KR20160101351A - DCT equipped with a hybrid drive system - Google Patents

DCT equipped with a hybrid drive system Download PDF

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Publication number
KR20160101351A
KR20160101351A KR1020150023756A KR20150023756A KR20160101351A KR 20160101351 A KR20160101351 A KR 20160101351A KR 1020150023756 A KR1020150023756 A KR 1020150023756A KR 20150023756 A KR20150023756 A KR 20150023756A KR 20160101351 A KR20160101351 A KR 20160101351A
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KR
South Korea
Prior art keywords
motor
driving force
engine
dct
reduction gear
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KR1020150023756A
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Korean (ko)
Inventor
이경신
김달철
조성태
Original Assignee
현대자동차주식회사
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Priority to KR1020150023756A priority Critical patent/KR20160101351A/en
Publication of KR20160101351A publication Critical patent/KR20160101351A/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The present invention relates to a dual clutch transmission (DCT) mounting type hybrid driving system, comprising: a DCT which includes an odd/even gear clutch selectively slipping in an engine, an odd/even gear shaft connected to each clutch to perform a shift, and an output shaft finally transferring power to a final reduction gear through shift operation of each gear; a first motor directly connected to an odd gear shaft of the DCT, and performing driving/generation dependent on power of the engine or a battery; and a second motor directly connected to the even gear shaft of the DCT, and performing driving/generation dependent on the power of the engine or the battery. According to the present invention, a DCT mounting type hybrid driving system capable of maintaining an optimal state by changing a mode according to each request is provided to reduce the whole length of a transmission due to omission of an engine clutch and a hybrid starter generator (HSG), be easily extended to a plugin hybrid system without increasing any specification, and improve mileage and hill-climbing ability when being applied to a plugin hybrid electric vehicle (PHEV) system.

Description

[0001] The present invention relates to a DCT-equipped hybrid drive system,

[0001] The present invention relates to a hybrid drive system, and more particularly, to a hybrid drive system capable of reducing the total length of a transmission and easily expanding it into a plug-in hybrid (PHEV) ≪ / RTI >

In accordance with the world's high oil prices and CO2 regulations, it has become a key item in the development of environmentally friendly vehicles as well as fuel efficiency improvement. In order to achieve this goal, advanced automobile manufacturers are concentrating on opening technologies for fuel reduction.

In addition, we focus on enhancing eco-friendly image and technology by mass-producing and launching hybrid and plug-in automobiles with eco-friendly technology.

Therefore, GM is developing 'Volt' under the name of Extended Range EV and 'F3DM' in China by BYD in China, and Getrag is developing a hybrid drive system for AER extension PHEV in Europe. In addition, Toyota first developed a hybrid system called 'Power Split' and introduced it to 'Prius' vehicles. As a result, the car maker, which prevails a competitive hybrid AER-driven PHEV drive system, It is expected to be able to win.

In this way, automakers are developing hybrid systems with high efficiency. In Korea, it is time to develop high efficiency / high performance new power transmission system for PHEV in preparation for upcoming PHEV era.

However, the conventional technique shown in Fig. 1 is a system composed of a starter motor 20, two drive motors 30 and an engine clutch 40, which is a power transmitting device, And the drive and regenerative braking functions as the drive motor 20 on the side of the transmission 50. The engine 10 is connected between the engine 10 and the drive motor 30, There is an engine clutch 40 for interrupting the driving force of the engine.

2A, when the vehicle is driven by the drive motor 30 by interrupting the driving force of the engine 10 when driving in the EV mode, the vehicle is required to travel at a constant speed or requires less output, (30) is used to secure the driving force to improve the fuel efficiency, and the operating point of the driving system can be operated at the high efficiency operating point by changing the operating point in accordance with the transmission ratio in the EV mode.

2B, in the case of a drive system in which the engine clutch 40 between the engine 10 and the drive motor 30 is actuated to deliver the drive force of the engine 10 to the wheels during HEV mode driving, The driving power of the driving motor 30 is required to be increased in view of the improvement of the running performance of the PHEV vehicle, There is a disadvantage that the specification of the drive motor 30 must be increased.

