Hybrid drive module

Abstract

A hybrid drive module is disclosed. The hybrid drive module according to an embodiment of the present invention selectively transmits torque transmitted from an engine and an electric motor to a transmission, and the hybrid drive module includes: a housing disposed between the engine and the transmission; a drive shaft rotatably mounted in the housing in a radial direction, which protrudes from the housing toward one end of the engine based on an axial direction, and the torque of the engine is input to the drive shaft; a rotor hub disposed in the housing, a rotor of the electric motor mounted on a radial outer side and a hub plate portion formed on a radial inner side, the hub plate portion integrally extending toward the drive shaft and rotatably connected to the other end of the drive shaft toward the transmission based on an axial direction; a rotor hub ridge, an inner peripheral surface of which is rotatably supported by the housing based on a radial direction, and an outer peripheral surface of which is fixed to the rotor hub on the engine side based on an axial direction; An engine clutch is arranged on the engine side in the axial direction and the hub plate portion is inserted between the engine clutch and the engine, and the engine clutch is configured to directly connect the drive shaft and the rotor hub to selectively transmit the torque of the engine to the rotor hub; and a torque converter is arranged on the transmission side in the axial direction and the hub plate portion is inserted between the torque converter and the transmission to be connected to the rotor hub, and the torque converter is configured to multiply the torque of the engine, multiply the torque of the motor, or multiply the torque of the engine and the motor when the vehicle is initially driven, or transmit it to the transmission at a ratio of 1:1, wherein at least one fluid groove between the rotor hub and the engine clutch for supplying working fluid to the rotor to cool the rotor is formed on the surface of the hub plate portion based on the axial direction facing the engine clutch.

Description

Technical Field

[0001] The present invention relates to a hybrid drive module, and more particularly to a hybrid drive module that transmits torque input from an internal combustion engine and an electric motor to a transmission. Background Art

[0002] Environmentally friendly technology in vehicles is a core technology for the future automotive industry, and automobile manufacturers are focusing on developing environmentally friendly vehicles to achieve environmental and fuel efficiency regulation.

[0003] Electric vehicles (EVs) and hybrid electric vehicles (HEVs) that utilize electrical energy and dual clutch transmissions (DCTs) with improved efficiency and convenience may be examples of future vehicle technology.

[0004] A hybrid electric vehicle is a vehicle that uses two or more power sources, which can be combined in various schemes, and typically a gasoline or diesel engine using fossil fuel and an electric motor / generator driven by electrical energy are used as the power source.

[0005] Since hybrid electric vehicles are equipped with both an internal combustion engine and an electric motor, harmful gas emissions and fuel efficiency can be significantly reduced compared to ordinary vehicles.

[0006] In order for such hybrid electric vehicles to effectively transmit the torque of the engine and the motor to the transmission to improve efficiency and maximize fuel efficiency, it is necessary to develop a drive module equipped with an engine clutch and a torque converter that can effectively transmit power and reduce size and components.

[0007] Therefore, research and development of a hybrid drive module modularized with a motor of a hybrid electric vehicle has been ongoing, which includes the functions of an engine clutch and a torque converter to effectively combine and transmit the driving force of the engine and the motor in a hybrid electric vehicle (HEV). Summary of the invention

[0008] Technical issues

[0009] The present invention is directed to providing a hybrid drive module having the advantages of simplifying the design layout of cooling channels and improving the durability of a rotor by smoothly supplying a working fluid to a rotor assembled in a rotor hub and cooling the rotor.

[0010] In addition, the present invention is committed to providing a hybrid drive module, which has the following advantages: optimizing the arrangement of the engine clutch and the torque converter through the rotor hub, and cooling the rotor by forming a cooling flow channel connected to the engine clutch compensation cavity in the rotor hub, thereby reducing the overall outer diameter and the axial length.

[0011] Technical Solution

[0012] An exemplary embodiment of the present invention provides a hybrid drive module, which selectively transmits torque transmitted from an engine and an electric motor to a transmission, the hybrid drive module comprising: a housing arranged between the engine and the transmission; a drive shaft, which is rotatably mounted in the housing in a radial direction and protrudes from the housing toward one end of the engine based on an axial direction, and the torque of the engine is input to the drive shaft; a rotor hub, which is arranged in the housing, has a rotor of the electric motor mounted on a radial outer side and a hub plate portion formed on a radial inner side, the hub plate portion integrally extending toward the drive shaft and rotatably connected to the other end of the drive shaft toward the transmission based on the axial direction; a rotor hub ridge, an inner circumferential surface of which is rotatably supported by the housing based on a radial direction, and an outer circumferential surface of which is fixed to the housing on the engine side based on an axial direction. A rotor hub; an engine clutch, which is arranged on the engine side in the axial direction and the hub plate portion is inserted between the engine clutch and the engine, and the engine clutch is configured to directly connect the drive shaft and the rotor hub to selectively transmit the torque of the engine to the rotor hub; and a torque converter, which is arranged on the transmission side in the axial direction and the hub plate portion is inserted between the torque converter and the transmission to be connected to the rotor hub, and the torque converter is configured to multiply the torque of the engine, multiply the torque of the motor, or multiply the torque of the engine and the motor when the vehicle is initially driven, or transmit it to the transmission at a ratio of 1:1, wherein at least one fluid groove between the rotor hub and the engine clutch for supplying working fluid to the rotor to cool the rotor is formed on the surface of the hub plate portion based on the axial direction facing the engine clutch.

[0013] The engine clutch may include: a clutch piston, based on the radial direction, the outer peripheral surface and the inner peripheral surface of the clutch piston are slidably mounted on the rotor hub ridge in the axial direction; a drive plate, the inner peripheral end of the drive plate is fixed to the outer peripheral surface of the other end of the drive shaft based on the radial direction; at least one first friction plate, which is connected to the drive plate and is configured to move in the axial direction through the clutch piston; a bracket, which is fixed to the hub plate portion on the engine side based on the axial direction; and at least one second friction plate, which is connected to the bracket and is arranged between the first friction plate and the bracket to move in the axial direction.

