STRUCTURE FOR CONNECTING AN INTERNAL COMBUSTION ENGINE TO A HYBRID TRANSMISSION

Abstract

Structure for connecting an internal combustion engine to a hybrid transmission, wherein the structure comprises: a connecting unit which is connected to a rotor shaft (51) on the opposite side and has an edge section which is connected to a mass body (40) by means of a connecting plate (30), and a drive plate (20) positioned on one side near a crankshaft (60) so that it is opposite the connecting unit, the drive plate (20) being configured to connect the mass body (40) and the crankshaft (60), wherein the connecting unit is a flange (11) and a surface (111) of the flange (11) is connected to a surface of the rotor shaft (51), wherein a bolt hole is provided in a surface (111) of the flange (11) along a bolt circle (P) which forms a concentric circle with a center point of a surface (111) of the flange (11), and wherein the flange (11) and the rotor shaft (51) are connected by means of a bolt (B) which is coupled to the bolt hole (112).

Description

Field of invention

[0001] The present invention relates to a structure for connecting an internal combustion engine to a hybrid transmission. BACKGROUND technology

[0002] In general, a hybrid vehicle is a vehicle powered by an efficient combination of two or more different types of energy sources. A hybrid vehicle is typically powered by an internal combustion engine, which generates torque through the combustion of fuel (fossil fuel such as gasoline), and an electric motor, which generates torque through electrical energy from a battery.

[0003] Active research is being conducted on the hybrid vehicle as a future vehicle capable of reducing emissions and improving fuel consumption by using the electric motor as an auxiliary energy source alongside the combustion engine.

[0004] The hybrid vehicle typically uses both an internal combustion engine and an electric motor. The hybrid vehicle uses the electric motor, which has a relatively good low-speed torque characteristic, as the primary drive source at low speeds, and the internal combustion engine, which has a relatively good high-speed torque characteristic, as the primary drive source at high speeds. Thus, the hybrid vehicle uses the electric motor during low-speed operation, while the operation of the combustion engine, which uses fossil fuels, is stopped. This results in excellent fuel economy and reduced emissions.

[0005] A drive system for a hybrid vehicle allows the hybrid vehicle to operate in electric vehicle (EV) mode, which is a pure electric vehicle mode in which only the torque of the electric motor is used to propel the hybrid vehicle, or in an operating mode such as hybrid electric vehicle (HEV) mode, in which the torque of the electric motor is used as an auxiliary power source, while the torque of the combustion engine is used as the primary power source. The mode is switched from EV mode to HEV mode by starting the combustion engine.

[0006] A hybrid system in the relevant technology can have cost-effective components compared to a high-voltage system and can achieve a performance level comparable to a full hybrid within a short time through the combination of two or more electric motors. Hybrid systems in the relevant technology are generally classified into P0, P1, P2, P3, and P4, depending on the positions of the electric motors, and the respective systems differ depending on whether an EV mode is implemented, regenerative braking performance, and other factors.

[0007] Fig. Figure 1 is a view that depicts a hybrid transmission using the relevant technology. As in Fig. As shown in Figure 1, a P1-P2 hybrid transmission in the relevant technology comprises a P1 electric motor 1, having a stator 1a and a rotor 1b, a P2 electric motor 2, having a stator 2a and a rotor 2b, and a torsional damper 3, which is provided between the P1 electric motor 1 and the P2 electric motor 2. The torsional damper 3 is connected to the rotor 1a of the P1 electric motor 1. A rotor shaft 1c of the P1 electric motor and a connecting shaft 4 of an internal combustion engine are connected by means of splined shaft teeth S.

[0008] However, for the purpose of smooth assembly, a certain amount of play exists between the rotor shaft of the P1 electric motor and the splined shaft teeth of the connecting shaft of the P1-P2 hybrid transmission, as is standard practice. This play creates gaps between the surfaces of the connecting shaft teeth, resulting in a rattling noise during power transmission from the combustion engine.

[0009] Accordingly, the present invention is intended to provide a mechanism that is capable of connecting the connecting shaft of the internal combustion engine without a gap.

[0010] From US patent 2008 / 0072586A1, a structure for connecting an internal combustion engine to a hybrid transmission is known, wherein the structure comprises: a connecting unit connected to a hub on the opposite side and having an edge section connected to a transition area by means of a connecting plate; and a drive plate positioned on one side near a crankshaft such that it is opposite the connecting unit, the drive plate being configured to connect the mass body and the crankshaft.

