Hybrid powertrain for vehicles

Abstract

The present invention relates to a hybrid powertrain of a vehicle, which may include: an engine input shaft, an electric motor input shaft, a first output shaft, a second output shaft, a variable drive gear, a compound synchronizer and a plurality of gear pairs, wherein the engine input shaft is connected to the engine through a main clutch; the electric motor input shaft is engaged with the electric motor; the first output shaft and the second output shaft are installed in parallel with the engine input shaft; the variable drive gear is arranged on the electric motor input shaft to maintain or increase the rotation speed of the electric motor input shaft, and then transmits the maintained or increased rotation speed to the first output shaft; the compound synchronizer is installed to independently realize the interruption of the connection between the engine input shaft and the electric motor input shaft and the interruption of the connection between the variable drive gear and the electric motor input shaft; the plurality of gear pairs are installed to form different transmission gear ratios between the engine input shaft and the first output shaft and between the engine input shaft and the second output shaft.

Description

Technical Field

[0001] The present invention relates to a hybrid powertrain layout suitable for a vehicle. Background Art

[0002] Automated manual transmissions (AMTs) are generally considered the most competitive among automatic transmissions in terms of production cost, material cost, and fuel efficiency, but have not been widely adopted due to reduced vehicle marketability caused by torque interruption during gear shifting.

[0003] The information disclosed in this background technology section is only intended to enhance understanding of the overall background of the invention and should not be regarded as an admission or any form of suggestion that the information constitutes the prior art already known to those skilled in the art. Summary of the Invention

[0004] Various aspects of the present invention are directed to providing a hybrid powertrain that enhances the advantages of an automated manual transmission (AMT) while improving shift feel by utilizing an electric motor to eliminate torque interruption, a drawback of an AMT, and eliminates the clutch between the electric motor and the engine required in a conventional hybrid powertrain (in which the electric motor is located between the engine and the transmission), thereby improving the ease of installation of the transmission in a vehicle by reducing the overall length of the transmission, reducing the weight and production cost of the transmission, and contributing to improved fuel efficiency of the vehicle.

[0005] According to various aspects of the present invention, the above and other objects can be achieved by providing a hybrid powertrain for a vehicle, the hybrid powertrain comprising: an engine input shaft connected to the engine via a main clutch, an electric motor input shaft, a first output shaft, a second output shaft, a variable drive gear, a compound synchronizer, and a plurality of external gear pairs, wherein the engine input shaft is connected to the engine via a main clutch; the electric motor input shaft is mounted coaxially with the engine input shaft and engaged with the electric motor; the first output shaft and the second output shaft are both mounted parallel to the engine input shaft; the variable drive gear is disposed on the electric motor input shaft to maintain or increase the rotational speed of the electric motor input shaft and then transmit the maintained or increased rotational speed to the first output shaft; the compound synchronizer is mounted to independently interrupt the connection between the engine input shaft and the electric motor input shaft and the connection between the variable drive gear and the electric motor input shaft; the plurality of external gear pairs are mounted to form different transmission ratios between the engine input shaft and the first output shaft and between the engine input shaft and the second output shaft; wherein the plurality of transmission ratios formed by the plurality of external gear pairs and the two transmission ratios formed when the variable drive gear transmits power to the first output shaft form a series of transmission ratios for driving the vehicle.

[0006] The compound synchronizer may include a hub fixed to the motor input shaft, and first and second sleeves installed to be independently slidable on the hub in an axial direction of the motor input shaft.

[0007] The variable drive gear can have a clutch gear integrally provided therewith to engage with the second sleeve of the compound synchronizer and be integrally connected to the third rotating element of the planetary gear set, wherein the planetary gear set includes: a first rotating element and a second rotating element, the first rotating element being configured to be selectively connected to the transmission housing via a brake, and the second rotating element being fixed to the motor input shaft.

[0008] The first sleeve of the compound synchronizer may form a synchronizer device which is connectable to the engine input shaft by synchronizing interaction using a synchronizer ring due to axial movement of the first sleeve, and the second sleeve of the compound synchronizer may form a dog clutch with the clutch gear of the variable drive gear.

