KR20160149370A - Hybrid transmission for vehicle - Google Patents

Hybrid transmission for vehicle Download PDF

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Publication number
KR20160149370A
KR20160149370A KR1020150086105A KR20150086105A KR20160149370A KR 20160149370 A KR20160149370 A KR 20160149370A KR 1020150086105 A KR1020150086105 A KR 1020150086105A KR 20150086105 A KR20150086105 A KR 20150086105A KR 20160149370 A KR20160149370 A KR 20160149370A
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KR
South Korea
Prior art keywords
gear
input shaft
shaft
output shaft
output
Prior art date
Application number
KR1020150086105A
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Korean (ko)
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KR101755794B1 (en
Inventor
허준회
박태식
박성은
최광민
김백유
Original Assignee
현대자동차주식회사
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Priority to KR1020150086105A priority Critical patent/KR101755794B1/en
Publication of KR20160149370A publication Critical patent/KR20160149370A/en
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Publication of KR101755794B1 publication Critical patent/KR101755794B1/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
    • 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
    • B60K6/26—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 motors or the generators
    • 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
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • 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
    • F16H3/089—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 all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • 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
    • B60K2006/26—

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

Abstract

The present invention provides a hybrid vehicle comprising: a first clutch and a second clutch provided to intermittently power the engine; A first input shaft installed to receive the power of the engine through the first clutch; A second input shaft installed to receive the power of the engine through the second clutch; A first output shaft and a second output shaft disposed parallel to the first input shaft and the second input shaft; A third input shaft disposed parallel to the first input shaft and the second input shaft and connected to the motor; A first gear provided in a state where rotation is restrained on the first input shaft; A second gear engaged with the first gear and rotatably provided on a first output shaft; A third gear rotatably provided on the first output shaft; A first synchronizer arranged to selectively connect or disconnect the third or second gear to the first output shaft; A fourth gear engaged with the second gear in a state in which rotation is restrained by the third input shaft; And a fifth gear engaged with the third gear in a state in which rotation is restrained by the third input shaft.

Description

[0001] HYBRID TRANSMISSION FOR VEHICLE [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid transmission of a vehicle, and more particularly, to a configuration of a hybrid transmission based on DCT (Double Clutch Transmission).

In addition to the engine as the internal combustion engine, a parallel hybrid hybrid vehicle is equipped with a transmission configured to use an electrically driven motor as a driving source of a vehicle. Considering the capacity and the number of revolutions of the motor and the efficiency thereof, It is preferable that the power transmission path to the drive wheels is formed through a plurality of gear stages similar to the case of the engine.

In other words, the power provided from the motor is configured to be transmitted to the drive wheel through a plurality of speed change stages, thereby making it possible to configure the capacity of the motor mounted on the vehicle to be relatively small, So that the energy consumption can be reduced so that the fuel efficiency of the vehicle can be improved ultimately.

Further, in constructing the power transmission path as described above, it is preferable to exclude the use of the planetary gear unit as much as possible and to construct a simple gear train using the spur gears to maximize the power transmission efficiency.

It is to be understood that the foregoing description of the inventive concept is merely for the purpose of promoting an understanding of the background of the present invention and should not be construed as an admission that it is a prior art already known to those skilled in the art. Will be.

KR 1020050115639 A

In the DCT hybrid powertrain of the present invention, the power generated from the motor can be transmitted to the drive wheel at a plurality of speed change ratios, thereby reducing the capacity of the motor and efficiently operating the motor, thereby ultimately improving the fuel efficiency of the vehicle The present invention has been made in view of the above problems, and it is an object of the present invention to provide a hybrid transmission for a vehicle.