In order to solve the above-mentioned problems, according to the present invention, two driving motors are installed in a DCT, and the engine clutch and the HSG are eliminated to realize various driving modes with two motors, thereby reducing the total length of the transmission, The present invention aims at providing a DCT-mounted hybrid drive system that can be easily extended and applied to a plug-in hybrid (PHEV) and improved fuel economy and backing performance.

In order to achieve the above-mentioned object, the present invention provides a hybrid vehicle including an odd-numbered shortening and an even-numbered shortening which are selectively connected to an engine and slid to the engine, A DCT comprising an output shaft for transmitting power to the gear; A first motor directly connected to the odd short axis of the DCT and driven / driven according to the power of the engine or the battery; A DCT-mounted hybrid drive system which is directly connected to even-numbered short axes of the DCT and includes a second motor driven / driven according to the power of the engine or the battery, .

According to the present invention configured as described above, the entire length of the transmission can be reduced by eliminating the engine clutch and the HSG, and the system can be easily extended to the plug-in hybrid system without increasing the specification. There is an advantage that the fuel consumption performance and the backing performance are improved.

1 is a schematic diagram of a conventional hybrid drive system;
2 (a) and 2 (b) are diagrams for explaining driving of EV and HEV modes, respectively.
3 is a schematic diagram of a DCT-mounted hybrid drive system according to the present invention.
FIG. 4 to FIG. 23 illustrate examples of operating states of a DCT-mounted hybrid drive system according to the present invention;

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains.

3, the DCT-equipped hybrid drive system of the present invention is provided with a combination of an alternator 610 and a pair of alternating-current means 610 and 620 for selectively slipping into the engine 100, The DCT 600 including the odd-numbered short shaft 630 and the even-numbered short shaft 640 and the output shaft 650 that transmits the power to the longitudinal reduction gear FD finally through the shifting action of each end, Is provided on the rear side of the engine (100).

The first motor 200 driven and driven according to the power of the engine 100 or the battery 400 is connected to one end of the DCT 600 in correspondence with the engine 100, (630).

The second motor 300 driving / generating according to the power of the engine 100 or the battery 400 is directly connected to the even axis 640 of the DCT 600, Thereby constituting a DCT-mounted hybrid drive system.

Thus, by configuring the first motor 200 and the second motor 300 in the DCT, various running modes can be realized even if the engine clutch and the HSG are eliminated.

That is, when a low-output EV travel is required, the first motor 200 or the second motor 300 can be selectively used to travel. When a high-output / high-torque EV travel is required, 2 motor 300 and can start and drive by selectively using the driving force of the first motor 200 or the second motor 300 when the engine is started and the HEV is required to be driven.

Therefore, when a high output is required during EV traveling, it is possible to drive both the stator of the first motor 200 and the stator of the second motor 300, and without increasing the specification such as adding a separate motor, .

The operation and operation of each system will be described in detail with reference to the accompanying drawings.

First, when stopping the engine, two systems are required.

First, as shown in FIG. 4, the second motor 300 is in the OFF state, the Hall element clutch 610 is slip-coupled with the engine 100, and the discharge of the battery 400 The first motor 200 is driven by electric power and the driving force of the first motor 200 sequentially transmitted along the odd short axis 630 and the odd-numbered clutch 610 is used to drive the engine 100 A starting system can be applied.

5, the first motor 200 is in the OFF state, the even-numbered clutch 620 is slip-coupled with the engine 100, and the SOC is in the steady state, the even shafts 640 And the second motor 300 sequentially transmitted along the even-numbered clutch 620 may be used to start the engine 100 when the vehicle is stopped.

On the other hand, when charging the battery during stopping, two systems are applied.

6, in the condition that the engine 100 is in the driving state, the second motor 300 is in the OFF state, the even-numbered clutch 620 is in the released state, and the SOC is in the discharged state, The battery 400 is driven by the first motor 200 in a state where the vehicle is stopped by using the driving force of the engine 100 sequentially transmitted along the odd number of short axes 630 and 610, Can be applied.

