Hybrid powertrain

Abstract

The present invention provides a powertrain. The powertrain may include: a first transmission module including a motor input shaft directly connected to a motor and configured to form two speed stages having the largest gear ratios in a series of speed stages; a second transmission module including an engine input shaft coaxial with the motor input shaft and connected to the engine via a main clutch and configured to form the remaining speed stages in the series of speed stages; a center synchronizer installed to intermittently connect the motor input shaft and the engine input shaft; and a continuously variable device configured to achieve a state in which the first transmission module forms a smaller gear ratio than a speed stage having a smaller gear ratio among the speed stages of the first transmission module by continuously controlling friction.

Description

Technical Field

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

[0002] An automated manual transmission (AMT) can be regarded as the most competitive transmission among automatic transmissions in terms of cost, material cost, and fuel efficiency, but is not widely used because AMT hinders vehicle marketability due to torque interruption generated during gear shifting.

[0003] The information disclosed in this Background section is only for enhancement of understanding of the general background of the invention and is not to be taken as an admission or any form of suggestion that this information forms the prior art already known to a person skilled in the art. Summary of the Invention

[0004] Various aspects of the present invention are directed to providing a hybrid powertrain that can improve shift feel by resolving torque interruption, which is a disadvantage of an automated manual transmission (AMT), while utilizing the advantages of an AMT by using a motor. Since the clutch between the motor and the engine, which is typically required in a hybrid powertrain in which the motor is located between the engine and the transmission, can be eliminated, not only can the vehicle's mountability be improved, but also the weight and cost can be reduced by reducing the overall length of the transmission, and can further contribute to improving the vehicle's fuel efficiency.

[0005] According to an exemplary embodiment of the present invention, a hybrid powertrain includes: an engine input shaft connected to the engine through a main clutch; a motor input shaft installed to form a coaxial shaft with the engine input shaft and connected to the motor; a center synchronizer installed between the engine input shaft and the motor input shaft and configured to selectively intermit the engine input shaft and the motor input shaft; a first output shaft and a second output shaft, each of the first output shaft and the second output shaft being installed parallel to the engine input shaft; a plurality of external gear pairs installed to form different gear ratios between the motor input shaft and the first output shaft, between the engine input shaft and the first output shaft, and between the engine input shaft and the second output shaft; and a cone clutch installed between a first connecting gear and the center synchronizer, the first connecting gear being rotatably installed on the motor input shaft to constitute any one of a plurality of external gear pairs installed between the motor input shaft and the first output shaft, and being driven by a sleeve of the center synchronizer to achieve continuous variation of the torque transmitted between the first connecting gear and the motor input shaft.

[0006] The external gear pair installed between the motor input shaft and the first output shaft may include: a first-stage driving gear and a first-stage driven gear, for realizing the first stage in a series of speed stages; and a second-stage driving gear and a second-stage driven gear, for realizing the second stage in a series of speed stages, the first output shaft may be provided with a second connecting gear meshing with the first connecting gear, and the gear ratio formed by the first connecting gear and the second connecting gear may be smaller than the second-stage gear ratio formed by the second-stage driving gear and the second-stage driven gear.

[0007] The first output shaft may be provided with a first clutch module having a synchronizer configured to selectively interrupt the first-stage driven gear with respect to the first output shaft and a dog clutch configured to selectively interrupt the second-stage driven gear with respect to the first output shaft, respectively provided on both sides thereof.

[0008] The first common gear and the second common gear commonly configured to implement two of the plurality of external gear pairs may be provided on the engine input shaft in a rotationally interrupted state, and the first common gear may be integrally provided with a clutch gear meshing with a sleeve of the center synchronizer.

[0009] The first common gear may mesh with the sixth-stage driven gear of the first output shaft to form an external gear pair, and may simultaneously mesh with the fourth-stage driven gear of the second output shaft to form an external gear pair.

[0010] The second common gear may be engaged with the fifth-stage driven gear of the first output shaft to form an external gear pair, and may simultaneously be engaged with the third-stage driven gear of the second output shaft to form an external gear pair.

[0011] The second clutch module can be arranged between the fifth-stage driven gear and the sixth-stage driven gear of the first output shaft, and the second clutch module has a synchronizer respectively arranged on both sides thereof and configured to selectively discontinuously connect the fifth-stage driven gear to the first output shaft and a synchronizer configured to discontinuously connect the sixth-stage driven gear to the first output shaft.

[0012] The third clutch module can be arranged between the third-stage driven gear and the fourth-stage driven gear of the second output shaft. The third clutch module has a synchronizer respectively arranged on both sides thereof and configured to selectively discontinuously connect the third-stage driven gear to the second output shaft and a synchronizer configured to discontinuously connect the fourth-stage driven gear to the second output shaft.

[0013] The external gear pair mounted between the motor input shaft and the first output shaft can be used to realize two gear ratios having successively the largest gear ratios in a series of speed steps to be realized.

[0014] The motor may be installed to transmit power to the motor input shaft through a reduction driving gear meshed with a first-stage driving gear or a second-stage driving gear of the motor input shaft.