[0014] Between the rotor hub ridge and the clutch piston, a clutch working chamber configured to operate the clutch piston may be formed.

[0015] A clutch compensation chamber configured to compensate for overpressure may be formed at an opposite side of the clutch working chamber between the clutch piston and the drive plate.

[0016] At least one fluid groove may be formed from a position spaced a predetermined interval from the rotation center of the hub plate portion to an inner peripheral surface of the rotor hub located outside based on the radial direction, and formed along the circumference of the hub plate portion to be spaced a predetermined angle from each other.

[0017] In the rotor hub, discharge holes may be formed through the inner and outer peripheral surfaces of the rotor hub at positions corresponding to the fluid grooves.

[0018] On the outer peripheral surface of the rotor hub, a flow path surface having a predetermined area may be formed at a position corresponding to the discharge hole.

[0019] The flow path surface may form a predetermined gap through which the working fluid flows between the inner peripheral surface of the rotor and the flow path surface.

[0020] On the outer peripheral surface of the bracket, a cooling groove may be formed at a position corresponding to the discharge hole.

[0021] The cooling groove may form a flow space in which the working fluid flows between the inner circumferential surface of the rotor hub and the cooling groove such that the working fluid is discharged from the radial inside toward the outer circumferential surface of the rotor hub through the discharge hole.

[0022] When the mounting of the bracket on the rotor hub is completed, the at least one fluid groove may form a cooling channel between the bracket and the rotor hub.

[0023] The torque converter may include: an impeller assembly, which is fixed to the rotor hub on the transmission side and rotates with the rotor hub; a turbine, which is arranged at a position facing the impeller assembly; a locking clutch, which is provided with a locking piston to directly connect the rotor hub and the turbine; and a driven plate, which is connected to the turbine and the locking clutch to receive torque and is connected to a spline hub, which is connected to the transmission.

[0024] The impeller assembly may include an impeller housing and a plurality of impeller blades disposed on the impeller housing, and the impeller housing is bolted to the rotor hub.

[0025] The locking clutch may include: a first clutch drum formed on the inner side of the rotor hub based on the radial direction and located on the transmission side in the axial direction; at least one third friction plate coupled to the first clutch drum and moved in the axial direction by a locking piston; a second clutch drum formed on the radial outer side of the driven plate and located at a position spaced a predetermined distance from the first clutch drum toward its rotation center; and at least one fourth friction plate coupled to the second clutch drum and disposed between the third friction plate and the second clutch drum to move in the axial direction.

[0026] A leaf spring may be interposed between the hub plate portion and the locking piston.

[0027] A locking working chamber configured to operate the locking piston may be formed between the hub plate portion and the locking piston.

[0028] In the rotor hub, a rotor support portion configured to support an axial end of the rotor may be integrally formed to extend toward a radially outer side thereof on an end directed toward the transmission based on the axial direction.

[0029] The rotor may include two end portions based on the axial direction, a retainer may be interposed at each end portion, and a spacer may be interposed between the retainer and the rotor at the other end of the rotor toward the engine.

[0030] The stator may be disposed radially outside the rotor, and the stator may be fixed by a support ring in the housing.

[0031] One end of the drive shaft may be connected to the engine via a shock absorber.

[0032] The first bearing may be interposed between the housing and the drive shaft, the second bearing may be interposed between the housing and the rotor hub ridge, and the third bearing may be interposed between the inner periphery of the other end of the drive shaft and the outer peripheral surface of the hub plate portion.

[0033] A sealing member that seals between the housing and the drive shaft may be installed at a position spaced apart from the first bearing toward the engine side by a predetermined distance based on the axial direction.

[0034] The first bearing may be installed to be axially supported by a snap ring installed on an outer peripheral surface of the drive shaft.

[0035] One end of the second bearing facing the engine side based on the axial direction is supported on a first step groove, which is formed on the outer circumferential surface of the housing on the radial inner side, and the other end of the second bearing facing the transmission side based on the axial direction is supported on a second step groove, which is formed on the inner circumferential surface of the rotor hub ridge on the radial inner side.

[0036] One end of the third bearing facing the engine side based on the axial direction is supported on the third step groove, and the third step groove is formed on the inner circumferential surface of the other end of the drive shaft on the radial inside, and the other end of the third bearing facing the transmission side based on the axial direction is supported on the fourth step groove, and the fourth step groove is formed on the outer circumferential surface of the hub plate part on the radial inside.

[0037] Beneficial Effects

[0038] As described above, according to the hybrid drive module of an exemplary embodiment of the present invention, the torque of the engine and the electric motor can be selectively and smoothly transmitted to the transmission by installing the engine clutch and the torque converter via the rotor hub (the rotor is mounted on the rotor hub in the housing); and the overall outer diameter and the total axial length can be reduced by optimizing the arrangement of the engine clutch and the torque converter via the rotor hub, and by forming a cooling flow channel in the rotor hub connected to the compensation cavity of the engine clutch to cool the rotor.

[0039] Furthermore, according to the present invention, by smoothly supplying the working fluid to the rotor provided in the rotor hub and cooling the rotor, it is possible to simplify the cooling flow channel design layout and improve the durability of the rotor.

[0040] Furthermore, according to the present invention, by effectively dividing the space inside the casing using the rotor hub and by optimally arranging the engine clutch and the torque converter, it is possible to simplify the layout of the internal flow channel system and minimize the installation space in a narrow engine room.

[0041] In addition, according to the present invention, by maintaining the pressure of the clutch compensation chamber set in the engine clutch while utilizing centrifugal force to supply the remaining working fluid to the rotor, the centrifugal pressure compensation performance of the clutch compensation chamber can be improved, thereby improving the overall control performance of the engine clutch.

[0042] Furthermore, according to the present invention, the overall marketability can be improved by improving and ensuring the cooling performance of the rotor and the control performance of the engine clutch. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 A cross-sectional view in an axial direction of a hybrid driving module according to an exemplary embodiment of the present invention is shown.

[0044] Figure 2 Shows Figure 1 Magnified view of section "A".

