Engine coupling device

Abstract

Motor coupling device for connecting a drive train (3) of a hybrid vehicle to an engine (1) and transmitting a torque of the engine (1) to the drive train (3), wherein the motor coupling device comprises: a coupling plate (10) which is connected to a rotating shaft of the motor (1) and engages with a connecting plate (5) of the drive train (3); a first recoil compensation device (30), which is arranged on a surface of the coupling plate (10), engages in the connecting plate (5) and compensates for recoil when a motor reverse torque is generated; and a second recoil compensation device (60), which is arranged on an opposite surface of the coupling plate (10), engages in the connecting plate (5) and compensates for recoil when a motor forward torque is applied, the first recoil compensation device (30) comprises: a first plate (31) which is arranged on one surface of the coupling plate (10) at a predetermined angle of rotation, wherein a section of the first plate (31) comes into contact with the connecting plate (5); and at least one first spring (33) having an end that is supported on the coupling plate (10) between the coupling plate (10) and the first plate (31) and having an opposite end that is supported on the first plate (31), the second recoil compensation device (60) comprises: a second plate (61) which is arranged on an opposite surface of the coupling plate (10) at a predetermined angle of rotation, wherein a section of the second plate (61) comes into contact with the connecting plate (5); and at least a second spring (63) which has one end that is supported on the coupling plate (10) between the coupling plate (10) and the second plate, and has an opposite end that is supported on the second plate (61), wherein second fastening grooves (51) are formed for fastening the at least one second spring (63) to the opposite surface of the coupling plate (10) or to a surface of the second plate (61) opposite the opposite surface of the coupling plate (10).

Description

BACKGROUND OF THE REVELATION(a) Technical field

[0001] The present disclosure relates in general to an environmentally friendly vehicle and in particular to an engine coupling device which connects a drivetrain of a hybrid vehicle to an engine and transmits a torque of the engine to the drivetrain. (b) Description of the associated technology

[0002] In general, environmentally friendly vehicles, such as hybrid vehicles or other electric vehicles, can generate torque through an electric motor (hereinafter referred to as the "drive motor") to obtain rotational force based on electrical energy. For example, the hybrid vehicle operates in an electric vehicle (EV) mode, which is a purely electric mode that uses only the energy of one drive motor, or in a hybrid electric vehicle (HEV) mode, which uses the torque of both a motor and the drive motor as energy. Furthermore, an electric vehicle can move solely by using the torque of the drive motor as an energy source.

[0003] The drive motor can be connected to the vehicle's drivetrain, for example, a dual-clutch transmission (DCT). The drive motor is connected to the drivetrain via a clutch, which engages with the drive motor and a clutch plate of the drivetrain through the meshing of teeth or a tooth profile, allowing torque from the drive motor to be transmitted to the drivetrain.

[0004] In conventional systems, however, if the rotational acceleration of the drive motor changes (e.g., after regenerative braking) while torque from the drive motor is being transmitted to the drivetrain via a clutch, non-linear behavior can occur due to a difference in inertia between the drive motor and the drivetrain. A change in the direction of the drive torque can result in a jolt, loud noise, or vibrations.

[0005] To solve these problems, conventional systems employ a control mechanism to reduce the rate of torque change around recoil generation or the use of an additional damping element. However, such systems rely on recoil resulting from the proper mechanical design of a component that essentially connects the drive motor to the drivetrain via something like a clutch.

[0006] From WO 2007 / 000151 A2, DE 11 2011 105 537 T5, DE 10 2010 048 831 A1, US 3359 819 A, and US 7735 927 B2, a motor coupling device for connecting a drivetrain of a hybrid vehicle to an engine and transmitting torque from the engine to the drivetrain is known, wherein the motor coupling device comprises: a coupling plate which is connected to a rotating shaft of the engine and engages with a connecting plate of the drivetrain; and a first recoil compensation device which is arranged on a surface of the coupling plate and engages with the connecting plate and compensates for recoil when a reverse engine torque is generated.

