公开(公告)号：KR1020120063920A

公开(公告)日：2012-06-18

申请号：KR1020100125098

申请日：2010-12-08

Applicant: 현대자동차주식회사 ,  기아자동차주식회사 ,  한국파워트레인 주식회사

Inventor： 김경하 ,  김백유 ,  김연호 ,  김완수 ,  장재덕 ,  이진수 ,  홍순석

IPC: B60K6/30 ,  F16F15/30

CPC classification number: Y02T10/6204 ,  Y02T10/6282 ,  B60K6/30 ,  F16F15/145 ,  F16F15/30

Abstract: PURPOSE: A torsion damper for a hybrid vehicle is provided to protect a transmission and a torsion damper through blocking the transferring of excessive torque due to the inertia of a motor or resonance to a transmission. CONSTITUTION: A torsion damper for a hybrid vehicle comprises a inertial plate(1), a cover plate(3), a first damper plate(5), a second damper plate(7), a plurality of compression coil spring(9), a driven plate(11), a connecting plate(13), a torque limiter(15), and a spline hub(17). The inertial plate is coupled with the output shaft of an engine. The cover plate forms an oil storage space through being coupled with the inertial plate. The first damper plate and the second damper plate are coupled with the inertial plate into one body. The plurality of compression coil spring absorbs the vibration and impact of rotation direction. The driven plate is installed between the first damper plate and the second damper plate. The driven plate receives reaction force through being supported by the plurality of compression coil spring. The connecting plate connects the plurality of compression coil spring in a row and is installed in the outer circumference of the driven plate. The torque limiter is connected to the driven plate. The spline hub is connected to the torque limiter for transferring the driving force from the torque limiter to a transmission.

Abstract translation: 目的：提供一种用于混合动力车辆的扭转阻尼器，用于通过阻止由于电动机的惯性或共振而向传动装置转移过大的转矩来保护变速器和扭转阻尼器。 构造：混合动力车辆的扭转阻尼器包括惯性板（1），盖板（3），第一阻尼板（5），第二阻尼板（7），多个压缩螺旋弹簧（9） 从动板（11），连接板（13），转矩限制器（15）和花键轮毂（17）。 惯性板与发动机的输出轴联接。 盖板通过与惯性板联接形成储油空间。 第一阻尼板和第二阻尼板与惯性板联接成一体。 多个压缩螺旋弹簧吸收旋转方向的振动和冲击。 从动板安装在第一阻尼板和第二阻尼板之间。 从动板通过多个压缩螺旋弹簧支撑而接收反作用力。 连接板将多个压缩螺旋弹簧连续地连接并安装在从动板的外周。 扭矩限制器连接到从动板。 花键轮毂连接到扭矩限制器，用于将驱动力从扭矩限制器传递到变速器。

公开(公告)号：KR1020040020122A

公开(公告)日：2004-03-09

申请号：KR1020020051576

申请日：2002-08-29

Applicant: 현대자동차주식회사

Inventor： 강명훈 ,  장재덕

IPC: F16H3/44

Abstract: PURPOSE: A planetary gear for an automatic transmission is provided to improve the transmission gear ratio, performance and endurance by increasing freedom of design of a planetary gear with forming a pinion gear with a large bore gear part and a small bore gear part. CONSTITUTION: A planetary gear of an automatic transmission is composed of a central gear, a pinion gear(20) and an internal gear. The pinion gear is composed of a large bore gear part(21) engaged with the internal gear, and a small bore gear part(23) engaged with the central gear. The full diameter of the central gear is increased without changing the full diameter of the internal gear. The freedom of design is improved without interference with other parts by engaging the large bore gear part with the internal gear and the small bore gear part with the central gear. The planetary gear is designed easily in correcting the gear ratio for improving fuel efficiency and power.