[0011] Further structures for connecting an internal combustion engine with a hybrid transmission are known from DE 10 2018 200 569 B3, DE 10 2018 200 567 A1, DE 100 47 950 A1, DE 10 2016 211 940 A1, DE 199 62 507 A1, KR 20 1999 0 037 845 U and KR 10 2009 0 020 791 A. Brief explanation of the invention

[0012] The present invention was made in an effort to provide a structure for connecting an internal combustion engine to a hybrid transmission, wherein the structure is able to connect the connecting shaft of the internal combustion engine without a gap.

[0013] This problem is solved by a structure for connecting an internal combustion engine with a hybrid transmission according to claim 1. Further developments are the subject of the dependent claims.

[0014] The present invention provides a structure for connecting an internal combustion engine to a hybrid transmission, wherein the structure comprises: a connecting unit connected to a rotor shaft on the opposite side and having an edge section connected to a mass body by means of a connecting plate, and a drive plate arranged on one side near a crankshaft such that it is opposite the connecting unit, wherein the drive plate is configured to connect the mass body and the crankshaft.

[0015] The connecting unit is a flange, and a surface of the flange is connected to a surface of the rotor shaft.

[0016] A bolt hole is provided in a surface of the flange along a bolt circle which forms a concentric circle with a center point on a surface of the flange, and in which the flange and the rotor shaft are connected by means of a bolt which is coupled to the bolt hole.

[0017] Splined shaft teeth can be provided on a surface of the flange at the periphery of the bolt hole.

[0018] Splined shaft teeth that correspond to the splined shaft teeth of the flange can be provided on a surface of the rotor shaft.

[0019] The crankshaft and an eyelet provided at a center point of the drive plate can be connected by means of a bolt, and the edge section of the drive plate and the mass body can be connected by means of a bolt.

[0020] A housing partition can be provided between an electric motor, the mass body and the connecting plate, a hub can be provided at a center point of the housing partition to surround the rotor shaft, and an oil seal to provide a fluid seal can be provided between an outer diameter of the rotor shaft and an inner diameter of the hub.

[0021] The connecting unit can be a first connecting shaft, wherein the first connecting shaft can have: a first extension section which is connected to the rotor shaft by means of splined shaft teeth and penetrates the interior of the rotor shaft, and a second extension section which extends in a direction from the first extension section to the crankshaft and is inserted into the crankshaft, and a locking nut which is thread-coupled with an exposed section of the first extension section which passes through the inside of the rotor shaft and is exposed to the outside, and which can be in close contact with an opposite surface of the rotor shaft, so that the first connecting shaft is locked.

[0022] The connecting unit can be a second connecting shaft, the second connecting shaft can be inserted into the rotor shaft and connected to the rotor shaft by means of a splined shaft connection, a bolt can be threaded to an end face of the second connecting shaft, and a locking plate coupled to the bolt can be inserted into a first insertion section provided on an opposite face of the rotor shaft, and at the same time come into close contact with the opposite faces of the rotor shaft and the second connecting shaft, so that the second connecting shaft is locked, and an O-ring pressed against the locking plate can provide a fluid seal between the section where the end faces of the rotor shaft and the second connecting shaft are connected by means of the splined shaft connections.

[0023] The connecting unit can be a coupling nut, the coupling nut can be connected to an outer diameter of the rotor shaft by means of splined shaft teeth, and, if a bolt is coupled to the opposite surface of the rotor shaft, the locking plate coupled to the bolt can be inserted into a second insertion section provided on an opposite surface of the coupling nut, and the rotor shaft and the opposite surface of the coupling nut come into close contact with each other at the same time, so that a coupling nut is locked.

[0024] The structure according to the present invention can connect the rotor of the hybrid transmission and the connecting shaft of the internal combustion engine without a gap.

[0025] The structure according to the present invention can prevent a rattling noise by eliminating the gap between the surface of the teeth of the connecting shaft of the internal combustion engine.