[0007] DE 10 2011 010 204 A1 discloses a drive train for a motor vehicle comprising an internal combustion engine and an electric machine that can be operated as an electric motor and / or generator. The electric machine has a rotor, which is rotatably mounted by means of a bearing serving as the first bearing point of the rotor, and a rotor shaft which has a connecting unit serving as the second bearing point of the rotor. The rotor shaft is non-rotatably connected to a drive shaft via the connecting unit, wherein the bearing is designed as a fixed bearing and the connecting unit as a floating bearing. A preloading device is provided, directly or indirectly adjacent to the connecting unit, by means of which a preload can be applied between the two bearing points of the rotor.

[0008] US Patent 2015 / 0038277A1 provides a motor drive assembly for a vehicle, comprising an electric motor. The rotor of the electric motor includes a spindle rotatably supported by a first bearing located on a first side of the spindle near a speed reducer, and a second bearing located on a second side of the spindle opposite the first side and away from the speed reducer. The spindle includes a tubular, hollow rotor core mounting section with an inner diameter larger than the diameter of a cylindrical surface on which the first bearing is mounted.

[0009] DE 10 2011 102 756 A1 describes a spur gear, particularly for a motor vehicle transmission, with helical teeth, a main gear, and a tensioning gear coupled to the main gear, each forming part of the gear teeth. During engagement with a corresponding second spur gear, the tensioning gear is designed to minimize backlash. The gear also includes a spring that exerts a spring force on the tensioning gear to minimize backlash. The spring is designed to push the tensioning gear away from the main gear in a linear motion to minimize backlash.

[0010] The JP H11-153 211 A further demonstrates that, in order to provide good ride comfort in an elevator where vibrations due to backlash are reduced, a spring element must be provided that holds both tooth faces of a tooth in a position separated from a mating tooth face when no load is applied. Thus, even when the lifting device is rotated forwards or backwards, the gear is prevented from vibrating freely within a backlash gap, and vibrations are reduced.

[0011] The above information disclosed in this background section is provided solely for a better understanding of the background of the disclosure and may therefore contain information that is not part of the related technology already known to a person skilled in the art in this country. OVERVIEW OF THE REVELATION

[0012] The purpose of the present disclosure is to provide a motor coupling device which has advantages due to its simple design with regard to connecting a drive train of a hybrid vehicle to a drive motor and compensating for a recoil generated due to a change in the direction of a drive torque.

[0013] The problem is solved by a motor coupling device with the features of claim 1. Advantageous further developments are found in the dependent claims.

[0014] Embodiments of the present disclosure provide an engine coupling device for connecting a drivetrain of a hybrid vehicle to an engine and transmitting torque from the engine to the drivetrain, comprising: a coupling plate connected to a rotating shaft of the engine and engaging with a connecting plate of the drivetrain; a first recoil compensation device arranged on a surface of the coupling plate, engaging with the connecting plate, and compensating for recoil when engine reverse torque is generated; and a second recoil compensation device arranged on an opposite surface of the coupling plate, engaging with the connecting plate, and compensating for recoil when engine forward torque is applied.The first recoil compensation device comprises a first plate arranged on one surface of the coupling plate at a predetermined angle of rotation, wherein a section of the first plate comes into contact with the coupling plate, and at least one first spring having one end supported on the coupling plate between the coupling plate and the first plate, and an opposite end supported on the first plate. The second recoil compensation device comprises a second plate arranged on an opposite surface of the coupling plate at a predetermined angle of rotation, wherein a section of the second plate comes into contact with the coupling plate, and at least one second spring having one end supported on the coupling plate between the coupling plate and the second plate, and an opposite end supported on the second plate.Second fastening grooves are provided for attaching at least one second spring to the opposite surface of the coupling plate or to a surface of the second plate opposite the opposite surface of the coupling plate.

[0015] First fastening grooves, which are designed for fastening the at least one first spring, can be formed on one surface of the coupling plate or on a surface of the first plate opposite one surface of the coupling plate.

