POWER TRANSFER DEVICE FOR A HYBRID VEHICLE

Abstract

A power transmission device (1) for a hybrid vehicle, comprising: an internal combustion engine (10) configured to generate power, an input device (20) connected to the internal combustion engine (10) and configured to provide two-speed power with different reduction ratios, a first motor generator (30) operated when power is applied, a first transmission (40) connected to the first motor generator (30), arranged in parallel with the input device (20) and configured to transmit power to the input device (20), an output device (50) engaged with the input device (20), a second motor generator (60) operated when power is applied, a second transmission (70) connected to the second motor generator (60),which is arranged parallel to the output device (50) and which is arranged to transmit power to the output device (50), and a differential (80) which is engaged with the output device (50) and is arranged to provide power to wheels.,

Description

BACKGROUND OF THE INVENTION FIELD OF THE INVENTION

[0001] Exemplary embodiments of the present disclosure / invention relate to a power transmission device for a hybrid vehicle, and more particularly, to a power transmission device for a hybrid vehicle capable of removing (e.g., making unnecessary, e.g., dispensing with) a clutch that connects an engine power (e.g., connecting to an engine for power transmission (selectively)), securing (e.g., creating) space (e.g., room) for a first electric motor and a second electric motor, and reducing an overall length. DISCUSSION OF THE BACKGROUND

[0002] Generally, a power transmission device for a hybrid vehicle has a structure in which an electric motor, an internal combustion engine, and an integrated starter-generator (ISG) are arranged in a series.

[0003] In a hybrid vehicle that uses an internal combustion engine and an electric motor, the electric motor is used to facilitate the initial start of the vehicle. Once the vehicle reaches a certain speed, the generator or ISG starts the internal combustion engine, thus utilizing both the output of the internal combustion engine and the output of the electric motor.

[0004] The electric motor used in the power transmission device for a hybrid vehicle can be operated to enable electric driving of the vehicle when the internal combustion engine is initially not running.

[0005] Recently, the number of electric motors is not limited to one. Instead, two or more electric motors are arranged in a plurality. For example, when two electric motors are arranged in the power transmission device for a hybrid vehicle, a first electric motor can be operated to start the internal combustion engine, and a second electric motor can be operated to drive the vehicle electrically.

[0006] However, in the related technology, the electric motor must be large to provide the required torque for the vehicle, making the design difficult. When a friction clutch is provided on a power shaft connecting the engine and the transmission, there are problems of increased product length and dead load due to the large size of the friction clutch. Furthermore, when a dog clutch is provided on the power shaft connecting the engine and the transmission, the electric motor must be arranged concentrically with the engine, which imposes a limitation on the overall length. Therefore, it is necessary to address this problem.

[0007] The background technology of the present disclosure / invention is disclosed in Korean Patent Application Publication No. 2009-0020791 (published on February 27, 2009 under the title “POWER TRANSMISSION DEVICE FOR HEV”). EXPLANATION OF THE INVENTION

[0008] Various embodiments are directed to a power transmission device for a hybrid vehicle capable of removing a clutch that connects engine power, securing space for a first electric motor and a second electric motor, and reducing an overall length.

[0009] In one embodiment, a power transmission device for a hybrid vehicle comprises: an internal combustion engine configured to generate power, an input device connected to the internal combustion engine and configured to provide two-speed power with different reduction ratios, a first motor generator (e.g., a first electric motor generator) operated (e.g., driven) when power (e.g., electric power) is applied (e.g., to it), a first transmission connected to the first motor generator, arranged in parallel with the input device, and configured to transmit power to the input device, an output device engaged (e.g., engaged, e.g., brought) with the input device, a second motor generator (e.g., a second electric motor generator) operated (e.g.,driven) when power (e.g. electric power) is applied (e.g. to it), a second transmission connected to the second motor generator, arranged in parallel with the output device and arranged to transmit power to the output device, and a differential engaged with the output device and arranged to provide (e.g. supply) power to wheels.

[0010] The input device can comprise: an input shaft which is connected to the internal combustion engine, a permanent input gear (e.g. a constant input gear) which is permanently connected (e.g. in the form of a fixed gear) to the input shaft and (e.g. permanently) meshed with the first transmission, and an optional input gear (e.g. an optional input gear, e.g. an optionally (e.g. selectively) meshed input gear) which is optionally (e.g. selectively) connected (e.g. in the form of a loose gear) to the input shaft and meshed with the output device.