[0026] The preceding brief description of the invention is for illustrative purposes only and is not intended to be limiting in any way. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become clear by reference to the drawings and the following detailed description. Brief description of the drawings Fig. Figure 1 is a view that represents a hybrid transmission in the relevant technology. Fig. Figure 2 is a view showing a structure for connecting an internal combustion engine to a hybrid transmission according to a first exemplary embodiment of the present invention. Fig. Figure 3 is an enlarged view of a flange according to the first exemplary embodiment of the present invention. Fig. Figure 4 is a view showing a method for mounting a drive plate and the flange according to the first exemplary embodiment of the present invention. Fig. Figure 5 is a view showing a structure for connecting an internal combustion engine to a hybrid transmission according to a second exemplary embodiment of the present invention. Fig. Figure 6 is a view showing a structure for connecting an internal combustion engine to a hybrid transmission according to a third exemplary embodiment of the present invention. Fig. Figure 7 is a view showing a structure for connecting an internal combustion engine to a hybrid transmission according to a fourth exemplary embodiment of the present invention.

[0027] It is understood that the accompanying drawings are not necessarily to scale, but rather represent a somewhat simplified depiction of the various features to illustrate the basic principles of the invention. The specific design features of the present invention, as disclosed herein, have, for example, specific dimensions, orientations, positions, and shapes, which are partly determined by the intended application and operating environment.

[0028] In the figures, the reference numerals refer to the same or equivalent parts of the present invention in the different figures of the drawing. Detailed description of the drawings

[0029] Exemplary embodiments of the present invention are described in detail below with reference to the accompanying drawings. First, when assigning reference numerals to components in the respective drawings, it should be noted that, where possible, the same components are designated with the same reference numerals, even if the components are shown in different drawings. Furthermore, in the description of the present invention, specific descriptions of generally known related configurations or functions are omitted if it is determined that such specific descriptions could render the subject matter of the present invention unclear.Furthermore, exemplary embodiments of the present invention are described below, but the present invention, which is defined by the attached claims, is not limited thereto and can of course be modified by those skilled in the art and implemented in various ways.

[0030] For the purpose of smooth assembly, a certain amount of play exists between the rotor shaft of the P1 electric motor and the splined shaft teeth of the connecting shaft of the P1-P2 hybrid transmission in the relevant technology. Due to this play, gaps exist between the splined surfaces of the connecting shaft, causing a rattling noise during power transmission from the internal combustion engine. Therefore, it is an objective of the present invention to provide a mechanism capable of connecting the connecting shaft of the internal combustion engine without any gap.

[0031] First, a structure for connecting an internal combustion engine with a hybrid transmission according to a first exemplary embodiment of the present invention is described.

[0032] Fig. Figure 2 is a view showing the structure for connecting an internal combustion engine to a hybrid transmission according to the first exemplary embodiment of the present invention, and Fig. Figure 3 is an enlarged view of a flange according to the first exemplary embodiment of the present invention.

[0033] The first exemplary embodiment of the present invention comprises a connecting unit that is connected to a rotor shaft 51 of an electric motor 50 and has an edge that is connected to a mass body 40, and a drive plate 20 that is configured to connect the mass body 40 and a crankshaft 60 of an internal combustion engine.

[0034] In the first exemplary embodiment of the present invention, the connecting unit which is connected to the rotor shaft 51 is a flange 11. A surface 111 of the flange 11 is connected to a surface 51a of the rotor shaft 51 on the opposite side.

[0035] The flange 11 is connected to the mass body 40 by means of a connecting plate 30. In particular, the connecting plate 30 is connected to the flange 11 such that the flange 11 is positioned at a center point of the connecting plate 30. An edge section of the connecting plate 30 is connected to the mass body 40.

[0036] The mass body is a weight element. When the flange 11 rotates together with the rotor shaft 51, rotational inertia is additionally applied by the weight of the mass body 40, so that the vibrations caused by the rotation can be reduced.

[0037] A bolt hole 112 is provided in one face 111 of the flange 11. The bolt hole 112 is provided along a bolt circle P, which forms a concentric circle with its center point on one face 111 of the flange 11. During an assembly operation, a bolt B is coupled to the bolt hole 112 to connect the flange 11 and the rotor shaft 51.

[0038] For example, splined shaft teeth S can be provided on a surface 111 of the flange 11. The splined shaft teeth S can be provided in a region of a surface 111 of the flange 11 at the periphery of the bolt hole 112.

[0039] Although not shown in the drawings, splined shaft teeth corresponding to the splined shaft teeth S of the flange 11 can also be provided on a surface of the rotor shaft 51. A surface 111 of the flange 11 and a surface 51a of the rotor shaft 51 can be securely coupled by means of the splined shaft teeth S.