[0045] Figure 3 Shows Figure 1 Magnified view of section “C”.

[0046] Figure 4A perspective view is shown of a rotor hub to which a carrier applied to a hybrid drive module according to an exemplary embodiment of the present invention is coupled.

[0047] Figure 5 An exploded perspective view showing a carrier and a rotor hub applied to a hybrid drive module according to an exemplary embodiment of the present invention is shown.

[0048] Figure 6 A perspective view illustrating a rotor hub applied to a hybrid drive module according to an exemplary embodiment of the present invention.

[0049] Figure 7 Shown along Figure 6 Sectional view taken along midline DD.

[0050] Figure 8 A front perspective view illustrating a bracket applied to a hybrid drive module according to an exemplary embodiment of the present invention.

[0051] Fig. 9 A rear perspective view illustrating a bracket applied to a hybrid drive module according to an exemplary embodiment of the present invention.

[0052] Fig.10 Shown along Figure 8 Sectional view taken along midline EE.

[0053] Fig.11 Schematic diagram showing the flow direction of the working fluid in the hybrid driving module according to an exemplary embodiment of the present invention. DETAILED DESCRIPTION

[0054] Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0055] The present invention is not limited to the exemplary embodiments disclosed below, and various changes can be made and implemented in various forms. The exemplary embodiments are provided only to complete the disclosure of the present invention and to enable those skilled in the art to fully understand the scope of the present invention.

[0056] Therefore, the present invention is not limited to the exemplary embodiments disclosed below, and should be construed as including all modifications, equivalents, and substitutes included in the technical spirit and scope of the present invention, and replacing or adding the configuration of any embodiment and the configuration of another exemplary embodiment for each other.

[0057] The accompanying drawings are provided only to make the exemplary embodiments disclosed in this specification easier to understand and should not be interpreted as limiting the spirit disclosed in this specification. It should be understood that the present invention includes all modifications, equivalents, and substitutes that do not depart from the scope and spirit of the present invention.

[0058] In order to clearly describe the present invention, parts or portions irrelevant to the description are omitted, and the same or similar constituent elements are denoted by the same reference numerals throughout the specification.

[0059] Since the size and thickness of each configuration shown in the drawings are arbitrarily shown for convenience of description, the present invention is not necessarily limited to the configurations shown in the drawings, and an enlarged thickness is shown in order to clearly show several parts and regions.

[0060] In the drawings, the size or thickness may be exaggerated or reduced in consideration of convenience of understanding, but the protection scope of the present invention should not be construed as being limited thereto.

[0061] The terms used herein are only used to describe specific exemplary embodiments or examples and are not intended to limit the present invention. In addition, a singular expression includes a plural expression unless the context clearly dictates otherwise.

[0062] In the specification, terms such as "include" and "consist of..." are intended to indicate the presence of features, quantities, steps, operations, components, parts, or combinations thereof described in the specification. In other words, it should be understood that terms such as "include" and "consist of..." in the specification do not exclude the possibility of adding or existing one or more other features or quantities, steps, operations, components, parts, or combinations thereof.

[0063] Terms including ordinal numbers, such as first, second, etc., may be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish one element from another.

[0064] It will be understood that when it is described that an element is “coupled” or “connected” to another element, the element may be “directly coupled” or “directly connected” to the other element but may also be “coupled” or “connected” to the other element through a third element.

[0065] Conversely, it should be understood that when it is described that an element is “directly coupled” or “directly connected” to another element, there are no elements between the element and the other element.

[0066] It will be understood that when an element is referred to as being 'on' or "under" another element, it can be directly on the other element, or intervening elements may also be present.

[0067] Unless otherwise defined, it should be understood that the terms used in the specification, including technical and scientific terms, have the same meanings as commonly understood by those skilled in the art.

[0068] It must be understood that the terms defined by dictionaries have the same meaning as in the context of the relevant art, and they should not be defined ideally or overly formally unless the context clearly indicates otherwise.

[0069] For convenience, in this specification, various directions are defined as follows.

[0070] The front-to-back direction or axial direction is a direction parallel to the axis of rotation, the front direction refers to the direction toward the power source (such as the engine), and the rear direction refers to another direction, such as the direction toward the transmission. Therefore, the front surface means the surface facing the front, and the rear surface means the surface facing the rear.

[0071] A radial or radiating direction (or "radially") refers to a direction in a plane perpendicular to the axis of rotation, along a straight line passing through the center of the axis of rotation, close to the center or away from the center. A direction radially away from the center is called a centrifugal direction, and a direction close to the center is called a centripetal direction.

[0072] The circumferential direction refers to the direction of the circumference around the axis of rotation. The outer perimeter refers to the outer circumference, and the inner perimeter refers to the inner circumference. Therefore, the outer peripheral surface is the surface facing away from the axis of rotation, while the inner peripheral surface is the surface facing the axis of rotation.

[0073] The circumferential side surface refers to a surface whose surface normal is substantially in the circumferential direction.

[0074] Furthermore, terms such as “unit,” “means,” “portion,” and “member” described in the specification refer to units of an integrated configuration having at least one function or operation.

[0075] Figure 1 2 shows a cross-sectional view of a hybrid driving module according to an exemplary embodiment of the present invention taken along an axial direction, Figure 2 Shows Figure 1 an enlarged view of portion "A" in FIG. Figure 3 Shows Figure 1 Magnified view of middle portion "C".

[0076] Figure 1 2 is a half-sectional view for explaining an exemplary embodiment of the present invention, and shows a hybrid driving module 100 according to an exemplary embodiment of the present invention.

[0077] Reference Figure 1 The hybrid driving module 100 according to an exemplary embodiment of the present invention selectively transmits torque transmitted from the engine 2 and the motor 6 to the transmission 4 , and is disposed between the engine 2 and the transmission 4 .

[0078] The motor 6 includes a rotor (R) and a stator (S) applied to a typical electric vehicle, and can perform functions of a motor and a generator at the same time.

[0079] Here, the hybrid driving module 100 according to an exemplary embodiment of the present invention may include a housing 110 , a driving shaft 120 , a rotor hub 130 , a rotor hub ridge 140 , an engine clutch 150 , and a torque converter 170 .

