Power transmission apparatus for hybrid vehicle

Abstract

A power transmission apparatus for a hybrid vehicle, according to the present invention, comprises: a case; an engine unit accommodated in the case; a transmission unit connected to the engine unit to transmit power to a clutch unit; a motor unit including a first motor unit and a second motor unit connected to the transmission unit and driven when power is applied; a torsion damper unit arranged between the engine unit and the transmission unit; and a planetary gear unit arranged between the motor unit and the transmission unit and increasing an output torque of the motor unit to provide the increased output torque to the transmission unit.

Description

Powertrain for hybrid vehicles

[0001] The present invention relates to a power transmission device for a hybrid vehicle, and more particularly, to a power transmission device for a hybrid vehicle capable of reducing the overall length of the vehicle.

[0002] Eco-friendly automobile technology is a core technology that will determine the survival of the future automobile industry, and leading automobile manufacturers are focusing all their efforts on developing eco-friendly vehicles to meet environmental and fuel efficiency regulations.

[0003] Accordingly, each automobile manufacturer is developing electric vehicles (EV), hybrid electric vehicles (HEV), and fuel cell electric vehicles (FCEV) as future automobile technologies.

[0004] The powertrain of a hybrid vehicle can combine power in various ways using two or more power sources, and the power sources are a mixture of a gasoline engine or diesel engine that uses conventional fossil fuels and a motor / generator that is driven by electric energy.

[0005] The powertrain of a hybrid vehicle can be implemented in an EV mode driven solely by the motor / generator, an HEV mode driven simultaneously by the engine and motor / generator, and an engine mode driven solely by the engine, depending on the combination of the engine and motor / generator.

[0006] Conventional technology has shown a problem in hybrid vehicle powertrains, where increased configurations to enhance output lead to increased overall length. Therefore, there is a need for improvement.

[0007] The background technology of the present invention is disclosed in Korean Patent Publication No. 10-2019-0080487 (published on July 8, 2019, title of the invention: Power transmission device for hybrid vehicle).

[0008] The present invention was created to solve the above problems, and the purpose of the present invention is to provide a power transmission device for a hybrid vehicle that uses a planetary gear to increase the output torque of the motor, thereby reducing the size of the motor and thus reducing the overall length of the vehicle.

[0009] A power transmission device for a hybrid vehicle according to the present invention may include: a case; an engine unit accommodated in the case; a transmission unit connected to the engine unit and transmitting power to a transmission unit; a motor unit connected to the transmission unit and having a first motor unit and a second motor unit that are driven when power is applied; a torsion damper unit disposed between the engine unit and the transmission unit; and a planetary gear unit disposed between the motor unit and the transmission unit and increasing an output torque of the motor unit to provide the torque to the transmission unit.

[0010] The above-mentioned planetary gear unit may include a sun gear unit connected to an input support unit accommodated in the case; a ring gear unit connected to the second motor unit and receiving power from the second motor unit; and a carrier unit disposed between the sun gear unit and the ring gear unit to rotate and connected to the transmission unit through the transmission unit.

[0011] The above carrier section can be spline-coupled with the input shaft of the above transmission section.

[0012] The above input support part can be fixed to the case with a bolt.

[0013] The above ring gear portion can be formed integrally with the second rotor portion of the second motor portion.

[0014] The transmission unit may include a first transmission unit connected to the engine unit and providing power to the engine unit; a second transmission unit connected to the first motor unit and providing power to the first motor unit and connected to the first transmission unit; a third transmission unit connected to the second transmission unit and providing power to the transmission unit; and a fourth transmission unit connected to the second motor unit and providing power to the second motor unit and connected to the third transmission unit.

[0015] The above transmission unit may further include an engine clutch unit that selectively connects or disconnects the second transmission unit and the third transmission unit.

[0016] The engine clutch unit may include a drum unit connected to the carrier unit; a hub unit directly connected to the first rotor unit of the first motor unit; a piston unit that moves within the case by hydraulic pressure; and a disk set unit that is disposed between the drum unit and the hub unit and is pressurized by the piston unit.

[0017] The above hub portion can be spline-coupled with the first rotor portion of the first motor portion.

[0018] The above drum portion can be formed integrally with the carrier portion.

[0019] The above torsion damper unit can be arranged in the first transmission unit.

