KR20210116723A - Hybrid powertrain for vehicle - Google Patents

Hybrid powertrain for vehicle Download PDF

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Publication number
KR20210116723A
KR20210116723A KR1020200030636A KR20200030636A KR20210116723A KR 20210116723 A KR20210116723 A KR 20210116723A KR 1020200030636 A KR1020200030636 A KR 1020200030636A KR 20200030636 A KR20200030636 A KR 20200030636A KR 20210116723 A KR20210116723 A KR 20210116723A
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South Korea
Prior art keywords
gear
input shaft
motor
output shaft
driven gear
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KR1020200030636A
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Korean (ko)
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박종윤
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현대자동차주식회사
기아 주식회사
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Priority to KR1020200030636A priority Critical patent/KR20210116723A/en
Publication of KR20210116723A publication Critical patent/KR20210116723A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • F16H3/085—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 with more than one output shaft
    • 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
    • F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
    • F16H3/38—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with synchro-meshing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/421—Dog type clutches or brakes
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The present invention relates to a hybrid powertrain for a vehicle which can improve efficiency in an EV mode and regenerative braking. The hybrid powertrain for a vehicle comprises: an engine input shaft connected to an engine through a first clutch; a motor input shaft arranged by forming a concentric axis with the engine input shaft, and having a motor connected thereto; a first output shaft and a second output shaft arranged in parallel with the engine input shaft; a first driving gear and a second driving gear rotatably provided on the motor input shaft; a first driven gear provided on the first output shaft to be engaged with the first driving gear, and a second driven gear provided to be engaged with the second driving gear; a composite synchronizer installed to independently realize regulation between the engine input shaft and the motor input shaft and regulation between the first driving gear and the motor input shaft; a second clutch provided to regulate between the second driving gear and the motor input shaft; and a plurality of external gear pairs installed between the engine input shaft and the first output shaft and between the engine input shaft and the second output shaft to form different shift ratios.

Description

차량의 하이브리드 파워트레인{HYBRID POWERTRAIN FOR VEHICLE}Hybrid powertrain for vehicles

본 발명은 차량에 적용될 수 있는 하이브리드 파워트레인의 레이아웃에 관한 기술이다.The present invention relates to a layout of a hybrid powertrain that can be applied to a vehicle.

TMED(Transmission Mounted Electric Device) 방식의 하이브리드 파워트레인은 모터가 엔진측이 아니라 변속기측에 장착된 것을 의미한다.A TMED (Transmission Mounted Electric Device) type hybrid powertrain means that the motor is mounted on the transmission side instead of the engine side.

종래 상기한 바와 같은 TMED 하이브리드 파워트레인 중에서, 엔진과 모터를 엔진클러치를 사용하여 연결하는 방식을 많이 사용하고 있는데, 이러한 파워트레인에서는 상기 엔진클러치 자체를 구비함에 따른 비용이 소요되고, 엔진클러치 결합 시 엔진과 모터의 속도가 동일하게 제한되며, 변속맵이 엔진의 최적 운전점에 따라 설정되므로, 모터의 입장에서는 주 작동 영역이 상대적으로 저속 영역으로 편중되어 모터의 성능을 충분히 발휘하기 어렵고, 모터가 변속기의 입력측에 위치하므로 회생제동 시, 구동륜으로부터 모터까지의 동력 전달 경로가 복잡하여 회생제동 효율이 떨어지는 경향이 있다.Among the conventional TMED hybrid powertrains as described above, a method of connecting an engine and a motor using an engine clutch is widely used. Since the speed of the engine and the motor are equally limited, and the shift map is set according to the optimum operating point of the engine, from the motor's point of view, the main operating area is biased toward a relatively low speed area, making it difficult to fully demonstrate the motor's performance. Since it is located on the input side of the transmission, during regenerative braking, the power transmission path from the driving wheel to the motor is complicated, so the regenerative braking efficiency tends to decrease.

상기 발명의 배경이 되는 기술로서 설명된 사항들은 본 발명의 배경에 대한 이해 증진을 위한 것일 뿐, 이 기술분야에서 통상의 지식을 가진 자에게 이미 알려진 종래기술에 해당함을 인정하는 것으로 받아들여져서는 안 될 것이다.The matters described as the background technology of the invention are only for enhancing the understanding of the background of the present invention, and should not be taken as acknowledging that they correspond to the prior art already known to those of ordinary skill in the art. will be

KR 1015736350000 B1KR 1015736350000 B1

본 발명은 엔진과 모터 사이를 단속하기 위한 엔진클러치를 배제하여 원가 및 중량이 저감될 수 있고, 모터가 엔진에 대하여 독립적으로 제어될 수 있도록 하여 엔진은 물론 모터의 최적 운전이 가능하도록 하며, 회생제동 시, 모터와 구동륜 사이의 동력 전달 경로를 비교적 짧게 구성할 수 있게 함으로써, EV모드 및 회생제동 시에 효율을 향상시킬 수 있도록 한 차량의 하이브리드 파워트레인을 제공함에 그 목적이 있다.The present invention can reduce the cost and weight by excluding the engine clutch for regulating between the engine and the motor, and allow the motor to be independently controlled with respect to the engine to enable optimal operation of the motor as well as the engine, and regenerative An object of the present invention is to provide a hybrid powertrain for a vehicle capable of improving efficiency in EV mode and regenerative braking by enabling a relatively short power transmission path between a motor and driving wheels during braking.

상기한 바와 같은 목적을 달성하기 위한 본 발명 차량의 하이브리드 파워트레인은,The hybrid powertrain of the vehicle of the present invention for achieving the above object,

엔진과 제1클러치를 통해 연결되는 엔진입력축;an engine input shaft connected to the engine through the first clutch;

상기 엔진입력축과 동심축을 이루어 배치되며 모터가 연결된 모터입력축;a motor input shaft disposed concentrically with the engine input shaft and to which a motor is connected;

상기 엔진입력축에 평행하게 배치된 제1출력축 및 제2출력축;a first output shaft and a second output shaft disposed parallel to the engine input shaft;

상기 모터입력축에 각각 회전 가능하게 구비된 제1구동기어 및 제2구동기어;a first driving gear and a second driving gear rotatably provided on the motor input shaft, respectively;

상기 제1출력축에 상기 제1구동기어와 치합되도록 구비된 제1피동기어 및 상기 제2구동기어에 치합되도록 구비된 제2피동기어;a first driven gear provided to mesh with the first drive gear on the first output shaft and a second driven gear provided to mesh with the second drive gear;

상기 엔진입력축과 모터입력축 사이의 단속과, 상기 제1구동기어와 모터입력축 사이의 단속을 독립적으로 구현할 수 있도록 설치된 복합싱크로;a complex synchro installed to independently implement the interruption between the engine input shaft and the motor input shaft and the interruption between the first drive gear and the motor input shaft;

상기 제2구동기어와 모터입력축 사이를 단속할 수 있도록 구비된 제2클러치;a second clutch provided to intermittently between the second drive gear and the motor input shaft;

상기 엔진입력축과 제1출력축 사이, 및 엔진입력축과 제2출력축 사이에 서로 다른 변속비를 형성하도록 설치된 다수의 외접기어쌍;a plurality of external gear pairs installed to form different transmission ratios between the engine input shaft and the first output shaft and between the engine input shaft and the second output shaft;

을 포함하여 구성되고,consists of,

상기 제1구동기어와 제1피동기어가 형성하는 변속비, 상기 제2구동기어와 제2피동기어가 형성하는 변속비 및 상기 다수의 외접기어쌍들이 형성하는 다수의 변속비는, 차량의 구동에 사용되는 일련의 변속비를 구성하는 것을 특징으로 한다.The transmission ratio formed by the first driving gear and the first driven gear, the transmission ratio formed by the second driving gear and the second driven gear, and the plurality of transmission ratios formed by the plurality of external gear pairs are used for driving the vehicle. It is characterized in that it constitutes a series of transmission ratios.

