POWER TRANSFER DEVICE FOR A HYBRID VEHICLE

Abstract

Power transmission device (1) for a hybrid vehicle, comprising: a cover part (10) arranged on a vehicle body, two electric motor parts (20) embedded in the cover part (10), two rotor parts (30) which are arranged on the corresponding electric motor parts (20) and are rotated, a torsion damper part (40) coupled to any one of the rotor parts (30) and connected to an internal combustion engine part (100), a transmission part (50) which is rotatably connected to the torsion damper part (40), a coupling part (60) adapted to selectively connect the other of the rotor parts (30) to the transmission part (50), and an output part (70) connected to the clutch part (60) and designed to deliver power to a transmission (200), wherein the electric motor parts (20) comprise: a first electric motor part (21) arranged in the cover part (10) and operated to start the internal combustion engine part (100), and a second electric motor part (22) arranged in the cover part (10) and operated to drive the vehicle, wherein the rotor parts (30) comprise: a first rotor part (31) which is rotated by the first electric motor part (21) and which is coupled to the torsion damper part (40), and a second rotor part (32) rotated by the second electric motor part (22) and selectively connected to the transmission part (50), wherein the torsion damper part (40) comprises: a first damper part (41) connected to the internal combustion engine part (100) and welded to the first rotor part (31), and a second damper part (42) connected to the first damper part (41) and splined to the transmission part (50).

Description

BACKGROUND AREA

[0001] Exemplary embodiments of the present disclosure relate to a power transmission device for a hybrid vehicle, and more particularly to a power transmission device for a hybrid vehicle that can reduce the overall length thereof even when two motors (e.g., electric motors) are used therein. DISCUSSION OF THE BACKGROUND

[0002] Generally, a power transmission device for a hybrid vehicle has a layout in which an automatic transmission, an electric motor, an internal combustion engine, and an ISG (Integrated Starter & Generator) are arranged in series.

[0003] A hybrid vehicle, which uses an internal combustion engine and an electric motor, is started by the electric motor. When the vehicle is traveling at a predetermined speed, a generator, or ISG, starts the internal combustion engine to utilize the power of the internal combustion engine and the power of the electric motor simultaneously.

[0004] The electric motor used in the power transmission device for a hybrid vehicle can be operated to drive the vehicle electrically when the internal combustion engine is not operated in the initial stage.

[0005] Recently, a hybrid vehicle has been developed that has two or more electric motors arranged therein, in addition to the hybrid vehicle having one electric motor arranged therein. For example, when two motors are arranged in a power transmission device for a hybrid vehicle, a first electric motor can be operated to start an internal combustion engine, and a second electric motor can be operated to drive the vehicle electrically.

[0006] However, in the conventional hybrid vehicle, a torsional damper, which is necessarily used to absorb shock caused by the driving behavior of the internal combustion engine, is arranged between the electric motor and the internal combustion engine. Therefore, the overall length of the power transmission device for a hybrid vehicle is increased, and a separate mass for supporting the torsional damper must be arranged. Therefore, there is a need for a device capable of solving this problem.

[0007] The related art of the present disclosure is disclosed in Korean patent application KR 10 2009 0 020 791 A, published on February 27, 2009, and titled "Power Transmission Device for Hybrid Vehicle." Further power transmission devices for a hybrid vehicle are known from DE 101 54 147 C1 and DE 11 2006 001 432 B4. OVERVIEW

[0008] The object of the invention is to provide a power transmission device for a hybrid vehicle that can reduce its overall length even when using two electric motors. This object is achieved by a power transmission device for a hybrid vehicle according to claim 1. Further developments are the subject of the dependent claims.

[0009] According to the invention, a power transmission device for a hybrid vehicle comprises: a cover part arranged on a vehicle body; two electric motor parts embedded in the cover part; two rotor parts arranged on the corresponding electric motor parts and rotated; a torsion damper part coupled to any one of the rotor parts and connected to an engine part; a transmission part rotatably connected to the torsion damper part; a clutch part configured to selectively connect the other of the rotor parts to the transmission part; and an output part connected to the clutch part and configured to output energy (e.g., power) to a transmission, wherein the electric motor parts comprise: aa) first electric motor part arranged in the cover part and operated to start the internal combustion engine part; and a (e.g., a) second electric motor part arranged in the cover part and operated to propel the vehicle, wherein the rotor parts comprise: a (e.g., a) first rotor part rotated by the first electric motor part and coupled to the torsion damper part; and a (e.g., a) second rotor part rotated by the second electric motor part and selectively connected to the transmission part, wherein the torsion damper part comprises: a (e.g., a) first damper part connected to the internal combustion engine part and welded to the first rotor part; and a second damper part connected to the first damper part and splined to the transmission part.

