1클러치허브에장착되는복수개의제1마찰디스크; 상기제1피스톤을기준으로상기제1피스톤챔버의반대편에서상기내측연장부에결합되며, 상기제1피스톤과의사이에제1밸런스챔버를형성하는제1밸런스월; 상기보스와의사이에제2피스톤챔버를형성하며, 상기제2피스톤챔버에입력되는유압에의하여작동되는제2피스톤; 상기제2피스톤에의해축방향으로가압되도록상기내측연장부에장착된복수개의제2클러치플레이트; 상기제2클러치플레이트들과교대로엇갈려배치되어가압되도록제2클러치허브에장착되는복수개의제2마찰디스크; 그리고상기제2피스톤을기준으로상기제2피스톤챔버의반대편에배치되어있으며, 상기제2피스톤과의사이에제2밸런스챔버를형성하는제2밸런스월; 을포함하되, 상기제1피스톤은상기제1클러치플레이트들을가압할수 있도록그 일단이상기외측연장부를관통하여형성될수 있다.
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公开(公告)号：KR1020140003817A
公开(公告)日：2014-01-10
申请号：KR1020120070594
申请日：2012-06-29
CPC classification number: F16D21/00 , F16D11/14 , F16D25/0638 , F16D25/10 , F16D25/126 , F16D67/04
Abstract: The present invention relates to a structure for assembling a brake for an automatic transmission including a friction mechanism on which a plurality of disks and plates is alternately arranged and which rubs the disks against the plates using pressure applied by a piston; and a gap adjusting element which is arranged at the end of the friction mechanism to adjust a gap between the friction mechanism and the piston, which is hollow, and of which the inner circumference is greater than the outermost diameter of another friction mechanism inside the friction mechanism to be assembled without being hindered by other friction mechanisms.
Abstract translation: 本发明涉及一种用于组装用于自动变速器的制动器的结构，其包括摩擦机构，多个盘和板交替布置在该摩擦机构上，并且使用由活塞施加的压力将盘摩擦在板上; 以及间隙调节元件，其布置在所述摩擦机构的端部以调节所述摩擦机构和所述中空的活塞之间的间隙，并且所述间隙的所述内圆周大于所述摩擦机构内的另一摩擦机构的最外径 组装而不受其他摩擦机构阻碍的机构。
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公开(公告)号：KR1020130063585A
公开(公告)日：2013-06-17
申请号：KR1020110129994
申请日：2011-12-07
Applicant: 현대자동차주식회사
CPC classification number: F02D13/0261 , F02B29/0406 , F02B33/44 , F02B39/10 , F02D13/0269 , F02D23/00 , F02D41/0007 , F02D41/023 , F02D41/10 , F02D2041/001 , F02D2200/602 , Y02T10/142 , Y02T10/144 , Y02T10/148 , Y02T10/42
Abstract: PURPOSE: A miller cycle engine system and a control method thereof are provided to connect a motor, which rotates corresponding to a torque demand of a driver, to a driving shaft of a supercharger of the vehicle, thereby operating the supercharger under an optimal condition corresponding to properties and the operation of an Atkinson cycle engine. CONSTITUTION: A miller cycle engine system comprises an electric supercharger(110) and a miller cycle engine. The miller cycle engine improves the low-RPM performance of the engine by using a scavenging phenomenon occurred by operating a DUAL-CVVT when operating the electric super charger. A gear ratio of a vehicle is lowered so that the fuel efficiency is improved. [Reference numerals] (AA) Air suction; (BB) Engine
Abstract translation: 目的：提供一种磨机循环发动机系统及其控制方法，将对应于驾驶员的扭矩要求旋转的电动机连接到车辆增压器的驱动轴，从而在增压器的最佳条件下进行操作 到阿特金森循环发动机的性能和运行。 构成：磨机循环发动机系统包括电动增压器（110）和磨机循环发动机。 磨机循环发动机通过使用在操作电动超级充电器时操作DUAL-CVVT时发生的扫气现象来改善发动机的低转速性能。 降低车辆的齿轮比，从而提高燃料效率。 （附图标记）（AA）吸气; （BB）发动机
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公开(公告)号：KR1020070045590A
公开(公告)日：2007-05-02
申请号：KR1020050102023
申请日：2005-10-27
Applicant: 현대자동차주식회사
Inventor： 전재영
CPC classification number: F16H59/0208 , B60K20/04 , F16C2361/65 , F16H59/0204
Abstract: 본 발명은 쉬프트케이블 일측을 차체에 고정하는 브라켓에 의한 진동절연 성능이 향상되도록 한 쉬프트케이블 고정구조를 제공함을 목적으로 한다.