[0009] The external gear pair between the engine input shaft and the first output shaft can be installed to achieve the transmission transmission ratio of the second gear and the transmission transmission ratio of the sixth gear, the external gear pair between the engine input shaft and the second output shaft can be installed to achieve the transmission transmission ratio of the first gear and the transmission transmission ratio of the fourth gear, and the variable drive gear can be installed to transmit power to the first output shaft with the transmission transmission ratio of the third gear and the transmission transmission ratio of the fifth gear.

[0010] The first drive gear and the second drive gear can be installed on the engine input shaft, the first drive gear is commonly used to achieve the transmission transmission ratio of the first gear and the transmission transmission ratio of the second gear, the second drive gear is commonly used to achieve the transmission transmission ratio of the fourth gear and the transmission transmission ratio of the sixth gear, the driven gear of the second gear meshing with the first drive gear and the driven gear of the sixth gear meshing with the second drive gear can be installed on the first output shaft, the driven gear of the first gear meshing with the first drive gear and the driven gear of the fourth gear meshing with the second drive gear can be installed on the second output shaft.

[0011] The first drive gear and the second drive gear can be installed on the engine input shaft so that the rotation of the first drive gear and the second drive gear is locked on the engine input shaft, the second and sixth gear synchronization devices can be set on the first output shaft, and the second and sixth gear synchronization devices are configured to selectively lock the rotation of the driven gear of the second gear and the rotation of the driven gear of the sixth gear on the first output shaft, and the first and fourth gear synchronization devices can be set on the second output shaft, and the first and fourth gear synchronization devices are configured to selectively lock the rotation of the driven gear of the first gear and the rotation of the driven gear of the fourth gear on the second output shaft.

[0012] A clutch gear engaged with the first sleeve of the compound synchronizer may be integrally provided on the second drive gear.

[0013] The first output gear may be disposed on the first output shaft, the second output gear may be disposed on the second output shaft, and the first output gear and the second output gear may be commonly engaged with a gear of the differential device.

[0014] A motor driven gear configured to receive power from the motor may be provided integrally with the motor input shaft, and a motor driving gear provided on a rotation shaft of the motor may be engaged with the motor driven gear.

[0015] The methods and apparatus of the present invention have other features and advantages that will be apparent from or will be described in detail in the accompanying drawings and subsequent detailed descriptions incorporated herein, which together serve to explain the specific principles of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 A schematic diagram illustrating a hybrid powertrain of a vehicle according to an exemplary embodiment of the present invention;

[0017] 2A, 2B, 2C, 2D and 2E are diagrams showing Figure 1 A schematic diagram of a process of shifting from a first gear to a second gear in a powertrain of FIG.

[0018] 3A, 3B, 3C, 3D and 3E are diagrams showing Figure 1 A schematic diagram of a process of shifting from the second gear to the third gear in a powertrain of FIG.

[0019] 4A, 4B, 4C, 4D and 4E are diagrams showing Figure 1 A schematic diagram of a process of shifting from third gear to fourth gear in a powertrain of FIG.

[0020] 5A, 5B, 5C, 5D and 5E are diagrams showing Figure 1 Schematic diagram of a process of shifting from fourth gear to fifth gear in a powertrain of ;

[0021] 6A, 6B, 6C, 6D and 6E are diagrams showing Figure 1 Schematic diagram of a process of shifting from fifth gear to sixth gear in a powertrain of ;

[0022] 7A, 7B and 7C are diagrams showing the operation of the vehicle in an electric vehicle mode. Figure 1 A schematic diagram of a process of shifting from a first gear to a second gear in a powertrain of FIG.

[0023] 8A, 8B and 8C are diagrams showing the electric vehicle mode. Figure 1 A schematic diagram of a process of shifting from the second gear to the first gear in a powertrain of FIG.

[0024] It should be understood that the accompanying drawings are not necessarily drawn to scale, but rather show a somewhat simplified representation of various features illustrating the basic principles of the invention. The specific design features of the present invention (including, for example, specific dimensions, orientations, locations, and shapes) will be determined in part by the specific intended application and use environment.