[0015] A planetary gear may be provided between the motor and the motor input shaft, the planetary gear reducing power of the motor and transmitting the reduced power to the motor input shaft.

[0016] According to various exemplary embodiments of the present invention, a powertrain includes: a first speed module, including a motor input shaft directly connected to a motor, and configured to form two speed stages having the largest gear ratios in sequence among a series of speed stages; a second speed module, including an engine input shaft forming a coaxial shaft with the motor input shaft and connected to the engine through a main clutch, and configured to form the remaining speed stages in the series of speed stages; a center synchronizer, installed to discontinuously connect the motor input shaft and the engine input shaft; and a continuously variable device, configured to achieve a state in which the first speed module forms a smaller gear ratio among the speed stages of the first speed module than a speed stage having a small gear ratio through continuously controlled friction force.

[0017] The continuously variable device may be configured such that the friction force is continuously controlled by the sleeve of the center synchronizer.

[0018] The first speed change module may include: a first output shaft, installed in parallel with the motor input shaft; a first-stage driving gear and a first-stage driven gear, the first-stage driving gear is installed on the motor input shaft, and the first-stage driven gear is installed on the first output shaft to achieve the first stage; a second-stage driving gear and a second-stage driven gear, the second-stage driving gear is installed on the motor input shaft, and the second-stage driven gear is installed on the first output shaft to achieve the second stage; and a first clutch module, having a synchronizer configured to selectively discontinuously connect the first-stage driven gear to the first output shaft and a dog clutch configured to selectively discontinuously connect the second-stage driven gear to the first output shaft, respectively arranged on both sides thereof.

[0019] The continuously variable device may include: a first connecting gear rotatably mounted on the motor input shaft; a second connecting gear mounted on the first output shaft so that its rotation is intermittent; and a cone clutch configured to be driven by a sleeve of a center synchronizer and to achieve continuous variation of the torque transmitted between the first connecting gear and the motor input shaft by continuously controlling the friction force.

[0020] The method and apparatus of the present invention have other features and advantages which will be apparent from or set forth in greater detail in the accompanying drawings, which are incorporated herein and in the following detailed description, and which together serve to explain certain principles of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 is a view schematically illustrating a configuration of a hybrid powertrain according to an exemplary embodiment of the present invention.

[0022] Figure 2A 、 Figure 2B 、 Figure 2C 、 Figure 3A 、 Figure 3B 、 Figure 3C 、 Figure 4A and Figure 4B is shown sequentially Figure 1 A view of the powertrain executing a power-on upshift from first to second gear.

[0023] Figure 5A 、 Figure 5B 、 Figure 5C 、 Figure 6A and Figure 6B is shown sequentially Figure 1 A view of the powertrain executing a power-on upshift from second to third gear.

[0024] Figure 7A 、 Figure 7B 、 Figure 7C 、 Figure 8A and Figure 8B is shown sequentially Figure 1 A view of the powertrain executing a power-on upshift from third to fourth gear.

[0025] Figure 9A 、 Figure 9B 、 Figure 9C 、 Figure 10A and Figure 10B is shown sequentially Figure 1 A view of the powertrain executing a power-on upshift from fourth to fifth gear.

[0026] Figure 11A 、 Figure 11B 、 Figure 11C 、 Figure 12A and Figure 12B is shown sequentially Figure 1 A view of the powertrain executing a power-on upshift from fifth to sixth gear.

[0027] Figure 13A 、 Figure 13B 、 Figure 13C 、 Figure 14A and Figure 14B is shown sequentially Figure 1 A view of the powertrain performing a power-on downshift from third to second gear.

[0028] Figure 15A 、 Figure 15B 、 Figure 15C 、 Figure 16A 、 Figure 16B 、 Figure 17A and Figure 17B is shown sequentially Figure 1 A view of the powertrain performing a power-on downshift from second to first gear.

[0029] Figure 18A 、 Figure 18B 、 Figure 18C 、 Figure 19A and Figure 19B is shown sequentially Figure 1 A view of the powertrain performing a power-upshift from first to second gear in electric vehicle mode.

[0030] Figure 20A 、 Figure 20B 、 Figure 20C 、 Figure 21A and Figure 21B is shown sequentially Figure 1 A view of the powertrain performing a power-on downshift from second gear to first gear in electric vehicle mode.

[0031] Figure 22 is a view exemplarily showing a second exemplary embodiment of the present invention.

[0032] Figure 23 is a view exemplarily showing a third exemplary embodiment of the present invention.

[0033] It should be understood that the drawings are not necessarily drawn to scale and present a somewhat simplified representation of various features illustrating the basic principles of the invention. The specific design features of the present invention as incorporated herein, including, for example, specific dimensions, orientations, locations, and shapes will be determined in part by the particular intended application and use environment.