상기 복합싱크로는The composite synchro

상기 모터입력축에 설치된 허브와;a hub installed on the motor input shaft;

상기 허브 상에서 축방향을 따라 서로 독립적으로 슬라이딩 가능하도록 설치된 제1슬리브 및 제2슬리브;first and second sleeves installed on the hub to be slidable independently of each other along the axial direction;

를 포함하여 구성될 수 있다.It may be composed of

상기 제1구동기어는 상기 복합싱크로의 제2슬리브와 치합될 수 있는 클러치기어가 일체로 구비될 수 있다.The first driving gear may be integrally provided with a clutch gear capable of meshing with the second sleeve of the compound synchro.

상기 복합싱크로는The composite synchro

상기 제1슬리브가 축방향 이동에 따라 싱크로나이저링에 의한 동기작용을 통해 상기 엔진입력축과 연결될 수 있는 동기장치를 구성하고;a synchronizing device capable of being connected to the engine input shaft through a synchronizing action by a synchronizer ring as the first sleeve moves in an axial direction;

상기 제2슬리브는 상기 제1구동기어의 클러치기어와 도그클러치를 구성할 수 있다.The second sleeve may constitute a clutch gear and a dog clutch of the first driving gear.

상기 제1구동기어와 제1피동기어는 3단 변속비를 구현하도록 구성되고;the first driving gear and the first driven gear are configured to implement a three-speed transmission ratio;

상기 제2구동기어와 제2피동기어는 5단 변속비를 구현하도록 구성되며;the second driving gear and the second driven gear are configured to implement a five-speed transmission ratio;

상기 엔진입력축과 제1출력축 사이의 외접기어쌍들은 2단 변속비와 6단 변속비를 구현하도록 설치되고;the external gear pairs between the engine input shaft and the first output shaft are installed to implement a two-speed transmission ratio and a six-speed transmission ratio;

상기 엔진입력축과 제2출력축 사이의 외접기어쌍은 1단 변속비와 4단 변속비를 구현하도록 설치될 수 있다.An external gear pair between the engine input shaft and the second output shaft may be installed to implement a first gear ratio and a fourth gear ratio.

상기 엔진입력축에는 1단 변속비와 2단 변속비 구현에 공통으로 사용되는 제3구동기어와, 4단 변속비와 6단 변속비 구현에 공통으로 사용되는 제4구동기어가 설치되고;a third drive gear commonly used for realizing a first gear ratio and a second gear ratio and a fourth drive gear commonly used for realizing a fourth gear ratio and a sixth gear ratio are installed on the engine input shaft;

상기 제1출력축에는 상기 제3구동기어에 치합된 2단피동기어와, 상기 제4구동기어에 치합된 6단피동기어가 설치되며;a two-stage driven gear meshed with the third drive gear and a six-stage driven gear meshed with the fourth drive gear are installed on the first output shaft;

상기 제2출력축에는 상기 제3구동기어에 치합된 1단피동기어와, 상기 제4구동기어에 치합된 4단피동기어가 설치될 수 있다.A first-stage driven gear meshed with the third driving gear and a fourth-stage driven gear meshed with the fourth driving gear may be installed on the second output shaft.

상기 제3구동기어와 제4구동기어는 상기 엔진입력축에 회전이 구속되어 설치되고;the third drive gear and the fourth drive gear are installed with rotations constrained to the engine input shaft;

상기 제1출력축에는 상기 2단피동기어와 6단피동기어를 선택적으로 상기 제1출력축에 회전을 구속시킬 수 있도록 하는 2&6동기장치가 구비되며;a 2&6 synchronizing device configured to selectively restrict rotation of the second-stage driven gear and the six-stage driven gear to the first output shaft is provided on the first output shaft;

상기 제2출력축에는 상기 1단피동기어와 4단피동기어를 선택적으로 상기 제2출력축에 회전을 구속시킬 수 있도록 하는 1&4동기장치가 구비될 수 있다.The second output shaft may be provided with a 1&4 synchronization device for selectively restricting rotation of the first-stage driven gear and the fourth-stage driven gear to the second output shaft.

상기 제4구동기어에는 상기 복합싱크로의 제1슬리브에 치합되는 클러치기어가 일체로 구비될 수 있다.The fourth driving gear may be integrally provided with a clutch gear meshed with the first sleeve of the compound synchro.

상기 제1출력축에는 제1출력기어가 구비되고;a first output gear is provided on the first output shaft;

상기 제2출력축에는 제2출력기어가 구비되며;a second output gear is provided on the second output shaft;

상기 제1출력기어와 제2출력기어는 디퍼렌셜의 링기어에 공통적으로 치합될 수 있다.The first output gear and the second output gear may be commonly meshed with the ring gear of the differential.

상기 모터입력축에는 모터로부터의 동력을 전달받기 위한 모터피동기어가 일체로 구비되고;The motor input shaft is integrally provided with a motor driven gear for receiving power from the motor;

상기 모터피동기어에는 상기 모터의 회전축에 구비된 모터구동기어가 치합될 수 있다.A motor driven gear provided on a rotating shaft of the motor may be meshed with the motor driven gear.

본 발명은 엔진과 모터 사이를 단속하기 위한 엔진클러치를 배제하여 원가 및 중량이 저감될 수 있고, 모터가 엔진에 대하여 독립적으로 제어될 수 있도록 하여 엔진은 물론 모터의 최적 운전이 가능하도록 하며, 회생제동 시, 모터와 구동륜 사이의 동력 전달 경로를 비교적 짧게 구성할 수 있게 함으로써, EV모드 및 회생제동 시에 효율을 향상시킬 수 있도록 한다.The present invention can reduce the cost and weight by excluding the engine clutch for regulating between the engine and the motor, and allow the motor to be independently controlled with respect to the engine to enable optimal operation of the motor as well as the engine, and regenerative By enabling a relatively short power transmission path between the motor and the driving wheels during braking, efficiency can be improved in EV mode and regenerative braking.

도 1은 본 발명에 따른 차량의 하이브리드 파워트레인의 구성을 도시한 도면,
도 2는 도 1의 파워트레인이 1단에서 2단으로 변속하는 과정을 설명한 도면,
도 3은 도 1의 파워트레인이 2단에서 3단으로 변속하는 과정을 설명한 도면,
도 4는 도 1의 파워트레인이 3단에서 4단으로 변속하는 과정을 설명한 도면,
도 5는 도 1의 파워트레인이 4단에서 5단으로 변속하는 과정을 설명한 도면,
도 6은 도 1의 파워트레인이 5단에서 6단으로 변속하는 과정을 설명한 도면,
도 7은 도 1의 파워트레인이 EV 1단에서 EV 2단으로 변속하는 과정을 설명한 도면이다.1 is a view showing the configuration of a hybrid powertrain of a vehicle according to the present invention;
2 is a view for explaining a process of shifting the powertrain of FIG. 1 from 1st gear to 2nd gear;
3 is a view for explaining a process of shifting the power train of FIG. 1 from 2nd gear to 3rd gear;
4 is a view for explaining a process of shifting the powertrain of FIG. 1 from 3rd gear to 4th gear;
5 is a view for explaining a process of shifting the powertrain of FIG. 1 from 4th gear to 5th gear;
6 is a view for explaining a process of shifting the powertrain of FIG. 1 from 5th gear to 6th gear;
7 is a view for explaining a process of shifting the powertrain of FIG. 1 from the first EV to the second EV.