이를 위한 본 발명에 따른 쉬프트케이블 고정구조는, 쉬프트케이블(1)의 고정을 위한 수직부(21)를 갖는 차체 브라켓(20); 상기 수직부(21)의 전면과 후면에 각각 일정간격 이격배치되어 적어도 어느 한 점 이상에서 상기 차체브라켓에 고정되는 한 쌍의 플레이트로 구성되며, 쉬프트케이블(1)이 관통하여 지지되는 케이블 브라켓(30, 50); 및 상기 차체브라켓(20)과 상기 케이블 브라켓(30) 간의 고정부위에 설치되어 차체브라켓(20)과 케이블 브라켓(30)과 함께 고정되며, 진동절연을 위해 적어도 차체 브라켓(20)과 케이블 브라켓(30)의 사이의 이격공간에 각각 배치되는 댐퍼(40, 60);를 포함하는 것을 특징으로 한다.
시프트케이블, 시프트레버, 변속기, 브라켓, 방진, 진동-
公开(公告)号：KR101518949B1
公开(公告)日：2015-05-18
申请号：KR1020130157667
申请日：2013-12-17
Applicant: 현대자동차주식회사
CPC classification number: B60K6/383 , B60K6/365 , B60K6/387 , B60K6/445 , B60K2006/381 , F16H3/727 , F16H2200/2005 , F16H2200/2066 , F16H2200/2082 , Y02T10/6239 , Y10S903/919
Abstract: 하이브리드차량용변속장치가개시된다. 본발명의일 실시예에따른하이브리드차량용변속장치는엔진의출력측과연결되는입력축; 제1, 제2, 제3 회전요소를가지고상기입력축선상에배치되며, 상기제1, 제3 회전요소가제1, 제2 중간출력기어와직접연결되어출력요소로작동하고, 상기제2 회전요소가상기입력축에직접연결되어입력요소로작동하는유성기어세트; 상기입력축과일정간격을두고평행하게배치된제1 모터축상에배치되어동력연결되며, 상기제1 모터축선단에구성된제1 모터축기어를통하여상기제1 중간출력기어와외접기어연결되는제1 모터/제너레이터; 중공축으로이루어져상기제1 모터축의외주측에회전간섭없이배치된제2 모터축상에배치되어동력연결되며, 상기제2 모터축선단에구성된제2 모터축기어를통하여상기제2 중간출력기어와외접기어연결되는제2 모터/제너레이터; 상기제1 모터축과변속기하우징사이에배치되는브레이크; 및상기유성기어세트의제2 회전요소와변속기하우징사이에배치되어상기제2 회전요소의역회전을제한하는회전제한부재를포함한다.
Abstract translation: 公开了一种用于混合电动车辆的传动系统。 根据本发明的实施例的混合动力电动车辆包括：输入轴，其连接到发动机的输出侧; 行星齿轮组，其设置在输入轴的一行中，同时具有第一，第二和第三旋转元件，其中第一和第三旋转元件直接连接到第一和第二中间输出齿轮以用作输出元件， 并且第二旋转元件直接连接到输入轴以用作输入元件; 第一电动机/发电机，其布置在第一电动机轴中，所述第一电动机轴通过配置在所述第二电动机轴的前端处的第二电动机轴齿轮从与所述输入轴和所述中间输出齿轮连接的一定空间平行布置; 设置在所述第一电动机轴和变速器壳体之间的制动器; 以及设置在所述第二旋转元件和所述变速器壳体之间以限制所述第二旋转元件的反向旋转的旋转限制构件。
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Patent Agency Ranking
公开(公告)号：KR1020140108820A
公开(公告)日：2014-09-15
申请号：KR1020130022419
申请日：2013-02-28
Applicant: 현대자동차주식회사
CPC classification number: F02M26/05 , F02B33/40 , F02B37/04 , F02B39/10 , F02M26/08 , F02M26/22 , F02M26/65 , Y02T10/121 , Y02T10/144
Abstract: A supercharging system for an engine is disclosed. The supercharging system comprises a cylinder block forming a combustion chamber; an intake manifold connected to the cylinder block to supply air from the outside; an exhaust manifold which collects the exhaust gas discharged from the combustion chamber an induces the gas to the outside; a third supercharging passage connecting the front inlet of the intake manifold to the exhaust manifold; and a motor supercharger supplying compressed air into the exhaust manifold through the third discharging passage. Accordingly, the response of the engine is improved and the stabilization of the engine is improved.