According to an aspect of the present invention, there is provided a hybrid transmission including:

A first clutch and a second clutch provided to intermittently power the engine;

A first input shaft installed to receive the power of the engine through the first clutch;

A second input shaft installed to receive the power of the engine through the second clutch;

A first output shaft and a second output shaft disposed parallel to the first input shaft and the second input shaft;

A third input shaft disposed parallel to the first input shaft and the second input shaft and connected to the motor;

A first gear provided in a state where rotation is restrained on the first input shaft;

A second gear engaged with the first gear and rotatably provided on a first output shaft;

A third gear rotatably provided on the first output shaft;

A first synchronizer arranged to selectively connect or disconnect the third or second gear to the first output shaft;

A fourth gear engaged with the second gear in a state in which rotation is restrained by the third input shaft;

A fifth gear engaged with the third gear in a state where rotation is restrained by the third input shaft;

And a control unit.

Wherein the first gear and the second gear form a gear ratio that shifts the power of the first input shaft to the first output shaft and outputs the gear ratio;

The power transmission path from the first gear to the second gear, the fourth gear, the fifth gear and the third gear is configured to form another gear ratio that shifts the power of the first input shaft to the first output shaft and outputs the gear ratio can do.

Wherein the first gear and the second gear form a speed increasing ratio to be increased;

The power transmission path from the first gear to the second gear, the fourth gear, the fifth gear and the third gear may be configured to form a deceleration gear ratio.

Among the series of gear stages in which the transmission ratio becomes smaller as the number increases from one short side to the short side, the first gear and the second gear form seven short side ends;

The power transmission path from the first gear to the second gear, the fourth gear, the fifth gear, and the third gear may be configured to form a three-side short-term end.

The remaining odd-numbered gear stages of the series of gear stages are formed between the first input shaft and the second output shaft;

And an even-numbered gear stage among the series of gear stages may be configured between the second input shaft and the first output shaft and between the second input shaft and the second output shaft.

Wherein the first input shaft and the second input shaft are concentric with each other;

The second input shaft may be formed as a hollow shaft surrounding the first input shaft.

Wherein the rotation axis of the motor is disposed concentrically with the first input shaft;

The third input shaft is integrally provided with a motor side driven gear;

And a motor-side drive gear meshed with the motor-side driven gear may be integrally provided on the rotation shaft of the motor.

The third gear is engaged with only the fifth gear, not with any gear of the first input shaft or the second input shaft.

A first output gear is integrally provided on the first output shaft;

A second output gear is integrally provided on the second output shaft;

The first output gear and the second output gear may be connected to each other to draw power by a single differential.

The present invention is configured to transmit power generated by a motor to a drive wheel at a plurality of transmission gear ratios, thereby reducing the capacity of the motor and efficiently operating the motor, and the power transmission path to be implemented is constituted by a simple gear train using spur gears Thereby maximizing the power transmission efficiency and ultimately improving the fuel efficiency of the vehicle.

1 is a view showing a configuration of a hybrid transmission of a vehicle according to the present invention,
FIG. 2 is a view showing a state in which a three-stage short-time speed is formed with respect to engine power in the transmission of FIG. 1;
FIG. 3 is a view showing a state in which seven-speed short-term speeds are formed with respect to engine power in the transmission of FIG. 1;
Figs. 4 to 7 sequentially show that the transmission of Fig. 1 implements the EV1 to EV4 stages.

1, an embodiment of the hybrid transmission of the vehicle of the present invention includes: a first clutch CL1 and a second clutch CL2 provided to intermittently power the engine E; A first input shaft (IN1) installed to receive the power of the engine through the first clutch; A second input shaft (IN2) installed to receive the power of the engine through the second clutch; A first output shaft (OUT1) and a second output shaft (OUT2) arranged in parallel to the first input shaft and the second input shaft; A third input shaft IN3 disposed parallel to the first input shaft and the second input shaft and connected to the motor M; A first gear (G1) provided in a state in which rotation is restrained on the first input shaft; A second gear (G2) meshed with the first gear and rotatably provided on a first output shaft; A third gear (G3) rotatably provided on the first output shaft; A first synchronizing device (S1) provided to selectively connect or disconnect the third or second gear to the first output shaft; A fourth gear (G4) engaged with the second gear in a state in which rotation is restrained by the third input shaft; And a fifth gear (G5) engaged with the third gear in a state in which rotation is restrained by the third input shaft.