[0080] First, the housing 110 is provided between the engine 2 and the transmission 4 .

[0081] The drive shaft 120 is rotatably installed in the housing 110 in the radial direction, protrudes from the housing toward one end of the engine 2 based on the axial direction, and the torque of the engine 2 is input to the drive shaft 120 .

[0082] Here, one end portion of the drive shaft 120 protruding from the housing 110 toward the engine 2 in the axial direction may be connected to the engine 2 through the shock absorber 8 .

[0083] The damper 8 absorbs torsional force applied in the rotational direction of the shaft by the torque transmitted from the engine 2 , so that the torque of the engine 2 is stably transmitted to the drive shaft 120 and vibration is reduced.

[0084] In the present exemplary embodiment, the rotor hub 130 is disposed within the housing 110 , and the rotor (R) of the motor 6 is mounted on the radially outer side thereof.

[0085] A hub plate portion 132 is formed in the rotor hub 130 , integrally extends radially inward toward the drive shaft 120 , and is rotatably connected to the other end portion of the drive shaft 120 , which is directed toward the transmission 4 based on the axial direction.

[0086] Here, the stator (S) is disposed radially outside the rotor (R), and the stator (S) may be fixed inside the housing 110 via a support ring 7 .

[0087] In the present exemplary embodiment, the inner peripheral surface of the rotor hub ridge 140 may be rotatably supported by the housing 110 based on the radial direction, and the outer peripheral surface thereof may be fixed to the rotor hub 130 from the engine 2 side based on the axial direction.

[0088] Here, a rotor support portion 134 for supporting an axial end of the rotor (R) at one end toward the transmission 4 based on the axial direction may integrally extend toward the outside in the radial direction in the rotor hub 130 .

[0089] One end of the rotor (R) located on the transmission 4 side based on the axial direction may be supported by the rotor support portion 134 .

[0090] In the present exemplary embodiment, the retainer 102 is respectively inserted at both ends of the rotor (R) based on the axial direction, and the gasket 104 and the second retainer 106 can be inserted between the retainer 102 and the rotor (R) at the other end of the rotor (R) toward the engine 2.

[0091] In this case, among the retainers 102 , the retainer 102 provided in the transmission 4 may be interposed between the rotor support portion 134 and the rotor (R).

[0092] Meanwhile, after the torque converter 170 is mounted on the rotor hub 130 , the rotor (R) may be mounted on the radially outer side of the rotor hub 130 .

[0093] On the other hand, referring to Figure 2 , the first bearing B1 is interposed between the housing 110 and the driving shaft 120 .

[0094] Here, the first bearing B1 may be installed so as to be supported in the axial direction by a snap ring 122 installed on the outer peripheral surface of the driving shaft 120 .

[0095] Therefore, it is possible to prevent the first bearing B1 from being separated by the snap ring 122 between the housing 110 and the drive shaft 120 .

[0096] In addition, at a position spaced apart from the first bearing B1 toward the engine 2 side by a predetermined distance based on the axial direction, a sealing member 124 for sealing between the housing 110 and the drive shaft 120 may be installed.

[0097] The sealing member 124 may prevent the internal working fluid from leaking to the outside between the housing 110 and the driving shaft 120 .

[0098] In the present exemplary embodiment, the second bearing B2 is interposed between the housing 110 and the rotor hub ridge 140 .

[0099] Here, one end portion of the second bearing B2 facing the engine side based on the axial direction is supported in a first stepped groove 112 formed on the outer peripheral surface of the housing 110 at the radially inner side of the second bearing B2 .

[0100] The other end portion of the second bearing B2 toward the transmission 2 side based on the axial direction may be supported in a second stepped groove 142 formed on the inner circumferential surface of the rotor hub ridge 140 at the radially inner side of the second bearing B2 .

[0101] Therefore, the second bearing B2 is prevented from being separated in the axial direction by the first and second step grooves 112 and 142 between the housing 110 and the rotor hub ridge 140 , and the second bearing B2 can stably and rotatably support the rotor hub ridge 140 relative to the housing 110 .

[0102] Furthermore, a third bearing B3 is interposed between the inner peripheral surface of the other end of the drive shaft 120 and the outer peripheral surface of the hub plate portion 132 .

[0103] Here, one end of the third bearing B3 facing the engine 2 based on the axial direction may be supported in a third stepped groove 126 formed on the inner circumferential surface of the other end of the drive shaft 120 at the radially inner side.

[0104] Furthermore, the other end of the third bearing B3 facing the transmission 2 based on the axial direction may be supported in a fourth stepped groove 138 formed on the outer peripheral surface of the hub plate portion 132 on the radially inner side.

[0105] Therefore, through the third and fourth step grooves 126 and 138, the third bearing B3 can be prevented from separating in the axial direction between the inner circumferential surface of the other end of the drive shaft 120 and the outer circumferential surface of the hub plate portion 132, and the third bearing B3 can stably support the rotation of the drive shaft 120 and the rotor hub 130.

[0106] In this exemplary embodiment, Figure 1 and Figure 3 As shown, the engine clutch 150 is disposed on the engine 2 side in the axial direction within the housing 110 , and the hub plate portion 132 is located between the engine clutch 150 and the engine 2 .

[0107] like Figure 1 and Figure 3 As shown, the engine clutch 150 may directly connect the drive shaft 120 and the rotor hub 130 to selectively transmit the torque of the engine 2 to the rotor hub 130 .

[0108] Here, the engine clutch 150 may include a clutch piston 151 , a driving plate 152 , a first friction plate 153 , a bracket 154 , and a second friction plate 155 .

[0109] First, based on the radial direction, the outer circumferential surface and the inner circumferential surface of the clutch piston 151 are slidably and movably mounted to the rotor hub ridge 140 in the axial direction.

[0110] An inner peripheral end of the drive plate 152 is fixed to an outer peripheral surface of the other end of the drive shaft 120 in the radial direction.

[0111] The first friction plate 153 is configured in plural, and an inner circumferential surface thereof is coupled to an outer circumferential surface of the driving plate 152 .