[0016] At least an initial contact protrusion can come into contact with the connecting plate, which may be formed in the first plate.

[0017] The coupling plate can have coupling teeth which engage with the connecting teeth of the connecting plate, wherein the coupling teeth can come into contact with one side of the connecting teeth when a motor forward torque is applied, and are engaged with the connecting teeth while forming a predetermined gap or distance between the coupling teeth and another side of the connecting teeth, and wherein the at least one first contact projection comes into contact with the other side of the connecting teeth.

[0018] The first plate can be rotated in one direction by a predetermined angle of rotation when a reverse torque is generated during a motor forward torque drive, and the at least one first spring can be compressed between the coupling plate and the first plate by the first plate and provide an elastic force to the connecting plate.

[0019] The coupling teeth can come into contact with another side of the connecting teeth and engage with the connecting teeth while a predetermined distance or gap is formed between the coupling teeth and one side of the connecting teeth, and wherein the at least one first contact projection can come into contact with the other side of the connecting teeth.

[0020] At least one second contact protrusion, which can come into contact with the connecting plate, can be formed in the second plate.

[0021] The second plate can be rotated in a different direction by a predetermined angle of rotation when a forward torque is applied during a motor reverse torque drive, and the at least one second spring can be compressed between the coupling plate and the first plate by the second plate and provide an elastic force to the connecting plate.

[0022] The coupling plate can have coupling teeth which engage with the connecting teeth of the connecting plate, wherein the coupling teeth can come into contact with one side of the connecting teeth and are engaged with the connecting teeth while forming a predetermined gap or distance between the coupling teeth and another side of the connecting teeth, and wherein the at least one second contact projection can come into contact with one side of the connecting teeth.

[0023] The engine coupling device can connect a dual-clutch transmission as a drivetrain to the engine and transfer torque from the engine to the dual-clutch transmission.

[0024] Accordingly, the embodiments of the present disclosure can compensate for a shock or loud noises and vibrations due to a motor bi-directional (+) (-) recoil and smoothly transmit a force between the motor and the drive train by compensating the bi-directional (+) (-) recoil of a motor by means of a first and second recoil compensation device, which have a simple design. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The following detailed description shows and describes only certain embodiments of the present disclosure, solely by means of illustration. Fig. Figure 1 is a block diagram which represents an example of a motor coupling device according to embodiments of the present disclosure; Fig. 2A and Fig. Figure 2B represents a perspective front view and a perspective rear view of the motor coupling device according to embodiments of the present disclosure; Fig. 3A and Fig. Figure 3B represents a perspective front view and a perspective rear view of the motor coupling device according to embodiments of the present disclosure; Fig. Figure 4 shows a view of a first recoil compensation device of the motor coupling device according to embodiments of the present disclosure; Fig. Figure 5 shows a view of a second recoil compensation device of the motor coupling device according to embodiments of the present disclosure; Fig. Figure 6 presents a view illustrating the operation of the first recoil compensation device of the motor coupling device according to embodiments of the present disclosure; Fig. Figure 7 presents a view illustrating the operation of the second recoil compensation device of the motor coupling device according to embodiments of the present disclosure; and Fig. Figure 8 presents a diagram illustrating operational effects of the motor coupling according to embodiments of the present disclosure. DETAILED DESCRIPTION OF THE EXECUTION FORMS

[0026] The present disclosure is described in more detail below with reference to the accompanying drawings, which show embodiments of the disclosure. As will be recognized by those skilled in the art, the described embodiments can be modified in various ways without departing from the spirit or scope of the present disclosure.

[0027] Parts not relevant to the description have been omitted to make the present disclosure clearer, and identical reference numerals denote identical components throughout the description. Furthermore, the size and thickness of each feature as depicted in the drawings have been arbitrarily chosen for better understanding and easier description, so that the present disclosure is not limited to the drawings shown, and the thicknesses of many parts and areas have been exaggerated for greater clarity.