[0011] The optional input gear may comprise: a first optional gear (e.g., a first optional gear, e.g., a first optionally meshing gear) arranged concentrically with the input shaft and meshing with the output device, a second optional gear (e.g., a second optional gear, e.g., a second optionally meshing gear) arranged concentrically with the input shaft, meshing with the output device, and configured to have a different gear ratio than the first optional gear, and a third optional shifting element (e.g., a third optional shifting element, e.g., a third optionally meshing shifting element) provided (e.g., arranged, e.g., attached) on the input shaft and optionally meshing with the first optional gear and the second optional gear.

[0012] The first transmission may include: a first transmission shaft (e.g., a first transmission shaft, e.g., a first transmission shaft) connected to the first motor generator and arranged parallel to the input shaft, and a first transmission gear (e.g., a first transmission gear, e.g., a first transmission gear) provided on the first transmission shaft and meshing with the permanent input gear.

[0013] The output device may include: an output shaft disposed between the input device and the second gear, a first output transmission gear provided (e.g., arranged, e.g., attached) on (e.g., on) the output shaft and configured to connect the second gear to one (e.g., exactly one) of the first optional gear and the second optional gear, a second output transmission gear provided (e.g., on) the output shaft and connected to the other of the first optional gear and the second optional gear, and an output differential gear provided (e.g., on) the output shaft and connected to the differential.

[0014] The second transmission may include: a second transmission shaft (e.g., a second transmission shaft, e.g., a second transmission shaft) connected to the second motor generator and arranged parallel to the input shaft, and a second transmission gear (e.g., a second transmission gear, e.g., a second transmission gear) provided on the second transmission shaft and meshing with the first output transmission gear.

[0015] The differential may include: a differential gear (e.g., a differential gear) configured to provide (e.g., supply) power to the wheels; and a differential connection (e.g., a differential connecting member) provided on the differential gear and meshing with the output differential gear.

[0016] In the power transmission device for a hybrid vehicle according to the present disclosure / invention, the input device connected to the internal combustion engine is continuously connected to the first motor generator to transmit rotational power, and optionally (e.g., selectively) connected to the output device to transmit rotational power. The output device may be continuously connected to the second motor generator to transmit rotational power, and continuously connected to the differential to transmit rotational power. The input device, the first transmission connected to the first motor generator, and the second transmission connected to the second motor generator are arranged in parallel to each other (e.g., parallel to each other with respect to a respective extending direction of their shafts), whereby the overall length can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic view showing a power transmission device for a hybrid vehicle according to an embodiment of the present disclosure / invention. Fig. Fig. 2 is a schematic view showing a first-gear drive (e.g., a first-gear drive) and a power generation mode of a first motor generator, which is generated by an internal combustion engine of Fig. 1 can be executed. Fig. 3 is a schematic view showing a second-speed drive (e.g., a second-speed travel) and the power generation mode of the first motor generator, which is driven by the internal combustion engine of Fig. 1 can be executed. Fig. Fig. 4 is a schematic view showing a first-gear drive mode (e.g., a first-gear drive mode) which is realized by means of the internal combustion engine and the first motor generator of Fig. 1 is executed. Fig. Fig. 5 is a schematic view showing a second-speed drive mode (e.g., a second-speed travel mode) which is implemented by means of the internal combustion engine and the first motor generator of Fig. 1 is carried out. Fig. Fig. 6 is a schematic view showing the first-gear drive (e.g., first-gear travel) and a power generation mode of the second motor generator driven by the internal combustion engine of Fig. 1 is executed. Fig. Fig. 7 is a schematic view showing the second-speed drive (e.g., second-speed travel) and power generation mode of the second motor generator, which is driven by the internal combustion engine of Fig. 1 can be executed. Fig. Fig. 8 is a schematic view showing the first-gear drive mode (e.g., the first-gear drive mode) which is realized by means of the internal combustion engine and the second motor generator of Fig. 1 is executed. Fig. Fig. 9 is a schematic view showing the second-speed drive mode (e.g., the second-speed travel mode) which is realized by means of the internal combustion engine and the second motor generator of Fig. 1 is executed. Fig. 10 is a schematic view showing the power generation mode of the first motor generator of Fig. 1 shows. Fig. Fig. 11 is a schematic view showing the drive mode (e.g., the driving mode) which is realized by means of the second motor generator of Fig. 1 is executed. Fig. Fig. 12 is a schematic view showing the first-gear drive mode (e.g., the first-gear drive mode) which is implemented by means of the internal combustion engine, the first motor generator and the second motor generator of Fig. 1 is executed. Fig. Fig. 13 is a schematic view showing the second-speed drive mode (e.g., the second-speed travel mode) which is implemented by means of the internal combustion engine, the first motor generator and the second motor generator of Fig. 1 is executed. DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS

[0017] Hereinafter, embodiments of a power transmission device for a hybrid vehicle according to the present disclosure / invention will be described in detail with reference to the accompanying drawings. For clarity and simplicity of description, line thicknesses, sizes of constituent elements, and the like may be shown in the drawings in an inexact ratio. Furthermore, the terms used below are defined in consideration of their functions in the present disclosure / invention and may vary depending on the intention of a user or operator or common practice. Therefore, these terms should be defined in context in light of the present description.

[0018] Fig. 1 is a schematic view showing a power transmission device for a hybrid vehicle according to an embodiment of the present disclosure / invention. Referring to Fig. 1, a power transmission device 1 for a hybrid vehicle according to an embodiment of the present disclosure / invention includes: an internal combustion engine 10, an input device 20, a first motor generator (e.g., a first electric motor generator) 30, a first transmission 40, an output device 50, a second motor generator (e.g., a second electric motor generator) 60, a second transmission 70, and a differential 80.

[0019] The internal combustion engine 10 is a device that generates power by operating (e.g., driving) an internal combustion engine. The input device 20 may be connected to the internal combustion engine 10 and configured to provide power for two speeds (e.g., power for two different speeds, e.g., power at two (e.g., different) speeds, e.g., power for two speed ranges - also referred to herein as "two-speed power") with different gear ratios (e.g., different tooth ratios). For example, the input device 20 may have a wave shape (e.g., the shape of a wave) and may be arranged between the first transmission 40 and the second transmission 70.Through the input device 20, power can be transmitted for low-speed driving (first-gear driving) or (for) high-speed driving (second-gear driving).

[0020] The first motor generator 30 is operated (e.g., driven) when power is applied (e.g., thereto), and the first transmission 40 may be connected to the first motor generator 30. The first transmission 40 may be arranged in parallel with the input device 20 and may transmit power (e.g., mechanical power) to the input device 20. For example, the first motor generator 30 may rotate the first transmission 40 to start (e.g., crank) the internal combustion engine 10 and provide motive power. When rotational power of the input device 20 is provided (e.g., transmitted) to the first motor generator 30 through the first transmission 40, the first motor generator 30 may generate power (e.g., electrical power).

[0021] The output device 50 may be engaged (e.g., engaged) with the input device 20. For example, the output device 50 may be arranged between the input device 20 and the second gear 70. The input device 20, the output device 50, and the second gear 70 may be arranged parallel (e.g., parallel to one another, e.g., parallel to one another with respect to a respective extension direction of their shafts).

[0022] The second motor generator 60 is operated (e.g., driven) when power is applied (e.g., thereto), and the second transmission 70 may be connected to the second motor generator 60. The second transmission 70 may transmit power (e.g., mechanical power) to the output device 50. For example, the second motor generator 60 may rotate the second transmission 70 to provide drive power (e.g., mechanical drive power). When rotational power of the output device 50 is provided (e.g., transmitted) to the second motor generator 60 through the second transmission 70, the second motor generator 60 may generate power (e.g., electrical power).

[0023] Differential 80 may mesh (e.g., engage) with output device 50 to supply power (e.g., mechanical power) to wheels. For example, differential 80 may be a differential gear that divides (e.g., splits) and distributes driving force of the right and left wheels (e.g., the right and left wheels, e.g., for these wheels) to enable different rotation (e.g., a different (wheel) speed) on the right and left sides.

[0024] The input device 20 according to an embodiment of the present disclosure / invention may include an input shaft 21, a permanent input gear (e.g., a constant input gear) 22, and an optional input gear (e.g., an optional input gear, e.g., an optionally (e.g., selectively) meshed input gear) 23.