[0034] In the drawings, reference numbers refer to the same or equivalent parts of the present invention throughout the several figures of the drawing. DETAILED DESCRIPTION

[0035] Reference will now be made in detail to various embodiments of the present invention, examples of which are shown in the accompanying drawings and described below. Although the present invention will be described in conjunction with exemplary embodiments thereof, it should be understood 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 exemplary embodiments of the present invention, but also various alternatives, modifications, equivalents and other embodiments that may be included within the spirit and scope of the present invention as defined by the appended claims.

[0036] Reference Figure 1, a hybrid powertrain according to an exemplary embodiment of the present invention is configured to include: an engine input shaft EI, connected to the engine E through a main clutch MC; a motor input shaft MI, installed to form a concentric shaft with the engine input shaft EI and connected to the motor M; a center synchronizer CS, installed to intermittently rotate the engine input shaft EI and the motor input shaft MI; a first output shaft OUT1 and a second output shaft OUT2, installed in parallel with the engine input shaft EI; a plurality of external gear pairs installed to form different gear ratios between the motor input shaft MI and the first output shaft OUT1, 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; and a cone clutch CC installed between the first connecting gear CG1 and the center synchronizer CS, the first connecting gear CG1 being rotatably installed on the motor input shaft MI to constitute any one of the external gear pairs installed between the motor input shaft MI and the first output shaft OUT1, and being driven by the sleeve of the center synchronizer CS to achieve continuous variation of the torque transmitted between the first connecting gear CG1 and the motor input shaft MI.

[0037] That is, the exemplary embodiment of the present invention is configured as follows: the first transmission module MD1 on the right side of the figure and the second transmission module MD2 on the left side can be connected to each other via a center synchronizer CS. The first output shaft OUT1 is installed to be used in both the first transmission module MD1 and the second transmission module MD2, and outputs power to the differential DF via the first output gear OG1. The second output shaft OUT2 is installed to output power transmitted from the second transmission module MD2 to the differential DF via the second output gear OG2.

[0038] The first output shaft OUT1 is provided with a second connecting gear CG2 engaged with the first connecting gear CG1.

[0039] Therefore, the external gear pair installed between the motor input shaft MI and the first output shaft OUT1 includes: a first-stage driving gear 1D and a first-stage driven gear 1P, used to achieve the first stage in a series of speed stages; a second-stage driving gear 2D and a second-stage driven gear 2P, used to achieve the second stage in a series of speed stages; and a first connecting gear CG1 and a second connecting gear CG2.

[0040] The gear ratio formed by the first connecting gear CG1 and the second connecting gear CG2 is slightly smaller than the second-stage gear ratio formed by the second-stage driving gear 2D and the second-stage driven gear 2P. For example, preferably, the gear ratio formed by the first connecting gear CG1 and the second connecting gear CG2 is smaller than the second-stage gear ratio in the range of 0.01 to 0.05.

[0041] In addition, the first output shaft OUT1 is provided with a first clutch module CLM1 having a synchronizer configured to discontinuously connect the first-stage driven gear 1P to the first output shaft OUT1 and a dog clutch DC configured to discontinuously connect the second-stage driven gear 2P to the first output shaft OUT1, respectively provided on both sides thereof.

[0042] If the gear ratio formed by the first connecting gear CG1 and the second connecting gear CG2 is slightly smaller than the second-stage gear ratio formed by the second-stage driving gear 2D and the second-stage driven gear 2P, when in the second-stage driving state, the dog clutch DC is released while engaging the cone clutch CC to shift to another speed stage without torque interruption, the dog clutch DC is released smoothly without the need for impact or excessive operating force.

[0043] If the cone clutch CC is engaged, the gear ratio difference described above allows the torque to be transferred from the motor input shaft MI to the first output shaft OUT1 via the second-stage driving gear 2D and the second-stage driven gear 2P to the first connecting gear CG1 and the second connecting gear CG2. At this time, if the dog clutch DC is released from the second-stage driven gear 2P, the dog clutch DC is easily released.

[0044] Furthermore, in the first clutch module CLM1, the dog clutch DC is used as a means for intermittently engaging the second-stage driven gear 2P with respect to the first output shaft OUT1 for the following reason: In the event of a gear ratio difference between the gear ratio formed by the first connecting gear CG1 and the second connecting gear CG2 and the second-stage gear ratio, when the cone clutch CC is engaged and a shift is performed from another speed stage to the second stage while eliminating torque interruption, a small relative speed is generated between the sleeve of the first clutch module CLM1 and the second-stage driven gear 2P due to the gear ratio difference. This relative speed is difficult to overcome and synchronize with the capacity of the synchronizer rings forming the synchronizer, and further, meshing between the sleeve and the clutch gear of the second-stage driven gear 2P is impossible due to the relative speed.

[0045] Therefore, as described above, the gear ratio difference is generated only within a small range, and a small relative speed is generated, but the cone clutch CC is engaged and is almost synchronized. Therefore, it is preferable to keep the sleeve of the first clutch module CLM1 engaged with the clutch gear of the second-stage driven gear 2P as it is.