The first gear G1 and the second gear G2 form a gear ratio that shifts the power of the first input shaft IN1 to the first output shaft OUT1 and outputs the gear ratio.

On the other hand, the third gear G3 is not engaged with any gear of the first input shaft or the second input shaft, but is engaged only with the fifth gear G5, The fourth gear, the fifth gear and the third gear form another gear ratio that shifts the power of the first input shaft to the first output shaft and outputs the gear.

In this embodiment, the first gear G1 and the second gear G2 are configured so as to form a speed increasing ratio, and among the series of gear stages in which the speed ratio becomes smaller as the number increases sequentially from one short- The first gear G1 and the second gear G2 form seven short-side ends.

The power transmission path from the first gear G1 to the second gear G2, the fourth gear G4, the fifth gear G5 and the third gear G3 is configured to form a deceleration gear ratio , And this power transmission path was formed to form three short side ends.

Of course, the remaining odd-numbered gear stages of the series of gear stages are formed between the first input shaft and the second output shaft, and between the second input shaft and the first output shaft, and between the second input shaft and the second output shaft, So that even-numbered gear stages are formed.

That is, the transmission of the present invention shown in FIG. 1 is configured to implement the first to seventh stages and the R stage for reverse, and the remaining gear stages of the gear stages are meshed with each other between the input shaft and the output shaft Although the gear ratio is formed by two gears, the third gear is configured to be realized by the first gear, the second gear, the fourth gear, the fifth gear and the third gear as described above.

Therefore, the second output shaft is provided with a fifth-stage driven gear 5P which is meshed with the first gear and forms a five-stage side gear, and a first-stage driving gear 1D is provided for restricting rotation to the first input shaft IN1 And a second output shaft (OUT2) is provided with a one-stage driven gear (1P) engaged with the one-stage driven gear (1P) And the device S2 is shared so that the first and fifth stages of Hall devices can be realized.

The second input shaft is provided with a 2 & R single-drive gear (2 & RD) used for realizing the short- and two-speed short- And a 4-stage driven gear 4P that meshes with the 4 & 6th speed single-speed gear and implements a 4-speed short-speed gear, A third synchronizing device (S3) is commonly provided between the two-stage driven gear and the four-stage driven gear so as to realize the second-stage and fourth-stage even-numbering means.

The first output shaft is rotatably provided with a six-stage driven gear (6P) which is meshed with the fourth & six-speed single drive gear and realizes six stages, and an R stage A driven gear RP is provided and a fourth synchronous device S4 is shared between the six-stage driven gear and the R-stage driven gear so as to form six-stage and R-stage.

Here, the idler shaft (IDS) is disposed in parallel to the second input shaft and the first output shaft, and the first idler gear (1ID) meshed with the 2 & R short drive gear and the second idler gear (2ID) are constrained to rotate relative to each other.

In this embodiment, the first input shaft IN1 and the second input shaft IN2 are concentric, the second input shaft is a hollow shaft surrounding the first input shaft, Side drive gear (MD) engaging with the motor-side driven gear (MD) is integrally formed with the motor-side driven gear (MP) integrally with the third input shaft, Respectively.

Therefore, while the power from the motor can be always transmitted to the second gear and the third gear through the third input shaft at the same time, the second gear and the third gear are driven by the first synchronizer At the same time, it is structurally prevented from being connected to the first output shaft so that mutual interlocking phenomenon is eliminated, the coupling structure of the fifth gear and the third gear, and the coupling structure of the fourth gear and the second gear, And the second output shaft can be transmitted to the first output shaft while forming two different speed ratios.