[0025] The input shaft 21 may be connected to the internal combustion engine 10. For example, the input shaft 21 may be directly connected to the internal combustion engine 10 and rotate about the shaft (e.g., around itself) when the internal combustion engine 10 is operated (e.g., driven). The input shaft 21 may be arranged between the first transmission 40 and the output device 50.

[0026] The permanent input gear 22 may be permanently connected to the input shaft 21 (e.g., in the form of a fixed gear). The permanent input gear 22 may mesh with the first gear 40. For example, the permanent input gear 22 may be permanently connected to the first gear 40 to transmit power.

[0027] The optional input gear 23 may be optionally (e.g., in the form of an idler gear) connected to the input shaft 21 and may be engaged (e.g., engaged) with the output device 50. For example, the optional input gear 23 may be automatically or manually connected to the input shaft 21 to transmit rotational power, or may be spaced apart (e.g., separated) from the input shaft 21 (e.g., disengaged) to limit rotational power transmission.

[0028] The optional input gear 23 may be arranged closer to the internal combustion engine 10 than the permanent input gear 22.

[0029] The optional input gear 23 according to an embodiment of the present disclosure / invention may include a first optional gear (e.g., a first optional gear, e.g., a first optionally engaged gear) 231, a second optional gear (e.g., a second optional gear, e.g., a second optionally engaged gear) 232, and a third optional shifting element (e.g., a third optional shifting element, e.g., a third optionally engaged shifting element) 233.

[0030] The first optional gear 231 may be arranged concentrically with the input shaft 21 and may mesh with the output device 50. For example, the first optional gear 231 may be rotatably supported (e.g., journaled) in a housing (not shown), and the input shaft 21 may be inserted through the first optional gear 231.

[0031] The second optional gear 232 may be arranged concentrically with the input shaft 21 and may mesh (e.g., engage) with the output device 50. The second optional gear 232 may have a different tooth ratio (e.g., a different gear ratio) than the first optional gear 231. For example, the second optional gear 232 may be rotatably supported (e.g., journaled) in a housing (not shown), and the input shaft 21 may be inserted through the second optional gear 232. The first optional gear 231 may transmit power for low-speed travel, and the second optional gear 232 may transmit power for high-speed travel.

[0032] The third optional shifting element 233 may be provided (e.g., arranged, e.g., attached) on (e.g., on) the input shaft 21 and may optionally (e.g., selectively) engage (e.g., engage, e.g., be brought into) the first optional gear 231 and the second optional gear 232. For example, the third optional shifting element 233 may be continuously connected to the input shaft 21. The third optional shifting element 233 may be connected to or disconnected from the first optional gear 231 in response (e.g., in / as a reaction) to an actuation signal. The third optional shifting element 233 may be connected to or disconnected from the second optional gear 232 in response (e.g., in / as a reaction) to an actuation signal. When the third optional switching element 233 is connected to the first optional gear 231, a rotational force of the input shaft 21 can be transmitted to the first optional gear 231.When the third optional switching element 233 is connected to the second optional gear 232, a rotational force of the input shaft 21 can be transmitted to the second optional gear 232. When the third optional switching element 233 is disconnected from the first optional gear 231, a rotational force of the input shaft 21 cannot be transmitted to the first optional gear 231. When the third optional switching element 233 is disconnected from the second optional gear 232, a rotational force of the input shaft 21 cannot be transmitted to the second optional gear 232.

[0033] The first transmission 40 according to an embodiment of the present disclosure / invention may include a first transmission shaft (e.g., a first transmission shaft, e.g., a first transmission shaft) 41 and a first transmission gear (e.g., a first transmission gear, e.g., a first transmission gear) 42.

[0034] The first transmission shaft 41 may be connected to the first motor generator 30 and arranged parallel to the input shaft 21. For example, the first transmission shaft 41 may be connected to a rotating shaft provided in the first motor generator 30 or may be configured to extend therefrom.

[0035] The first transfer gear 42 may be provided (e.g., arranged, e.g., attached) on the first transfer shaft 41 and may be configured to remain engaged (e.g., remain engaged) with the permanent input gear 22. For example, the first transfer gear 42 and the permanent input gear 22 may remain in constant connection so that rotational force may be transmitted (e.g., between them).