7, in the condition that the engine 100 is in the driving state, the first motor 200 is in the OFF state, the Hall device clutch 610 is in the released state, and the SOC is in the discharged state, The system for charging the battery 400 by generating the second motor 300 at the time of vehicle stop using the driving force of the engine 100 sequentially transmitted along the even-numbered clutch 620 and the even- Can be applied.

In addition, two systems are applicable if low-power EV travel is required.

8, the engine 100 and the second motor 300 are in the OFF state, all of the hole means / even clutches 610 and 620 are released, and under the condition that the SOC is in the normal state, The power of the first motor 200 which is transmitted to the longitudinal reduction gear FD sequentially along the gear engagement of one of the first, second and third stages of the output shaft 630 and the output shaft 650 System can be applied.

9, the engine 100 and the first motor 200 are in an OFF state, all of the hole means / even clutches 610 and 620 are released, and under the condition that the SOC is in a normal state, The output torque of the second motor 300 is transmitted to the longitudinal reduction gears FD sequentially along the output shaft 650 and the gear engagement of either one of the second, System can be applied.

10, when the engine 100 is in the OFF state and all of the hole means / even-numbered clutches 610 and 620 are released and the SOC is in the steady state, 630 and the even gears 640 to simultaneously transmit the driving force of the first motor 200 and the second motor 300 to the longitudinal reduction gear FD through the output shaft 650 to generate a high output / The EV-driven system of torque is applied.

On the other hand, three systems are applicable when switching modes from EV to HEV.

First, as shown in FIG. 11, the hole means clutch 610 is disengaged, and the SOC is in a steady state, and is sequentially transmitted to the longitudinal reduction gear FD along the odd short shaft 630 and the output shaft 650 And the driving force of the second motor 300 that is sequentially transmitted along the even-numbered short axis 640 and the even-numbered-purpose clutch 620 is used to perform the EV traveling using the driving force of the first motor 200, A system for switching the mode from EV to HEV by starting the engine 100 is applied.

12, the even-numbered clutch 620 is disengaged, and the SOC is in a steady state, the even-numbered short shaft 640 and the output shaft 650 are sequentially shifted to the longitudinal reduction gear FD By using the driving force of the first motor 200 that is sequentially transmitted along the odd minor axis 630 and the odd axis clutch 610, A system for switching the mode from EV to HEV by starting the engine 100 is applied.

13, the engine 100 is in a starting state, and both the first motor 200 and the second motor 300 are drivable, and the hole means / even-numbered clutches 610, (660) and the even-numbered short shaft (640) through the output shaft (650) under the condition that the SOC is in a normal state, It is possible to simultaneously transmit the driving force of the first motor 200 and the driving force of the second motor 300 to the reduction gear FD so as to drive the high output EV and to control the driving of any one of the above- A system for switching the mode from the EV to the HEV by starting the engine 100 through the selective slip control is applied.

In addition, the internal system can be applied when a parallel (high) output HEV is required.

First, as shown in FIG. 14, when the engine 100 and the first motor 200 are driven, the second motor 300 is in the OFF state, only the hall element clutch 610 is slip-coupled, and the SOC is normal Both the driving force of the engine 100 and the driving force of the first motor 200 are transmitted to the longitudinal reduction gear FD through the output shaft 650 using the odd short axis 630 and then traveled to the HEV System is applied.

15, the engine 100 and the second motor 300 are driven, the first motor 200 is in the OFF state, only the even-numbered clutch 620 is slip-coupled, and the SOC is normal Both the driving force of the engine 100 and the driving force of the second motor 300 are transmitted to the longitudinal reduction gear FD via the output shaft 650 and then traveled to the HEV using the even minor axis 640 System is applied.