[0028] In the following detailed description, the terms "first" and "second" are used to distinguish one component from another, although the components are not limited to the terms mentioned above. Additionally, unless otherwise specified, the words "has" and variants thereof, such as "showing" or "showing," are to be understood as implying the inclusion of the elements mentioned, without excluding other elements. Furthermore, the suffixes "~ unit," "~ device," "~ part," and "~ element" indicate that a unit of a general design performs at least one function or mode of operation.

[0029] It should be understood that the term "vehicle" or "car" or any other similar term as used herein includes motor vehicles in general, such as passenger cars including SUVs, buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft and the like, and hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other vehicles powered by an alternative fuel (e.g., fuels derived from raw materials other than petroleum). As referenced herein, a hybrid vehicle is a vehicle that has two or more energy sources, for example, vehicles powered by both fuel and electrical energy. Referring now to the disclosed embodiments, it shows Fig. 1 a block diagram which represents an example of a motor coupling device according to embodiments of the present disclosure.

[0030] As in Fig. As shown in Figure 1, the motor coupling device 100 is applicable to an environmentally friendly vehicle, such as an electric vehicle or a hybrid vehicle, which has a drive motor 1 for generating drive torque based on electrical energy. For example, the motor coupling device 100 can be used in a hybrid vehicle to connect a drive train 3 of the vehicle to the drive motor 1 and transmit drive torque from the drive motor 1 to the drive train 3. Furthermore, the motor coupling device 100 connects the drive motor 1 to a dual-clutch transmission (DCT) as the drive train 3 of the hybrid vehicle and can transmit drive torque from the drive motor 1 to the DCT.

[0031] The following describes a design or configuration of the motor coupling device 100 as an example of a power transmission device for connecting the drive motor 1 to the DCT as the powertrain 3 of the hybrid vehicle. However, the scope of this disclosure is not limited to a motor coupling device for connecting the drive motor 1 to a powertrain 3 of the hybrid vehicle. That is to say, the motor coupling device 100 can be configured or designed in any suitable way known to those skilled in the art.

[0032] As shown, the motor coupling device 100 is connected to a rotating shaft of the drive motor 1 by a connecting plate 5 (e.g., see Fig. 4) of the drive train 3 and connected by engagement with a toothing or tooth form. In this case, the connecting plate 5 is connected with connecting teeth 7 (e.g., see Fig. 4) trained, which can engage with the motor coupling device 100.

[0033] The motor coupling device 100 connects the drive motor 1 to the drive train 3 of the hybrid vehicle and, through a very simple design, can compensate for recoil generated by a change in the direction of the drive torque. That is, embodiments of the present disclosure provide a motor coupling device that is suitable or capable of reducing shock, loud noise, or disturbances and vibrations due to recoil by compensating for bidirectional motor recoil or motor recoil directed in two directions (e.g., forward and reverse). Furthermore, embodiments of the present disclosure can provide a motor coupling device that can compensate for recoil when a reverse (-) torque is generated (e.g.,, after regenerative braking) during a forward (+) engine torque drive and can compensate for recoil when a forward (+) torque is generated (e.g., after vehicle acceleration) during a reverse (-) torque drive.

[0034] The Fig. 2A and Fig. Figure 2B shows a perspective front view and a perspective rear view, respectively, which depict the motor coupling device according to embodiments of the present disclosure and which Fig. 3A and Fig. Figure 3B shows a perspective front view and a perspective rear view, respectively, which depicts the motor coupling device according to embodiments of the present disclosure.

[0035] As in Fig. 2A and Fig. As shown in Figure 3B, the motor coupling device 100 has a coupling plate 10, a first recoil compensation device 30 and a second recoil compensation device 60.

[0036] The coupling plate 10 is connected to a rotating shaft of the drive motor 1 (hereinafter referred to as "motor" for simplicity). The coupling plate 10 engages with the connecting plate 5 of the drive train 3. Accordingly, the coupling plate 10 is designed with coupling teeth 11, which engage with connecting teeth 7 of the connecting plate 5, as described previously.