도 1을 참조하면, 본 발명 차량의 하이브리드 파워트레인의 실시예는, 엔진(E)과 제1클러치(CL1)를 통해 연결되는 엔진입력축(EI); 상기 엔진입력축(EI)과 동심축을 이루어 배치되며 모터(M)가 연결된 모터입력축(MI); 상기 엔진입력축(EI)에 평행하게 배치된 제1출력축(OUT1) 및 제2출력축(OUT2); 상기 모터입력축(MI)에 각각 회전 가능하게 구비된 제1구동기어(DG1) 및 제2구동기어(DG2); 상기 제1출력축(OUT1)에 상기 제1구동기어(DG1)와 치합되도록 구비된 제1피동기어(PG1) 및 상기 제2구동기어(DG2)에 치합되도록 구비된 제2피동기어(PG2); 상기 엔진입력축(EI)과 모터입력축(MI) 사이의 단속과, 상기 제1구동기어(DG1)와 모터입력축(MI) 사이의 단속을 독립적으로 구현할 수 있도록 설치된 복합싱크로(CS); 상기 제2구동기어(DG2)와 모터입력축(MI) 사이를 단속할 수 있도록 구비된 제2클러치(CL2); 상기 엔진입력축(EI)과 제1출력축(OUT1) 사이, 및 엔진입력축(EI)과 제2출력축(OUT2) 사이에 서로 다른 변속비를 형성하도록 설치된 다수의 외접기어쌍을 포함하여 구성된다.Referring to FIG. 1 , an embodiment of a hybrid powertrain of a vehicle according to the present invention includes an engine E and an engine input shaft EI connected through a first clutch CL1; a motor input shaft (MI) disposed concentrically with the engine input shaft (EI) and connected to the motor (M); a first output shaft OUT1 and a second output shaft OUT2 disposed parallel to the engine input shaft EI; a first driving gear DG1 and a second driving gear DG2 rotatably provided on the motor input shaft MI, respectively; a first driven gear PG1 provided to mesh with the first drive gear DG1 on the first output shaft OUT1 and a second driven gear PG2 provided to mesh with the second drive gear DG2; a complex synchro (CS) installed to independently implement the interruption between the engine input shaft (EI) and the motor input shaft (MI) and the interruption between the first drive gear (DG1) and the motor input shaft (MI); a second clutch (CL2) provided to intermittently between the second driving gear (DG2) and the motor input shaft (MI); and a plurality of external gear pairs installed to form different speed ratios between the engine input shaft EI and the first output shaft OUT1 and between the engine input shaft EI and the second output shaft OUT2.

상기 제1구동기어(DG1)와 제1피동기어(PG1)가 형성하는 변속비, 상기 제2구동기어(DG2)와 제2피동기어(PG2)가 형성하는 변속비 및 상기 다수의 외접기어쌍들이 형성하는 다수의 변속비는, 차량의 구동에 사용되는 일련의 변속비를 구성한다.The transmission ratio formed by the first driving gear DG1 and the first driven gear PG1, the transmission ratio formed by the second driving gear DG2 and the second driven gear PG2, and the plurality of external gear pairs are formed A plurality of transmission ratios to be used constitute a series of transmission ratios used for driving the vehicle.

즉, 본 실시예에서 상기 제1구동기어(DG1)와 제1피동기어(PG1)는 3단 변속비를 형성하고, 상기 제2구동기어(DG2)와 제2피동기어(PG2)는 5단 변속비를 형성하며, 상기 다수의 외접기어쌍들은 1단, 2단, 4단, 및 6단의 변속비를 형성하도록 구비되어, 차량이 1단 내지 6단의 일련의 변속비를 구현할 수 있도록 구성된 것이다.That is, in this embodiment, the first drive gear DG1 and the first driven gear PG1 form a three-speed transmission ratio, and the second drive gear DG2 and the second driven gear PG2 have a five-speed transmission ratio. The plurality of external gear pairs are provided to form transmission ratios of 1st, 2nd, 4th, and 6th gear, so that the vehicle can implement a series of transmission ratios of 1st to 6th gear.

참고로, 상기 제1구동기어(DG1)와 제1피동기어(PG1)는 후술하는 모터(M)만에 의한 전기차 모드인 EV모드에서는 상대적으로 변속비가 큰 EV1단을 구현하고, 상기 제2구동기어(DG2)와 제2피동기어(PG2)는 상대적으로 변속비가 작은 EV2단을 구현한다.For reference, the first driving gear DG1 and the first driven gear PG1 implement the EV1 stage having a relatively large transmission ratio in the EV mode, which is an electric vehicle mode by only the motor M, which will be described later, and the second driving gear The gear DG2 and the second driven gear PG2 implement the EV2 stage having a relatively small transmission ratio.

상기 제1출력축(OUT1)에는 제1출력기어(OG1)가 구비되고, 상기 제2출력축(OUT2)에는 제2출력기어(OG2)가 구비되며, 상기 제1출력기어(OG1)와 제2출력기어(OG2)는 디퍼렌셜(DF)의 링기어(RG)에 공통적으로 치합된 구성이다.A first output gear OG1 is provided on the first output shaft OUT1, a second output gear OG2 is provided on the second output shaft OUT2, and the first output gear OG1 and the second output The gear OG2 has a configuration commonly meshed with the ring gear RG of the differential DF.

본 발명의 파워트레인은 상기 엔진입력축(EI)이 상기 제1클러치(CL1)를 통해 전달받은 엔진(E)의 동력을 상기 다수의 외접기어쌍과 상기 제1구동기어(DG1)와 제1피동기어(PG1) 및 제2구동기어(DG2) 및 제2피동기어(PG2)를 통해 상기 디퍼렌셜(DF)로 전달함으로써, 1단 내지 6단의 전진 변속단을 구현할 수 있도록 하고, 변속 시에는 후술하는 바와 같은 변속작용에 의해 토크 인터럽션(Torque Interruption) 없이 부드러운 변속이 이루어질 수 있도록 구성된 것이다.In the powertrain of the present invention, the engine input shaft EI transmits the power of the engine E received through the first clutch CL1 to the plurality of external gear pairs and the first driving gear DG1 and the first driven gear. By transmitting to the differential DF through the gear PG1, the second driving gear DG2, and the second driven gear PG2, 1 to 6 forward shift stages can be implemented, and when shifting, it will be described later. It is configured so that smooth shifting can be achieved without torque interruption by the shift action as described above.