16, the first and second motors 200 and 300 and the engine 100 are both driven, only the first clutch 610 is slip-engaged, the SOC is in a normal state, Both the driving force of the engine 100 and the driving force of the first motor 200 are transmitted to the longitudinal reduction gear FD through the output shaft 650 by using the odd short axis 630 under the operating conditions such as trailer running, And transmits the driving force of the second motor 300 to the longitudinal reduction gear FD via the output shaft 650 using the even minor axis 640 to drive the HEV with the maximum output.

17, the first and second motors 200 and 300 and the engine 100 are all driven, only the even-numbered clutch 620 is slip-engaged, the SOC is in a normal state, Both the driving force of the engine 100 and the driving force of the second motor 300 are transmitted to the longitudinal reduction gear FD through the output shaft 650 by using the even minor axis 640 under the operating conditions such as trailer running, And the maximum power of the HEV is transmitted by transmitting the driving force of the first motor 200 to the longitudinal reduction gear FD through the output shaft 650 using the odd short shaft 630. [

Likewise, two systems are applicable if a series HEV is required.

18, the engine 100 and the first motor 200 are driven, only the even-numbered clutch 620 is slip-coupled, and the SOC is discharged. In this condition, the odd short axis 630, (610) and the even-numbered short shaft (640) by using the driving force of the first motor (200), which is sequentially transmitted to the longitudinal reduction gear (FD) along the output shaft The second motor 300 is driven by the driving force of the engine 100 and the HEV is driven so that the battery 400 can be charged.

19, the engine 100 and the second motor 300 are driven, and only the even-numbered clutch 610 is slip-coupled. In the condition that the SOC is discharged, the even- And the output shaft 650. The output shaft 650 is driven by the driving force of the second motor 300 that is sequentially transmitted to the longitudinal reduction gears FD and is driven sequentially along the odd- The first motor 200 is driven by the driving force of the engine 100 and the HEV is driven so that the battery 400 can be charged.

In addition, when the PE product such as a drive motor, a battery, an inverter, etc. is broken or can not be used and the engine 100 needs to be driven independently, the engine 100 is driven, (610) or even-numbered clutch (620) to perform the selective slip control of either the odd-numbered shortening shaft (630) or the even-numbered shortening shaft (640) under the condition that the SOCs (200, 300) A system in which the engine 100 is driven solely by transmitting the driving force of the engine 100 to the longitudinal reduction gear FD along the output shaft 650 is applied.

Finally, if regenerative braking is required, three systems are applicable.

First, as shown in FIG. 21, when the engine 100 and the second motor 300 are in the OFF state and the hall means / even-numbered clutches 610 and 620 are both in the released state, The braking force is sequentially transmitted along the longitudinal reduction gear FD, the output shaft 650, and the odd-numbered short axis 630 to charge the battery 400 together with the power generation of the first motor 200, System is applied.

22, when the engine 100 and the first motor 200 are in the OFF state and the hall means / even-numbered clutches 610 and 620 are both in the released state, The braking force is sequentially transmitted along the longitudinal reduction gear FD, the output shaft 650 and the even minor axis 640 to charge the battery 400 together with the power generation of the second motor 300 to absorb the regenerative braking energy Is applied.

The third is that when the vehicle is in braking, the longitudinally driven reduction gear FD is rotated at the time of vehicle braking under the condition that only the engine 100 is OFF and the hole means / even clutches 610 and 620 are both in the released state, The braking force transmitted along the output shaft 650 is generated by both the first motor 200 and the second motor 300 through the odd short axis 630 and the even short axis 640 and the battery 400 is charged A system for absorbing regenerative braking energy is applied.

By providing the present invention configured as described above, the following effects can be expected.

1) It is possible to reduce the manufacturing cost in terms of tappability.

That is, since the motors are mounted on the two axes of the three axes inside the DCT 600, the existing engine clutches and the HSGs can be eliminated, and the entire length of the vehicle can be dramatically reduced.

2) It can be extended to the PHEV system without increasing the specification on the expansion of the system. It is possible to increase the EV driving output in response to the new European certification (WLTP) in the future.

3) Because it can be applied to PHEV system in terms of performance, EV driving performance is improved and various driving modes using two motors can be realized, so that the optimum operating point can be maintained and two regenerative braking energy Since the absorbing potential is secured, the fuel efficiency can be improved.