[0025] In the figures, like reference numbers refer to the same or equivalent parts of the present invention throughout the several figures of the drawing. DETAILED DESCRIPTION

[0026] Reference will now be made in detail to various specific embodiments of the present invention, examples of which are presented in the accompanying drawings and described below. Although the present invention will be described in conjunction with exemplary embodiments thereof, it should be appreciated that this description is not intended to limit the present invention to those exemplary embodiments. On the other hand, the present invention is intended to cover not only the exemplary embodiments of the present invention, but also various alternative forms, modifications, equivalent forms, and other embodiments that may be included within the spirit and scope of the present invention as defined by the appended claims.

[0027] Reference will now be made in detail to the exemplary embodiments of the present invention, examples of which are illustrated in the accompanying drawings. Whenever possible, the same reference numerals will be used throughout the drawings to refer to the same or like parts.

[0028] refer to Figure 1According to an exemplary embodiment of the present invention, a hybrid powertrain for a vehicle includes: an engine input shaft EI, a motor input shaft MI, a first output shaft OUT1, a second output shaft OUT2, a variable drive gear VD, a compound synchronizer CS, and a plurality of external gear pairs; the engine input shaft EI is connected to the engine E through a main clutch MC; the motor input shaft MI is installed to be coaxial with the engine input shaft EI and connected to the motor M; the first output shaft OUT1 and the second output shaft OUT2 are installed to be parallel to the engine input shaft EI; the variable drive gear VD is provided on the motor input shaft MI to maintain or increase the rotation speed of the motor input shaft MI and then transmit the maintained or increased rotation speed to the first output shaft OUT1; the compound synchronizer CS is installed to independently achieve interruption of the connection between the engine input shaft EI and the motor input shaft MI, and interruption of the connection between the variable drive gear VD and the motor input shaft MI; the plurality of external gear pairs are installed to form different transmission gear ratios between the engine input shaft EI and the first output shaft OUT1 and between the engine input shaft EI and the second output shaft OUT2.

[0029] A plurality of transmission ratios formed by the plurality of external gear pairs and two transmission ratios formed when the variable drive gear VD transmits power to the first output shaft OUT1 form a series of transmission ratios for driving the vehicle.

[0030] That is, in an exemplary embodiment of the present invention, multiple external gear pairs are arranged to form transmission ratios of the first forward gear, the second forward gear, the fourth forward gear and the sixth forward gear. When the variable drive gear VD maintains the rotation speed of the motor input shaft MI and thus transmits the maintained rotation speed, the variable drive gear VD forms the transmission ratio of the third gear. When the variable drive gear VD increases the rotation speed of the motor input shaft MI and thus transmits the increased rotation speed, the variable drive gear VD forms the transmission ratio of the fifth gear. Thus, the vehicle can achieve a series of transmission ratios, i.e., the transmission ratios of the first gear to the sixth gear.

[0031] As described below, the powertrain according to an exemplary embodiment of the present invention can utilize the power of the engine E (which is received by the engine input shaft EI through the main clutch MC) through multiple external gear pairs and the variable drive gear VD to achieve the first gear to the sixth gear, and perform smooth gear shifting without torque interruption caused by gear shifting.

[0032] The compound synchronizer CS includes a hub HB and first and second sleeves SB1 and SB2 . The hub HB is mounted on the motor input shaft MI. The first and second sleeves SB1 and SB2 are mounted to slide independently on the hub HB in the axial direction of the hub HB.

[0033] Here, the "axial direction" refers to the longitudinal direction of the motor input shaft MI.

[0034] The variable drive gear VD has a clutch gear CG, which is integrally arranged with the variable drive gear VD to engage with the second sleeve SB2 of the compound synchronizer CS, and is integrally connected to the third rotating element of the planetary gear set PG, the planetary gear set PG includes a first rotating element and a second rotating element, the first rotating element is arranged to be fixed to the transmission housing H by the brake BK, and the second rotating element is connected to the motor input shaft MI.