[0046] For reference, the term "synchronizer" herein refers to a device including a synchronizer ring installed between a hub and a clutch gear to synchronize the speeds of the sleeve and the clutch gear when a sleeve that slides axially relative to the hub meshes with a clutch gear integrally connected to a transmission gear for forming a speed change stage, and a "dog clutch" refers to a device in which the synchronizer ring, which performs the synchronizing function, is removed from the synchronizer configuration described above. These configurations are well known in the art.

[0047] In an exemplary embodiment of the present invention, a first common gear CMG1 and a second common gear CMG2, which are commonly configured to implement two external gear pairs in an external gear pair, are provided on the engine input shaft EI in a state in which rotation is interrupted, and the first common gear CMG1 is integrally provided with a clutch gear meshing with a sleeve of the center synchronizer CS.

[0048] Therefore, when the center synchronizer CS engages the sleeve with the clutch gear of the first common gear CMG1 , the motor input shaft MI and the engine input shaft EI are connected together.

[0049] The first common gear CMG1 meshes with the sixth-stage driven gear 6P of the first output shaft OUT1 to form an external gear pair, and simultaneously meshes with the fourth-stage driven gear 4P of the second output shaft OUT2 to form an external gear pair.

[0050] Furthermore, the second common gear CMG2 meshes with the fifth-stage driven gear 5P of the first output shaft OUT1 to form an external gear pair, and simultaneously meshes with the third-stage driven gear 3P of the second output shaft OUT2 to form an external gear pair.

[0051] Therefore, the external gear pair required for shifting can be constructed by using a relatively small number of gears.

[0052] The second clutch module CLM2 is arranged between the fifth-stage driven gear 5P and the sixth-stage driven gear 6P of the first output shaft OUT1. The second clutch module CLM2 has a synchronizer respectively arranged on both sides thereof, which is configured to make the fifth-stage driven gear 5P intermittent with respect to the first output shaft OUT1, and a synchronizer configured to make the sixth-stage driven gear 6P intermittent with respect to the first output shaft OUT1.

[0053] Therefore, the fifth stage or the sixth stage can be achieved by moving the sleeve of the second clutch module CLM2.

[0054] The third clutch module CLM3 is arranged between the third-stage driven gear 3P and the fourth-stage driven gear 4P of the second output shaft OUT2. The third clutch module CLM3 has a synchronizer respectively arranged on both sides thereof and configured to make the third-stage driven gear 3P intermittent with respect to the second output shaft OUT2 and a synchronizer configured to make the fourth-stage driven gear 4P intermittent with respect to the second output shaft OUT2.

[0055] Therefore, the third stage or the fourth stage can be achieved by moving the sleeve of the third clutch module CLM3.

[0056] Meanwhile, the external gear pair installed between the motor input shaft MI and the first output shaft OUT1 is used to realize two gear ratios having the largest gear ratios in sequence among a series of speed stages to be realized.

[0057] That is, the external gear pair installed between the motor input shaft MI and the first output shaft OUT1 is used to realize the first stage gear ratio and the second stage gear ratio.

[0058] The present invention as described above can be expressed as follows.

[0059] That is, the hybrid powertrain according to an exemplary embodiment of the present invention is configured to include: a first speed module MD1, including a motor input shaft MI directly connected to a motor M, and configured to form two speed stages having the largest gear ratios in sequence among a series of speed stages; a second speed module MD2, including an engine input shaft EI forming a coaxial shaft with the motor input shaft MI and connected to the engine E through a main clutch MC, and configured to form the remaining speed stages of a series of speed stages; a center synchronizer CS, installed to make the motor input shaft MI and the engine input shaft EI intermittent; and a continuously variable device, configured to achieve a state in which the first speed module MD1 forms a gear ratio smaller than a speed stage having a small gear ratio among the speed stages of the first speed module MD1 through continuously controlled friction force.

[0060] Here, the continuously variable device CHD is configured such that friction force is continuously controlled by a sleeve of the center synchronizer CS.

[0061] At the same time, the first speed change module MD1 is configured to include: a first output shaft OUT1, installed parallel to the motor input shaft MI; a first-stage driving gear 1D and a first-stage driven gear 1P, the first-stage driving gear 1D is installed on the motor input shaft MI, and the first-stage driven gear 1P is installed on the first output shaft OUT1 to achieve the first stage; a second-stage driving gear 2D and a second-stage driven gear 2P, the second-stage driving gear 2D is installed on the motor input shaft MI, and the second-stage driven gear 2P is installed on the first output shaft OUT1 to achieve the second stage; and a first clutch module CLM1, having a synchronizer configured to make the first-stage driven gear 1P discontinuous with the first output shaft OUT1 and a dog clutch DC configured to make the second-stage driven gear 2P discontinuous with the first output shaft OUT1, respectively arranged on both sides thereof.

[0062] Here, the continuously variable device CHD is configured to include: a first connecting gear CG1, rotatably mounted on the motor input shaft MI; a second connecting gear CG2, mounted on the first output shaft OUT1 so that its rotation is intermittent; and a cone clutch CC, which is configured to be driven by the sleeve of the center synchronizer CS and to achieve continuous change of the torque transmitted between the first connecting gear CG1 and the motor input shaft MI through continuously controlled friction force.