또한, 모터(M)가 엔진(E) 쪽에 엔진클러치를 통해 설치되어 있지 않아서, 엔진클러치를 장착하지 않음에 따라 차량의 원가 및 중량이 저감될 수 있으며, 모터가 엔진과는 별도로 독립적으로 제어될 수 있어서 모터(M)의 제어 자유도가 더욱 높게 확보되며, EV모드나 회생제동 시, 비교적 짧은 동력전달 경로로 모터(M)와 구동륜 사이의 동력 전달이 가능하여 동력 전달 효율을 높게 확보할 수 있다. In addition, since the motor M is not installed through the engine clutch on the engine E side, the cost and weight of the vehicle can be reduced as the engine clutch is not mounted, and the motor can be controlled independently from the engine. Therefore, the degree of freedom of control of the motor M is secured even higher, and power transmission efficiency can be secured as it is possible to transmit power between the motor M and the driving wheels through a relatively short power transmission path in EV mode or regenerative braking. .

상기 복합싱크로(CS)는 상기 모터입력축(MI)에 설치된 허브(HB)와, 상기 허브(HB) 상에서 축방향을 따라 서로 독립적으로 슬라이딩 가능하도록 설치된 제1슬리브(SB1) 및 제2슬리브(SB2)를 포함하여 구성된다.The composite synchro CS includes a hub HB installed on the motor input shaft MI, and a first sleeve SB1 and a second sleeve SB2 installed to be slidable independently from each other along the axial direction on the hub HB. ) is included.

여기서, 상기 "축방향"은 상기 모터입력축(MI)의 길이방향을 의미한다.Here, the "axial direction" means the longitudinal direction of the motor input shaft MI.

상기 제1구동기어(DG1)는 상기 복합싱크로(CS)의 제2슬리브(SB2)와 치합될 수 있는 클러치기어(CG)가 일체로 구비된다.The first driving gear DG1 is integrally provided with a clutch gear CG capable of meshing with the second sleeve SB2 of the compound synchro CS.

상기 복합싱크로(CS)는 상기 제1슬리브(SB1)가 축방향 이동에 따라 싱크로나이저링에 의한 동기작용을 통해 상기 엔진입력축(EI)과 연결될 수 있는 동기장치를 구성하고, 상기 제2슬리브(SB2)는 상기 제1구동기어(DG1)의 클러치기어(CG)와 도그클러치를 구성한다.The composite synchronizer CS constitutes a synchronizing device that can be connected to the engine input shaft EI through a synchronizing action by a synchronizer ring as the first sleeve SB1 moves in the axial direction, and the second sleeve ( SB2) constitutes the clutch gear CG and the dog clutch of the first driving gear DG1.

또한, 본 실시예에서 후술하는 제4구동기어(DG4)에 상기 복합싱크로(CS)의 일부를 구성하는 클러치기어(CG)가 일체로 구비되어, 상기 제1슬리브(SB1)가 치합됨에 의해 상기 엔진입력축(EI)을 상기 모터입력축(MI)과 직결시킬 수 있도록 구성되어 있다.In addition, the clutch gear CG constituting a part of the compound synchro CS is integrally provided with the fourth drive gear DG4 to be described later in this embodiment, and the first sleeve SB1 is meshed with each other. The engine input shaft EI is configured to be directly connected to the motor input shaft MI.

상기 제4구동기어(DG4)의 클러치기어(CG)와 상기 제1슬리브(SB1) 사이에는 상기 싱크로나이저링이 구비되어, 싱크로메시 방식 동기장치의 동기작용에 의해 상기 제1슬리브(SB1)가 상기 제4구동기어(DG4)의 클러치기어(CG)에 치합되도록 구성된다.The synchronizer ring is provided between the clutch gear CG of the fourth drive gear DG4 and the first sleeve SB1, and the first sleeve SB1 is It is configured to mesh with the clutch gear CG of the fourth drive gear DG4.

참고로, 상기 싱크로나이저링은 종래의 일반적인 싱크로메시 방식 동기장치에 사용되는 것과 동일한 방식의 것이 사용될 수 있으며, 도면에서는 그 표시를 생략하였다.For reference, the synchronizer ring may be used in the same manner as that used in a conventional synchronizing device using a general synchronizer ring, and the display thereof is omitted from the drawings.

상술한 바와 같이 상기 복합싱크로(CS)의 제2슬리브(SB2)는 상기 제1구동기어(DG1)의 클러치기어(CG)와 도그클러치를 구성하는 바, 이는 상기 모터(M)에 의해 동기작용을 능동적으로 수행할 수 있기 때문이다.As described above, the second sleeve SB2 of the compound synchro CS constitutes the clutch gear CG and the dog clutch of the first drive gear DG1, which is synchronized by the motor M. because it can be done actively.

한편, 상기 제2클러치(CL2)는 디스크클러치 등과 같이 마찰력을 연속적으로 가변시킬 수 있는 타입의 클러치를 사용하여, 상기 제2구동기어(DG2)와 상기 모터입력축(MI) 사이를 단속할 수 있도록 구성할 수 있다.On the other hand, the second clutch CL2 uses a type of clutch capable of continuously varying frictional force, such as a disk clutch, to intermittently between the second drive gear DG2 and the motor input shaft MI. configurable.

상기 제1구동기어(DG1)와 제1피동기어(PG1)는 3단 변속비를 구현하도록 구성되고, 상기 제2구동기어(DG2)와 제2피동기어(PG2)는 5단 변속비를 구현하도록 구성되며, 상기 엔진입력축(EI)과 제1출력축(OUT1) 사이의 외접기어쌍들은 2단 변속비와 6단 변속비를 구현하도록 설치되고, 상기 엔진입력축(EI)과 제2출력축(OUT2) 사이의 외접기어쌍은 1단 변속비와 4단 변속비를 구현하도록 설치된다.The first driving gear DG1 and the first driven gear PG1 are configured to implement a three-speed transmission ratio, and the second drive gear DG2 and the second driven gear PG2 are configured to implement a 5-speed transmission ratio The external gear pairs between the engine input shaft EI and the first output shaft OUT1 are installed to implement a 2-speed transmission ratio and a 6-speed transmission ratio, and the circumscribed gears between the engine input shaft EI and the second output shaft OUT2 are provided. The gear pair is installed to implement a first gear ratio and a fourth gear ratio.

즉, 상기 엔진입력축(EI)에는 1단 변속비와 2단 변속비 구현에 공통으로 사용되는 제3구동기어(DG3)와, 4단 변속비와 6단 변속비 구현에 공통으로 사용되는 제4구동기어(DG4)가 설치되고, 상기 제1출력축(OUT1)에는 상기 제3구동기어(DG3)에 치합된 2단피동기어(P2)와, 상기 제4구동기어(DG4)에 치합된 6단피동기어(P6)가 설치되며, 상기 제2출력축(OUT2)에는 상기 제3구동기어(DG3)에 치합된 1단피동기어(P1)와, 상기 제4구동기어(DG4)에 치합된 4단피동기어(P4)가 설치된 것이다.That is, on the engine input shaft EI, a third drive gear DG3 commonly used to implement a first gear ratio and a second gear ratio, and a fourth drive gear DG4 commonly used to implement a fourth gear ratio and a sixth gear ratio ) is installed, and the first output shaft OUT1 has a two-stage driven gear P2 meshed with the third drive gear DG3 and a six-speed driven gear P6 meshed with the fourth drive gear DG4. ) is installed on the second output shaft OUT2, a first-stage driven gear P1 meshed with the third drive gear DG3, and a fourth-stage driven gear P4 meshed with the fourth drive gear DG4. ) is installed.