[0037] The first recoil compensation device 30 absorbs a shock due to recoil after the generation of a reverse or reverse (-) torque during a motor forward (+) torque drive, for example, after regenerative braking of the hybrid vehicle. After the motor forward torque (+) input, the clutch teeth 11 of the clutch plate 10 can come into contact with one side of the connecting teeth 7, as shown in Fig. 4 is shown, and engage with the connecting teeth 7, while a predetermined distance or gap (i.e. a tolerance) is formed between the coupling teeth 11 and another side of the connecting teeth 7.

[0038] Referring to Fig. 4 together with the Fig. 2A to Fig. Figure 3B shows the first recoil compensation device 30. The first recoil compensation device 30 is arranged on one side of the coupling plate 10, i.e., a front side of the coupling plate 10, as shown in Figure 3B. Fig. 2A and Fig. 3A is shown and can be arranged to interfere with the connecting plate 5 of the drive train 3. The first recoil compensation device 30 has a first plate 31 and a first spring 33.

[0039] The first plate 31 has a disc shape and is rotatably arranged on a surface or outer surface of the coupling plate 10 at a predetermined angle of rotation. Furthermore, a section of the first plate 31 can come into contact with the connecting teeth 7 of the connecting plate 5. A contact structure of the connecting plate 5 of the first plate 31 is described below together with a fastening structure of the first spring 33.

[0040] The first spring 33 compensates for recoil by means of a spring stiffness when the reverse or reverse (-) torque is generated during a motor forward (+) torque drive, and is arranged between the clutch plate 10 and the first plate 31. A plurality of first springs 33 are spaced apart from each other at a predetermined interval between the clutch plate 10 and the first plate 31. One end of the first spring 33 is supported or braced against the clutch plate 10, and the opposite end of the first spring 33 is supported or braced against the first plate 31.

[0041] For this purpose, first fastening grooves or recesses 21 are formed or formed for fastening the first spring 33 to a surface of the first coupling plate 10 or to an opposite surface of the first plate 31 opposite one surface of the coupling plate 10. The first fastening groove 21, which is formed on the coupling plate 10, is recessed or depressed in a surface of the coupling plate 10. The first fastening groove 21 is recessed or depressed on the first plate 31 in an opposite surface of the first plate 31 opposite one surface of the coupling plate 10 and extends forward from the coupling plate 10. As described above, a section of the first plate 31 comes into contact with the connecting teeth 7 of the connecting plate 5.The first plate 31 is formed in one piece or integrally with at least one first contact projection 35 which comes into contact with the connecting plate 5.

[0042] A multitude of first contact projections 35 are integrally connected to a formation portion of the first mounting groove 21 of the first plate 31 and extend between the coupling teeth 11 of the coupling plate 10. Additionally, the first contact projection 35 extends between the coupling teeth 7 of the coupling plate 10 and comes into contact with another side of the connecting teeth 7 of the connecting plate 5. For example, when the forward (+) torque is applied during the motor's reverse (-) torque drive, the second recoil compensation device 60 compensates for a recoil generated by the vehicle's acceleration in order to absorb the shock resulting from the recoil.

[0043] Referring to Fig. 5 together with the Fig. Sections 2A to 3B describe an arrangement or structure of the second recoil compensation device 60. The second recoil compensation device 60 is provided on an opposite surface or outer surface of the coupling plate 10, i.e., a rear side of the coupling plate 10, as shown in Fig. 2A and Fig. 3A is shown, and can be arranged such that it engages in the connecting plate 5. The second recoil compensation device 60 has a second plate 61 and a second spring 63.

[0044] The second plate 61 has a disc shape and is positioned at a predetermined angle of rotation on an opposite or outer surface of the coupling plate 10. Furthermore, a section of the second plate 61 comes into contact with connecting teeth 7 of the connecting plate 5. A contact structure of the connecting plate 5 of the second plate 61 will be described later together with a fastening structure of the second spring 63.