Abstract translation: 公开了一种用于发动机的增压系统。 增压系统包括形成燃烧室的气缸体; 连接到气缸体的进气歧管以从外部供应空气; 收集从燃烧室排出的废气的排气歧管将气体引导到外部; 第三增压通道，其将进气歧管的前入口连接到排气歧管; 以及电动增压器，其通过第三排出通道将压缩空气供给到排气歧管中。 因此，改善了发动机的响应，提高了发动机的稳定性。
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公开(公告)号：KR101438637B1
公开(公告)日：2014-09-05
申请号：KR1020130125888
申请日：2013-10-22
Applicant: 현대자동차주식회사
CPC classification number: F16H3/62 , F16H3/66 , F16H2200/006 , F16H2200/0086 , F16H2200/201 , F16H2200/2046 , F16H2200/2066 , F16H2200/2082 , F16H2200/2097
Abstract: Disclosed is a gear train of an automatic transmission for a vehicle. The gear train of an automatic transmission for a vehicle according to an embodiment of the present invention includes: an input shaft to which engine rotation power is transmitted; an output shaft which outputs shifted rotation power; a first planetary gear set which is configured to have first, second, and third rotation elements, and is arranged on the input shaft; a second planetary gear set which is configured to have fourth, fifth, and sixth rotation elements, and is arranged on the input shaft; a third planetary gear set which is configured to have seventh, eighth, and ninth rotation elements, and is arranged on the input shaft; a first rotation shaft which directly connects the first rotation element to a transmission housing; a second rotation shaft which directly connects the third rotation element to the fourth rotation element; a third rotation shaft which is connected to the second rotation element and directly connects the input shaft; a fourth rotation shaft which directly connects the ninth rotation element to the output shaft; a fifth rotation shaft which directly connects the fifth rotation element to the eighth rotation element, and is selectively connected to the input shaft or the transmission housing; a sixth rotation shaft which is connected to the sixth rotation element; a seventh rotation shaft which is connected to the seventh rotation element, and is selectively connected to the second rotation shaft, the third rotation shaft, or the sixth rotation shaft or is selectively connected to the transmission housing; and respective friction members which are interposed in the selective connection portions. Operations of at least two of the friction members realize multi-stage gears.