Of course, since the first gear of the first input shaft is engaged with the second gear, the power of the motor can always be transmitted to the first input shaft, so that the power of the motor is transmitted to the first input shaft and the second output shaft So that the differential gear can be drawn out through the gears forming the speed change stages.

A first output gear OG1 is integrally provided on the first output shaft OUT1 and a second output gear OG2 is integrally provided on the second output shaft OUT2, The output gears are each connected to one differential (DIFF) to draw power.

Fig. 2 shows a state in which the transmission of Fig. 1 shifts the power of the engine to the third stage and outputs the output. The first synchronizing device connects the third gear to the first output shaft, Is transmitted through the first output gear of the first output shaft in a differential manner through the first gear, the second gear, the fourth gear, the fifth gear and the third gear while forming a three-speed gear ratio.

Fig. 3 shows a state in which the transmission of Fig. 1 shifts the power of the engine to the seventh speed, and the first synchronizing device connects the second gear to the first output shaft, Is formed in a differential manner through the first output gear of the first output shaft after forming a seven-speed gear ratio through the first gear and the second gear.

The transmission of the present invention forms a gear stage in the same manner as in the conventional DCT as in the case of forming the 7-stage side step of Fig. 3, in addition to forming the 3-stage side step of Fig. 2 .

Figs. 4 to 7 illustrate the implementation of the EV mode in which the vehicle is driven by the power of the motor alone, and EV1 mode, EV2 mode, EV3 mode, and EV4 mode in which the transmission ratio is sequentially decreased.

4, the power of the motor is transmitted from the third input shaft to the first input shaft through the fourth gear, the second gear, and the first gear, and the second synchronizer connects the first-stage driven gear to the second output shaft So that the power shifted through the first-stage drive gear of the first input shaft and the second-stage synchronizer is drawn out via the second output gear of the second output shaft in a differential manner.

5 shows the EV2 mode, in which the first synchronizing device connects the third gear to the first output shaft, the power of the motor is transmitted from the fifth gear to the third gear, It is drawn to differential.

FIG. 6 shows an EV3 mode in which the second synchronizing device connects the fifth-stage driven gear to the second output shaft, and the power of the motor is transmitted through the fourth gear, the second gear, And is taken out as a differential through the second output shaft.

7 shows the EV4 mode in which the first synchronizing device connects the second gear to the first output shaft so that the power from the motor via the third input shaft is shifted between the fourth gear and the second gear, The output shaft and the first output gear.

Of course, the EV1 to EV2 modes as described above may be used as a regenerative braking mode by itself so that power is supplied to the motor from the drive wheels to generate power, and as illustrated in FIGS. 2 and 3, And the state driven by the motor shown in Figs. 4 to 7, it is possible to realize various hybrid modes accordingly.

As described above, according to the present invention, the power from the motor can be switched to four different speed ratios EV1 to EV4 to be provided as drive wheels, thereby reducing the capacity of the motor by implementing and controlling an appropriate speed ratio, So that the fuel consumption of the vehicle can be improved ultimately.

While the present invention has been particularly shown and described with reference to specific embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the following claims It will be apparent to those of ordinary skill in the art.

Claims (9)