[0010] Each of the rotor parts may be arranged in the corresponding electric motor part and the transmission part may be arranged on the rotational center axis of the rotor part.

[0011] The torsion damper part can be arranged between the rotor part and the transmission part.

[0012] The cover part may comprise: a cover outer wall in which electric motor parts are arranged; and a cover inner wall extending inwardly from the cover outer wall.

[0013] The (e.g., the) first electric motor part may be arranged closer to the combustion engine part than the (e.g., the) second electric motor part, and the second electric motor part may have a greater power than the first electric motor part.

[0014] The first rotor part may include: a first rotor rotating part rotated by the first electric motor part; a first rotor supporting part engaged with the first rotor rotating part and supported by the cover part; and a first rotor extending part extending from the first rotor supporting part and supported by the cover part.

[0015] The second rotor part may include: a second rotor rotating part rotated by the second electric motor part; a second rotor supporting part engaged with the second rotor rotating part and supported by the cover part; and a second rotor extending part extending from the second rotor supporting part and supported by the cover part.

[0016] In the power transmission device for a hybrid vehicle according to the embodiment of the present disclosure, the torsion damper part can be arranged in the electric motor part, making it possible to reduce the overall length of the power transmission device. Furthermore, the torsion damper part can mitigate shocks applied to the engine part and the electric motor part. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a block diagram schematically illustrating a power transmission device for a hybrid vehicle in accordance with an embodiment of the present disclosure. Fig. 2 is a cross-sectional view schematically illustrating the power transmission device for a hybrid vehicle in accordance with the embodiment of the present disclosure. DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS

[0017] Hereinafter, a power transmission device for a hybrid vehicle will be described with reference to the accompanying drawings by way of various exemplary embodiments. It should be noted that the drawings are not precisely to scale, and line thicknesses or component sizes may be exaggerated merely for ease of description and clarity. Furthermore, the terms used herein are defined in consideration of functions of the invention and may be modified according to the custom or intention of users or operators. Therefore, a definition of the terms should be made in accordance with the entire disclosures set forth herein.

[0018] Fig. 1 is a block diagram schematically illustrating a power transmission device for a hybrid vehicle in accordance with an embodiment of the present disclosure, and Fig. 2 is a cross-sectional view schematically illustrating the power transmission device for a hybrid vehicle in accordance with the embodiment of the present disclosure. Referring to the Fig. 1 and Fig. 2, a power transmission device for a vehicle according to the embodiment of the present disclosure includes a cover part 10, two motor parts (e.g., electric motor parts) 20, two rotor parts 30, a torsion damper part 40, a transmission part 50, a clutch part 60, and an output part 70.

[0019] The cover part 10 is arranged on a vehicle body. The electric motor parts 20 are embedded in the cover part 10 and are operated when power is supplied to them. Either (or any) of the two motor parts 20 can be used to start the vehicle, and the other can be used to propel the vehicle.

[0020] The rotor parts 30 are arranged in the corresponding electric motor parts 20 and are rotated. The torsion damper part 40 is coupled to any one of the rotor parts 30 and serves to cushion a shock. The torsion damper part 40 is coupled to an internal combustion engine part 100.

[0021] The transmission part 50 is rotatably connected to the torsion damper part 40. The transmission part 50 can transmit the rotational force (e.g., the torque) of the internal combustion engine part 100.

[0022] The clutch member 60 selectively connects the other of the rotor members 30 to the transmission member 50. The transmission member 70 is connected to the clutch member 60 and delivers power to a transmission 200.

[0023] At this time, the torsion damper part 40 is arranged between one of the rotor parts 30 and the transmission part 50. That is, the rotor parts 30 are arranged in the corresponding electric motor parts 20. The transmission part 50 is arranged on the rotational center axis of the rotor part 30. Furthermore, the torsion damper part 40 is arranged between one of the rotor parts 30 and the transmission part 50. Such a structure can reduce the overall length of the power transmission device 1 for a hybrid vehicle.

[0024] The cover member 10 in accordance with the embodiment of the present disclosure has a cover outer wall 11 and a cover inner wall 12.

[0025] The electric motor parts 20 are arranged in the cover outer wall 11. For example, the cover outer wall 11 can be fixedly attached to the vehicle body and can have an interior space in which the electric motor parts 20, the rotor parts 30, the torsion damper part 40, the transmission part 50, the clutch part 60, and the output part 70 are embedded. The cover outer wall 11 can be connected to the transmission 200.