[0112] Here, the outer circumferential surface of the driving plate 152 may be provided with an assembly groove into which the first friction plate 153 may be assembled. The inner circumferential surface of the first friction plate 153 is provided with assembly protrusions in the circumferential direction. These assembly protrusions may be inserted into the assembly groove to move in the axial direction.

[0113] In other words, the side of the assembly groove of the drive plate 152 pointing to the engine 2 in the axial direction may be provided with an opening, and the assembly groove of the drive plate 152 may be penetrated in the radial direction based on its axis. Therefore, the first friction plate 153 may be moved in the axial direction by the clutch piston 151.

[0114] In the present exemplary embodiment, the bracket 154 may be fixed to the hub plate portion 132 on the engine 2 side based on the axial direction.

[0115] In addition, the second friction plate 155 is configured in plural and coupled to the bracket 154 .

[0116] Here, another fitting groove in which the second friction plate 19 may be fitted is provided on the inner circumferential surface of the bracket 154. Therefore, the second friction plate 154 may be coupled to the bracket 154 and may be provided between the first friction plate 153 and the bracket 154 to move in the axial direction.

[0117] At the same time, in an exemplary embodiment of the present invention, another assembly groove penetrated similar to the drive plate 152 may also be provided on the inner circumferential surface of the bracket 154, and another assembly protrusion may be provided on the outer circumferential surface of the second friction plate 155 along the axial direction.

[0118] Here, a clutch working chamber 156 for operating the clutch piston 151 by the pressure of the supplied working fluid may be formed between the rotor hub ridge 140 and the clutch piston 151 .

[0119] In other words, when the working fluid is supplied to the clutch working chamber 156 in the housing 110 to form a predetermined pressure, the clutch piston 151 moves in the axial direction toward the first and second friction plates 153 and 155 while frictionally contacting the first and second friction plates 153 and 155, so that the torque of the engine 2 transmitted to the drive shaft 120 can be transmitted to the torque converter 170 through the rotor hub 130.

[0120] In addition, a clutch compensation chamber 157 for compensating for overpressure may be formed between the clutch piston 151 and the drive plate 152 at an opposite side of the clutch working chamber 156 .

[0121] The clutch compensation chamber 157 can compensate for the overpressure in the clutch pressure chamber 156 to maintain appropriate oil pressure, and can cool the first and second friction plates 153 and 155.

[0122] Here, in the housing 110 , an operating pressure supply passage 114 and a compensating pressure supply passage 116 for supplying an operating pressure and a compensating pressure to the engine clutch 150 may be formed through the interior thereof, respectively.

[0123] The working pressure supply passage 114 may supply working fluid to the clutch working chamber 156 , and the compensation pressure supply passage 116 may supply working fluid to the clutch compensation chamber 157 .

[0124] Therefore, the clutch pressure chamber 156 and the clutch compensation chamber 157 can be pressurized with the working fluid supplied through the working pressure and compensation pressure supply passages 114 and 116, respectively.

[0125] Furthermore, the torque converter 170 is provided on the transmission 2 side in the axial direction, and the hub plate portion 132 is interposed between the torque converter 170 and the transmission 2 to be connected to the rotor hub 130 .

[0126] When the vehicle is initially driven, the torque converter 170 can multiply the torque of the engine 2, the torque of the motor 6, or the torque of the engine 2 and the motor 6 to transmit it to the transmission 4; and when the vehicle is driven at a predetermined speed or higher, the torque converter 170 can transmit the torque of the engine 2, the torque of the motor 6, or the torque of the engine 2 and the motor 6 to the transmission 4 at a ratio of 1:1.

[0127] Here, the torque converter 170 may include an impeller assembly 172 , a turbine 173 , a reactor 174 , a lock-up clutch 175 , and a driven plate 177 .

[0128] First, the impeller assembly 172 is fixed to the rotor hub 130 on the transmission 4 side and can rotate together with the rotor hub 130 .

[0129] Here, the impeller assembly 172 may include an impeller housing 172 a and a plurality of impeller blades 172 b mounted on the impeller housing 172 a , and a radially outer end of the impeller housing 172 a is fixed to a rotor support portion 134 formed in the rotor hub 130 by bolt fastening.

[0130] The turbine 173 is provided at a position facing the impeller assembly 172. The reactor 174 may be located between the impeller assembly 172 and the turbine 173 to change the flow of the working fluid exhausted from the turbine 173 to transfer it to the impeller assembly 172 side.

[0131] In the present exemplary embodiment, the lock-up clutch 175 may include a lock-up piston 176 to directly connect the rotor hub 130 and the turbine 173 .

[0132] In addition, the driven plate 177 is connected to the turbine 173 and the lock-up clutch 175 to receive torque, and is connected to a spline hub 178 connected to the transmission 4 .

[0133] Here, the lock-up clutch 175 may include a first clutch drum 179 , a third friction plate 181 , a second clutch drum 182 , and a fourth friction plate 183 .

[0134] First, the first clutch drum 179 is formed inside the rotor hub 130 based on the radial direction, and is located on the transmission 4 side in the axial direction.

[0135] The third friction plate 181 is arranged in plural, and an outer peripheral surface thereof is coupled to the inner peripheral surface of the first clutch drum 179 .

[0136] Here, a fitting groove in which the third friction plate 181 can be fitted can be provided on the inner circumferential surface of the first clutch drum 179. The outer circumferential surface of the third friction plate 181 is provided with fitting protrusions in the circumferential direction. These fitting protrusions can be inserted into the fitting groove to move in the axial direction.

[0137] In other words, the side of the assembly groove of the first clutch drum 179 pointing to the engine 2 in the axial direction may be provided with an opening, and the assembly groove of the first clutch drum 179 may be penetrated in the radial direction based on its axis. Therefore, the third friction plate 181 can be selectively moved in the axial direction by the locking piston 176.

[0138] In the present exemplary embodiment, the second clutch drum 182 may be formed on the radially outer side of the driven plate 177 at a position spaced apart from the first clutch drum 179 toward the rotation center by a predetermined interval.