[0035] Here, the first rotation element of the planetary gear set PG is the sun gear S, the second rotation element is the planet carrier, and the third rotation element is the ring gear R.

[0036] That is, the compound synchronizer CS connects the variable drive gear VD to the motor input shaft MI by engaging the second sleeve SB2 with the clutch gear CG of the variable drive gear VD. When the brake BK is not engaged, the variable drive gear VD transmits the power of the motor input shaft MI to the first output shaft OUT1. Here, because the planetary gear set PG is connected with the ring gear R and the planetary carrier C, all rotating elements, along with the variable drive gear VD, rotate at the same speed as the motor input shaft MI.

[0037] In addition, when the second sleeve SB2 is released from the clutch gear CG of the variable drive gear VD and the brake BK is engaged, the power of the motor input shaft MI is input to the planetary carrier C of the planetary gear set PG and accelerated by the ring gear R, so that the variable drive gear VD directly connected to the ring gear R transmits the accelerated power of the motor input shaft MI to the first output shaft OUT1.

[0038] The first sleeve SB1 of the compound synchronizer CS forms a synchronizing device, which can be connected to the engine input shaft EI by utilizing the synchronizing interaction of the synchronizer ring due to the axial movement of the first sleeve SB1, and the second sleeve SB2 of the compound synchronizer CS forms a dog clutch with the clutch gear CG of the variable drive gear VD.

[0039] In an exemplary embodiment of the present invention, the clutch gear CG forming a part of the compound synchronizer CS is integrally arranged on the engine input shaft EI with the second drive gear DG2 to be described later, and the clutch gear CG is configured to directly connect the engine input shaft EI to the motor input shaft MI by engaging with the clutch gear CG through the first sleeve SB1.

[0040] In addition, a synchronizer ring is provided between the clutch gear CG of the second drive gear DG2 and the first sleeve SB1 , and the first sleeve SB1 is engaged with the clutch gear CG of the second drive gear DG2 through the synchronizing interaction of the synchromesh type synchronizer.

[0041] For reference, a synchronizer ring is used in a conventional synchromesh type synchronizer, and thus its illustration will be omitted in the drawings.

[0042] As described above, the second sleeve SB2 of the compound synchronizer CS forms a dog clutch with the clutch gear CG of the variable drive gear VD because the synchronous interaction is actively performed by the motor M and the brake BK.

[0043] The external gear pair between the engine input shaft EI and the first output shaft OUT1 is installed to achieve the transmission transmission ratio of the second gear and the transmission transmission ratio of the sixth gear, the external gear pair between the engine input shaft EI and the second output shaft OUT2 is installed to achieve the transmission transmission ratio of the first gear and the transmission transmission ratio of the fourth gear, and the drive gear VD is installed to transmit power to the first output shaft OUT1 with the transmission transmission ratio of the third gear and the transmission transmission ratio of the fifth gear.

[0044] That is, the first drive gear DG1 (which is commonly used to achieve the transmission transmission ratio of the first gear and the transmission transmission ratio of the second gear) and the second drive gear DG2 (which is commonly used to achieve the transmission transmission ratio of the fourth gear and the transmission transmission ratio of the sixth gear) are installed on the engine input shaft EI, the driven gear P2 of the second gear (which is engaged with the first drive gear DG1) and the driven gear P6 of the sixth gear (which is engaged with the second drive gear DG2) are installed on the first output shaft OUT1, and the driven gear P1 of the first gear (which is engaged with the first drive gear DG1) and the driven gear P4 of the fourth gear (which is engaged with the second drive gear DG2) are installed on the second output shaft OUT2.

[0045] The first drive gear DG1 and the second drive gear DG2 are mounted on the engine input shaft EI so that the rotation of the first drive gear DG1 and the second drive gear DG2 is locked on the engine input shaft EI, the second and sixth gear synchronizer devices 2&6S are arranged on the first output shaft OUT1, and the second and sixth gear synchronizer devices 2&6S are configured to selectively lock the rotation of the second gear driven gear P2 and the sixth gear driven gear P6 on the first output shaft OUT1, the first and fourth gear synchronizer devices 1&4S are arranged on the second output shaft OUT2, and the first and fourth gear synchronizer devices 1&4S are configured to selectively lock the rotation of the first gear driven gear P1 and the fourth gear driven gear P4 on the second output shaft OUT2.