[0045] The second spring 63 compensates for recoil by means of a spring stiffness when forward (+) torque is applied or input during a motor reverse (-) torque drive, and is arranged between the clutch plate 10 and the second plate 61. A plurality of second springs 63 are spaced apart from each other at a predetermined interval between the clutch plate 10 and the second plate 61. One end of the second spring 63 is supported or braced against the clutch plate 10, and the opposite end of the second spring 63 is supported or braced against the second plate 61.

[0046] For this purpose, the second fastening grooves 51 are formed for fastening the second spring 63 to a surface of the coupling plate 10 or to an opposite surface of the second plate 61 opposite one surface of the coupling plate 10. The second fastening groove 51 is recessed or recessed in a surface or outer surface of the coupling plate 10. The second fastening groove 51 is recessed or recessed in the second plate 61 in a surface opposite one surface of the second plate 61 and projects rearward from the coupling plate 10.

[0047] As described above, a section of the second plate 61 comes into contact with the connecting teeth 7 of the connecting plate 5. The second plate 61 is integrally formed with at least one second contact projection 65, which comes into contact with the second connecting plate 5. A plurality of second contact projections 65 are integrally connected with a superstructure section of the second mounting groove 51 of the second plate 61 and extend between coupling teeth 11 of the coupling plate 10. Additionally, the second contact projection 65 extends between coupling teeth 11 of the coupling plate 10 and comes into contact with one side of the connecting teeth 7 of the connecting plate 5.

[0048] The following shows an operation of the motor coupling device 100 according to embodiments of the present disclosure, which is designed as described in detail above with reference to the attached drawings.

[0049] First, in the motor coupling device 100, a drive train 3, such as a dual-clutch transmission of a hybrid vehicle, is connected to a rotating shaft of an engine 1, and a drive torque from the engine 1 is transmitted to the drive train 3. A coupling plate 10 of the motor coupling device 100 engages with a connecting plate 5 of the drive train 3 while connected to the rotating shaft of the engine 1, and coupling teeth 11 of the coupling plate 10 engage with the connecting teeth 7 of the connecting plate 5.

[0050] As described above, following a motor forward (+) torque input, during the transmission of the torque or drive torque of the motor 1 to the connecting plate 5 via the coupling plate 10, the coupling teeth 11 of the coupling plate 10 come into contact with one side of the connecting teeth 7, as shown in Fig. Figure 4 shows the coupling teeth 11 and the connecting teeth 7 engaged while a predetermined distance or gap (i.e., tolerance) is maintained between the coupling teeth 11 and another side of the connecting teeth 7. A first contact projection 35 of a first plate 31 of the first recoil compensation device 30 comes into contact with the other side of the connecting teeth 7, and a first spring 33 of the first recoil compensation device 30 does not provide or represent an elastic force. Additionally, a second contact projection 65 of a second plate 61 of a second recoil compensation device 60 comes into contact with one side of the connecting teeth 7, and a second spring 63 of the second recoil compensation device 60 does not provide or represent an elastic force.

[0051] Meanwhile, the first and second springs 33 and 63 of the first and second recoil compensation device 30 and 60 provide or represent a stiffness of 8.86 Nm / degree, and the motor 1 provides or represents a motor distortion stiffness of 483.878 Nm / degree. In this state, if, for example, a reverse (-) torque is generated during a motor forward (+) torque drive on regenerative braking of the hybrid vehicle, non-linear behavior is generated due to a difference in moment of inertia between the clutch plate 10 and the connecting plate 5, and recoil is generated due to a change in the direction of the drive torque.

[0052] As described above, since the first contact projection 35 of the first plate 31 comes into contact with the other side of the connecting teeth 7, it rotates as shown in Fig. As shown in Figure 6, the first plate 31 rotates in one direction by a certain angle (e.g., a recoil compensation angle of 0.65°) due to an inertial force of the connecting plate 5. That is, the first plate 31 is rotated in one direction by a gap or distance between the coupling teeth 11 of the coupling plate 10 and another side of the connecting teeth 7.