[0139] Furthermore, the fourth friction plate 183 is arranged in plural, and an inner peripheral surface thereof is coupled to the outer peripheral surface of the second clutch drum 182 .

[0140] Here, another fitting groove in which the fourth friction plate 183 can be fitted is provided on the outer circumferential surface of the second clutch drum 182. Therefore, the fourth friction plate 183 can be coupled to the bracket 154 and can be provided between the third friction plate 181 and the second clutch drum 182 to move in the axial direction.

[0141] At the same time, in an exemplary embodiment of the present invention, another assembly groove penetrated similar to the first clutch drum 179 may also be arranged on the outer peripheral surface of the second clutch drum 182, and another assembly protrusion may be arranged on the outer peripheral surface side of the fourth friction plate 183 in the axial direction.

[0142] Here, the leaf spring 184 may be interposed between the hub plate portion 132 and the locking piston 176 .

[0143] A plurality of leaf springs 184 may be provided to be spaced apart from each other at equal intervals along the circumferential direction between the hub plate portion 132 and the locking piston 176. One end of the leaf spring 184 may be riveted to the hub plate portion 132 to be fixed, and the other end thereof may be riveted to the locking piston 176 to be fixed.

[0144] The leaf spring 184 is bent at a set angle, and when the lockup piston 176 moves in the axial direction from the hub plate portion 132 during operation of the lockup clutch 175 , the leaf spring 184 may be maintained in a bent state by the lockup piston 176 .

[0145] In this state, when the operation of the lock-up clutch 175 is released, the leaf spring 184 provides elastic force to the lock-up piston 176 and simultaneously restores to its original shape, thereby quickly returning the lock-up piston 176 to its original position.

[0146] In addition, a lock working chamber 185 for operating the lock piston 176 may be formed between the hub plate portion 132 and the lock piston 176 .

[0147] In other words, when the working fluid is supplied to the locking working chamber 185 in the housing 110 and a predetermined pressure is formed, the locking piston 176 frictionally contacts the third and fourth friction plates 181 and 183, and at the same time moves in the axial direction toward the third and fourth friction plates 181 and 183, thereby transmitting the torque of the engine 2 transmitted to the rotor hub 130 from the engine 2, the motor 6, or the engine 2 and the motor 6 to the transmission 4 through the driven plate 177 and the spline hub 178 connected to the turbine 2.

[0148] In this case, the leaf spring 178 can be maintained in a bent shape from its original shape, and when the operation of the locking clutch 176 is released, the leaf spring 178 provides an elastic restoring force to the locking piston 176 and simultaneously returns to its original shape, thereby returning the locking piston 176 to its original position more quickly.

[0149] In the hybrid drive module 100 according to the exemplary embodiment of the present invention configured as described above, at least one fluid groove 135 may be formed for supplying working fluid to the rotor (R) and cooling the rotor between the rotor hub 130 and the engine clutch 150 .

[0150] like Figures 3 to 7 As shown, the fluid groove 135 may be formed in one surface of the hub plate portion 132 facing the engine clutch 150 based on the axial direction.

[0151] In this exemplary embodiment, Figures 5 to 7As shown, the fluid groove 135 may be formed at a position spaced apart from the rotation center of the hub plate portion 132 toward the radial outside by a predetermined distance to the inner peripheral surface of the rotor hub located on the outside based on the radial direction.

[0152] The fluid grooves 135 may be formed to be spaced apart from each other at a set angle along the circumferential direction of the hub plate portion 132 , and in the present exemplary embodiment, two fluid grooves 135 may be formed to be spaced apart from each other at an angle of 180°.

[0153] Here, when the bracket 154 is mounted to the rotor hub 130, the fluid groove 135 may form a cooling channel between a surface of the bracket 154 facing the fluid groove 135 and the rotor hub 130 (see FIG. Figure 3 ).

[0154] The cooling passage is in communication with the clutch compensation chamber 157 , and the working fluid introduced into the clutch compensation chamber 157 may be introduced into the cooling passage.

[0155] Meanwhile, the discharge hole 137 may be formed in the rotor hub 130 through the inner and outer circumferential surfaces of the rotor hub 130 at a position corresponding to the fluid groove 135 .

[0156] The discharge hole 137 may discharge the working fluid supplied to the cooling channel formed between the hub plate portion 132 and the bracket 154 to the inner circumferential surface of the rotor (R) through the fluid groove 135 .

[0157] In addition, a flow path surface 139 having a predetermined area may be formed on the outer circumferential surface of the rotor hub 130 on which the rotor is mounted, at a position corresponding to the discharge hole 137 .

[0158] The flow path surface 139 may be formed by a flattening process so that the outer peripheral surface of the rotor hub 130 formed with a set curvature is flattened in parallel in the axial direction when the discharge hole 137 is located.

[0159] The flow path surface 139 formed as described above may form a predetermined gap through which the working fluid flows between the inner peripheral surface of the rotor (R) mounted on the rotor hub 130 and the flow path surface 139 .

[0160] In other words, the gap formed between the flow path surface 139 and the inner peripheral surface of the rotor (R) remains filled with the working fluid discharged from the discharge hole 137, so that the rotor (R) can be cooled more smoothly when the rotor (R) rotates.

[0161] In the present exemplary embodiment, the flow path surface 139 is described as an exemplary embodiment in which the outer peripheral surface of the rotor hub 130 is formed parallel to the axial direction through a flattening process, but the present invention is not limited thereto.

[0162] In other words, the flow path surface 139 is concavely rounded from the outer peripheral surface of the rotor hub 130 toward the inner peripheral surface thereof so that a predetermined gap is formed between the outer peripheral surface of the rotor hub 130 and the rotor (R), or the flow path surface 139 can be formed to have a curvature radius smaller than the curvature radius of the outer peripheral surface of the rotor hub 130.

[0163] On the other hand, on the outer peripheral surface of the bracket 154, as shown in FIG. Figures 8 to 10 As shown, the cooling groove 154 a may be formed at a position corresponding to the discharge hole 137 .