[0063] at the same time, Figure 22 A second exemplary embodiment of a hybrid powertrain according to an exemplary embodiment of the present invention is shown. Figure 1 The same, and the second exemplary embodiment has a configuration in which the motor M is installed to transmit power to the motor input shaft MI through a reduction driving gear (RD) meshing with a second-stage driving gear 2D of the motor input shaft MI.

[0064] The reduction driving gear RD may also be installed to mesh with the first-stage driving gear 1D.

[0065] Figure 23 A third exemplary embodiment of a hybrid powertrain according to an exemplary embodiment of the present invention is shown. Figure 1 Likewise, the third exemplary embodiment has a configuration in which a planetary gear PG is provided between the motor M and the motor input shaft MI, the planetary gear PG reducing the power of the motor M and transmitting the reduced power to the motor input shaft MI.

[0066] In the present invention Figure 22 and Figure 23 In the two exemplary embodiments, the power of the motor M is reduced and will be provided to the motor input shaft MI, so that the capacity of the motor M can be relatively reduced.

[0067] Figures 2A-2C 、 Figures 3A-3Cand Figures 4A-4B The order is shown Figure 1 FIG2 is a diagram showing a powertrain executing a power-up shift from the first gear to the second gear. The process will be described.

[0068] For reference, the portion where power is applied is indicated by a thick line.

[0069] Figure 2A The following state is shown: the power of the engine drives the engine input shaft EI and the motor input shaft MI through the center synchronizer CS, the synchronizer of the first clutch module forms the first stage, and the power of the motor input shaft MI is transmitted to the first output shaft OUT1 through the first-stage driving gear 1D and the first-stage driven gear 1P, and is led out to the differential DF through the first output gear OG1.

[0070] Figure 2B Shows when something happens from Figure 2A When the gear shift command is issued from the state of the first gear to the second gear, the motor M is driven together.

[0071] Figure 2C The state in which the main clutch MC is released and the cone clutch CC is engaged is shown while continuing to perform the first-stage drive by the motor M. Since the sleeve of the center synchronizer CS operates the cone clutch CC, the center synchronizer CS is naturally released to separate the engine input shaft EI and the motor input shaft MI.

[0072] Figure 3A The synchronizer of the first clutch module is released in the first stage. Here, power is continuously transmitted to the first output shaft OUT1 through the cone clutch CC, the first connecting gear CG1 and the second connecting gear CG2, thereby preventing torque interruption.

[0073] Figure 3B The engagement of the dog clutch DC of the first clutch module is shown. As described above, when power is transmitted through the cone clutch CC, Figure 3A In this state, a small relative speed is generated between the second-stage driven gear 2P and the sleeve of the first clutch module due to the gear ratio difference between the first connecting gear CG1 and the second connecting gear CG2 and the second-stage gear ratio. Therefore, the sleeve of the first clutch module engages with the clutch gear of the second-stage driven gear 2P by using a dog clutch DC without a synchronizer ring.

[0074] Figure 3C A state in which the cone clutch CC is released and two-speed driving is performed by the motor M is shown.

[0075] Figure 4AThe following state is shown: the center synchronizer CS is engaged to connect the engine input shaft EI and the motor input shaft MI, and then the main clutch MC is engaged to transmit both the power of the engine and the power of the motor M to the first output shaft OUT1, performing two-speed driving.

[0076] Figure 4B Shown in Figure 4A In the state of , the motor M does not generate power and the two-speed drive is performed by the engine.

[0077] Figures 5A-5C and Figures 6A-6B The order is shown Figure 1 FIG2 is a diagram showing a powertrain executing a power-on upshift from second gear to third gear. The process will be described.

[0078] Figure 5A The state in which the engine performs two-speed driving is shown. In this state, when a shift instruction to the third speed occurs, as shown in FIG. Figure 5B As shown in , a two-speed driving state is formed while the motors M are driven together.

[0079] Figure 5C The state in which the engine input shaft EI is separated from the motor input shaft MI by releasing the main clutch MC and the center synchronizer CS is shown. Here, the two-speed driving state is still formed by the motor M of the vehicle.

[0080] Figure 6A A case is shown where three-speed driving is performed by the engine by connecting the third driven gear to the second output shaft OUT2 by the synchronizer of the third clutch module CLM3 and coupling the main clutch MC, and power of the motor M is also transmitted to the differential DF.

[0081] Figure 6B Shown in Figure 6A In the state of , the power of the motor M is released and the three-speed driving state is formed only by the engine.

[0082] As described above, even when the shift from the second speed to the third speed is performed, torque interruption does not occur.

[0083] Figures 7A-7C and Figures 8A-8B The order is shown Figure 1 A view of the powertrain performing a power-up shift from the third to the fourth level. This will be described below.

[0084] Figure 7A The state in is a state in which the three-speed drive is performed only by the power of the engine. When a shift instruction to the fourth level occurs, such as Figure 7B As shown, the motor M is driven so that the power of the motor M is transmitted to the differential DF.