[0040] The drive plate 20 is positioned on one side near the crankshaft 60 and at a predetermined distance from the flange 11. An eyelet 21 is provided at the center point of the drive plate 20. During the assembly process, a bolt B is fastened to the eyelet 21 and the crankshaft 60 in such a way that the crankshaft 60 is coupled to the center point of the eyelet 21 provided on the drive plate 20.

[0041] An edge section of the drive plate 20 is connected to the mass body 40. The bolt B is attached to the bolt circle P of the drive plate 20 to securely connect the drive plate 20 and the mass body 40.

[0042] A housing partition 70 is provided between the electric motor 50 and the connecting structure of the mass body 40 and the connecting plate 30. A hub 71 is provided at the center point of the housing partition 70. The housing partition 70 is mounted such that the hub 71 surrounds the rotor shaft 51.

[0043] An oil seal O1 is provided between the outer diameter of the rotor shaft 51 and the inner diameter of the hub 71. A fluid seal can be provided between the outer diameter of the rotor shaft 51 and the inner diameter of the hub 71 by the oil seal O1.

[0044] The assembly method of the structure for connecting an internal combustion engine with a hybrid transmission according to the first exemplary embodiment of the present invention is described below.

[0045] Fig. Figure 4 is a view illustrating the assembly method of the drive plate and the flange according to the first exemplary embodiment of the present invention.

[0046] First, the flange 11 is coupled to the gearbox side. Specifically, a surface 51a of the rotor shaft 51, which is mounted on the gearbox, is brought into close contact with a surface 111 of the flange 11. In this state, the bolt B is fastened through the bolt hole 112, which is provided in a surface 111 of the flange 11, so that the rotor shaft 51 and the flange 11 are assembled.

[0047] After the rotor shaft 51 and the flange 11 are mounted, the drive plate 20 is mounted on the internal combustion engine side. In particular, the bolt B is attached to the eyelet 21 in the state in which the eyelet 21 of the drive plate 20 is positioned on the crankshaft 60, so that the drive plate 20 and the crankshaft 60 are mounted.

[0048] In the state in which the edge section of the drive plate 20 is in close contact with the mass body 40, after the drive plate 20 and the crankshaft 60 are fully assembled, the bolt B is attached to the edge section of the drive plate 20, so that the drive plate 20 and the mass body 40 are assembled.

[0049] In particular, since the bolt holes to which the bolt B can be attached are formed in the drive plate 20 and the bolt circle P of the mass body 40, the assembly procedure can be carried out easily.

[0050] As described above, the assembly procedure of the flange 11 and the drive plate 20 is carried out separately on the gearbox side and the combustion engine side, which is opposite the gearbox side, and as a result, the assembly procedure can be carried out quickly without any mutual interference between the flange 11 and the drive plate 20 during the assembly procedure.

[0051] The torsional damper is a device installed between the internal combustion engine and the transmission, configured to reduce torsional vibrations that are periodically generated on a drive shaft during the power transmission process. The torsional damper 90 is connected to the rotor of the electric motor 50.

[0052] Subsequently, a structure for connecting an internal combustion engine with a hybrid transmission according to a second exemplary embodiment of the present invention is described.

[0053] Fig. Figure 5 is a view showing the structure for connecting an internal combustion engine to a hybrid transmission according to the second exemplary embodiment of the present invention.

[0054] With the exception of the connecting unit and components for mounting the rotor shaft corresponding to the connecting unit, the other components of the second exemplary embodiment of the present invention are identical to those of the first exemplary embodiment.

[0055] In the second exemplary embodiment of the present invention, the connecting unit is a first connecting shaft 12. The first connecting shaft 12 has a first extension section 121, which extends in one direction of the electric motor 50, and a second extension section 122, which extends in one direction of the crankshaft 60.

[0056] The first extension section 121 is inserted into the rotor shaft 51 and connected by means of splined shaft teeth. In this case, a locking nut L1 is threaded together with an exposed section of the first extension section 121, which passes through the inside of the rotor shaft 51 and is exposed to the outside.

[0057] The locking nut L1 is in close contact with an opposite surface of the rotor shaft. The first extension section 121 cannot be pulled off the rotor shaft 51 by means of the locking nut L1. The first connecting shaft 12 is locked by the locking nut L1, which is threaded to the exposed part of the first extension section 121.

[0058] The second extension section 122 extends from the first extension section 121 towards the crankshaft 60. The second extension section 122 is inserted into the crankshaft 60.