[0046] In addition, the first output gear OG1 is provided on the first output shaft OUT1, and the second output gear OG2 is provided on the second output shaft OUT2. The first output gear OG1 and the second output gear OG2 are engaged with the gear G of the differential device DF to output power to the driving wheels.

[0047] In addition, a variable driven gear VP meshing with the variable drive gear VD is mounted on the first output shaft OUT1 so that rotation of the variable driven gear VP is locked on the first output shaft OUT1 , and the variable driven gear VP is configured to transmit power from the variable drive gear VD to the first output shaft OUT1 .

[0048] A motor driven gear MP for receiving power from the motor M is provided integrally with the motor input shaft MI, and a motor drive gear MD provided on a rotation shaft of the motor M meshes with the motor driven gear MP.

[0049] Therefore, the rotation speed of the motor M is changed by the gear ratio of the motor driving gear MD and the motor driven gear MP, and then transmitted to the motor input shaft MI.

[0050] In addition, the motor M can be directly connected to the motor input shaft MI, or can be configured to transmit the power of the motor M, and the power of the motor M is reduced to a specified speed through a separate speed reducer (for example, a planetary gear set, which includes: a fixed internal ring gear, a sun gear connected to the motor, and a planetary carrier connected to the motor input shaft MI) arranged between the motor M and the motor input shaft MI.

[0051] Hereinafter, the Figure 1 2 is a diagram illustrating a process of shifting from a first gear to a sixth gear in a power train according to an exemplary embodiment.

[0052] Figures 2A, 2B, 2C, 2D, and 2E are schematic diagrams illustrating a shift process from first gear to second gear. Figure 2A illustrates a vehicle driving state in first gear. In first gear, main clutch MC is engaged, first and fourth gear synchronizers 1 & 4S connect first gear driven gear P1 to second output shaft OUT2, compound synchronizer CS disconnects engine input shaft EI and motor input shaft MI, and power from engine E drives engine input shaft EI via main clutch MC.

[0053] Here, the power of the engine input shaft EI is transmitted to the second output shaft OUT2 through the first drive gear DG1 and the driven gear P1 of the first gear, and then output, while forming the transmission gear ratio of the first gear through the second output gear OG2 and the gear G of the differential device DF.

[0054] In addition, as shown in FIG. 2A , the second sleeve SB2 of the compound synchronizer CS may be engaged with the clutch gear CG of the variable drive gear VD in advance.

[0055] As shown in FIG. 2B , when a command for instructing a shift to the second gear is given, through the drive motor M, both the power from the engine E and the power from the motor are transmitted to the gear G of the differential device DF.

[0056] As shown in FIG. 2C , the main clutch MC is released, and the power of the motor M is used to maintain the current driving state of the vehicle.

[0057] As shown in Figure 2D, when the driven gear P2 of the second gear is locked on the first output shaft OUT1 by the second and sixth gear synchronizer devices 2&6S, the vehicle starts to travel in the second gear by engaging the main clutch MC. As shown in Figure 2E, by releasing the drive of the motor M, the vehicle enters the driving state of the second gear using only the engine E.

[0058] Thus, the gear shift is accomplished without torque interruption.

[0059] Figures 3A, 3B, 3C, 3D and 3E are schematic diagrams illustrating a process of shifting from the second gear to the third gear. Figure 3A shows the same state as Figure 2E, ie, the driving state of the vehicle in the second gear.

[0060] As shown in FIG. 3B , when a command for instructing a shift to the third gear is given, the motor M is driven in preparation for cutting off the power from the engine E.

[0061] As shown in FIG. 3C , the main clutch MC is released, and only the power of the motor M is used to maintain the driving state of the vehicle in the second gear.