[0053] Accordingly, the first spring 31 between the coupling plate 10 and the first plate 31 is compressed by the first plate 31. The first spring 33 can compensate for recoil due to reverse (-) torque generation with a spring stiffness of 8.86 Nm / degree by providing the generated elastic force (i.e., spring stiffness) of the connecting plate 5. As the first plate 31 rotates, the coupling teeth 11 of the plate 10 can come into contact with the other side of the connecting teeth 7, while a predetermined distance or gap is formed between one side of the connecting teeth 7 and the other side of the connecting teeth 7. Furthermore, the first contact projection 35 of the first plate 31 comes into contact with the other side of the connecting tooth 7.

[0054] Accordingly, the embodiments of the present disclosure can reduce the shock or loud noise and vibrations due to recoil by compensating for the recoil through the first recoil compensation device 30 when a reverse (-) torque is generated during a motor forward (+) torque drive. For example, the non-linear behavior is generated due to a difference in mass inertia between the coupling plate 10 and the connecting plate 5 by applying a forward (+) torque during the motor reverse (-) torque drive after vehicle acceleration, during regenerative braking of the hybrid vehicle, and the recoil is generated due to a change in the direction of the torque.

[0055] As described above, since the second contact projection 65 of the second plate 61 comes into contact with one side of the connecting teeth 7 of the connecting plate 5, the second plate 61 is rotated in a different direction by a certain angle of rotation (for example, a recoil compensation angle of 0.65°) due to an inertial force of the connecting plate 5, as shown in Fig. Figure 7 shows that the second plate 61 is rotated in a different direction by a distance or gap formed between one side of the coupling tooth 11 of the coupling plate 10 and one side of the connecting tooth 7. Accordingly, the second spring 63 between the coupling plate 10 and the second plate 61 is compressed by the second plate 61. The second spring 63 can compensate for the recoil due to the forward (+) torque applied during the motor reverse (-) torque drive with a spring stiffness of 8.86 Nm / degree by providing the generated elastic force (i.e., spring stiffness) of the connecting plate 5.

[0056] When the second plate 61 is rotated, the coupling tooth 11 of plate 10 comes into contact with the other side of the connecting tooth 7, while a certain distance or gap is formed between one side of the connecting tooth 7 and the other side of the connecting tooth 7. Furthermore, the second contact projection 65 of the second plate 31 comes into contact with one side of the connecting tooth 7. Accordingly, the embodiments of the present disclosure can reduce shocks or loud noises and vibrations due to recoil by compensating for the recoil by the second recoil compensation device 60 when the forward (+) torque is applied during the motor reverse (-) torque drive.

[0057] According to the motor coupling device 100, as in Fig.Figure 8 shows that when a reverse (-) torque is generated during the motor's forward (+) torque drive, the recoil is compensated by 0.65° by the first recoil compensation device 30 using a spring stiffness of 8.86 Nm / degree, and the motor 1 subsequently exhibits a motor warpage stiffness of 483.878 Nm / degree. Additionally, when a forward (-) torque is generated during a motor's reverse (+) torque drive, the recoil is compensated by 0.65° by the second recoil compensation device 60 using a spring stiffness of 8.86 Nm / degree, and the motor 1 subsequently exhibits a motor warpage stiffness of 483.878 Nm / degree.Accordingly, shock or loud noises and vibrations due to bi-directional recoil can be reduced and force can be smoothly transmitted between the motor 1 and the drive train 3 by compensating the bi-directional motor (+) (-) recoil by means of the first and second recoil compensation devices 30 and 60. < Description of the characters > 1 drive motor 3 Powertrain 5 Connecting plate 7 Connecting tooth 10 coupling plate 11 Clutch tooth 21 first fastening groove 30 first recoil compensation device 31 first record 33 first spring 35 first contact advantage 51 second fastening groove 60 second recoil compensation device 61 second record 63 second spring 65 second contact advantage