In addition, the torque can be increased by applying different gear ratios according to the driving of the respective motors, so that the running performance of the EV can be improved.

The terms and words used in the present specification and claims should not be construed to be limited to ordinary or dictionary terms. It should be interpreted as meaning and concept consistent with the technical idea of the present invention.

Therefore, the configurations shown in the drawings and the embodiments described herein are merely the most preferred embodiments of the present invention, and are not intended to represent all of the technical ideas of the present invention. Therefore, It should be understood that various equivalents and modifications are possible.

10, 100: engine
20: Starting motor
30: drive motor
40: engine clutch
50: Transmission
200: first motor
300: second motor
400: Battery
500: Wheel
600: DCT
610: Hole means clutch
620: Even-numbered clutch
630: odd shortening
640: even speed reduction
650: Output shaft
FD: longitudinal reduction gear

Claims (21)

And an even-numbered short shaft 630 and an even-numbered short shaft 640 that are connected to the respective clutches 610 and 620 to be shifted and operated, And an output shaft (650) for transmitting power to the final reduction gear (FD) through the final reduction gear (FD);
A first motor 200 directly connected to the odd short axis 630 of the DCT 600 and driven / driven according to the power of the engine 100 or the battery 400;
And a second motor (300) directly connected to the even minor axis (640) of the DCT (600) and driven / driven according to the power of the engine (100) or the battery (400). The method according to claim 1,
Mounted hybrid drive system for starting the engine (100) during a vehicle stop using the driving force of the first motor (200) sequentially transmitted along the odd minor axis (630) and the hole means clutch (610). The method according to claim 1,
Mounted hybrid drive system for starting the engine (100) during a vehicle stop using the driving force of a second motor (300) sequentially transmitted along the even minor axis (640) and the even clutch (620). The method according to claim 1,
The first motor 200 is driven by the driving force of the engine 100 sequentially transmitted along the odd-numbered short shaft 630 and the hall element clutch 610 to generate DCT Onboard hybrid drive system. The method according to claim 1,
The second motor 300 is generated during the vehicle stop using the driving force of the engine 100 which is sequentially transmitted along the even-numbered clutch 620 and the even-numbered short axis 640, Onboard hybrid drive system. The method according to claim 1,
By using the gear engagement of any one of the first, third, and fifth stages of the odd minor axis 630 and the driving force of the first motor 200 that is sequentially transmitted to the longitudinal reduction gear FD along the output shaft 650, DCT-mounted hybrid drive system that drives EV. The method according to claim 1,
By using the gear engagement of either one of the second and fourth stages of the even minor axis 640 and the driving force of the second motor 300 sequentially transmitted to the longitudinal reduction gear FD along the output shaft 650, DCT-mounted hybrid drive system that drives EV. The method according to claim 1,
The driving force of the first motor 200 and the driving force of the second motor 300 are simultaneously transmitted to the longitudinal reduction gear FD through the output shaft 650 by utilizing the front gears of the odd short axis 630 and the even short axis 640 And a DCT-mounted hybrid drive system that drives an EV with high output / high torque. The method according to claim 1,
The EV driving is performed by using the driving force of the first motor 200 transmitted to the longitudinal reduction gears FD sequentially along the odd minor axis 630 and the output axis 650 and at the same time, Mounted hybrid drive system for starting the engine (100) using the driving force of the second motor (300) sequentially transmitted along the vehicle clutch (620) to switch the mode from EV to HEV. The method according to claim 1,
The EV driving is performed by using the driving force of the second motor 300 sequentially transmitted to the longitudinal reduction gears FD along the even minor axis 640 and the output axis 650, Mounted hybrid drive system for starting the engine (100) using the driving force of the first motor (200) sequentially transmitted along the vehicle clutch (610) to switch the mode from EV to HEV. The method according to claim 1,