[0062] When the first sleeve SB1 of the compound synchronizer CS moves leftward to directly connect the engine input shaft EI and the motor input shaft MI, and then the main clutch MC is engaged, as shown in FIG3D , the vehicle enters the third gear driving state. When the motor M is disengaged, as shown in FIG3E , the vehicle is maintained in the third gear driving state using only the engine E. During this shifting process, no torque interruption occurs.

[0063] 4A, 4B, 4C, 4D and 4E are schematic diagrams illustrating a process of shifting from the third gear to the fourth gear. Fig. 4A shows the same state as Fig. 3E.

[0064] As shown in FIG4B , when a command instructing a shift to fourth gear is given, the motor M is activated. As shown in FIG4C , the first sleeve SB1 of the compound synchronizer CS and the main clutch MC are released, and the first and fourth gear synchronizer device 1 & 4S connects the fourth gear driven gear P4 to the second output shaft OUT2. As shown in FIG4D , the main clutch MC is engaged, and the vehicle enters the fourth gear driving state. Then, as shown in FIG4E , the motor M is released, and the vehicle driving state in fourth gear is maintained solely by the engine E. Similarly, during this shifting process, no torque interruption occurs.

[0065] 5A, 5B, 5C, 5D, and 5E are schematic diagrams illustrating a shift process from fourth gear to fifth gear. FIG5A illustrates a state in which the second sleeve SB2 of the compound synchronizer CS and the clutch gear CG of the variable drive gear VD are released while the vehicle is in the fourth gear shown in FIG4E .

[0066] When a command for instructing a shift to the fifth gear is given, as shown in FIG. 5B , the motor M is driven while the brake BK is engaged, thereby additionally utilizing the motor M to maintain the driving state of the vehicle in the fourth gear.

[0067] Here, since the rotation speed of the motor M is increased by the planetary gear set PG and the variable drive gear VD, and then the power of the motor M with the increased rotation speed is transmitted to the first output shaft OUT1, there is no need to increase the RPM of the motor M when the vehicle is traveling in the fourth gear.

[0068] As shown in FIG. 5C , the main clutch MC is released, and the first and fourth gear synchronizer devices 1 & 4S are released to the neutral state.

[0069] As shown in FIG5D , the motor input shaft MI is directly connected to the engine input shaft EI via the first sleeve SB1 of the compound synchronizer CS. The main clutch MC is then engaged, causing the vehicle to enter the fifth gear drive state. Then, as shown in FIG5E , the motor M is disengaged, maintaining the vehicle drive state in the fifth gear using only the engine E. Similarly, during this shifting process, no torque interruption occurs.

[0070] FIG6A, FIG6B, FIG6C, FIG6D, and FIG6E are schematic diagrams illustrating a shift process from fifth gear to sixth gear. As shown in FIG6A, while the vehicle is in the fifth gear driving state, when a command for shifting to the sixth gear is given, as shown in FIG6B, the motor M is driven, thereby additionally utilizing the motor M to maintain the vehicle in the fifth gear driving state. Then, as shown in FIG6C, the main clutch MC is released, and the first sleeve SB1 of the compound synchronizer CS is released to the neutral state.

[0071] As shown in FIG. 6D , the second and sixth gear synchronizer 2 & 6S is engaged with the driven gear P6 of the sixth gear, and then the vehicle enters the driving state of the sixth gear by engaging the main clutch MC.

[0072] 6E , when the driving of the motor M is released, the vehicle is maintained in the driving state of the sixth gear using only the engine E. Similarly, during this gear shifting process, no torque interruption occurs.

[0073] That is, the hybrid power train according to the exemplary embodiment of the present invention can perform shifting from the first gear to the sixth gear without torque interruption, and is configured to achieve excellent power transmission efficiency and shift quality.

[0074] For reference, in the drawing, a bold line indicates a portion where power is transmitted, and downshifting is performed through a process similar to the above-described upshifting process, so a detailed description thereof will be omitted.