Abstract translation: 公开了一种用于车辆的自动变速器的齿轮系。 根据本发明实施例的用于车辆的自动变速器的齿轮系包括：发动机旋转动力的输入轴; 输出轴，其输出移动的旋转动力; 第一行星齿轮组，其构造成具有第一，第二和第三旋转元件，并且布置在输入轴上; 第二行星齿轮组，其构造成具有第四，第五和第六旋转元件，并且布置在输入轴上; 第三行星齿轮组，其构造成具有第七，第八和第九旋转元件，并且布置在所述输入轴上; 第一旋转轴，其将第一旋转元件直接连接到变速器壳体; 第二旋转轴，其将第三旋转元件直接连接到第四旋转元件; 第三旋转轴，其连接到第二旋转元件并直接连接输入轴; 第四旋转轴，其将第九旋转元件直接连接到输出轴; 第五旋转轴，其将第五旋转元件直接连接到第八旋转元件，并且选择性地连接到输入轴或变速器壳体; 第六旋转轴，其连接到第六旋转元件; 第七旋转轴，其连接到第七旋转元件，并且选择性地连接到第二旋转轴，第三旋转轴或第六旋转轴，或者选择性地连接到变速器壳体; 以及插入在选择连接部中的各摩擦构件。 至少两个摩擦构件的操作实现多级齿轮。
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公开(公告)号：KR101382767B1
公开(公告)日：2014-04-08
申请号：KR1020130028435
申请日：2013-03-18
Applicant: 현대자동차주식회사
Abstract: The present invention relates to a device and a method for adjusting the air supply amount of an engine having a supercharger and, more particularly, to a device and a method for adjusting the air supply amount of an engine having a supercharger, in which the operation of the supercharger is controlled to a level at which the amount of air required to suit a driver-requested torque is supplied so that the driver-requested torque can be satisfied with precision. In other words, according to the device and the method for adjusting the air supply amount of an engine having a supercharger of the present invention, the supercharger is operated for the supercharging of intake air when the request amount of air is equal to or greater than the standard natural intake air amount after the calculation of the required amount of air based on the driver-requested torque. In contrast, when the required amount of air is equal to or smaller than the standard natural intake air amount, the supercharger is not operated and control such as the opening of a bypass valve for natural air intake is performed at the same time. Accordingly, pressure loss can be prevented during the operation of the supercharger and flow path resistance to the intake can be minimized during the non-operation of the supercharger. [Reference numerals] (AA) Driver-requested torque; (BB) Fully open a bypass valve; (CC,EE,JJ) No; (DD) Required amount of air > Standard intake amount of natural air; (FF) Operate a supercharger in an idle manner; (GG,LL) Yes; (HH) Operate the supercharger; (II) Required amount of air
Abstract translation: 本发明涉及一种用于调节具有增压器的发动机的空气供应量的装置和方法，更具体地涉及一种用于调节具有增压器的发动机的空气供应量的装置和方法，其中操作 的增压器被控制到满足驾驶员要求的转矩所需的空气量以使驾驶员要求的转矩能够精确地满足的水平。 换句话说，根据本发明的具有增压器的发动机的空气供给量的调整装置和方法，当空气的请求量等于或大于 基于驾驶员要求的扭矩计算所需空气量之后的标准自然进气量。 相反，当所需空气量等于或小于标准天然进气量时，增压器不工作，并且同时执行用于自然进气的旁通阀的打开等控制。 因此，在增压器的运行中可以防止压力损失，并且在增压器的不工作期间流路对进气的阻力可以最小化。 （附图标记）（AA）驾驶员要求的扭矩; （BB）完全打开旁通阀; （CC，EE，JJ）否; （DD）所需空气量>天然气标准摄入量; （FF）以空闲方式运行增压器; （GG，LL）是的; （HH）运行增压器; （II）所需空气量<通过旁通阀的空气量; （KK）完全关闭旁通阀; （MM）计算所需的开放量; （NN）控制旁通阀; （OO）计算目标节气门剪切压力; （PP）计算目标增压器转速; （QQ）控制增压器
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公开(公告)号：KR1020130065679A
公开(公告)日：2013-06-19
申请号：KR1020130056409
申请日：2013-05-20
Applicant: 현대자동차주식회사
CPC classification number: Y02T10/142 , Y02T10/144
Abstract: PURPOSE: A miller cycle engine controlling method is provided to improve motion efficiency and fuel efficiency when driving an engine at a low speed as a supercharger is operated by a motor operating corresponding to the torque requested by a driver even though the RPM of the engine is low. CONSTITUTION: A miller cycle engine controlling method comprises: a step(S110) of checking an operating state of a vehicle engine; a step(S120) of increasing the torque requested by a driver with manipulating an acceleration pedal by the driver; a step(S130) of operating an electric supercharger if the requested torque is larger than the