The driving force of the first motor 200 and the driving force of the second motor 300 are simultaneously transmitted to the longitudinal reduction gear FD through the output shaft 650 by utilizing the front gears of the odd short axis 630 and the even short axis 640 Mounted hybrid drive system in which the engine 100 is started through the selective slip control of either the hall element clutch 610 or the even element clutch 620 to switch the mode from EV to HEV, system. The method according to claim 1,
A DCT onboard hybrid drive (hereinafter referred to as " hybrid drive ") in which both the driving force of the engine 100 and the driving force of the first motor 200 are transmitted to the longitudinal reduction gear FD via the output shaft 650 using the odd- system. The method according to claim 1,
A DCT onboard hybrid drive (hereinafter referred to as " hybrid drive ") in which both the driving force of the engine 100 and the driving force of the second motor 300 are transmitted to the longitudinal reduction gear FD via the output shaft 650, system. The method according to claim 1,
Both the driving force of the engine 100 and the driving force of the first motor 200 are transmitted to the longitudinal reduction gear FD through the output shaft 650 by using the odd short axis 630, And the maximum output of the HEV is transmitted to the longitudinal reduction gear (FD) through the output shaft (650) by using the second motor (300). The method according to claim 1,
Both the driving force of the engine 100 and the driving force of the second motor 300 are transmitted to the longitudinal reduction gear FD through the output shaft 650 by using the even minor axis 640, And a maximum output HEV is transmitted by transmitting the driving force of the first motor (200) through the output shaft (650) to the longitudinal reduction gear (FD). The method according to claim 1,
Is driven by the driving force of the first motor (200) transmitted to the longitudinal reduction gear (FD) sequentially along the odd minor axis (630) and the output axis (650), and the even- Mounted hybrid drive system in which the HEV is driven so as to charge the battery (400) by generating the second motor (300) by using the driving force of the engine (100) sequentially transmitted along the first axis (640). The method according to claim 1,
Is driven by using the driving force of the second motor 300 sequentially transmitted to the longitudinal reduction gears FD along the even minor axis 640 and the output axis 650 and at the same time, Mounted hybrid drive system in which the first motor (200) is driven by using the driving force of the engine (100) sequentially transmitted along the first axis (630) to travel the HEV so as to charge the battery (400). The method according to claim 1,
(610) or the even-numbered clutch (620) to selectively drive the engine (610) or the even-numbered reduction gear (610) to the longitudinal reduction gear (FD) along the output shaft (650) via the odd- 100) to drive the engine (100) alone. The method according to claim 1,
The braking force sequentially transmitted from the wheel 500 along the longitudinal reduction gear FD, the output shaft 650 and the odd-numbered short shaft 630 during the vehicle braking causes the battery 400 to be charged together with the power generation of the first motor 200 DCT-mounted hybrid drive system that absorbs regenerative braking energy. The method according to claim 1,
The braking force that is sequentially transmitted from the wheel 500 along the longitudinal reduction gear FD, the output shaft 650 and the even minor axis 640 during braking of the vehicle is used to generate the battery 400 with the power generation of the second motor 300 DCT-mounted hybrid drive system that absorbs regenerative braking energy by charging. The method according to claim 1,
The braking force transmitted along the longitudinal reduction gear FD and the output shaft 650 from the wheel 500 during the braking of the vehicle is transmitted to the first motor 200 and the second motor 300 via the odd short axis 630 and the even shorter axis 640 And a DCT-mounted hybrid drive system that absorbs regenerative braking energy by charging the battery 400.
KR1020150023756A 2015-02-17 2015-02-17 DCT equipped with a hybrid drive system KR20160101351A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107512261A (en) * 2017-08-01 2017-12-26 北京理工大学 PHEV shift control methods in parallel based on dual power source collaboration
KR20190057981A (en) * 2017-11-21 2019-05-29 현대자동차주식회사 Transmission for electric vehicles

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107512261A (en) * 2017-08-01 2017-12-26 北京理工大学 PHEV shift control methods in parallel based on dual power source collaboration
KR20190057981A (en) * 2017-11-21 2019-05-29 현대자동차주식회사 Transmission for electric vehicles

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