[0036] The output device 50 according to an embodiment of the present disclosure / invention may include an output shaft 51, a first output transmission gear 52, a second output transmission gear 53, and an output differential gear 54.

[0037] The output shaft 51 may be arranged between the input device 20 and the second gear 70. For example, the output shaft 51 may be rotatably supported (e.g., supported) in a housing (not shown), and the input shaft 21, the output shaft 51, and the second gear 70 may be arranged in parallel (e.g., parallel to each other, e.g., parallel to each other with respect to a respective extension direction of their shafts).

[0038] The first output transmission gear 52 may be provided (e.g., arranged, e.g., attached) on the output shaft 51 and configured to connect the second transmission 70 to one (e.g., exactly one) of the first optional gear 231 and the second optional gear 232. For example, the first output transmission gear 52 may remain in constant connection with the first optional gear 231, which is responsible for low-speed driving. For example, the output transmission gear 52 may remain in constant connection with the second transmission 70.

[0039] The second output transmission gear 53 may be provided (e.g., arranged, e.g., mounted) on the output shaft 51 and may be connected to the other of the first optional gear 231 and the second optional gear 232. For example, the second output transmission gear 53 may remain in constant connection with the second optional gear 232, which is responsible for high-speed travel.

[0040] The output differential gear 54 may be provided (e.g., arranged, e.g., mounted) on the output shaft 51 and may be connected to the differential 80. For example, the output differential gear 54 may be arranged between the first output transfer gear 52 and the second output transfer gear 53.

[0041] The second transmission 70 according to an embodiment of the present disclosure / invention may include a second transmission shaft (e.g., a second transmission shaft, e.g., a second transmission shaft) 71 and a second transmission gear (e.g., a second transmission gear, e.g., a second transmission gear) 72.

[0042] The second transmission shaft 71 may be connected to the second motor generator 60 and arranged parallel to the input shaft 21. For example, the second transmission shaft 71 may be connected to or configured to extend from a rotating shaft provided in the second motor generator 60.

[0043] The second transmission gear 72 may be provided (e.g., arranged, e.g., attached) on the second transmission shaft 71 and may mesh (e.g., engage) with the first output transmission gear 52. For example, the second transmission gear 72 may be continuously connected to the first output transmission gear 52 to transmit power.

[0044] The differential 80 according to an embodiment of the present disclosure / invention may include a differential gear (e.g., a differential gear) 81 and a differential connection (e.g., a differential connecting member) 82.

[0045] The differential gear 81 can provide (e.g., supply) power to the wheels. For example, the differential gear 81 can be a differential gear that distributes power to the right and left wheels.

[0046] The differential connection 82 may be provided on the differential gear 81 and may mesh with the output differential gear 54. For example, the differential connection 82 may be rotatably mounted in a housing (not shown) and may remain in constant communication with the output differential gear 54. The differential connection 82 may transmit rotational force from the output differential gear 54 to the differential gear 81.

[0047] Fig. Fig. 2 is a schematic view showing a first-gear drive (e.g., a first-gear drive) and a power generation mode of the first motor generator 30, which is generated by the internal combustion engine 10 of Fig. 1. With reference to Fig. 2, when the internal combustion engine 10 is operated (e.g., driven), the third optional switching element 233 is connected to the first optional gear 231. When the internal combustion engine 10 is operated (e.g., driven), a rotational force of the input shaft 21 is transmitted through the optional input gear 23 to the first output transmission gear 52 to rotate the output shaft 51. When the output shaft 51 rotates, the differential 80, which is connected to the output differential gear 54, rotates to provide the first-gear drive force to the wheels. When the input shaft 21 rotates, the first transmission 40 can rotate through the permanent input gear 22, so that the first engine power generator (e.g., the first motor generator) 30 can generate power (e.g., electric power).

[0048] Fig. Fig. 3 is a schematic view showing a second-speed drive (e.g., a second-speed travel) and power generation mode of the first motor generator 30, which is driven by the internal combustion engine 10 of Fig. 1. With reference to Fig. 3, when the internal combustion engine 10 is operated (e.g., driven), the third optional switching element 233 is connected to the second optional gear 232. When the internal combustion engine 10 is operated (e.g., driven), a rotational force of the input shaft 21 is transmitted through the optional input gear 23 to the second output transmission gear 53 to rotate the output shaft 51. When the output shaft 51 rotates, the differential 80, which is connected to the output differential gear 54, rotates to provide the second-speed drive force to the wheels. When the input shaft 21 rotates, the first transmission 40 can rotate through the permanent input gear 22, so that the first engine power generator (e.g., the first motor generator) 30 can generate power (e.g., electric power).