performance of an Atkinson engine; a step(S140) of operating air intake and exhaustion cams if the requested torque is larger than the performance of the Atkinson engine before operating DUAL-CVVT; a step(150) of coinciding the requested torque with an actual vehicle speed by operating a miller cycle by operating the air intake and exhaustion cams; and a step(S160) of turning off the electric supercharger if the requested torque is retracted when the engine is driven at a steady speed or decelerated. [Reference numerals] (AA) End; (S110) Check the operation state of an engine: idle or constant speed; (S120) Acceleration pedal on?; (S132) Acceleration pedal operation degree > abnormal engine performance; (S134) Supercharger on; (S140) Operate air intake and exhaustion cams; (S150) Operate a miller cycle; (S162) Constant speed or deceleration; (S164) Supercharger off
Abstract translation: 目的：提供一种磨机循环发动机控制方法，以便在低速运行发动机时提高运动效率和燃油效率，因为增压器由对应于驾驶员要求的扭矩的电动机操作，即使发动机转速为 低。 构成：磨机循环发动机控制方法包括：检查车辆发动机的运行状态的步骤（S110）; 步骤（S120），其通过驾驶员操纵加速踏板来增加驾驶员所要求的扭矩; 如果所请求的扭矩大于阿特金森发动机的性能，则操作电动增压器的步骤（S130）; 如果在操作DUAL-CVVT之前要求的扭矩大于阿特金森发动机的性能，则操作进气和排气凸轮的步骤（S140）; 通过操作进气和排气凸轮来操作磨机循环，使所请求的扭矩与实际车速重合的台阶（150）; 以及当发动机以稳定速度或减速驱动时所请求的扭矩缩回时关闭电动增压器的步骤（S160）。 （附图标记）（AA）结束; （S110）检查发动机的运行状态：空转或恒速; （S120）加速踏板？ （S132）加速踏板操作度>发动机性能异常; （S134）增压器开; （S140）操作吸气和排气凸轮; （S150）操作磨机循环; （S162）恒速或减速; （S164）增压器关闭
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公开(公告)号：KR1020130032160A
公开(公告)日：2013-04-01
申请号：KR1020110095901
申请日：2011-09-22
CPC classification number: F16D25/0638 , F16D21/06 , F16D25/10 , F16D25/12 , F16D2048/0212
Abstract: PURPOSE: A hydraulic clutch is provided to reduce the number of components and to reduce the length and weight of a vehicle. CONSTITUTION: A hydraulic clutch comprises a first and a second clutch unit(100,200), an inner sleeve(260), an outer sleeve(160), a boss(170), a clutch drum(340), a first connection hub(310), a second connection hub(320), a first and a second clutch hub(330,332), and a first and a second balance wall(350,352). The first and second clutch units comprises a first and a second clutch plate(110,210), a first and a second friction disc(120,220), a first and a second piston(130,230), a first and a second piston chamber(140,240), and a first and a second balance chamber(150,250). The inner sleeve, the outer sleeve, and the boss are combined and support the components of the first and second clutch units. The clutch drum is curved in order to form at least two clutch spaces inside. The first connection hub is arranged in an input shaft(300) of the transmission and is combined with the inner sleeve by the upper end. The second connection hub forms the first piston chamber in an interval with the first piston and is combined with the outer sleeve by the upper end. The first and second clutch hubs are mounted with the first and second friction discs. The first and second balance walls are arranged in the upper end of the outer and inner sleeves to form the first and second chambers in intervals with the first and second pistons.
Abstract translation: 目的：提供液压离合器以减少部件数量并减少车辆的长度和重量。 构成：液压离合器包括第一和第二离合器单元（100,200），内套筒（260），外套筒（160），凸台（170），离合器鼓（340），第一连接毂 ），第二连接毂（320），第一和第二离合器毂（330,332）以及第一和第二平衡壁（350,352）。 第一和第二离合器单元包括第一和第二离合器板（110,210），第一和第二摩擦盘（120,220），第一和第二活塞（130,230），第一和第二活塞室（140,240） 和第一和第二平衡室（150,250）。 内套筒，外套筒和凸台组合并支撑第一和第二离合器单元的部件。 离合器鼓是弯曲的，以便在内部形成至少两个离合器空间。 第一连接毂布置在变速器的输入轴（300）中，并且通过上端与内套筒组合。 第二连接毂形成与第一活塞间隔的第一活塞室，并通过上端与外套筒组合。 第一和第二离合器毂安装有第一和第二摩擦盘。 第一和第二平衡壁布置在外套筒和内套筒的上端中，以与第一和第二活塞间隔地形成第一和第二腔室。
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