[0026] The cover inner wall 12 extends inwardly from the cover outer wall 11. For example, the cover inner wall 12 may have a first inner wall 121 extending from the cover outer wall 11 and a second inner wall 122 extending from the first inner wall 121.

[0027] Oil in the gear 200 can be introduced into the space between the cover outer wall 11 and the cover inner wall 12 to perform a cooling process.

[0028] The electric motor parts 20 in accordance with the embodiment of the present disclosure include a (eg, a) first electric motor part 21 and a (eg, a) second electric motor part 22.

[0029] The first electric motor part 21 is arranged in the cover part 10 and is operated to start the internal combustion engine part 100. For example, the first electric motor part 21 can be arranged on the right side of the cover inner wall 12 and can be arranged closer to the internal combustion engine part 100 than the second electric motor part 22.

[0030] The second electric motor part 22 is arranged in the cover part 10 and is operated to propel the vehicle. For example, the second electric motor part 22 is arranged on the left side of the cover inner wall 12 and has a larger capacity than the first electric motor part 21. Therefore, the second electric motor part 22 can provide greater power than the first electric motor part 21.

[0031] The rotor parts 30 in accordance with the embodiment of the present disclosure include a (e.g., a) first rotor part 31 and a (e.g., a) second rotor part 32.

[0032] The first rotor part 31 is rotated by the first electric motor part 21 and is coupled to the torsion damper part 40. For example, the first rotor part 31 may include a first rotor rotating part 311 that acts as a rotor of the first electric motor part 21, and a first rotor supporting part 312 that engages the first rotor rotating part 311 and is supported by the cover inner wall 12. The first rotor supporting part 312 has one end coupled to the torsion damper part 40, and the other end is splined to the first inner wall 121.

[0033] In addition, the first rotor part 31 may further include a (e.g., a) first rotor extension part 313. The first rotor extension part 313 may extend from the first rotor support part 312 and be supported by the second inner wall 122 via one or more bearings to suppress movement.

[0034] The second rotor part 32 is rotated by the second electric motor part 22 and selectively connected to the transmission part 50. For example, the second rotor part 32 may include a second rotor rotating part 321 acting as a rotor of the second electric motor part 22, and a second rotor supporting part 322 engaging the second rotor rotating part 321 and supported by the cover inner wall 12. The second rotor supporting part 322 may be splined to the first inner wall 121.

[0035] Additionally, the second rotor rotating member 32 may further include a second rotor extension member 323. The second rotor extension member 323 may extend from the second rotor support member 322 and may be supported by the second inner wall 122 by one or more bearings to suppress movement.

[0036] The torsional damper part 40 in accordance with the embodiment of the present disclosure may include a (e.g., a) first damper part 41 and a (e.g., a) second damper part 42. The (e.g., the) first damper part 41 and the (e.g., the) second damper part 42 may be connected to each other and each include a spring to absorb vibration when energy generated by the engine part 100 and the first electric motor part 21 is transferred.

[0037] The first damper part 41 is coupled to the internal combustion engine part 100 and welded to the first rotor part 31. For example, the first damper part 41 can be coupled to the internal combustion engine part 100 and then welded to the first rotor support part 312.

[0038] The second damper part 42 is connected to the first damper part 41 and splined to the transmission part 50. For example, when the first damper part 41, which is coupled to the combustion part 100, is pressed against the first rotor support part 312 to be welded and coupled to the first rotor support part 312, the second damper part 42 can be splined to the outer peripheral surface (e.g., outer peripheral surface) of the transmission part 50 and thus transmit power (e.g., energy).

[0039] The assembly method and operation of the power transmission device for a hybrid vehicle according to the embodiment of the present disclosure having the above-described structure will be described as follows.

[0040] The second rotor part 32 is arranged in the second electric motor part 22, and the coupling part 60 is arranged between the transmission part 50 and the second rotor part 32. At this time, the second electric motor part 22 is arranged in the cover outer wall 11, and the second rotor part 32 is supported by the cover inner wall 12.

[0041] The first rotor part 31 is arranged in the first electric motor part 21. At this time, the first electric motor part 21 is arranged in the cover outer wall 11, and the first rotor part 31 is supported by the cover inner wall 12.