[0020] According to the power transmission device for a hybrid vehicle according to the present invention, a transmission unit connected to an engine unit and a motor unit transmits power, and a planetary gear unit that amplifies the output of the motor unit is additionally provided, so that the vehicle can be driven while reducing the size of the motor unit.

[0021] FIG. 1 is a block diagram schematically showing a power transmission device for a hybrid vehicle according to one embodiment of the present invention.

[0022] FIG. 2 is a drawing schematically showing a power transmission device for a hybrid vehicle according to one embodiment of the present invention.

[0023] Hereinafter, an embodiment of a power transmission device for a hybrid vehicle according to the present invention will be described with reference to the attached drawings. In this process, the thickness of lines and the sizes of components depicted in the drawings may be exaggerated for clarity and convenience of explanation.

[0024] Additionally, the terms described below are defined based on their functions within the present invention, and may vary depending on the intent or custom of the user or operator. Therefore, the definitions of these terms should be based on the content throughout this specification.

[0025] FIG. 1 is a block diagram schematically showing a power transmission device for a hybrid vehicle according to an embodiment of the present invention, and FIG. 2 is a drawing schematically showing a power transmission device for a hybrid vehicle according to an embodiment of the present invention.

[0026] Referring to FIGS. 1 and 2, a power transmission device for a hybrid vehicle according to one embodiment of the present invention may include a case (10), an engine unit (100), a transmission unit (200), a motor unit (300), a torsion damper unit (400), and a planetary gear unit (500).

[0027] The case (10) may have an internal space. The case (10) may accommodate an engine unit (100), a transmission unit (200), a motor unit (300), a torsion damper unit (400), a planetary gear unit (500), etc. in the internal space. Alternatively, the above components may be mounted on the case (10).

[0028] A flow hole (17) may be formed in the case (10) through which fluid can be supplied into the interior of the case (10). The piston (251) of the engine clutch unit (250) can be moved by the hydraulic pressure of the fluid introduced through the flow hole (17).

[0029] The engine unit (100) may be a device that generates power by driving an internal combustion engine. The transmission unit (200) may transmit the power of the engine unit (100). The transmission unit (200) has a shaft shape and may pass through the motor unit (300) and the torsion damper unit (400).

[0030] The transmission unit (200) may be connected at one end to the engine unit (100) and at the other end to the transmission unit (900).

[0031] The motor unit (300) is connected to the transmission unit (200) and can be driven when power is applied. The motor unit (300) may include a first motor unit (310) and a second motor unit (320). The first motor unit (310) may be driven to start the engine unit (100). The first motor unit (310) may be positioned closer to the engine unit (100) than the second motor unit (320).

[0032] The second motor unit (320) can be driven to drive the vehicle. The second motor unit (320) can be designed to have a relatively larger capacity than the first motor unit (310) to enable driving the vehicle.

[0033] The first motor unit (310) may include a first stator unit (311) and a first rotor unit (313). The first stator unit (311) may refer to a fixed unit wound around a field coil. The first rotor unit (313) may be rotatably mounted on the outside of the first stator unit (311) so as to generate electromotive force when rotated. The first rotor unit (313) may be spline-coupled with the hub unit (257).

[0034] The second motor unit (320) may include a second stator unit (321) and a second rotor unit (323). The second stator unit (321) may refer to a fixed unit wound around a field coil. The second rotor unit (323) may be rotatably mounted on the outside of the second stator unit (321) so as to generate electromotive force while rotating.

[0035] The torsion damper (400) is positioned between the engine (100) and the transmission (900) to absorb shock. More specifically, the torsion damper (400) is positioned between the engine (100) and the first motor (310) of the motor (300) to absorb shock.

[0036] A rotor part (313, 323) is arranged inside a motor part (300), a transmission part (200) is arranged on the rotational center axis of the rotor part (313, 323), and a torsion damper part (400) is arranged between the rotor part (313, 323) and the transmission part (200), thereby reducing the overall length of a power transmission device for a hybrid vehicle.

[0037] The planetary gear unit (500) is arranged between the motor unit (300) and the transmission unit (200), and can increase the output torque of the motor unit (300) and provide it to the transmission unit (200). The planetary gear unit (500) can be formed of a single pinion or a double pinion.

[0038] A transmission unit (200) according to one embodiment of the present invention may include a first transmission unit (210), a second transmission unit (220), a third transmission unit (230), and a fourth transmission unit (240).