A first clutch and a second clutch provided to intermittently power the engine;
A first input shaft installed to receive the power of the engine through the first clutch;
A second input shaft installed to receive the power of the engine through the second clutch;
A first output shaft and a second output shaft disposed parallel to the first input shaft and the second input shaft;
A third input shaft disposed parallel to the first input shaft and the second input shaft and connected to the motor;
A first gear provided in a state where rotation is restrained on the first input shaft;
A second gear engaged with the first gear and rotatably provided on a first output shaft;
A third gear rotatably provided on the first output shaft;
A first synchronizer arranged to selectively connect or disconnect the third or second gear to the first output shaft;
A fourth gear engaged with the second gear in a state in which rotation is restrained by the third input shaft;
A fifth gear engaged with the third gear in a state where rotation is restrained by the third input shaft;
And a control unit for controlling the hybrid vehicle.
The method according to claim 1,
Wherein the first gear and the second gear form a gear ratio that shifts the power of the first input shaft to the first output shaft and outputs the gear ratio;
The power transmission path extending from the first gear to the second gear, the fourth gear, the fifth gear and the third gear is formed by shifting the power of the first input shaft to the first output shaft and outputting another gear ratio
Of the vehicle.
The method of claim 2,
Wherein the first gear and the second gear form a speed increasing ratio to be increased;
The power transmission path extending from the first gear to the second gear, the fourth gear, the fifth gear and the third gear is formed to be a deceleration gear ratio
Of the vehicle.
The method of claim 3,
Among the series of gear stages in which the transmission ratio becomes smaller as the number increases from one short side to the short side, the first gear and the second gear form seven short-side gears;
The power transmission path from the first gear to the second gear, the fourth gear, the fifth gear, and the third gear is formed by forming three short-
Of the vehicle.
The method of claim 4,
The remaining odd-numbered gear stages of the series of gear stages are formed between the first input shaft and the second output shaft;
And an even-numbered gear stage among the series of gear stages is formed between the second input shaft and the first output shaft and between the second input shaft and the second output shaft
Of the vehicle.
The method according to claim 1,
Wherein the first input shaft and the second input shaft are concentric with each other;
And the second input shaft is formed by a hollow shaft which surrounds the outside of the first input shaft
Of the vehicle.
The method according to claim 1,
Wherein the rotation axis of the motor is disposed concentrically with the first input shaft;
The third input shaft is integrally provided with a motor side driven gear;
The motor-side drive gear integrated with the motor-side driven gear is integrally provided on the rotation shaft of the motor
Of the vehicle.
The method according to claim 1,
The third gear is not engaged with any one of the gears of the first input shaft or the second input shaft, and is engaged only with the fifth gear
Of the vehicle.
The method according to claim 1,
A first output gear is integrally provided on the first output shaft;
A second output gear is integrally provided on the second output shaft;
The first output gear and the second output gear are connected to each other to draw power by one differential
Of the vehicle.

KR1020150086105A 2015-06-17 2015-06-17 Hybrid transmission for vehicle KR101755794B1 (en)

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CN106696675A (en) * 2017-01-23 2017-05-24 重庆蓝黛动力传动机械股份有限公司 Speed change assembly of hybrid power vehicle
CN109849641A (en) * 2019-01-17 2019-06-07 北京理工大学 A kind of endless-track vehicle string mixed connection electromechanical compound gearing
CN111098693A (en) * 2018-10-26 2020-05-05 比亚迪股份有限公司 Hybrid power driving system and vehicle
US11541861B2 (en) 2019-04-30 2023-01-03 Borgwarner Inc. Transmission system for use in a vehicle

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106696675A (en) * 2017-01-23 2017-05-24 重庆蓝黛动力传动机械股份有限公司 Speed change assembly of hybrid power vehicle
CN106696675B (en) * 2017-01-23 2023-02-17 蓝黛科技集团股份有限公司 Hybrid vehicle speed change assembly
CN111098693A (en) * 2018-10-26 2020-05-05 比亚迪股份有限公司 Hybrid power driving system and vehicle
CN111098693B (en) * 2018-10-26 2021-06-18 比亚迪股份有限公司 Hybrid power driving system and vehicle
US11685250B2 (en) 2018-10-26 2023-06-27 Byd Company Limited Hybrid power-driven system and vehicle
CN109849641A (en) * 2019-01-17 2019-06-07 北京理工大学 A kind of endless-track vehicle string mixed connection electromechanical compound gearing
US11541861B2 (en) 2019-04-30 2023-01-03 Borgwarner Inc. Transmission system for use in a vehicle

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