[0085] Figure 7C A state in which three-speed driving is performed only by the motor M by releasing the main clutch MC is shown.

[0086] Figure 8A A case is shown where four-speed driving is performed by the engine by connecting the fourth driven gear to the second output shaft OUT2 by the synchronizer of the third clutch module CLM3 and coupling the main clutch MC and the power of the motor M is also transmitted to the differential DF.

[0087] Figure 8B Shown in Figure 8A In the state of , the power of the motor M is released and the four-speed drive state is formed only by the engine.

[0088] As described above, torque interruption does not occur even in the current shift process. This is because while the motor M is transmitting power through the second driving gear and the second driven gear, the main clutch MC is released and the third clutch module CLM3 is switched to connect the fourth-stage driven gear 4P to the second output shaft OUT2 instead of the third-stage driven gear 3P.

[0089] At this time, the speed of the motor M is adjusted according to the speed of each gear stage.

[0090] Figures 9A-9C and Figures 10A-10B The order is shown Figure 1 This figure illustrates a powertrain performing a power-on upshift from fourth to fifth gear. The only difference here is that the synchronizer of the third clutch module CLM3 releases fourth gear, while the synchronizer of the second clutch module CLM2 engages fifth gear. The remainder is identical to the shift from third to fourth gear. Therefore, a detailed description will be omitted.

[0091] Figures 11A-11C and Figures 12A-12B The order is shown Figure 1 This figure illustrates a powertrain shift from fifth to sixth gear. The only difference here is that the synchronizer of the second clutch module CLM2 releases fifth gear and engages sixth gear, while the remainder is identical to the shift from third to fourth gear. Therefore, a detailed description will be omitted.

[0092] Figures 13A-13C and Figures 14A-14B The order is shown Figure 1 A view of the powertrain performing a power-on downshift from the third gear to the second gear will be described.

[0093] Figure 13A The engine is in the three-speed driving state. When a shift command to the second speed occurs, Figure 13BAs shown, the motor M is driven, so that the third-speed power is also provided to the first output shaft OUT1 through the motor.

[0094] Figure 13C The state in which the vehicle is driven only by the motor M by releasing the main clutch MC and releasing the synchronizer of the third clutch module CLM3 to neutral is shown. Here, the speed of the motor M is adjusted so that the vehicle travels in a two-speed state.

[0095] Figure 14A The state shown is that the center synchronizer CS is engaged and then the main clutch MC is connected, thereby transmitting the power of the engine to the differential DF through the first output shaft OUT1.

[0096] Figure 14B A state in which the two-speed driving state is achieved only by the engine by releasing the power of the motor M is shown.

[0097] As described above, no torque interruption occurs even during the above-mentioned shifting process.

[0098] Figures 15A-15C 、 Figures 16A-16B and Figures 17A-17B The order is shown Figure 1 A view of a powertrain performing a power-on downshift from the second gear to the first gear will be described.

[0099] Figure 15A The two-speed driving state of the engine is shown. When a shift command to a single speed occurs, Figure 15B As shown, the drive motor M is used to achieve single speed through the engine and the horsepower M.

[0100] Figure 15C The diagram shows the state in which friction of the cone clutch CC occurs after the main clutch MC is released and the center synchronizer CS is released. As described above, since the gear ratio of the first connecting gear CG1 and the second connecting gear CG2 is configured to be slightly smaller than the second-stage gear ratio, when the cone clutch CC is engaged, the state changes from a state in which the power of the motor M is transmitted to the first output shaft OUT1 via the second-stage driving gear 2D and the second-stage driven gear 2P to a state in which the power of the motor M is transmitted via the first connecting gear CG1 and the second connecting gear CG2. Therefore, the dog clutch DC can be easily released from the second-stage driven gear 2P.

[0101] Figure 16A A state is shown in which the dog clutch DC of the first clutch module CLM1 is released as described above.

[0102] If the gear ratio of the first connecting gear CG1 and the second connecting gear CG2 is the same as the second-stage gear ratio or is set to be greater than the second-stage gear ratio, it is not easy to release the dog clutch DC, and even if the dog clutch DC is released, impact or noise will be generated. This is because even when the cone clutch CC is engaged as above, the power is still transmitted through the second-stage driven gear 2P.

[0103] Figure 16B A state is shown in which the speed of the motor M is adjusted to a single speed and the first-stage driven gear 1P is connected to the first output shaft OUT1 through the synchronizer of the first clutch module CLM1 .

[0104] Figure 17A A state is shown in which the power of the engine is supplied to the first output shaft OUT1 through the first-stage driving gear 1D and the first-stage driven gear 1P by releasing the cone clutch CC, engaging the center synchronizer CS, and then engaging the main clutch MC.

[0105] Figure 17B The case where a single-speed driving state is formed only by the engine by releasing the power of the motor M is shown. Here, the gear shift is completed without torque interruption.

[0106] Figures 18A-18C and Figures 19A-19B The order is shown Figure 1 A view of a powertrain of the vehicle performing a power-on upshift from the first gear to the second gear in the electric vehicle mode will be described.