[0049] Fig. Fig. 4 is a schematic view showing a first-gear drive mode (e.g., a first-gear drive mode) which is realized by means of the internal combustion engine 10 and the first motor generator 30 of Fig. 1. With reference to Fig. 4, when the internal combustion engine 10 and the first motor generator 30 are operated (e.g., driven), the third optional switching element 233 is connected to the first optional gear 231. The driving force of the internal combustion engine 10 rotates the input shaft 21. Furthermore, when the first transmission 40 is rotated by operating (e.g., driving) the first motor generator 30, the rotating force of the first transmission 40 is transmitted to the input shaft 21. The rotating force of the input shaft 21 is transmitted through the optional input gear 23 to the first output transmission gear 52 to rotate the output shaft 51. When the output shaft 51 rotates, the differential 80, which is connected to the output differential gear 54, rotates to provide (e.g., supply) the first-gear drive power to the wheels.

[0050] Fig. Fig. 5 is a schematic view showing a second-speed drive mode (e.g., a second-speed travel mode) which is realized by means of the internal combustion engine 10 and the first motor generator 30 of Fig. 1. With reference to Fig. 5, when the internal combustion engine 10 and the first motor generator 30 are operated (e.g., driven), the third optional switching element 233 is connected to the second optional gear 232. The driving force of the internal combustion engine 10 rotates the input shaft 21. Furthermore, when the first transmission 40 is rotated by operating (e.g., driving) the first motor generator 30, the rotating force of the first transmission 40 is transmitted to the input shaft 21. The rotating force of the input shaft 21 is transmitted through the optional input gear 23 to the second output transmission gear 53 to rotate the output shaft 51. When the output shaft 51 rotates, the differential 80, which is connected to the output differential gear 54, rotates to provide the second-speed drive power to the wheels.

[0051] Fig. Fig. 6 is a schematic view showing the first-gear drive (e.g., first-gear drive) and a power generation mode of the second motor generator 60, which is generated by the internal combustion engine 10 of Fig. 1. With reference to Fig. 6, when the internal combustion engine 10 is operating (e.g., driven), the third optional switching element 233 is connected to the first optional gear 231. When the internal combustion engine 10 is operating (e.g., driven), a rotational force of the input shaft 21 is transmitted through the optional input gear 23 to the first output transmission gear 52 to rotate the output shaft 51. When the output shaft 51 rotates, the differential 80, which is connected to the output differential gear 54, rotates to provide the first-gear drive force to the wheels. When the output shaft 51 rotates, the second transmission 70 can rotate through the first output transmission gear 52, so that the second motor generator 60 can generate power (e.g., electric power).

[0052] Fig. Fig. 7 is a schematic view showing the second-speed drive (e.g., second-speed travel) and power generation mode of the second motor generator 60, which is driven by the internal combustion engine 10 of Fig. 1. With reference to Fig. 7, when the internal combustion engine 10 is operating (e.g., driven), the third optional switching element 233 is connected to the second optional gear 232. When the internal combustion engine 10 is operating (e.g., driven), a rotational force of the input shaft 21 is transmitted through the optional input gear 23 to the second output transmission gear 53 to rotate the output shaft 51. When the output shaft 51 rotates, the differential 80, which is connected to the output differential gear 54, rotates to provide the second-speed drive force to the wheels. When the output shaft 51 rotates, the second transmission 70 can rotate through the first output transmission gear 52, so that the second motor generator 60 can generate power (e.g., electric power).

[0053] Fig. Fig. 8 is a schematic view showing the first-gear drive mode (e.g., the first-gear drive mode) which is realized by means of the internal combustion engine 10 and the second motor generator 60 of Fig. 1. With reference to Fig. 8, when the internal combustion engine 10 and the second motor generator 60 are operated (e.g., driven), the third optional switching element 233 is connected to the first optional gear 231. The driving force of the internal combustion engine 10 rotates the input shaft 21. When the input shaft 21 rotates, a rotating force of the optional input gear 23 is transmitted to the output shaft 51 through the first output transmission gear 52. Furthermore, when the second transmission 70 is rotated by operating (e.g., driving) the second motor generator 60, the rotating force of the second transmission shaft 71 is transmitted to the output shaft 51 through the second transmission gear 72. The rotational force of the output shaft 51 is transmitted through the output differential gear 54 to the differential 80 to provide (e.g., supply) the first-gear drive power to the wheels.