상기 제3구동기어(DG3)와 제4구동기어(DG4)는 상기 엔진입력축(EI)에 회전이 구속되어 설치되고, 상기 제1출력축(OUT1)에는 상기 2단피동기어(P2)와 6단피동기어(P6)를 선택적으로 상기 제1출력축(OUT1)에 회전을 구속시킬 수 있도록 하는 2&6동기장치(2&6S)가 구비되며, 상기 제2출력축(OUT2)에는 상기 1단피동기어(P1)와 4단피동기어(P4)를 선택적으로 상기 제2출력축(OUT2)에 회전을 구속시킬 수 있도록 하는 1&4동기장치(1&4S)가 구비된다.The third driving gear DG3 and the fourth driving gear DG4 are installed with rotation constrained to the engine input shaft EI, and the two-stage driven gear P2 and the six-stage driven gear P2 are provided on the first output shaft OUT1. A 2&6 synchronization device 2&6S for selectively restricting rotation of the driven gear P6 to the first output shaft OUT1 is provided, and the second output shaft OUT2 includes the first-stage driven gear P1 and 1&4 synchronizers 1&4S for selectively restricting rotation of the four-stage driven gear P4 to the second output shaft OUT2 are provided.

한편, 상기 모터입력축(MI)에는 모터(M)로부터의 동력을 전달받기 위한 모터피동기어(MP)가 일체로 구비되고, 상기 모터피동기어(MP)에는 상기 모터(M)의 회전축에 구비된 모터구동기어(MD)가 치합된다.On the other hand, the motor driven gear MP for receiving power from the motor M is integrally provided on the motor input shaft MI, and the motor driven gear MP is provided on the rotating shaft of the motor M. The motor drive gear (MD) is meshed.

따라서, 상기 모터(M)의 회전력은 상기 모터구동기어(MD)와 모터피동기어(MP)의 기어비에 의해 변속되어 상기 모터입력축(MI)으로 전달된다.Accordingly, the rotational force of the motor M is shifted by the gear ratio between the motor driving gear MD and the motor driven gear MP and transmitted to the motor input shaft MI.

이외에, 상기 모터(M)는 상기 모터입력축(MI)에 직결될 수도 있을 것이고, 상기 모터입력축(MI)과의 사이에 별도의 감속장치, 예컨대 링기어가 고정되고 선기어에 상기 모터(M)가 연결되며 캐리어가 상기 모터입력축(MI)에 연결되는 유성기어장치 등을 통해 일정한 수준으로 감속된 모터(M)의 동력을 상기 모터입력축(MI)에 전달하도록 구성될 수 있을 것이다.In addition, the motor M may be directly connected to the motor input shaft MI, and a separate reduction device, such as a ring gear, is fixed between the motor input shaft MI and the motor M is attached to the sun gear. It may be configured to transmit the power of the motor M decelerated to a certain level to the motor input shaft MI through a planetary gear device or the like in which the carrier is connected to the motor input shaft MI.

이하에서는 도 2 내지 도 6을 참조하여, 1단 내지 6단의 순차적인 변속과정을 살펴본다.Hereinafter, a sequential shifting process of 1st to 6th gear will be described with reference to FIGS. 2 to 6 .

도 2는 1단에서 2단으로 변속하는 과정을 도시한 것으로서, A는 상기 제1클러치(CL1)가 체결되고, 1&4동기장치(1&4S)가 1단피동기어(P1)를 제2출력축(OUT2)에 연결하고 있는 상태로서, 엔진(E)으로부터의 동력은 제1클러치(CL1), 엔진입력축(EI), 제3구동기어(DG3), 1단피동기어(P1), 제2출력축(OUT2)을 차례로 지나 1단 동력을 상기 디퍼렌셜(DF)을 통해 인출하는 상태이다.2 is a diagram illustrating a process of shifting from 1st gear to 2nd gear. In A, the first clutch CL1 is engaged, and the 1&4 synchronizers 1&4S shift the first-stage driven gear P1 to the second output shaft OUT2. ), the power from the engine (E) is the first clutch (CL1), the engine input shaft (EI), the third drive gear (DG3), the first gear driven gear (P1), and the second output shaft (OUT2). ) and the first stage power is withdrawn through the differential DF.

2단으로의 변속지령이 발생하면, B와 같이 상기 복합싱크로(CS)의 제2슬리브(SB2)로 상기 제1구동기어(DG1)를 모터입력축(MI)에 연결한 상태에서, 상기 모터(M)를 구동하여, 상기 모터(M)에 의해서도 상기 디퍼렌셜(DF)에 1단 동력에 상당하는 동력을 제공할 수 있도록 하고, C와 같이 상기 제1클러치(CL1)를 해제하고 1&4동기장치(1&4S)를 중립으로 해제한다.When a shift command to the second gear is generated, as shown in B, in a state in which the first drive gear DG1 is connected to the motor input shaft MI through the second sleeve SB2 of the compound synchro CS, the motor ( M) is driven to provide power equivalent to the first-stage power to the differential DF even by the motor M, and as in C, the first clutch CL1 is released and the 1&4 synchronizer ( 1&4S) to neutral.

D와 같이, 상기 2&6동기장치(2&6S)로 2단피동기어(P2)를 상기 제1출력축(OUT1)에 연결한 후, 상기 제1클러치(CL1)를 체결하면, 엔진(E)의 동력이 상기 엔진입력축(EI)과 제3구동기어(DG3), 2단피동기어(P2) 및 제1출력축(OUT1)을 통해 2단 동력으로 변속되어 상기 디퍼렌셜(DF)로 인출되며, 이어서 모터(M)의 구동을 해제하면, E와 같이 엔진(E)만에 의한 2단 구동상태가 된다.As shown in D, when the two-stage driven gear P2 is connected to the first output shaft OUT1 with the 2&6 synchronization device 2&6S and the first clutch CL1 is engaged, the power of the engine E is The engine input shaft EI, the third drive gear DG3, the two-stage driven gear P2, and the first output shaft OUT1 are shifted to two-stage power and drawn out to the differential DF, and then the motor M ), it becomes a two-stage driving state by only the engine E as in E.

도 3은 2단에서 3단으로의 변속과정을 설명한 것으로서, A와 같은 2단 주행 상태에서 변속지령이 발생하면, B와 같이 제2슬리브(SB2)가 상기 제1구동기어(DG1)를 모터입력축(MI)에 연결한 상태에서 모터(M)를 구동하여, 모터(M)에 의해서도 2단 동력이 디퍼렌셜(DF)로 전달되도록 한다. 3 illustrates the shifting process from the second gear to the third gear. When a shift command is generated in the second-speed driving state as shown in A, the second sleeve SB2 moves the first driving gear DG1 to the motor as shown in B. Referring to FIG. By driving the motor M in the state connected to the input shaft MI, the second-stage power is also transmitted to the differential DF by the motor M.