Abstract translation: 目的：提供一种用于自动变速器的行星齿轮，通过增加具有大孔齿轮部分和小孔齿轮部分的小齿轮的行星齿轮设计的自由度来提高变速器齿轮比，性能和耐久性。 构成：自动变速器的行星齿轮由中央齿轮，小齿轮（20）和内齿轮构成。 小齿轮由与内齿轮啮合的大孔齿轮部分（21）和与中心齿轮接合的小孔齿轮部分（23）组成。 中心齿轮的全直径增加而不改变内齿轮的全直径。 通过将大孔齿轮部分与内齿轮和小孔齿轮部分与中心齿轮啮合，可以改善设计自由度，而不会与其他部件相干扰。 为了提高燃油效率和动力，行星齿轮设计得容易地校正传动比。

公开(公告)号：KR1020040001264A

公开(公告)日：2004-01-07

申请号：KR1020020036402

申请日：2002-06-27

Applicant: 현대자동차주식회사

Inventor： 이재신 ,  장재덕

IPC: F16H3/44

CPC classification number: F16H61/0021 ,  F16H3/663 ,  F16H61/0206 ,  F16H2061/0046 ,  F16H2200/0052 ,  F16H2200/201 ,  Y10T477/6931 ,  Y10T477/6936

Abstract: PURPOSE: A 6-speed power train and a hydraulic control system of an automatic transmission for a vehicle are provided to improve power performance by efficiently using the driving force of an engine and improve the shift quality and fuel efficiency. CONSTITUTION: A 6-speed power train of an automatic transmission for a vehicle comprises a main transmission part comprising first and second single pinion planetary gear sets(2,4), and a supplementary transmission part comprising a third single pinion planetary gear set(6). In the main transmission part, a first planetary carrier(12) and a second ring gear(16) are fixedly connected, and a first ring gear(18) and a second planetary carrier(20) are fixedly connected. A first sun gear(22), the second planetary carrier, a second sun gear(24) are variably connected to an input shaft(8). First, second, and third clutches(C1,C2,C3) are each interposed in the first sun gear, the second planetary carrier, and the second sun gear. A connecting member(26) connecting the first ring gear and the second planetary carrier is variably fixed to a first brake(B1) by a first one-way clutch(F1), and the second sun gear is variably fixed to a housing(28) by a second brake(B2). In the supplementary transmission part, a third ring gear(32) is an input element and a third sun gear(34) is connected with a third planetary carrier(36) operating as an output element, with interposing a fourth clutch(C4) and is connected with the housing by a third brake(B3) and a second one-way clutch(F2). The main transmission part and the supplementary transmission part are coaxially disposed.

Abstract translation: 目的：提供6速动力传动系和车辆自动变速器液压控制系统，通过有效利用发动机的驱动力，提高换档质量和燃油效率，提高动力性能。 构成：用于车辆的自动变速器的6速动力传动系包括：主传动部分，包括第一和第二单小齿轮行星齿轮组（2,4）;以及辅助传动部分，包括第三单小齿轮行星齿轮组（6） ）。 在主传动部分中，第一行星架（12）和第二齿圈（16）固定连接，第一齿圈（18）和第二行星架（20）固定连接。 第一太阳齿轮（22），第二行星架，第二太阳齿轮（24）可变地连接到输入轴（8）。 第一，第二和第三离合器（C1，C2，C3）分别插入第一太阳齿轮，第二行星架和第二太阳轮。 连接第一环形齿轮和第二行星架的连接构件（26）通过第一单向离合器（F1）可变地固定到第一制动器（B1），并且第二太阳齿轮可变地固定到壳体（28） ）通过第二制动器（B2）。 在辅助传动部分中，第三齿圈（32）是输入元件，第三太阳齿轮（34）与作为输出元件工作的第三行星架（36）连接，插入第四离合器（C4）和 通过第三制动器（B3）和第二单向离合器（F2）与壳体连接。 主传动部分和辅助传动部分同轴设置。