[0054] Fig. Fig. 9 is a schematic view showing the second-speed drive mode (e.g., the second-speed travel mode) which is realized by means of the internal combustion engine 10 and the second motor generator 60 of Fig. 1. With reference to Fig. 9, when the internal combustion engine 10 and the second motor generator 60 are operated (e.g., driven), the third optional switching element 233 is connected to the second optional gear 232. The driving force of the internal combustion engine 10 rotates the input shaft 21. When the input shaft 21 rotates, a rotating force of the optional input gear 23 is transmitted to the output shaft 51 through the second output transmission gear 53. Furthermore, when the second transmission 70 is rotated by operating (e.g., driving) the second motor generator 60, the rotating force of the second transmission shaft 71 is transmitted to the output shaft 51 through the second transmission gear 72. The rotational force of the output shaft 51 is transmitted through the output differential gear 54 to the differential 80 to provide (e.g., supply) the second-speed drive force to the wheels.

[0055] Fig. Fig. 10 is a schematic view showing the power generation mode of the first motor generator 30 of Fig. 1 shows. With reference to Fig. 10, when the internal combustion engine 10 is operating (e.g., driven), the third optional switching element 233 is disengaged from the first optional gear 231 and the second optional gear 232. When the internal combustion engine 10 is operating (e.g., driven), a rotational force of the input shaft 21 can be transmitted through the permanent input gear 22 to the first transmission 40, so that the first motor generator 30 can generate power (e.g., electric power).

[0056] Fig. Fig. 11 is a schematic view showing the drive mode (e.g., the travel mode) which is realized by means of the second motor generator 60 of Fig. 1. With reference to Fig. 11, when the second transmission 70 is rotated by operating (e.g., driving) the second motor generator 60 while the internal combustion engine 10 is stopped (e.g., off), the rotational force of the second transmission shaft 71 is transmitted to the output shaft 51 through the second transmission gear 72. The rotational force of the output shaft 51 is transmitted to the differential 80 through the output differential gear 54 to provide (e.g., supply) driving force to the wheels.

[0057] Fig. Fig. 12 is a schematic view showing the first-gear drive mode (e.g., the first-gear drive mode) which is realized by means of the internal combustion engine 10, the first motor generator 30 and the second motor generator 60 of Fig. 1. With reference to Fig. 12, when the engine 10, the first motor generator 30, and the second motor generator 60 are operating (e.g., driven), the third optional switching element 233 is connected to the first optional gear 231. The driving force of the engine 10 rotates the input shaft 21. Furthermore, when the first transmission 40 is rotated by operating (e.g., driving) the first motor generator 30, the rotating force of the first transmission 40 is transmitted to the input shaft 21. The rotating force of the input shaft 21 is transmitted through the optional input gear 23 to the first output transmission gear 52 to rotate the output shaft 51. When the second transmission 70 is rotated by driving the second motor generator 60, the rotational force of the second transmission shaft 71 is transmitted to the output shaft 51 through the second transmission gear 72.When the output shaft 51 rotates, the differential 80, which is connected to the output differential gear 54, rotates to provide (e.g., supply) the first-gear drive power to the wheels.

[0058] Fig. Fig. 13 is a schematic view showing the second-speed drive mode (e.g., the second-speed travel mode) which is realized by means of the internal combustion engine 10, the first motor generator 30 and the second motor generator 60 of Fig. 1. With reference to Fig.13, when the engine 10, the first motor generator 30, and the second motor generator 60 are operating (e.g., driven), the third optional switching element 233 is connected to the second optional gear 232. The driving force of the engine 10 rotates the input shaft 21. Furthermore, when the first transmission 40 is rotated by operating (e.g., driving) the first motor generator 30, the rotating force of the first transmission 40 is transmitted to the input shaft 21. The rotating force of the input shaft 21 is transmitted through the optional input gear 23 to the second output transmission gear 53 to rotate the output shaft 51. When the second transmission 70 is rotated by driving the second motor generator 60, the rotational force of the second transmission shaft 71 is transmitted to the output shaft 51 through the second transmission gear 72.When the output shaft 51 rotates, the differential 80, which is connected to the output differential gear 54, rotates to provide the second-speed drive power to the wheels.