이후, C와 같이 제1클러치(CL1)를 해제하고 2&6동기장치(2&6S)를 중립으로 해제하여 엔진(E)으로부터의 동력을 차단하고, D와 같이 상기 복합싱크로(CS)의 제1슬리브(SB1)를 제4구동기어(DG4)의 클러치기어(CG)에 결합하여, 상기 엔진입력축(EI)과 모터입력축(MI)이 직결되도록 한 후, 상기 제1클러치(CL1)를 체결하면, 상기 엔진입력축(EI)으로 입력된 엔진(E)의 동력은 상기 제1구동기어(DG1)와 제1피동기어(PG1)를 통해 3단 동력으로 변속되어 상기 디퍼렌셜(DF)로 인출되는 상태가 된다.After that, as shown in C, the first clutch CL1 is released and the 2&6 synchronizer 2&6S is released to neutral to cut off the power from the engine E, and as shown in D, the first sleeve ( SB1) is coupled to the clutch gear CG of the fourth drive gear DG4 so that the engine input shaft EI and the motor input shaft MI are directly connected, and then the first clutch CL1 is engaged. The power of the engine E input to the engine input shaft EI is shifted to three-speed power through the first driving gear DG1 and the first driven gear PG1, and is in a state of being drawn out to the differential DF. .

이후, E와 같이 모터(M)의 구동을 해제하면, 엔진(E)만에 의한 3단 주행 상태가 형성된다.Thereafter, when the driving of the motor M is released as in E, a three-stage running state by only the engine E is formed.

도 4는 3단에서 4단으로의 변속과정을 설명한 것으로서, A와 같은 3단 주행상태에서, 변속지령이 발생하면, B와 같이 모터(M)를 구동하여, 모터(M)에 의해서도 3단 동력이 상기 디퍼렌셜(DF)로 전달되도록 한다.4 is a diagram illustrating a shift process from 3rd gear to 4th gear. When a shift command is generated in the 3rd gear driving state as shown in A, the motor M is driven as shown in B, and the 3rd gear is also performed by the motor M as shown in FIG. Power is transmitted to the differential DF.

이후, C와 같이 제1클러치(CL1)를 해제한 후, 상기 복합싱크로(CS)의 제1슬리브(SB1)를 중립으로 해제하여, 모터(M)만에 의해 3단 주행 상태를 유지한다.Thereafter, after releasing the first clutch CL1 as shown in C, the first sleeve SB1 of the composite synchro CS is released to neutral, and the three-speed driving state is maintained by only the motor M.

D와 같이 상기 1&4동기장치(1&4S)로 4단피동기어(P4)를 제2출력축(OUT2)에 연결시킨 후, 상기 제1클러치(CL1)를 체결하면, 엔진(E)의 동력이 상기 4단피동기어(P4)를 통해 변속되어, 디퍼렌셜(DF)로 4단 동력이 인출되며, E와 같이 모터(M)의 구동을 해제하면, 엔진(E)만에 의한 4단 주행상태가 형성된다.As shown in D, when the 4th gear P4 is connected to the second output shaft OUT2 with the 1&4 synchronization device 1&4S and the first clutch CL1 is engaged, the power of the engine E is It is shifted through the single driven gear P4, and the 4th speed power is withdrawn to the differential DF. .

도 5는 4단에서 5단으로의 변속과정을 설명한 것으로서, A와 같은 4단 주행상태에서, 변속지령이 발생하면, B와 같이 제2클러치(CL2)를 체결하고 모터(M)를 구동하여, 모터(M)의 동력이 제2구동기어(DG2)와 제2피동기어(PG2)를 통해서 4단 동력으로 변환된 후 디퍼렌셜(DF)로 전달되도록 한다. 5 illustrates the shifting process from 4th gear to 5th gear. When a shift command is generated in the 4th gear driving state as shown in A, the second clutch CL2 is engaged as shown in B, and the motor M is driven. , so that the power of the motor M is converted into four-speed power through the second driving gear DG2 and the second driven gear PG2 and then transmitted to the differential DF.

이후, C와 같이 제1클러치(CL1)를 해제하고 1&4동기장치(1&4S)를 중립으로 해제하여 엔진(E)으로부터의 동력을 차단하여 모터(M)만에 의해 4단 주행상태를 유지하고, D와 같이 상기 복합싱크로(CS)의 제1슬리브(SB1)를 제4구동기어(DG4)의 클러치기어(CG)에 결합하여, 상기 엔진입력축(EI)과 모터입력축(MI)이 직결되도록 한 후, 상기 제1클러치(CL1)를 체결하면, 상기 엔진입력축(EI)으로 입력된 엔진(E)의 동력은 상기 제2구동기어(DG2)와 제2피동기어(PG2)를 통해 5단 동력으로 변속되어 상기 디퍼렌셜(DF)로 인출되는 상태가 된다.Thereafter, as in C, the first clutch CL1 is released and the 1&4 synchronizers 1&4S are released to neutral to cut off the power from the engine E to maintain the 4th speed driving state by only the motor M, As shown in D, the first sleeve SB1 of the compound synchro CS is coupled to the clutch gear CG of the fourth drive gear DG4 so that the engine input shaft EI and the motor input shaft MI are directly connected. After that, when the first clutch CL1 is engaged, the power of the engine E input to the engine input shaft EI is converted into 5-speed power through the second driving gear DG2 and the second driven gear PG2. is shifted to a state of being drawn out to the differential DF.

이후, E와 같이 모터(M)의 구동을 해제하면, 엔진(E)만에 의한 5단 주행 상태가 형성된다.Thereafter, when the driving of the motor M is released as in E, a five-speed running state by only the engine E is formed.

도 6은 5단에서 6단으로의 변속과정을 설명한 것으로서, A와 같은 5단 주행상태에서, 변속지령이 발생하면, B와 같이 모터(M)를 구동하여, 모터(M)에 의해서도 5단 동력이 상기 디퍼렌셜(DF)로 전달되도록 한다.6 is a diagram illustrating a shift process from 5th gear to 6th gear. When a shift command is generated in the 5th gear driving state as in A, the motor M is driven as shown in B, and the motor M drives the 5th gear by the motor M. Power is transmitted to the differential DF.

이후, C와 같이 제1클러치(CL1)를 해제한 후, 상기 복합싱크로(CS)의 제1슬리브(SB1)를 중립으로 해제하여, 모터(M)만에 의해 5단 주행 상태를 유지한다.Thereafter, after releasing the first clutch CL1 as shown in C, the first sleeve SB1 of the composite synchro CS is released to neutral, and the 5-speed driving state is maintained by only the motor M.

D와 같이 상기 2&6동기장치(2&6S)로 6단피동기어(P6)를 제1출력축(OUT1)에 연결시킨 후, 상기 제1클러치(CL1)를 체결하면, 엔진(E)의 동력이 상기 6단피동기어(P6)를 통해 변속되어, 디퍼렌셜(DF)로 6단 동력이 인출되며, E와 같이 모터(M)의 구동을 해제하면, 엔진(E)만에 의한 6단 주행상태가 형성된다.As shown in D, when the 6-speed driven gear P6 is connected to the first output shaft OUT1 with the 2&6 synchronization device 2&6S and the first clutch CL1 is engaged, the power of the engine E is It is shifted through the single driven gear P6, and 6-speed power is withdrawn to the differential DF. .

이상과 같이 본 발명 실시예의 파워트레인은 1단 내지 6단의 모든 변속과정에서, 모터(M)의 구동력을 적절히 활용함으로써, 동력원으로부터의 동력이 구동륜으로 전달되지 못하고 차단되는 토크 인터럽션(Torque Interruption)이 발생하지 않도록 하여, 우수한 변속감을 확보할 수 있다.As described above, in the powertrain of the embodiment of the present invention, by appropriately utilizing the driving force of the motor M in all shift processes of 1st to 6th gear, the power from the power source is not transmitted to the driving wheels and is interrupted. ), to ensure excellent shifting feeling.