[0164] The cooling groove 154 a may form a flow space in which the working fluid flows between the inner circumferential surface of the rotor hub 130 and the cooling groove 154 a , so that the working fluid is discharged from the radial inside toward the outer circumferential surface of the rotor hub 130 through the discharge hole 137 .

[0165] In other words, when the bracket 154 is mounted on the rotor hub 130 , the fluid groove 135 forms a cooling channel, and the working fluid flows through the cooling channel from the clutch compensation cavity 157 between the bracket 154 and the fluid groove 135 .

[0166] The cooling groove 154a communicates with the cooling channel between the inner circumferential surface of the rotor hub 130 and the outer circumferential surface of the bracket 154 to form a flow space for the working fluid to flow, and the working fluid flowing into the cooling channel and the flow space is discharged to the discharge hole 137 by centrifugal force.

[0167] The working fluid discharged through the discharge hole 137 flows into a gap formed between the inner peripheral surface of the rotor (R) and the flow path surface 139, thereby smoothly cooling the rotor (R).

[0168] Refer to the attached Fig.11 The flow path of the working fluid is described in detail.

[0169] Fig.11 Schematic diagram showing the flow direction of the working fluid in the hybrid driving module according to an exemplary embodiment of the present invention.

[0170] Reference Fig.11 In the hybrid driving module 100 configured as described above, the working fluid flowing into the working pressure supply channel 114 may form a working pressure in the clutch working chamber 156 to selectively operate the clutch piston 151 .

[0171] In other words, the working fluid flowing into the working pressure supply passage 114 flows into the clutch working chamber 156 through the through-hole formed in the rotor hub ridge 140 to communicate with the clutch working chamber 156 .

[0172] In addition, the working fluid flowing into the compensation pressure supply passage 116 flows into the clutch compensation chamber 157 to form the compensation pressure, and at the same time, the working fluid can smoothly cool the first and second friction clutches 153 and 155 .

[0173] Here, the working fluid flowing into the clutch compensation chamber 157 passes between the drive plate 152 and the first friction plate 153 to flow between the drive plate 152 and the bracket 154, and the working fluid flows along the cooling channel formed by the fluid groove 135 between the bracket 154 and the hub plate portion 130, toward the radial outside, toward the rotor (R).

[0174] Then, the working fluid flows into a flow space formed through the cooling groove 154a between the outer circumferential surface of the bracket 154 and the inner circumferential surface of the rotor hub 130, and then, is discharged to the discharge hole 137 through the rotor (R) under the action of centrifugal force.

[0175] The working fluid discharged through the discharge hole 137 flows into a gap formed between the inner peripheral surface of the rotor (R) and the flow path surface 139, thereby smoothly cooling the rotor (R).

[0176] Therefore, when the hybrid drive module 100 according to an exemplary embodiment of the present invention configured as described above is applied, by installing the engine clutch 150 and the torque converter 170 via the rotor hub 130 (the rotor R is installed on the rotor hub 130 in the housing 110), the torque of the engine 2 and the motor 6 can be selectively and smoothly transmitted to the transmission 2. At the same time, by optimizing the arrangement of the engine clutch 150 and the torque converter 170, and by forming a clutch compensation cavity 157 in the rotor hub 130 that is connected to the engine clutch 150 and a cooling flow channel that cools the rotor (R), the overall outer diameter and the axial length can be reduced.

[0177] Furthermore, according to the present invention, by smoothly supplying the working fluid to the rotor (R) mounted on the rotor hub 130 to cool the rotor (R), the layout of the cooling flow channel design can be simplified and the durability of the rotor (R) can be improved.

[0178] Furthermore, according to the present invention, by effectively dividing the internal space of the housing 110 using the rotor hub 130 and by optimally arranging the engine clutch 150 and the torque converter 170, the layout of the internal flow system can be simplified and the installation space in the narrow engine room can be minimized.

[0179] In addition, according to the present invention, by supplying the remaining working fluid to the rotor (R) through centrifugal force while maintaining the pressure of the clutch compensation chamber 157 set in the engine clutch 150, the centrifugal pressure compensation performance of the clutch compensation chamber 157 can be improved, thereby improving the overall control performance of the engine clutch 150.

[0180] Furthermore, according to the present invention, by improving and ensuring the cooling performance of the rotor (R) and the control performance of the engine clutch 150 , the overall marketability of the hybrid drive module 100 may be improved.

[0181] While the invention has been described in conjunction with what are presently considered to be practical embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but rather is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.

[0182] Furthermore, even if the effect of the configuration of the present invention is not explicitly described when describing the exemplary embodiments of the present invention, it should be noted that the effect that can be predicted by the configuration should be recognized.

Claims

1. A hybrid drive module that selectively transmits torque from an engine and an electric motor to a transmission, comprising: A housing, disposed between the engine and the transmission; a drive shaft rotatably mounted in the housing in a radial direction, one end of the drive shaft toward the engine based on an axial direction protruding from the housing, and into which torque of the engine is input; a rotor hub disposed in the housing, a rotor of the motor being mounted on a radially outer side of the rotor hub, and a hub plate portion being formed on a radially inner side of the rotor hub, the hub plate portion integrally extending toward the drive shaft and rotatably connected to the other end portion of the drive shaft, the other end portion facing the transmission based on the axial direction; a rotor hub ridge whose inner peripheral surface is rotatably supported by the housing based on the radial direction and whose outer peripheral surface is fixed to the rotor hub based on the axial direction on the engine side; an engine clutch disposed on the engine side in the axial direction, the hub plate portion being interposed between the engine clutch and the engine, and the engine clutch being configured to directly connect the drive shaft and the rotor hub to selectively transmit torque of the engine to the rotor hub; and a torque converter disposed on the transmission side in the axial direction, the hub plate portion being interposed between the torque converter and the transmission to be connected to the rotor hub, and the torque converter being configured to: when the vehicle is initially driven, multiply the torque of the engine, multiply the torque of the motor, or multiply the torque of the engine and the motor, or transmit it to the transmission at a ratio of 1:1, At least one fluid groove for supplying working fluid to the rotor to cool the rotor is formed between the rotor hub and the engine clutch on a surface of the hub plate portion facing the engine clutch based on the axial direction.