Claims

[1] Motor coupling device for connecting a powertrain (3) of a hybrid vehicle to an engine (1) and transmitting a torque of the engine (1) to the powertrain (3), wherein the motor coupling device comprises: a coupling plate (10) which is connected to a rotating shaft of the motor (1) and engages with a connecting plate (5) of the drive train (3); a first recoil compensation device (30), which is arranged on a surface of the coupling plate (10), engages in the connecting plate (5) and compensates for recoil when a motor reverse torque is generated; and a second recoil compensation device (60), which is arranged on an opposite surface of the coupling plate (10), engages in the connecting plate (5) and compensates for recoil when a motor forward torque is applied, the first recoil compensation device (30) comprises: a first plate (31) which is arranged on one surface of the coupling plate (10) at a predetermined angle of rotation, wherein a section of the first plate (31) comes into contact with the connecting plate (5); and at least one first spring (33) having an end that is supported on the coupling plate (10) between the coupling plate (10) and the first plate (31) and having an opposite end that is supported on the first plate (31), the second recoil compensation device (60) comprises: a second plate (61) which is arranged on an opposite surface of the coupling plate (10) at a predetermined angle of rotation, wherein a section of the second plate (61) comes into contact with the connecting plate (5); and at least a second spring (63) which has one end that is supported on the coupling plate (10) between the coupling plate (10) and the second plate, and has an opposite end that is supported on the second plate (61), wherein second fastening grooves (51) are formed for fastening the at least one second spring (63) to the opposite surface of the coupling plate (10) or to a surface of the second plate (61) opposite the opposite surface of the coupling plate (10). [2] Motor coupling device according to claim 1, wherein first fastening grooves (21) are formed for fastening the at least one first spring (33) to one surface of the coupling plate (10) or to a surface of the first plate (31) opposite one surface of the coupling plate (10). [3] Motor coupling device according to claim 1, wherein at least one first contact projection (35) which comes into contact with the connecting plate (5) is formed on the first plate (31). [4] Motor coupling device according to claim 3, wherein: the coupling plate (10) has coupling teeth (11) which engage with the connecting teeth (7) of the connecting plate (5), wherein the coupling teeth (11) come into contact with one side of the connecting teeth (7) when a motor forward torque is applied and are engaged with the connecting teeth (7) while a predetermined gap is formed between the coupling teeth (11) and another side of the connecting teeth (7), and wherein at least one first contact projection (35) comes into contact with the other side of the connecting teeth (7). [5] Motor coupling device according to claim 4, wherein: the first plate (31) is rotated in one direction by a predetermined angle of rotation when a reverse torque is generated during a motor forward torque drive, and wherein at least one first spring (33) between the coupling plate (10) and the first plate (31) is compressed by the first plate (31) and provides an elastic force to the connecting plate (5). [6] Motor coupling device according to claim 5, wherein: the coupling teeth (11) come into contact with the other side of the connecting teeth (7) and engage with the connecting teeth (7), while a predetermined gap is formed between the coupling teeth (11) and one side of the connecting teeth (7), and wherein at least one first contact projection (35) comes into contact with the other side of the connecting teeth (7). [7] Motor coupling device according to claim 1, wherein at least a second contact projection (65) comes into contact with the connecting plate (5) which is formed in the second plate (61). [8] Motor coupling device according to claim 7, wherein: the second plate (61) is rotated in a different direction by a predetermined angle of rotation when a forward torque is applied during a motor reverse torque drive, and wherein at least one second spring (63) between the coupling plate (10) and the first plate (31) is compressed by the second plate (61) and provides an elastic force to the connecting plate (5). [9] Motor coupling device according to claim 8, wherein: the coupling plate (10) has coupling teeth (11) which engage with the connecting teeth (7) of the connecting plate (5), wherein the coupling teeth (11) come into contact with and engage with one side of the connecting teeth (7), while a predetermined gap is formed between the coupling teeth (11) and another side of the connecting teeth (7), and wherein at least one second contact projection (65) comes into contact with one side of the connecting teeth (7). [10] Motor coupling device according to claim 1, wherein the motor coupling device connects a dual clutch transmission as a drive train (3) to the motor (1) and transmits a torque of the motor (1) to the dual clutch transmission.

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