한편, 도 7은 전기차 모드인 EV 1단에서 EV 2단으로 변속하는 과정을 설명한 것으로서, A상태에서는 제2슬리브(SB2)가 제1구동기어(DG1)의 클러치기어(CG)에 치합되어, 상기 모터입력축(MI)으로 제공되는 모터(M)의 동력이 상기 제1구동기어(DG1)와 제1피동기어(PG1)를 통해 상기 디퍼렌셜(DF)로 인출되는 상태이다.On the other hand, FIG. 7 illustrates the process of shifting from the first stage of EV to the second stage of EV in the electric vehicle mode. In the A state, the second sleeve SB2 is meshed with the clutch gear CG of the first drive gear DG1, The power of the motor M provided to the motor input shaft MI is withdrawn to the differential DF through the first driving gear DG1 and the first driven gear PG1.

EV 2단으로의 변속지령이 발생하면, B와 같이 상기 제2슬리브(SB2)를 중립위치로 이동시키는 힘을 인가한 상태에서, 상기 제2클러치(CL2)를 점진적으로 체결하면, 상기 제2슬리브(SB2)와 제1구동기어(DG1)의 클러치기어(CG) 사이의 토크가 해제되는 시점이 발생하여, 상기 제2슬리브(SB2)가 중립위치로 해제되어 C와 같은 상태가 되며, 이 상태에서 상기 제2클러치(CL2)를 완전히 체결시키면, 상기 모터(M)의 동력이 제2구동기어(DG2)와 제2피동기어(PG2)를 통해 디퍼렌셜(DF)로 인출되는 EV 2단 상태가 되는 것이다. When a shift command to EV 2 is generated, as shown in B, when the second clutch CL2 is gradually tightened while applying a force to move the second sleeve SB2 to the neutral position, the second When the torque between the sleeve SB2 and the clutch gear CG of the first drive gear DG1 is released, the second sleeve SB2 is released to the neutral position and becomes the same as C, and this When the second clutch CL2 is fully engaged in the second stage EV state, the power of the motor M is drawn out to the differential DF through the second driving gear DG2 and the second driven gear PG2. will become

상기 도 7의 EV 1단과 EV 2단은 각각 상기 모터(M)를 역회전시켜서 차량의 후진단으로 작용하도록 할 수 있다.The first stage of EV and the second stage of EV of FIG. 7 may each reversely rotate the motor M to act as a reverse gear of the vehicle.

한편, 본 발명의 하이브리드 파워트레인은 엔진(E)의 동력으로 상기 제1출력축(OUT1) 또는 제2출력축(OUT2)을 통해 동력을 인출하는 1단 내지 6단의 모든 변속단에 대하여, 상기 복합싱크로(CS)의 제2슬리브(SB2)로 상기 제1구동기어(DG1)를 모터입력축(MI)에 연결시킨 상태에서 상기 모터(M)를 함께 구동함에 의해 상기 엔진(E)의 동력을 보조하는 하이브리드 모드를 구현할 수도 있음은 물론이다.On the other hand, in the hybrid powertrain of the present invention, with respect to all shift stages of 1st to 6th gears in which power is drawn through the first output shaft OUT1 or the second output shaft OUT2 as the power of the engine E, the composite By driving the motor M together with the first drive gear DG1 connected to the motor input shaft MI through the second sleeve SB2 of the synchro CS, the power of the engine E is supported. Of course, it is also possible to implement a hybrid mode.

본 발명은 특정한 실시예에 관련하여 도시하고 설명하였지만, 이하의 특허청구범위에 의해 제공되는 본 발명의 기술적 사상을 벗어나지 않는 한도 내에서, 본 발명이 다양하게 개량 및 변화될 수 있다는 것은 당업계에서 통상의 지식을 가진 자에게 있어서 자명할 것이다.Although the present invention has been shown and described with reference to specific embodiments, it is within the art that the present invention can be variously improved and changed without departing from the spirit of the present invention provided by the following claims. It will be obvious to those of ordinary skill in the art.

E; 엔진
CL1; 제1클러치
EI; 엔진입력축
M; 모터
MI; 모터입력축
OUT1; 제1출력축
OUT2; 제2출력축
DG1; 제1구동기어
DG2; 제2구동기어
PG1; 제1피동기어
PG2; 제2피동기어
CS; 복합싱크로
CL2; 제2클러치
OG1; 제1출력기어
OG2; 제2출력기어
DF; 디퍼렌셜
HB; 허브
SB1; 제1슬리브
SB2; 제2슬리브
DG4; 제4구동기어
DG3; 제3구동기어
2&6S; 2&6동기장치
1&4S; 1&4동기장치E; engine
CL1; 1st clutch
EI; engine input shaft
M; motor
MI; motor input shaft
OUT1; 1st output shaft
OUT2; 2nd output shaft
DG1; 1st drive gear
DG2; 2nd drive gear
PG1; 1st driven gear
PG2; 2nd driven gear
CS; compound synchro
CL2; 2nd clutch
OG1; 1st output gear
OG2; 2nd output gear
DF; differential
HB; Herb
SB1; first sleeve
SB2; 2nd sleeve
DG4; 4th drive gear
DG3; 3rd drive gear
2&6S;2&6 Synchronizer
1&4S;1&4 Synchronizer

Claims (10)