[0039] The first transmission unit (210) is connected to the engine unit (100) and can provide power to the engine unit (100). The second transmission unit (220) is connected to the first motor unit (310) and provides power to the first motor unit (310) and can be connected to the first transmission unit (210). The third transmission unit (230) is connected to the second transmission unit (220) and can provide power to the transmission unit (900). The fourth transmission unit (240) is connected to the second motor unit (320) and provides power to the second motor unit (320) and can be connected to the third transmission unit (230).

[0040] In the present invention, the transmission unit (200) may further include an engine clutch unit (250). The engine clutch unit (250) may selectively connect or disconnect the second transmission unit (220) and the third transmission unit (230). The second transmission unit (220) and the third transmission unit (230) may be selectively connected by the engine clutch unit (250). When the connection between the second transmission unit (220) and the third transmission unit (230) is disconnected, the vehicle may be driven solely by the power of the second motor unit (320).

[0041] The engine clutch unit (250) may include a piston unit (251), a disc set unit (253), a drum unit (255), and a hub unit (257). The drum unit (255) may be connected to a carrier unit (530). The drum unit (255) may be formed integrally with the carrier unit (530). The drum unit (255) may be formed integrally with the carrier unit (530) by molding, etc. The drum unit (255) may be formed integrally with the carrier unit (530) by welding, bonding, etc. Since the drum unit (255) is formed integrally with the carrier unit (530), the assembly time may be shortened.

[0042] The hub portion (257) can be directly connected to the first rotor portion (313) of the first motor portion (310). The hub portion (257) can be spline-coupled to the first rotor portion (313) of the first motor portion (310).

[0043] The piston part (251) can move within the case (10) by hydraulic pressure. The piston part (251) can move along the longitudinal direction (left-right direction based on FIG. 1) of the first shaft part (315) by hydraulic pressure.

[0044] The disk set portion (253) is arranged between the drum portion (255) and the hub portion (257), and can be pressurized by the piston portion (251). The disk set portion (253) can be pressurized by the piston portion (251) that moves by hydraulic pressure. The disk set portion (253) can include a disk portion and a plate portion. The disk set portion (253) can enable power transmission by causing the plate portion and the disk portion to come into mutual contact by the pressing force of the piston portion (251).

[0045] The torsion damper unit (400) may be placed in the first transmission unit (210). That is, the torsion damper unit (400) may be placed between the engine unit (100) and the first motor unit (310) to alleviate impact. In addition, the torsion damper unit (400) may be placed in the second transmission unit (220). That is, the torsion damper unit (400) may be placed between the first motor unit (310) and the second motor unit (320) to alleviate impact.

[0046] A planetary gear unit (500) according to one embodiment of the present invention may include a sun gear unit (510), a ring gear unit (520), and a carrier unit (530).

[0047] The sun gear unit (510) can be connected to the input support unit (800) accommodated in the case (10). The input support unit (800) can cover the motor unit (300) and the transmission unit (200). The third transmission unit (230) can pass through the sun gear unit (510). The input support unit (800) can be fixed to the case (10) by being fastened with a bolt (15). The input support unit (800) can be detachably coupled to the case (10) by the bolt (15).

[0048] The ring gear unit (520) can be connected to the second motor unit (320). The power of the second motor unit (320) can be input to the ring gear unit (520).

[0049] The ring gear part (520) can be formed integrally with the second rotor part (323) of the second motor part (320). The ring gear part (520) can be formed integrally with the second rotor part (323) by molding, etc. The ring gear part (520) can be formed integrally with the second rotor part (323) by welding, bonding, etc. Since the ring gear part (520) is formed integrally with the second rotor part (323), the assembly time can be shortened.

[0050] The carrier part (530) is arranged between the sun gear part (510) and the ring gear part (520) to rotate and output power to the transmission part (200). The carrier part (530) can be connected to the input shaft (910) of the transmission part (900) through the transmission part (200). The carrier part (530) can be spline-coupled with the input shaft (910) of the transmission part (900).

[0051] The fourth transmission unit (240) may include a fourth direct transmission unit (241) connecting the second motor unit (320) and the ring gear unit (520), and a fourth indirect transmission unit (243) connecting the carrier unit (530) and the third transmission unit (230).

[0052] The fourth direct transmission unit (241) is connected to the second motor unit (320) and can directly transmit the power of the second motor unit (320) to the ring gear unit (520). The fourth indirect transmission unit (243) is connected to the third transmission unit (230) and can indirectly transmit the power of the first motor unit (310) to the carrier unit (530) through the third transmission unit (230).