公开(公告)号：KR1020030050108A

公开(公告)日：2003-06-25

申请号：KR1020010080500

申请日：2001-12-18

Applicant: 현대자동차주식회사

Inventor： 김기우 ,  장재덕

IPC: F16H41/26

CPC classification number: F16D33/20 ,  F16H41/26 ,  F16H2041/285

Abstract: PURPOSE: A stator of a torque converter is provided to level the stator by removing a window portion with adjusting the number of a blade and thickness and to improve productivity by casting the stator toward an axial direction. CONSTITUTION: A stator of a torque converter comprises an annular shell; an annular core and stator blades(113). The core is arranged radially to an outer side of the shell. Stator blades are extended and arranged at regular intervals between the shell and the core. The stator blade has a leading edge(114), a trailing edge(115), a high pressure surface(116) and a low pressure surface(117). The leading edge is a surface around the stator blade nearing a turbine(5). The trailing edge is a surface around the stator blade nearing an impeller(4). The high pressure surface is a concave streamlined curve extended between the leading edge and the trailing edge. The low pressure edge is a convex streamlined curve extended between the leading edge and the trailing edge facing the turbine. Stator blades are arranged at intervals from 1.5 to 2.5 millimeters on a shell side. Therein, a window portion overlapped between stator blades is removed, and the stator is leveled.

Abstract translation: 目的：提供一种变矩器的定子，通过调节叶片数量和厚度来移除窗口部分，使定子平稳，并通过将定子朝向轴向注入来提高生产率。 构成：变矩器的定子包括环形壳体; 环形芯和定子叶片（113）。 芯部径向地布置到外壳的外侧。 定子叶片在壳和芯之间以规则的间隔延伸和布置。 定子叶片具有前缘（114），后缘（115），高压表面（116）和低压表面（117）。 前缘是靠近涡轮（5）的定子叶片周围的表面。 后缘是靠近叶轮（4）的定子叶片周围的表面。 高压表面是在前缘和后缘之间延伸的凹形流线型曲线。 低压边缘是在前缘和面向涡轮机的后缘之间延伸的凸形流线型曲线。 定子叶片在壳侧以1.5至2.5毫米的间隔布置。 其中，除去定子叶片之间重叠的窗口部分，并且定子调平。

公开(公告)号：KR1020030026558A

公开(公告)日：2003-04-03

申请号：KR1020010059602

申请日：2001-09-26

Applicant: 현대자동차주식회사

Inventor： 심휴태 ,  장재덕

IPC: F16H3/44

Abstract: PURPOSE: A 6-speed power train shifting control method is provided to improve shift quality by shifting with a brake and endurance of a planetary gear set by controlling a sub-shifting part directly. CONSTITUTION: A power train has a main shifting part formed with a hook-up of two single pinion planetary gear sets and a single pinion planetary gear set. Speed in the main shifting part decelerates identically at forward 1-speed and 3-speed, at forward 2-speed and 4-speed. The speed in the main shifting part remains at forward 5-speed, and increases at forward 6-speed. Speed in the sub-shifting part decelerates at forward 1-speed and 2-speed, and remains at forward 3,4,5 and 6-speed.

Abstract translation: 目的：提供一种6速动力传动系变速控制方法，通过直接控制副变速部分，通过制动和行星齿轮组的耐久性转换来提高换档质量。 构成：动力传动系具有主变速部分，其形成有两个单小齿轮行星齿轮组和单个小齿轮行星齿轮组的连接。 主变速部分的速度在前进1速和3速，前进2速和4速下减速相同。 主变速部分的速度保持向前5速，并且向前6速度增加。 副变速部分的转速在前进1速和2速下减速，并保持向前3,4,5和6速。