엔진과 제1클러치를 통해 연결되는 엔진입력축;
상기 엔진입력축과 동심축을 이루어 배치되며 모터가 연결된 모터입력축;
상기 엔진입력축에 평행하게 배치된 제1출력축 및 제2출력축;
상기 모터입력축에 각각 회전 가능하게 구비된 제1구동기어 및 제2구동기어;
상기 제1출력축에 상기 제1구동기어와 치합되도록 구비된 제1피동기어 및 상기 제2구동기어에 치합되도록 구비된 제2피동기어;
상기 엔진입력축과 모터입력축 사이의 단속과, 상기 제1구동기어와 모터입력축 사이의 단속을 독립적으로 구현할 수 있도록 설치된 복합싱크로;
상기 제2구동기어와 모터입력축 사이를 단속할 수 있도록 구비된 제2클러치;
상기 엔진입력축과 제1출력축 사이, 및 엔진입력축과 제2출력축 사이에 서로 다른 변속비를 형성하도록 설치된 다수의 외접기어쌍;
을 포함하여 구성되고,
상기 제1구동기어와 제1피동기어가 형성하는 변속비, 상기 제2구동기어와 제2피동기어가 형성하는 변속비 및 상기 다수의 외접기어쌍들이 형성하는 다수의 변속비는, 차량의 구동에 사용되는 일련의 변속비를 구성하는 것
을 특징으로 하는 차량의 하이브리드 파워트레인.an engine input shaft connected to the engine through the first clutch;
a motor input shaft disposed concentrically with the engine input shaft and to which a motor is connected;
a first output shaft and a second output shaft disposed parallel to the engine input shaft;
a first driving gear and a second driving gear rotatably provided on the motor input shaft, respectively;
a first driven gear provided to mesh with the first drive gear on the first output shaft and a second driven gear provided to mesh with the second drive gear;
a complex synchro installed to independently implement the interruption between the engine input shaft and the motor input shaft and the interruption between the first drive gear and the motor input shaft;
a second clutch provided to intermittently between the second driving gear and the motor input shaft;
a plurality of external gear pairs installed to form different transmission ratios between the engine input shaft and the first output shaft and between the engine input shaft and the second output shaft;
consists of,
The transmission ratio formed by the first driving gear and the first driven gear, the transmission ratio formed by the second driving gear and the second driven gear, and the plurality of transmission ratios formed by the plurality of external gear pairs are used for driving the vehicle. What constitutes a series of transmission ratios
A hybrid powertrain of a vehicle characterized by 청구항 1에 있어서,
상기 복합싱크로는
상기 모터입력축에 설치된 허브와;
상기 허브 상에서 축방향을 따라 서로 독립적으로 슬라이딩 가능하도록 설치된 제1슬리브 및 제2슬리브;
를 포함하여 구성된 것을 특징으로 하는 차량의 하이브리드 파워트레인.The method according to claim 1,
The composite synchro
a hub installed on the motor input shaft;
first and second sleeves installed on the hub to be slidable independently of each other along the axial direction;
A hybrid powertrain of a vehicle, characterized in that it comprises a. 청구항 2에 있어서,
상기 제1구동기어는 상기 복합싱크로의 제2슬리브와 치합될 수 있는 클러치기어가 일체로 구비된 것
을 특징으로 하는 차량의 하이브리드 파워트레인.3. The method according to claim 2,
The first driving gear is integrally provided with a clutch gear capable of meshing with the second sleeve of the compound synchro.
A hybrid powertrain of a vehicle characterized by 청구항 3에 있어서,
상기 복합싱크로는
상기 제1슬리브가 축방향 이동에 따라 싱크로나이저링에 의한 동기작용을 통해 상기 엔진입력축과 연결될 수 있는 동기장치를 구성하고;
상기 제2슬리브는 상기 제1구동기어의 클러치기어와 도그클러치를 구성하는 것
을 특징으로 하는 차량의 하이브리드 파워트레인.4. The method according to claim 3,
The composite synchro
a synchronizing device capable of being connected to the engine input shaft through a synchronizing action by a synchronizer ring as the first sleeve moves in an axial direction;
The second sleeve constitutes a clutch gear and a dog clutch of the first driving gear.
A hybrid powertrain of a vehicle characterized by 청구항 4에 있어서,
상기 제1구동기어와 제1피동기어는 3단 변속비를 구현하도록 구성되고;
상기 제2구동기어와 제2피동기어는 5단 변속비를 구현하도록 구성되며;
상기 엔진입력축과 제1출력축 사이의 외접기어쌍들은 2단 변속비와 6단 변속비를 구현하도록 설치되고;
상기 엔진입력축과 제2출력축 사이의 외접기어쌍은 1단 변속비와 4단 변속비를 구현하도록 설치된 것
을 특징으로 하는 차량의 하이브리드 파워트레인.5. The method according to claim 4,
the first driving gear and the first driven gear are configured to implement a three-speed transmission ratio;
the second driving gear and the second driven gear are configured to implement a five-speed transmission ratio;
the external gear pairs between the engine input shaft and the first output shaft are installed to implement a two-speed transmission ratio and a six-speed transmission ratio;
The external gear pair between the engine input shaft and the second output shaft is installed to implement a first gear ratio and a fourth gear ratio
A hybrid powertrain of a vehicle characterized by 청구항 5에 있어서,
상기 엔진입력축에는 1단 변속비와 2단 변속비 구현에 공통으로 사용되는 제3구동기어와, 4단 변속비와 6단 변속비 구현에 공통으로 사용되는 제4구동기어가 설치되고;
상기 제1출력축에는 상기 제3구동기어에 치합된 2단피동기어와, 상기 제4구동기어에 치합된 6단피동기어가 설치되며;
상기 제2출력축에는 상기 제3구동기어에 치합된 1단피동기어와, 상기 제4구동기어에 치합된 4단피동기어가 설치된 것
을 특징으로 하는 차량의 하이브리드 파워트레인.6. The method of claim 5,
a third drive gear commonly used for realizing a first gear ratio and a second gear ratio and a fourth drive gear commonly used for realizing a fourth gear ratio and a sixth gear ratio are installed on the engine input shaft;
a two-stage driven gear meshed with the third drive gear and a six-stage driven gear meshed with the fourth drive gear are installed on the first output shaft;
A first-stage driven gear meshed with the third drive gear and a fourth-stage driven gear meshed with the fourth drive gear are installed on the second output shaft
A hybrid powertrain of a vehicle characterized by 청구항 6에 있어서,
상기 제3구동기어와 제4구동기어는 상기 엔진입력축에 회전이 구속되어 설치되고;
상기 제1출력축에는 상기 2단피동기어와 6단피동기어를 선택적으로 상기 제1출력축에 회전을 구속시킬 수 있도록 하는 2&6동기장치가 구비되며;
상기 제2출력축에는 상기 1단피동기어와 4단피동기어를 선택적으로 상기 제2출력축에 회전을 구속시킬 수 있도록 하는 1&4동기장치가 구비된 것
을 특징으로 하는 차량의 하이브리드 파워트레인.7. The method of claim 6,
the third drive gear and the fourth drive gear are installed with rotations constrained to the engine input shaft;
a 2&6 synchronous device for selectively constraining rotation of the second-stage driven gear and the six-stage driven gear to the first output shaft is provided on the first output shaft;
The second output shaft is provided with a 1&4 synchronous device for selectively restricting rotation of the first-stage driven gear and the fourth-stage driven gear to the second output shaft.
A hybrid powertrain of a vehicle characterized by 청구항 6에 있어서,
상기 제4구동기어에는 상기 복합싱크로의 제1슬리브에 치합되는 클러치기어가 일체로 구비된 것
을 특징으로 하는 차량의 하이브리드 파워트레인.7. The method of claim 6,
The fourth driving gear is integrally provided with a clutch gear meshed with the first sleeve of the compound synchro.
A hybrid powertrain of a vehicle characterized by 청구항 1에 있어서,
상기 제1출력축에는 제1출력기어가 구비되고;
상기 제2출력축에는 제2출력기어가 구비되며;
상기 제1출력기어와 제2출력기어는 디퍼렌셜의 링기어에 공통적으로 치합된 것
을 특징으로 하는 차량의 하이브리드 파워트레인.The method according to claim 1,
a first output gear is provided on the first output shaft;
a second output gear is provided on the second output shaft;
The first output gear and the second output gear are commonly meshed with the ring gear of the differential.
A hybrid powertrain of a vehicle characterized by 청구항 1에 있어서,
상기 모터입력축에는 모터로부터의 동력을 전달받기 위한 모터피동기어가 일체로 구비되고;
상기 모터피동기어에는 상기 모터의 회전축에 구비된 모터구동기어가 치합된 것
을 특징으로 하는 차량의 하이브리드 파워트레인.


The method according to claim 1,
The motor input shaft is integrally provided with a motor driven gear for receiving power from the motor;
The motor driven gear meshed with a motor driven gear provided on the rotating shaft of the motor
A hybrid powertrain of a vehicle characterized by
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Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101573635B1 (en) 2014-10-10 2015-12-01 현대자동차주식회사 Apparatus and Method for Torque Controlling of Hybrid Electric Vehicle

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101573635B1 (en) 2014-10-10 2015-12-01 현대자동차주식회사 Apparatus and Method for Torque Controlling of Hybrid Electric Vehicle

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