[0059] Subsequently, a structure for connecting an internal combustion engine with a hybrid transmission according to a third exemplary embodiment of the present invention is described.

[0060] Fig. Figure 6 is a view showing the structure for connecting an internal combustion engine to a hybrid transmission according to the third exemplary embodiment of the present invention.

[0061] With the exception of the connecting unit and components for mounting the rotor shaft corresponding to the connecting unit, the third exemplary embodiment of the present invention is identical to the first exemplary embodiment.

[0062] In the third exemplary embodiment of the present invention, the connecting unit is a second connecting shaft 13. The second connecting shaft 13 is inserted into the rotor shaft 51 and connected to the rotor shaft 51 by means of the splined shaft teeth S. The bolt B is coupled to an end face that faces the torsional damper 90 of the second connecting shaft 13. During the assembly process, an end face of the rotor shaft 51 facing the torsional damper 90 and an end face of the second connecting shaft 13 facing the torsional damper 90 form the same plane.

[0063] When the bolt B is coupled to the second connecting shaft 13, a locking plate L2, coupled to the bolt B, is inserted into the first insertion section 511, which is provided in an opposite face of the rotor shaft 51.

[0064] In particular, the locking plate L2 is inserted into the first insertion section 511 and is in close contact with the end faces of the second connecting shaft 13 and the rotor shaft 51, so that the second connecting shaft 13 is in a locked state in which the second connecting shaft 13 cannot be separated from the rotor shaft 51.

[0065] An O-ring O2 is provided at a section where the end faces of the second connecting shaft 13 and the rotor shaft 51 are connected by the splined shaft teeth S. The O-ring O2 is compressed by the locking plate L2. The O-ring O2 can provide a fluid seal at the section where the end faces of the second connecting shaft 13 and the rotor shaft 51 are connected by means of the splined shaft teeth S.

[0066] Next, a structure for connecting an internal combustion engine to a hybrid transmission is described according to a fourth exemplary embodiment of the present invention.

[0067] Fig. Figure 7 is a view showing the structure for connecting an internal combustion engine to a hybrid transmission according to the fourth exemplary embodiment of the present invention.

[0068] With the exception of the connecting unit and the components for mounting the rotor shaft corresponding to the connecting unit, the fourth exemplary embodiment of the present invention is identical to the first exemplary embodiment.

[0069] In the fourth exemplary embodiment of the present invention, the connecting unit is a coupling nut 14.

[0070] The coupling nut 14 is connected to an outer diameter of the rotor shaft 51 by means of the splined shaft teeth S.

[0071] The bolt B is coupled to the opposite surface of the rotor shaft 51, which faces the crankshaft 60, when the coupling nut 14 is coupled to the rotor shaft 51. During the assembly process, the surface of the rotor shaft 51 facing the crankshaft 60 and the surface of the coupling nut 14 facing the crankshaft 60 form the same plane.

[0072] During the process of coupling bolt B, the locking plate L2, which is coupled to bolt B, is inserted into a second insertion section 141, which is provided on the opposite surface of the coupling nut 14.

[0073] In particular, the locking plate L2 is inserted into the second insertion section 141 and is in close contact with the opposing surfaces of the coupling nut 14 and the rotor shaft, so that the coupling nut 14 is in a locked state in which the coupling nut 14 cannot be separated from the rotor shaft 51.

[0074] As described above, the structure according to the present invention can connect the rotor of the hybrid transmission and the connecting shaft of the internal combustion engine without a gap. Additionally, the structure according to the present invention can prevent rattling noises by eliminating the gap between the surfaces of the teeth of the connecting shaft of the internal combustion engine.

[0075] The above description is given merely to illustrate the technical concept of the present invention, and those skilled in the art in the field to which the present invention belongs will recognize that various modifications, changes, and substitutions are possible without deviating from the essential character of the present invention. Accordingly, the exemplary embodiments disclosed in the present invention and the accompanying drawings are not intended to limit, but rather to describe, the technical concept of the present invention, and the scope of the technical concept of the present invention is not limited by the exemplary embodiments and the accompanying drawings. The scope of protection of the present invention should be interpreted on the basis of the following claims.