[0042] After the internal combustion engine part 100 and the first damper part 41 are coupled to each other, the first and second damper parts 41 and 42 are arranged in the first rotor part 31. At this time, the second damper part 42 is splined to the transmission part 50, and the first damper part 41 is welded to the first rotor part 31. According to the assembly structure described above, the first damper part 41 and the second damper part 42 can be arranged in the first electric motor part 21, which makes it possible to expect that the overall length of the power transmission device can be reduced. Since the first rotor part 31 and the first damper part 41 are directly connected to each other by welding, a separate mass for a damper can be omitted. That is,Since the first rotor part 31 coupled to the first damper part 41 has a considerable weight, the first rotor part 31 can act as a mass for a damper. Furthermore, the structure in which the first and second damper parts 41 and 42 are doubly connected can be adapted for low rigidity. Therefore, the weight of the first damper part 41 can be reduced and the structure can be simplified.

[0043] When the second electric motor part 22 is operated, the second rotor part 32 can be rotated and the output part 70, which is connected to the clutch part 60, can transmit the rotational force of the second rotor part 32 to the transmission 200 to drive the vehicle.

[0044] When the first electric motor part 21 is operated, the first rotor part 31 can be rotated, and the first damper part 41 connected to the first rotor part 31 can rotate the internal combustion engine part 100 to initiate starting of the internal combustion engine part 100.

[0045] When the engine part 100 is operated, the rotational force of the engine part 100 can be transmitted to the transmission part 50 through the first and second damper parts 41 and 42 and can be transmitted to the output part 70 through the clutch part 60 to drive the vehicle.

[0046] In the power transmission device 1 for a hybrid vehicle according to the embodiment of the present disclosure, the torsion damper part 40 is arranged in the electric motor part 20, making it possible to reduce the overall length of the power transmission device 1. Furthermore, the torsion damper part 40 can mitigate shock applied to the engine part 100 and the electric motor part 20.

[0047] Although exemplary embodiments of the disclosure have been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions, and substitutions are possible without departing from the scope of the disclosure as defined in the appended claims. Therefore, the true technical scope of the disclosure is defined by the following claims.

Claims

[1] Power transmission device (1) for a hybrid vehicle, comprising: a cover part (10) that is arranged on a vehicle body, two electric motor parts (20) embedded in the cover part (10), two rotor parts (30) which are arranged on the corresponding electric motor parts (20) and are rotated, a torsional damper part (40) coupled to any of the rotor parts (30) and connected to an internal combustion engine part (100), a transmission part (50) which is rotatably connected to the torsional damper part (40), a coupling part (60) designed to selectively connect the other of the rotor parts (30) to the transmission part (50), and an output part (70) which is connected to the coupling part (60) and is designed to deliver power to a gearbox (200), wherein the electric motor parts (20) include: a first electric motor part (21) which is arranged in the cover part (10) and is operated to start the combustion engine part (100), and a second electric motor part (22) which is arranged in the cover part (10) and is operated to propel the vehicle, wherein the rotor parts (30) comprise: a first rotor part (31) which is rotated by the first electric motor part (21) and which is coupled to the torsional damper part (40), and a second rotor part (32) which is rotated by the second electric motor part (22) and is selectively connected to the transmission part (50), wherein the torsional damper part (40) comprises: a first damper part (41) which is connected to the combustion engine part (100) and welded to the first rotor part (31), and a second damper part (42) which is connected to the first damper part (41) and is splined to the transmission part (50). [2] Power transmission device (1) according to claim 1, wherein each of the rotor parts (30) is arranged in the corresponding electric motor part (20), and the transmission part (50) is arranged on the rotational axis of the rotor part (30). [3] Power transmission device (1) according to claim 2, wherein the torsional damper part (40) is arranged between the rotor part (30) and the transmission part (50). [4] Power transmission device (1) according to one of the preceding claims, wherein the cover part (10) comprises: an outer cover wall (11) in which the electric motor parts (20) are arranged, and an inner cover wall (12) which extends inwards from the outer cover wall (11). [5] Power transmission device (1) according to one of the preceding claims, wherein the first electric motor part (21) is arranged closer to the combustion engine part (100) than the second electric motor part (22), and the second electric motor part (22) has a greater power output than the first electric motor part (21). [6] Power transmission device (1) according to one of the preceding claims, wherein the first rotor part (31) comprises: a first rotor rotating part (311) which is rotated by the first electric motor part (21), a first rotor support part (312) which engages with the first rotor rotating part (311) and is supported by the cover part (10), and a first rotor extension part (313) extending from the first rotor support part (312) and supported by the cover part (10). [7] Power transmission device (1) according to one of the preceding claims, wherein the second rotor part (32) comprises: a second rotor rotating part (321) which is rotated by the second electric motor part (22), a second rotor support part (322) which engages with the second rotor rotating part (321) and is supported by the cover part (10), and a second rotor extension part (323) extending from the second rotor support part (322) and supported by the cover part (10).

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