[0075] Figures 7A, 7B, and 7C are schematic diagrams illustrating the process of shifting from first gear to second gear in the powertrain in electric vehicle mode, where the vehicle is driven solely by the motor M. As shown in Figure 7A , the variable drive gear VD is connected to the motor input shaft MI via the second sleeve SB2 of the compound synchronizer CS. With the brake BK released, the motor M is driven, thereby achieving a vehicle driving state in first gear using the motor M. As shown in Figure 7B , when a command to shift to second gear is issued, an operating force is pre-applied in the direction (in the direction of the arrow) to release the second sleeve SB2 of the compound synchronizer CS.

[0076] In the state shown in Figure 7B, the variable drive gear VD is driven by the second sleeve SB2, and as shown in Figure 7C, when the brake BK is engaged, the speed of the variable drive gear VD is increased to the speed of the second sleeve SB2 or greater by the acceleration action of the planetary gear set PG, and in this process, the second sleeve SB2 is released to the intermediate state by the pre-applied operating force, and the speed of the variable drive gear VD is increased, thereby utilizing the motor M to achieve the driving state of the vehicle in the second gear.

[0077] Figures 8A, 8B, and 8C are schematic diagrams illustrating the process of shifting from second gear to first gear in the powertrain in electric vehicle mode. As shown in Figure 8A , with the vehicle driven by the electric motor M in second gear, when a command to shift to first gear is received, the variable drive gear VD synchronizes with the second sleeve SB2 of the compound synchronizer CS by controlling the release of the brake BK, as shown in Figure 8B . The second sleeve SB2 then engages the clutch gear CG of the variable drive gear VD. Subsequently, as shown in Figure 8C , when the brake BK is fully released, a downshift to first gear is executed using the electric motor M.

[0078] For reference, when the motor M rotates in the reverse direction in this state, the reverse gear position can be easily achieved.

[0079] It is obvious from the above description that the hybrid powertrain of the vehicle according to the exemplary embodiment of the present invention can improve the shifting feel by eliminating torque interruption (torque interruption is a disadvantage of the automatic manual transmission (AMT)) by utilizing the motor while strengthening the advantages of the automatic manual transmission (AMT), and eliminates the clutch between the motor and the engine required in the traditional hybrid powertrain (in which the motor is located between the engine and the transmission), thereby improving the installation convenience of the transmission in the vehicle due to reducing the total length of the transmission, reducing the weight and production cost of the transmission, and helping to improve the fuel efficiency of the vehicle.

[0080] For ease of explanation and precise definition in the appended claims, the terms "upper," "lower," "inner," "outer," "above," "below," "upward," "downward," "front," "back," "backside," "inner," "outer," "inner," "exterior," "inner," "exterior," "inner side," "outer side," "forward," and "rearward" are used to describe features of the exemplary embodiments with reference to the positions of such features as shown in the accompanying drawings. It should be further understood that the term "connect" or its derivatives refers to both direct and indirect connections.

[0081] Furthermore, the term "fixedly connected" means that the fixedly connected members always rotate at the same speed. Furthermore, the term "selectively connectable" means that "the selectively connectable members rotate separately when the selectively connectable members are not engaged with each other, rotate at the same speed when the selectively connectable members are engaged with each other, and are stationary when at least one selectively connectable member is a stationary member and the remaining selectively connectable members are engaged with the stationary member."

[0082] The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. The foregoing descriptions are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and it is apparent that many variations and modifications are possible in light of the foregoing teachings. The exemplary embodiments have been selected and described in order to explain the specific principles of the invention and its practical application, thereby enabling others skilled in the art to realize and utilize the various exemplary embodiments of the invention and their various alternative forms and modifications. The scope of the invention is intended to be defined by the appended claims and their equivalents.