公开(公告)号：KR100376692B1

公开(公告)日：2003-03-17

申请号：KR1020000087014

申请日：2000-12-30

Applicant: 현대자동차주식회사

Inventor： 박종술 ,  이창욱 ,  조재호 ,  장재덕 ,  김태균 ,  이진희

IPC: F16H63/02

CPC classification number: F16H61/0276 ,  F16H61/0286 ,  Y10T137/8671 ,  Y10T477/69368

Abstract: A manual valve of a hydraulic pressure control system for an automatic transmission of a vehicle according to the present invention comprises a valve body provided with a line pressure receiving port, a P/N range port for supplying hydraulic pressure in more than one range of parking range P and neutral range N, a plurality of hydraulic pressure supplying ports and a plurality of exhaust ports; and a valve spool slidably inserted into the valve body and having a plurality of valve lands, a first valve land of said plurality of valve lands having a exhaust groove depressed toward a neighboring land, wherein:each width of the line pressure receiving port and the P/N range port is smaller than each diameter of said plurality of valve lands, whereby a tight seal is maintained when each of the line pressure receiving port and the P/N range port is blocked by said plurality of valve lands; and each width of the plurality of hydraulic pressure supplying ports is greater than each diameter of said plurality of valve lands, whereby hydraulic pressure reserved in each of said plurality of hydraulic pressure supplying ports is exhausted through the exhaust groove when blocked by the first land.

Abstract translation: 根据本发明的用于车辆自动变速器的液压控制系统的手动阀包括：阀体，该阀体设置有管路压力接收口;用于在多于一个停车范围内供应液压的P / N范围口 范围P和空档范围N，多个液压供给口和多个排出口; 以及可滑动地插入到所述阀体中并具有多个阀岛的阀芯，所述多个阀岛中的第一阀岛具有朝向相邻的岸台凹陷的排气槽，其中：所述管线压力接收端口和 P / N范围端口小于所述多个阀岛的每个直径，从而当所述管线压力接收端口和P / N范围端口中的每一个被所述多个阀岛阻塞时维持紧密密封; 并且所述多个液压供给口的每个宽度大于所述多个阀岛的每个直径，由此储存在所述多个液压供给端口中的每一个中的液压压力在被所述第一台面阻挡时通过所述排放槽排出。

公开(公告)号：KR1020020049226A

公开(公告)日：2002-06-26

申请号：KR1020000078357

申请日：2000-12-19

Applicant: 현대자동차주식회사

Inventor： 장재덕 ,  김태균 ,  박종술 ,  심현수 ,  이진희 ,  이창욱

IPC: F16H61/04

CPC classification number: F16H61/067 ,  F16H61/0009 ,  F16H2061/0037 ,  F16H2061/009

Abstract: PURPOSE: A hydraulic control system for an automatic transmission is provided to make quick control possible in up/down shifting and to make precise control performed in static shifting. CONSTITUTION: A hydraulic control system for an automatic transmission includes a 3-4 and LR, 2ND, FWD, and CST pressure control valve(1,3,5); a 3-4, 2-4, FWD, and REW accumulator(7,9,11,13); and an accumulator backpressure control valve(15). The 3-4 and LR, 2ND, FWD, and CST pressure control valve controls line pressure supplied from a manual valve by a 3-4 and LR, 2ND, FWD, and CST pressure control solenoid valve(35,37,39). The 3-4, 2-4, FWD, and REW accumulator absorbs shock of hydraulic pressures supplied from the 3-4 and LR, 2ND, FWD, and CST pressure control valve and the manual valve to a 3-4 clutch(41), 2-4 brake(45), FWD clutch(47), and REW clutch(61). The accumulator backpressure control valve controls the backpressure of 3-4 and 2-4 accumulators when the amplification ratio is bigger than one, and controls the backpressure of FWD and REV accumulators when the amplification ratio is smaller than one.