[0107] like Figure 18A As shown, in the first driving state of the electric vehicle mode driven only by the motor M, when a shift command to the second gear occurs, as shown in FIG. Figure 18B As shown, the cone clutch CC generates friction and Figure 18C As shown, the synchronizer of the first clutch module CLM1 is released, thereby releasing the connection state between the first-stage driven gear 1P and the first output shaft OUT1.

[0108] Figure 19A A state is shown in which the second-stage driven gear 2P is connected to the first output shaft OUT1 by moving the sleeve of the first clutch module CLM1 to engage the dog clutch DC.

[0109] Figure 19B A state is shown in which the cone clutch CC is released so that the power of the motor M is transmitted to the first output shaft OUT1 only through the second-stage driving gear 2D and the second-stage driven gear 2P, thereby performing two-speed driving in the electric vehicle mode.

[0110] It can also be seen that no torque interruption occurs during this shift process.

[0111] Figures 20A-20C and Figures 21A-21B The order is shown Figure 1 A view of a powertrain of the vehicle performing a power-on downshift from the second gear to the first gear in the electric vehicle mode will be described.

[0112] like Figure 20A As shown, in the second driving state of the electric vehicle mode driven only by the motor M, when a shift command to the first gear occurs, as shown in FIG. Figure 20B As shown, the cone clutch CC generates friction and Figure 20C As shown, the dog clutch DC is released.

[0113] Figure 21A A state is shown in which the first-stage driven gear 1P is connected to the first output shaft OUT1 by adjusting the speed of the motor M to a single speed and then engaging the synchronizer of the first clutch module CLM1 .

[0114] Figure 21B The following state is shown: by releasing the cone clutch CC, the power of the motor M is transmitted to the first output shaft OUT1 only through the first-stage driving gear 1D and the first-stage driven gear 1P, thereby forming a single speed. It can also be seen that the gear shift is completed without torque interruption.

[0115] According to the exemplary embodiment of the present invention as described above, it is possible to improve the shift feel by resolving the torque interruption that is a disadvantage of the AMT, while utilizing the advantages of the AMT such as cost, material cost, and fuel efficiency by using the motor M. Because the clutch between the motor and the engine, which is typically required in a conventional hybrid powertrain in which the motor M is located between the engine and the transmission, can be eliminated, not only can the vehicle mountability be improved by reducing the overall length of the transmission, but also the weight and cost can be reduced.

[0116] According to an exemplary embodiment of the present invention, it is possible to improve shift feel by addressing torque interruption, a disadvantage of automatic transmission (AMT), while also utilizing the advantages of AMT by utilizing a motor. Because the clutch between the motor and engine, typically required in a hybrid powertrain where the motor is located between the engine and transmission, can be eliminated, not only can vehicle installability be improved by reducing the overall length of the transmission, but also weight and cost can be reduced, further contributing to improved vehicle fuel efficiency.

[0117] To facilitate interpretation and accurately define the appended claims, the terms "upper," "lower," "inner," "outer," "up," "lower," "upward," "downward," "front," "rear," "back," "inner," "outer," "inwardly," "outwardly," "inner," "external," "forward," and "rearward" may be used to describe features of the exemplary embodiments with reference to the location of the feature as shown in the drawings. It will also be understood that the term "connect" or its derivatives refers to both direct and indirect connections.

[0118] The foregoing descriptions of specific exemplary embodiments of the present invention have been provided for purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and it will be apparent that many modifications and variations are possible in light of the foregoing teachings. The exemplary embodiments are selected and described to explain certain principles of the present invention and their practical applications so that those skilled in the art can make and utilize various exemplary embodiments of the present invention and various alternatives and modifications thereof. The scope of the present invention is intended to be defined by the appended claims and their equivalents.

Claims

1. A powertrain device comprising: the engine input shaft, connected to the engine through the primary clutch; a motor input shaft, installed to form a coaxial axis with the engine input shaft and connected to a motor; a center synchronizer installed between the engine input shaft and the motor input shaft and selectively interrupting the engine input shaft and the motor input shaft; a first output shaft and a second output shaft, each of the first output shaft and the second output shaft being mounted parallel to the engine input shaft; a plurality of gear pairs installed to form different gear ratios between the motor input shaft and the first output shaft, between the engine input shaft and the first output shaft, and between the engine input shaft and the second output shaft; as well as a cone clutch installed between a first connecting gear and the center synchronizer, wherein the first connecting gear is rotatably mounted on the motor input shaft to constitute one of the plurality of gear pairs installed between the motor input shaft and the first output shaft, and is driven by a sleeve of the center synchronizer to achieve continuous variation of the torque transmitted between the first connecting gear and the motor input shaft, The plurality of gear pairs mounted between the motor input shaft and the first output shaft include: a first-stage driving gear and a first-stage driven gear for achieving a first stage in a series of speed stages; And the second stage driving gear and the second stage driven gear are used to realize the second stage in a series of speed change stages. The first output shaft is equipped with a second connecting gear meshing with the first connecting gear. The gear ratio formed by the first connecting gear and the second connecting gear is smaller than the second-stage gear ratio formed by the second-stage driving gear and the second-stage driven gear. The first output shaft is mounted with a first clutch module, the first clutch module having: a synchronizer that selectively disconnects the first-stage driven gear from the first output shaft; and The dog clutch selectively disconnects the second-stage driven gear from the first output shaft.