2. The hybrid drive module according to claim 1, wherein: The engine clutch comprises: a clutch piston, whose outer peripheral surface and inner peripheral surface are slidably mounted on the rotor hub ridge in the axial direction based on the radial direction; a drive plate having an inner peripheral end fixed to an outer peripheral surface of the other end portion of the drive shaft based on the radial direction; at least one first friction plate coupled to the drive plate and configured to be moved in the axial direction by the clutch piston; A bracket fixed to the hub plate portion on the engine side based on the axial direction; and At least one second friction plate is coupled to the carrier and is disposed between the first friction plate and the carrier to move in the axial direction.

3. The hybrid drive module according to claim 2, wherein: A clutch working chamber configured to operate the clutch piston is formed between the rotor hub ridge and the clutch piston.

4. The hybrid drive module according to claim 3, wherein: A clutch compensation chamber configured to compensate for overpressure is formed between the clutch piston and the drive plate at an opposite side of the clutch working chamber.

5. The hybrid drive module according to claim 2, wherein: The at least one fluid groove is formed from a position spaced a predetermined interval from the rotation center of the hub plate portion to an inner peripheral surface of the rotor hub located outside based on the radial direction, and is formed along the circumferential direction of the hub plate portion to be spaced a predetermined angle from each other.

6. The hybrid drive module according to claim 2, wherein: A discharge hole is formed in the rotor hub at a position corresponding to the fluid groove, through the inner and outer peripheral surfaces of the rotor hub.

7. The hybrid drive module according to claim 6, wherein: A flow path surface having a predetermined area is formed on the outer peripheral surface of the rotor hub at a position corresponding to the discharge hole.

8. The hybrid drive module according to claim 7, wherein: The flow path surface forms a predetermined gap through which the working fluid flows between the inner peripheral surface of the rotor and the flow path surface.

9. The hybrid drive module according to claim 6, wherein: A cooling groove is formed on an outer peripheral surface of the bracket at a position corresponding to the discharge hole.

10. The hybrid drive module according to claim 9, wherein: The cooling groove forms a flow space in which the working fluid flows between the inner peripheral surface of the rotor hub and the cooling groove, so that the working fluid is discharged from the radial inside toward the outer peripheral surface of the rotor hub through the discharge hole.

11. The hybrid drive module according to claim 2, wherein: When the mounting of the bracket on the rotor hub is completed, the at least one fluid groove forms a cooling channel between the bracket and the rotor hub.

12. The hybrid drive module according to claim 1, wherein: The torque converter comprises: an impeller assembly fixed to the rotor hub on the transmission side and rotating with the rotor hub; A turbine, arranged at a position facing the impeller assembly; a locking clutch provided with a locking piston to directly connect the rotor hub and the turbine; and A driven plate is connected to the turbine and the lock-up clutch to receive torque and is connected to a spline hub connected to the transmission.

13. The hybrid drive module according to claim 12, wherein: The impeller assembly includes an impeller housing and a plurality of impeller blades disposed on the impeller housing, and the impeller housing is bolted to the rotor hub.

14. The hybrid drive module according to claim 12, wherein: The locking clutch comprises: a first clutch drum portion formed on the inner side of the rotor hub based on the radial direction and located on the transmission side in the axial direction; at least one third friction plate coupled to the first clutch drum and moved in the axial direction by the lockup piston; a second clutch drum formed radially outwardly of the driven plate at a position spaced a predetermined distance from the first clutch drum toward a rotation center thereof; and At least one fourth friction plate is coupled to the second clutch drum and is disposed between the third friction plate and the second clutch drum to move in the axial direction.

15. The hybrid drive module according to claim 13, wherein: A leaf spring is interposed between the hub plate portion and the locking piston.

16. The hybrid drive module according to claim 13, wherein: A lock working chamber configured to operate the lock piston is formed between the hub plate portion and the lock piston.

17. The hybrid drive module according to claim 1, wherein: In the rotor hub, a rotor support portion configured to support an axial end of the rotor is integrally formed to extend toward a radially outer side thereof on one end directed toward the transmission based on the axial direction.

18. The hybrid drive module according to claim 1, wherein: The rotor includes two end portions based on the axial direction, a retainer is interposed at each of the end portions, and a spacer is interposed between the retainer and the rotor at the other end of the rotor toward the engine.

19. The hybrid drive module according to claim 1, wherein: The stator is arranged radially outside the rotor, and The stator is fixed by a support ring in the housing.

20. The hybrid drive module according to claim 1, wherein: One end of the drive shaft is connected to the engine via a shock absorber.

21. The hybrid drive module according to claim 1, wherein: A first bearing is interposed between the housing and the drive shaft, A second bearing is interposed between the housing and the rotor hub spine, and A third bearing is interposed between an inner periphery of the other end of the drive shaft and an outer peripheral surface of the hub plate portion.

22. The hybrid drive module according to claim 21, wherein: A sealing member configured to seal between the housing and the drive shaft is installed at a position spaced apart from the first bearing toward the engine side by a predetermined distance based on the axial direction.

23. The hybrid drive module according to claim 21, wherein: The first bearing is installed to be supported in the axial direction by a snap ring installed on an outer peripheral surface of the drive shaft.

24. The hybrid drive module according to claim 21, wherein: One end of the second bearing facing the engine side based on the axial direction is supported on a first stepped groove formed on the outer peripheral surface of the housing at the radial inner side, and The other end of the second bearing toward the transmission side based on the axial direction is supported on a second stepped groove formed on the inner peripheral surface of the rotor hub ridge on the radially inner side.

25. The hybrid drive module of claim 21, wherein: One end of the third bearing facing the engine side based on the axial direction is supported on a third stepped groove formed on the inner peripheral surface of the other end of the drive shaft on the radially inner side, and The other end of the third bearing, which faces the transmission side based on the axial direction, is supported on a fourth stepped groove formed on the outer peripheral surface of the hub plate portion on the radially inner side.

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