[0059] In the power transmission device 1 for a hybrid vehicle according to an embodiment of the present disclosure / invention, the input device 20 connected to the internal combustion engine 10 is continuously connected to the first motor generator 30 to transmit rotational power, and optionally (e.g., selectively) connected to the output device 50 to transmit rotational power. The output device 50 may be continuously connected to the second motor generator 60 to transmit rotational power, and may be continuously connected to the differential 80 to transmit rotational power. The input device 20, the first transmission 40 connected to the first motor generator 30, and the second transmission 70 connected to the second motor generator 60 are arranged in parallel to each other (e.g., parallel to each other with respect to a respective extending direction of their shafts), which reduces (e.g.,shorter) overall length.

[0060] The present disclosure / invention has been described with reference to the embodiments illustrated in the drawings. Although the embodiments have been disclosed for illustrative purposes, one skilled in the art will recognize / understand that various modifications and equivalent embodiments are possible. Therefore, the true technical scope of the disclosure / invention is intended to be defined by the following claims. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] KR 2009-0020791

[0007]

Claims

[1] Power transmission device (1) for a hybrid vehicle, comprising: an internal combustion engine (10) arranged to generate power; an input device (20) connected to the internal combustion engine (10) and arranged to provide a two-speed power with different reduction ratios; a first motor generator (30) which is operated when power is applied; a first transmission (40) connected to the first motor generator (30), arranged in parallel with the input device (20) and configured to transmit power to the input device (20); an output device (50) which engages with the input device (20); a second motor generator (60) which is operated when power is applied; a second transmission (70) connected to the second motor generator (60), arranged in parallel with the output device (50) and configured to transmit power to the output device (50); and a differential (80) engaged with the output device (50) and arranged to provide power to wheels. [2] Power transmission device (1) for the hybrid vehicle according to claim 1, wherein the input device (20) comprises: an input shaft (21) connected to the internal combustion engine (10); a permanent input gear (22) which is permanently connected to the input shaft (21) and meshes with the first gear (40); and an optional input gear (23) which is optionally connected to the input shaft (21) and engages with the output device (50). [3] Power transmission device (1) for the hybrid vehicle according to claim 2, wherein the optional input gear (23) comprises: a first optional gear (231) arranged concentrically to the input shaft (21) and engaging with the output device (50); a second optional gear (232) arranged concentrically with the input shaft (21), which engages with the output device (50) and which is arranged to have a different gear ratio than the first optional gear (231); and a third optional shift element (233) provided on the input shaft (21) and optionally engaging with the first optional gear (231) and the second optional gear (232). [4] Power transmission device (1) for the hybrid vehicle according to claim 2 or 3, wherein the first transmission (40) comprises: a first transmission shaft (41) connected to the first motor generator (30) and arranged parallel to the input shaft (21); and a first transmission gear (42) provided on the first transmission shaft (41) and meshing with the permanent input gear (22). [5] Power transmission device (1) for the hybrid vehicle according to claim 3 or according to claim 4 when combined with claim 3, wherein the output device (50) comprises: an output shaft (51) arranged between the input device (20) and the second transmission (70); a first output transmission gear (52) provided on the output shaft (51) and configured to connect the second gear (70) to one of the first optional gear (231) and the second optional gear (232); a second output transmission gear (53) provided on the output shaft (51) and connected to the other of the first optional gear (231) and the second optional gear (232); and an output differential gear (54) provided on the output shaft (51) and connected to the differential (80). [6] Power transmission device (1) for the hybrid vehicle according to claim 5, wherein the second transmission (70) comprises: a second transmission shaft (71) connected to the second motor generator (60) and arranged parallel to the input shaft (21); and a second transmission gear (72) provided on the second transmission shaft (71) and meshing with the first output transmission gear (52). [7] Power transmission device (1) for the hybrid vehicle according to claim 5 or 6, wherein the differential (80) comprises: a differential gear (81) arranged to provide power to the wheels; and a differential connection (82) provided on the differential gear (81) and engaging with the output differential gear (54).

Images