[0076] As described above, the exemplary embodiments are described and illustrated in the drawings and the description. These exemplary embodiments were selected and described to explain certain principles of the invention and their practical application, thereby enabling a person skilled in the art to manufacture and use various exemplary embodiments of the present invention, as well as various alternatives and modifications thereof. As can be seen from the foregoing description, certain aspects of the present invention are not limited by the specific details of the examples shown here, and it is therefore considered that other modifications and applications, or variations thereof, will be encountered by a person skilled in the art.Many changes, modifications, variations, and other uses and applications of the present design will become apparent to the person skilled in the art upon examination of the description and the accompanying drawings. All such changes, modifications, variations, and other uses and applications that do not deviate from the scope of the invention are deemed to be covered by the invention, which is limited only by the following claims.

Claims

[1] Structure for connecting an internal combustion engine to a hybrid transmission, wherein the structure comprises: a connecting unit which is connected to a rotor shaft (51) on the opposite side and has an edge section which is connected to a mass body (40) by means of a connecting plate (30), and a drive plate (20) positioned on one side near a crankshaft (60) so that it is opposite the connecting unit, the drive plate (20) being configured to connect the mass body (40) and the crankshaft (60), wherein the connecting unit is a flange (11) and a surface (111) of the flange (11) is connected to a surface of the rotor shaft (51), wherein a bolt hole is provided in a surface (111) of the flange (11) along a bolt circle (P) which forms a concentric circle with a center point of a surface (111) of the flange (11), and wherein the flange (11) and the rotor shaft (51) are connected by means of a bolt (B) which is coupled to the bolt hole (112). [2] Structure according to claim 1, wherein splined shaft teeth (S) are provided on a surface (111) of the flange (11) at the periphery of the bolt hole (112). [3] Structure according to claim 2, wherein splined shaft teeth corresponding to the splined shaft teeth (S) of the flange (11) are provided on a surface (51a) of the rotor shaft (51). [4] Structure according to one of claims 1 to 3, wherein the crankshaft (60) and an eyelet (21) provided at a center point of the drive plate (20) are connected by means of a bolt (B), and the edge section of the drive plate (20) and the mass body (40) are connected by means of a bolt (B). [5] Structure according to any one of claims 1 to 4, wherein a housing partition (70) is provided between an electric motor (50), the mass body (40) and the connecting plate (30), wherein a hub (71) is provided at a center point of the housing partition (70) to surround the rotor shaft (51), and wherein an oil seal (O1) is provided to provide a fluid seal between an outer diameter of the rotor shaft (51) and an inner diameter of the hub (71). [6] Structure according to any one of claims 1 to 5, wherein the connecting unit is a first connecting shaft (12), wherein the first connecting shaft (12) has: a first extension section (121) which is connected to the rotor shaft (51) by means of splined shaft teeth and at the same time penetrates the interior of the rotor shaft (51), and a second extension section (122) which extends in a direction from the first extension section (121) to the crankshaft (60) and is inserted into the crankshaft (60), and wherein a locking nut (L1) which is thread-coupled with an exposed section of the first extension section (121) which passes through the inside of the rotor shaft (51) and is exposed to the outside, is in close contact with an opposite surface (51a) of the rotor shaft (51) so that the first connecting shaft (12) is locked. [7] Structure according to claim 5, wherein the connecting unit is a second connecting shaft (13), wherein the second connecting shaft (13) is inserted into the rotor shaft (51) and is connected to the rotor shaft (51) by means of splined shaft teeth, wherein a bolt (B) is threadedly coupled to an end face of the second connecting shaft (13), and a locking plate (L2) coupled to the bolt (B) is inserted into a first insertion section (511) provided on an opposite face (51a) of the rotor shaft (51), and simultaneously comes into close contact with the opposite faces of the rotor shaft (51) and the second connecting shaft (13), so that the second connecting shaft (13) is locked, and wherein an O-ring (O2) which is pressed against the locking plate (L2) provides a fluid seal between the section where the end faces of the rotor shaft (51) and the second connecting shaft (13) are connected by means of the splined shaft teeth. [8] Structure according to claim 5, wherein the connecting unit is a coupling nut (14), wherein the coupling nut (14) is connected to an outer diameter of the rotor shaft (51) by means of splined shaft teeth, and wherein, when a bolt (B) is coupled to the opposite surface (51a) of the rotor shaft (51), the locking plate (L2) coupled to the bolt (B) is inserted into a second insertion section (141) provided on an opposite surface of the coupling nut (14), and the rotor shaft (51) and the opposite surface (141) of the coupling nut (14) simultaneously come into close contact with each other, so that the coupling nut (14) is locked.

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