Abstract translation: 目的：提供一种自动变速器的液压控制系统，可以进行上下移动的快速控制，并进行静态变速的精确控制。 构成：用于自动变速器的液压控制系统包括3-4和LR，2ND，FWD和CST压力控制阀（1,3,5）; 3-4，2-4，FWD和REW蓄能器（7,9,11,13）; 和蓄压器背压控制阀（15）。 3-4和LR，2ND，FWD和CST压力控制阀通过3-4和LR，2ND，FWD和CST压力控制电磁阀（35,37,39）控制从手动阀提供的管路压力。 3-4，2-4，FWD和REW蓄能器吸收从3-4和LR，2ND，FWD和CST压力控制阀和手动阀供应的液压压力到3-4档离合器（41） ，2-4制动器（45），FWD离合器（47）和REW离合器（61）。 当放大倍数大于1时，蓄能器背压控制阀控制3-4和2-4个蓄电池的背压，当放大率小于1时，控制FWD和REV蓄电池的背压。

公开(公告)号：KR1020020024399A

公开(公告)日：2002-03-30

申请号：KR1020000056134

申请日：2000-09-25

Applicant: 현대자동차주식회사

Inventor： 장재덕 ,  김태균 ,  박종술 ,  심현수 ,  이진희 ,  이창욱

IPC: F16H61/06

CPC classification number: F16H61/0003 ,  F16H61/0276 ,  F16H2057/02047 ,  F16H2061/0034 ,  F16H2061/026

Abstract: PURPOSE: A hydraulic control system of an automatic transmission for a vehicle is provided to minimize shifting impact while changing a manual without an accumulator. CONSTITUTION: A hydraulic control system of an automatic transmission comprises an input shaft(6) receiving rotational force from an engine(2) through a torque converter(4); first and second single putting planetary gear set(8,10); a transfer drive gear connected to a planetary carrier(12); a first sun gear(16) connected to the input shaft by inserting a first frictional element(C1); a second planetary carrier(22) engaged with the input shaft by inserting a second clutch(C2); a second sun gear(20) connected to a transmission housing by installing a second brake(B2). Thereby, the hydraulic pressure controlling system of the automatic transmission minimizes shifting impact while changing a manual without an accumulator.

Abstract translation: 目的：提供一种用于车辆的自动变速器的液压控制系统，以便在没有蓄能器的情况下更换手动时，最大限度地减少换挡冲击。 构成：自动变速器的液压控制系统包括通过变矩器（4）从发动机（2）接受旋转力的输入轴（6）; 第一和第二单行星齿轮组（8,10）; 连接到行星架（12）的传递驱动齿轮; 通过插入第一摩擦元件（C1）连接到输入轴的第一太阳齿轮（16）; 通过插入第二离合器（C2）与所述输入轴接合的第二行星架（22）; 通过安装第二制动器（B2）连接到变速器壳体的第二太阳齿轮（20）。 因此，自动变速器的液压控制系统在没有蓄能器的情况下，在改变手动时使移动冲击最小化。

公开(公告)号：KR1020020015775A

公开(公告)日：2002-03-02

申请号：KR1020000048878

申请日：2000-08-23

Applicant: 현대자동차주식회사

Inventor： 이창욱 ,  박종술 ,  김준배 ,  장재덕 ,  김태균 ,  이진희

IPC: F16H61/14

CPC classification number: F16H61/14 ,  F16H61/0009 ,  F16H61/0021

Abstract: PURPOSE: A hydraulic control system of a damper clutch for an automatic transmission in a vehicle is provided to control a damper clutch conveniently by controlling discharge at inoperative pressure with forming operative pressure without cavitation of a torque converter. CONSTITUTION: Hydraulic pressure is supplied from an oil pump(2), and regulated with a regulator valve(4). Adjusted hydraulic pressure is supplied to an operative pressure part(14) or an inoperative pressure part(12) of a damper clutch through a torque converter pressure control valve(6). Output pressure is formed with hydraulic pressure at operative and inoperative parts and a cooler(10) by inputting hydraulic pressure supplied to a torque converter(TC). Output pressure of a damper clutch control solenoid valve(18), Pressure of a reducing valve, and inoperative pressure of the damper clutch are connected to the control pressure. Pressure is supplied from the torque converter to the inoperative part in releasing the damper clutch, and the operative part is connected to the cooler. Inoperative pressure is discharge in operating the damper clutch, and the pressure of the torque converter is connected to the operative part and the cooler. The damper clutch is controlled conveniently with discharging inoperative pressure in connecting or releasing.