Claims

1. A powertrain device for a vehicle, comprising: an engine input shaft selectively connectable to the engine via a master clutch; a motor input shaft mounted coaxially with the engine input shaft and coupled to the motor; a first output shaft and a second output shaft, both mounted parallel to the engine input shaft; a variable drive gear rotatably mounted on the motor input shaft to maintain or increase the rotational speed of the motor input shaft and then transmit the maintained or increased rotational speed to the first output shaft engaged with the variable drive gear; a compound synchronizer installed to independently effectuate interruption of the connection between the engine input shaft and the motor input shaft and interruption of the connection between the variable drive gear and the motor input shaft; as well as a plurality of gear pairs mounted to establish different transmission gear ratios between the engine input shaft and the first output shaft and between the engine input shaft and the second output shaft; wherein a plurality of transmission ratios formed by the plurality of gear pairs and two transmission ratios formed when the variable drive gear transmits power to the first output shaft form a series of transmission ratios for driving the vehicle, The compound synchronizer comprises: a hub fixed to the motor input shaft; and a first sleeve and a second sleeve mounted to be independently slidable on the hub in the axial direction of the motor input shaft; The variable drive gear has a first clutch gear that is integrally provided with the variable drive gear and is selectively engageable with the second sleeve of the compound synchronizer. The first clutch gear is integrally connected to the inner ring gear of the planetary gear set via the variable drive gear, the sun gear of the planetary gear set is rotatably mounted to the motor input shaft and can be selectively connected to the transmission housing through a brake, and the planet carrier of the planetary gear set is fixed to the motor input shaft.

2. The vehicle powertrain device according to claim 1, wherein: The first sleeve of the compound synchronizer forms a synchronizer device which, due to the axial movement of the first sleeve, can be connected to the engine input shaft by utilizing the synchronizer interaction of the synchronizer ring; The second sleeve of the compound synchronizer forms a dog clutch with the first clutch gear of the variable drive gear.

3. The powertrain device for a vehicle according to claim 1, wherein: The plurality of transmission gear ratios include a first gear ratio, a second gear ratio, a third gear ratio, a fourth gear ratio, a fifth gear ratio, and a sixth gear ratio; the plurality of gear pairs including a first plurality of gear pairs and a second plurality of gear pairs; The first plurality of gear pairs between the engine input shaft and the first output shaft are mounted to achieve a second gear ratio and a sixth gear ratio; The second plurality of gear pairs between the engine input shaft and the second output shaft are mounted to achieve a first gear ratio and a fourth gear ratio; The variable drive gear is installed to transmit power to the first output shaft at a third gear ratio and a fifth gear ratio.

4. The powertrain device for a vehicle according to claim 3, wherein: The first plurality of gear pairs includes a first drive gear, a second drive gear, a first driven gear, and a second driven gear; the second plurality of gear pairs comprising a first drive gear, a second drive gear, a third driven gear, and a fourth driven gear; The first drive gear and the second drive gear are mounted on the engine input shaft, the first drive gear is commonly used to achieve the transmission ratio of the first gear and the transmission ratio of the second gear, and the second drive gear is commonly used to achieve the transmission ratio of the fourth gear and the transmission ratio of the sixth gear; A first driven gear in a second gear meshing with the first drive gear and a second driven gear in a sixth gear meshing with the second drive gear are mounted on the first output shaft; A third driven gear of a first gear engaged with the first drive gear and a fourth driven gear of a fourth gear engaged with the second drive gear are mounted on the second output shaft.

5. The vehicle powertrain device according to claim 4, wherein: The first drive gear and the second drive gear are fixed to the engine input shaft; Second and sixth gear synchronizers are mounted on the first output shaft, the second and sixth gear synchronizers being configured to selectively lock rotation of the first driven gear in the second gear and rotation of the second driven gear in the sixth gear on the first output shaft; First and fourth gear synchronizers are mounted on the second output shaft, and are configured to selectively lock rotation of the third driven gear of the first gear and rotation of the fourth driven gear of the fourth gear on the second output shaft.

6. The powertrain device for a vehicle according to claim 4, wherein: A second clutch gear selectively engaged with the first sleeve of the compound synchronizer is fixed to the second drive gear.

7. The powertrain device for a vehicle according to claim 1, wherein: A first output gear is fixed to the first output shaft; A second output gear is fixed to the second output shaft; The first output gear and the second output gear commonly mesh with the gears of the differential device.

8. The powertrain device for a vehicle according to claim 1, wherein: a motor driven gear configured to receive power from the motor fixed to the motor input shaft; A motor driving gear mounted on a rotating shaft of the motor meshes with the motor driven gear.

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