[0053] When one engine unit (100) and two motor units (300) (i.e., the first motor unit (310) and the second motor unit (320)) are available as power sources, the second transmission unit (220) and the third transmission unit (230) can be selectively connected.

[0054] When the second motor unit (320) is driven in the above-described state, the driving force output through the carrier unit (530) is transmitted to the transmission unit (900) through the third transmission unit (230), so that the vehicle can drive.

[0055] When the first motor unit (310) is driven, driving force may be directly provided to the second transmission unit (220), or the driving force may be transmitted to the second transmission unit (220) through the torsion damper unit (400). At this time, when the first motor unit (310) is driven, the engine unit (100) may be rotated through the first transmission unit (210) to induce starting of the engine unit (100).

[0056] When the engine unit (100) is driven, the rotational power of the engine unit (100) is transmitted to the transmission unit (200) through the torsion damper unit (400) and is moved to the third transmission unit (230) so that vehicle driving can be performed.

[0057] According to one embodiment of the present invention, a power transmission device for a hybrid vehicle transmits power through a transmission unit (200) connected to an engine unit (100) and a motor unit (300), and additionally includes a planetary gear unit (500) that amplifies the output of the motor unit (300), thereby enabling vehicle driving while reducing the size of the motor unit (300).

[0058] While the present invention has been described with reference to the embodiments illustrated in the drawings, these are merely exemplary, and those skilled in the art will appreciate that various modifications and equivalent embodiments are possible. Therefore, the true scope of technical protection of the present invention should be defined by the claims below.

Claims

1. Case; An engine unit accommodated in the above case; A transmission unit that is connected to the engine unit and transmits power to the transmission unit; A motor unit having a first motor unit and a second motor unit that are connected to the above transmission unit and driven when power is supplied; A torsion damper unit disposed between the engine unit and the transmission unit; and A power transmission device for a hybrid vehicle, characterized in that it includes a planetary gear unit disposed between the motor unit and the transmission unit and increasing the output torque of the motor unit and providing it to the transmission unit.

2. In paragraph 1, The above-mentioned planetary gear unit, A gear unit connected to an input support unit accommodated in the above case; A ring gear part connected to the second motor part and into which power of the second motor part is input; and A power transmission device for a hybrid vehicle, characterized in that it includes a carrier part that is arranged and rotates between the sun gear part and the ring gear part and is connected to the transmission part through the transmission part.

3. In paragraph 2, A power transmission device for a hybrid vehicle, characterized in that the carrier section is spline-coupled with the input shaft of the transmission section.

4. In paragraph 2, A power transmission device for a hybrid vehicle, characterized in that the above input support part is fixed by being bolted to the case.

5. In paragraph 2, A power transmission device for a hybrid vehicle, characterized in that the ring gear portion is formed integrally with the second rotor portion of the second motor portion.

6. In paragraph 2, The above transmission unit, A first transmission unit connected to the engine unit and providing power to the engine unit; A second transmission unit connected to the first motor unit to provide power to the first motor unit and connected to the first transmission unit; A third transmission unit connected to the second transmission unit and providing power to the transmission unit; and A power transmission device for a hybrid vehicle, characterized in that it includes a fourth transmission unit connected to the second motor unit to provide power to the second motor unit and connected to the third transmission unit.

7. In paragraph 6, The above transmission unit, A power transmission device for a hybrid vehicle, characterized in that it further includes an engine clutch unit that selectively connects or disconnects the second transmission unit and the third transmission unit.

8. In paragraph 7, The above engine clutch part, A drum part connected to the carrier part; A hub part directly connected to the first rotor part of the first motor part; A piston part that moves within the case by hydraulic pressure; and A power transmission device for a hybrid vehicle, characterized in that it includes a disk set portion disposed between the drum portion and the hub portion and pressurized by the piston portion.

9. In paragraph 8, A power transmission device for a hybrid vehicle, characterized in that the hub portion is spline-connected to the first rotor portion of the first motor portion.

10. In paragraph 8, A power transmission device for a hybrid vehicle, characterized in that the drum portion is formed integrally with the carrier portion.

11. In paragraph 6, A power transmission device for a hybrid vehicle, characterized in that the torsion damper part is arranged in the first transmission part.

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