Abstract translation: 目的：提供一种用于车辆中的自动变速器的减震器离合器的液压控制系统，通过在没有变矩器的气蚀的情况下形成工作压力来控制无效压力下的排放来方便地控制阻尼器离合器。 构成：液压从油泵（2）供应，并通过调节阀（4）进行调节。 通过变矩器压力控制阀（6）将调节后的液压供给到减震离合器的工作压力部分（14）或不工作压力部分（12）。 通过输入提供给变矩器（TC）的液压，输出压力通过液压在操作和不工作部分和冷却器（10）形成。 阻尼离合器控制电磁阀（18）的输出压力，减压阀的压力和阻尼离合器的无效压力连接到控制压力。 在释放阻尼器离合器时，从变矩器向不工作部供给压力，并且将工作部连接到冷却器。 在操作阻尼离合器时，不工作的压力是放电，并且变矩器的压力连接到操作部分和冷却器。 阻尼器离合器方便地控制，在连接或释放时释放不起作用的压力。

公开(公告)号：KR1020020015774A

公开(公告)日：2002-03-02

申请号：KR1020000048877

申请日：2000-08-23

Applicant: 현대자동차주식회사

Inventor： 이창욱 ,  박종술 ,  조재호 ,  장재덕 ,  김태균 ,  이진희

IPC: F16H63/02

CPC classification number: F16H61/0206 ,  F16H61/0021 ,  F16H61/0009 ,  F16H61/06

Abstract: PURPOSE: A hydraulic control system of an automatic transmission for a vehicle is provided to improve shift quality by preventing shift shock in changing from the N-range to the D-range, and to cut down expenses by controlling two switch valves with a single solenoid valve with simple structure. CONSTITUTION: A hydraulic control system of a power train system is composed of a first clutch(C1) operating as an input element at 1,2 and 3 ranges; a second clutch(C2) operating as the input element at 3 and 4 ranges; a third clutch operating as the input element at R-range; a fourth clutch stopping a one-way clutch to operate as the engine brake at 1,2 and 3 ranges; and a first brake(B1) operating as reaction elements at P, R, N and L ranges; a second brake operating as the reaction element at 2 and 4 ranges. A first switch valve(110) switches the passage to regulate a damper clutch and a first clutch control valve by a solenoid, and a second switch valve(118) switches the passage to control the second clutch and the first brake with the solenoid. Shift shock is prevented with restricting the second clutch and the first brake from operating simultaneously.

Abstract translation: 目的：提供一种车辆自动变速器的液压控制系统，通过防止从N档到D档范围内的换档冲击，提高换档质量，并通过用一个螺线管控制两个开关阀来节省费用 阀门结构简单。 构成：动力传动系统的液压控制系统由作为1,2和3范围内的输入元件的第一离合器（C1）组成; 在3和4范围内作为输入元件操作的第二离合器（C2） 在R档上作为输入元件工作的第三离合器; 第四离合器，使单向离合器作为1,2和3档的发动机制动器动作; 和在P，R，N和L范围内作为反应元件操作的第一制动器（B1）; 作为反应元件的第二制动器在2和4的范围内操作。 第一切换阀（110）通过螺线管切换通道以调节阻尼离合器和第一离合器控制阀，第二切换阀（118）用螺线管切换通道以控制第二离合器和第一制动器。 通过限制第二离合器和第一制动器同时操作来防止换档冲击。