2. The powertrain device according to claim 1, wherein: The first-stage driving gear is fixedly mounted to the motor input shaft, and the first-stage driven gear is rotatably mounted to the first output shaft, The second-stage driving gear is fixedly mounted to the motor input shaft, and the second-stage driven gear is rotatably mounted to the first output shaft, The second connecting gear is fixedly mounted to the first output shaft.

3. The powertrain device according to claim 1, wherein: A first common gear and a second common gear commonly configured to realize two gear pairs among the plurality of gear pairs are mounted on the engine input shaft in a state where rotation is interrupted, and The first common gear is integrally mounted with a clutch gear that meshes with a sleeve of the center synchronizer.

4. The powertrain device according to claim 3, wherein: The first common gear is meshed with the sixth-stage driven gear of the first output shaft to form the plurality of gear pairs, and is meshed with the fourth-stage driven gear of the second output shaft to form the plurality of gear pairs.

5. The powertrain device according to claim 4, wherein: The sixth-stage driven gear is rotatably mounted on the first output shaft, and the fourth-stage driven gear is rotatably mounted on the second output shaft.

6. The powertrain device according to claim 4, wherein: The second common gear is engaged with the fifth-stage driven gear of the first output shaft to form the plurality of gear pairs, and is engaged with the third-stage driven gear of the second output shaft to form the plurality of gear pairs.

7. The powertrain device according to claim 6, wherein: The fifth-stage driven gear is rotatably mounted on the first output shaft, and the third-stage driven gear is rotatably mounted on the second output shaft.

8. The powertrain device according to claim 6, wherein: A second clutch module is installed between the fifth-stage driven gear and the sixth-stage driven gear on the first output shaft, and the second clutch module has a synchronizer that selectively interrupts the fifth-stage driven gear with respect to the first output shaft and a synchronizer that selectively interrupts the sixth-stage driven gear with respect to the first output shaft.

9. The powertrain device according to claim 8, wherein: A third clutch module is installed between the third-stage driven gear and the fourth-stage driven gear on the second output shaft. The third clutch module has a synchronizer that selectively interrupts the third-stage driven gear with respect to the second output shaft and a synchronizer that selectively interrupts the fourth-stage driven gear with respect to the second output shaft.

10. The powertrain device according to claim 1, wherein: The plurality of gear pairs installed between the motor input shaft and the first output shaft are used to realize two gear ratios having the largest gear ratios in sequence among a series of speed stages to be realized.

11. The powertrain device according to claim 1, wherein: The motor is installed to transmit power to the motor input shaft through a reduction driving gear meshed with a first-stage driving gear or a second-stage driving gear of the motor input shaft.

12. The powertrain device according to claim 1, wherein: A planetary gear is installed between the motor and the motor input shaft, and the planetary gear reduces power of the motor and transmits the reduced power to the motor input shaft.

13. A powertrain device comprising: A first transmission module includes a motor input shaft directly connected to the motor and configured to form two transmission stages having the largest gear ratios in sequence among a series of transmission stages; a second speed-change module including an engine input shaft forming a coaxial axis with the motor input shaft and connected to the engine through a main clutch, and installed to form the remaining speed-change stages in the series of speed-change stages; a center synchronizer installed to selectively interrupt the motor input shaft and the engine input shaft; as well as a continuously variable device installed to achieve a state in which the first transmission module forms a gear ratio smaller than a gear ratio having a predetermined gear ratio among the gear stages of the first transmission module by continuously controlling friction force; wherein the continuously variable device is configured so that the friction force is continuously controlled by the sleeve of the center synchronizer, The first transmission module includes: a first output shaft, mounted parallel to the motor input shaft; a first-stage driving gear and a first-stage driven gear, wherein the first-stage driving gear is mounted on the motor input shaft, and the first-stage driven gear is mounted on the first output shaft, so as to realize the first stage among the speed change stages; a second-stage driving gear and a second-stage driven gear, wherein the second-stage driving gear is mounted on the motor input shaft and the second-stage driven gear is mounted on the first output shaft, so as to realize the second stage among the speed change stages; and The first clutch module includes a synchronizer for selectively disconnecting the first-stage driven gear from the first output shaft and a dog clutch for selectively disconnecting the second-stage driven gear from the first output shaft.

14. The powertrain device according to claim 13, wherein: The continuously variable device comprises: a first connecting gear rotatably mounted on the motor input shaft; a second connecting gear mounted on the first output shaft so that its rotation is interrupted; and A cone clutch is installed to be driven by the sleeve of the center synchronizer and realizes continuous variation of the torque transmitted between the first connecting gear and the motor input shaft by continuously controlling the friction force.

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