KR102527282B1 - Hybrid drive module - Google Patents

Abstract

According to the present invention, a first one-way clutch and a second one-way clutch operating in opposite directions are interposed in parallel between the engine and the power transmission unit of the hybrid driving module. The first one-way clutch transmits rotational force of the engine in the first direction to the power transmission unit, and does not transmit rotational force of the power transmission unit in the first direction to the engine. The second one-way clutch operates opposite to the first one-way clutch. Accordingly, in a state in which both the first one-way clutch and the second one-way clutch are connected to the engine and the power transmission unit, the engine and the power transmission unit are fully engaged (full locking). The second one-way clutch may be controlled to connect or disconnect the engine and the power transmission unit by an independently controllable axial force.

Description

Hybrid drive module {HYBRID DRIVE MODULE}

The present invention relates to a hybrid drive module, and more particularly, to a hybrid drive module capable of maintaining a state in which the output of an engine can be transmitted to a power transmission unit even in a regeneration mode.

A drive module used in a hybrid vehicle has a structure that transmits rotational force of a motor and rotational force of an engine to a transmission. The rotational force of the engine may be transmitted to the power transmission unit through the engine clutch, and the power of the motor may be directly transmitted to the power transmission unit.

The power transmission unit receiving the rotational force of the engine and/or the rotational force input from the motor transmits it to the output member. The power transmission unit may directly transmit the input rotational force to the output member or transmit it to the output member through a torque converter or a lock-up clutch.

The engine clutch selectively connects the engine and the power transmission unit. That is, the engine clutch connects the engine and the power transmission unit when the rotational force of the engine needs to be transmitted to the power transmission unit, and disconnects the power transmission unit and the engine when there is a possibility that the rotational force of the power transmission unit is transmitted to the engine in the regenerative mode. . In this case, in the regeneration mode, if the engine clutch transmits the rotational force of the engine to the power transmission unit, but the rotational force of the power transmission unit is not transmitted to the engine, fuel efficiency can be improved.

The hybrid drive module disclosed in US2020/049245A1 constitutes an engine clutch through a clutch using a friction plate. This was a structure in which the engine and the power transmission unit were completely power-connected or completely power-disconnected by compressing the friction plate in the axial direction.

However, such a structure has a disadvantage in that the output of the engine cannot be transmitted to the power transmission unit in the regenerative mode. In addition, there is a problem that the hydraulic operation for pressing and releasing the friction plate is not independent of the hydraulic operation for controlling the lock-up clutch of the torque converter.

US2019/0162247A1 discloses a wedge-type selective one-way clutch. This is to allow the one-way clutch to transmit power in only one direction, but release the wedge so that power is not transmitted in one direction when necessary. However, this has the problem that force must be applied in the circumferential direction to release the wedge.

The present invention has been made to solve the above-described problems, and connects the engine and the power transmission unit when the rotational force of the engine needs to be transmitted to the power transmission unit, and when there is a possibility that the rotational force of the power transmission unit is transmitted to the engine in the regenerative mode. Including an engine clutch that disconnects the power transmission unit from the engine, but in a regenerative mode, the engine clutch transmits the rotational force of the engine to the power transmission unit, but provides a hybrid drive module capable of preventing the rotational force of the power transmission unit from being transmitted to the engine. aims to do

In addition, an object of the present invention is to provide a hybrid drive module in which an operation to disconnect the power transmission unit and the engine can be performed by axial force when there is a possibility that the rotational force of the power transmission unit is transmitted to the engine in the regenerative mode. .

Another object of the present invention is to provide a hybrid drive module in which control for disconnecting a power transmission unit and an engine in a regenerative mode can be performed independently of control for a lock-up clutch operation of a torque converter.

In order to solve the above problems, the present invention interposes a first one-way clutch and a second one-way clutch operating in opposite directions between the engine and the power transmission unit of the hybrid driving module.

The engine is scheduled to rotate in the first direction, and the power transmission unit is also scheduled to rotate in the first direction. That is, the engine and the power transmission unit may not rotate in the second direction opposite to the first direction.

The first one-way clutch transmits rotational force of the engine in the first direction to the power transmission unit, and does not transmit rotational force of the power transmission unit in the first direction to the engine. That is, under the condition that the rotational speed of the engine is higher than that of the power transmission unit, the rotational force of the engine is transmitted to the power transmission unit.

The second one-way clutch transmits rotational force of the power transmission unit in the first direction to the engine and does not transmit rotational force of the engine in the first direction to the power transmission unit. That is, under the condition that the rotational speed of the power transmission unit is higher than that of the engine, the rotational force of the power transmission unit is transmitted to the engine.

Accordingly, in a state in which both the first one-way clutch and the second one-way clutch are connected to the engine and the power transmission unit, the engine and the power transmission unit are fully engaged (full locking).

The first one-way clutch may maintain a state in which they are connected between the engine and the power transmission unit. On the other hand, the second one-way clutch may be controlled to connect or disconnect them between the engine and the power transmission unit.

When the second one-way clutch releases the connection between the engine and the power transmission unit, only the first one-way clutch connects the engine and the power transmission unit. Then, in the regeneration mode, the power of the power transmission unit is not transmitted to the engine, so that regeneration is performed smoothly, and even in the regeneration mode, the power of the engine is transmitted to the power transmission unit so that it can be used for regeneration as well, resulting in improved fuel efficiency.

The first one-way clutch may be a spiral type cantilever one-way clutch. As a result, the first one-way clutch can have a more compact axial dimension.

The second one-way clutch may be a ratchet one-way clutch.

The ratchet one-way clutch may include a first ratchet race and a second ratchet race facing each other in an axial direction. Ratchets having complementary shapes may be provided on surfaces of the first ratchet race and the second ratchet race facing each other.

The ratchet one-way clutch can operate as a one-way clutch when the first ratchet race and the second ratchet race are pressed in a direction in which they are in close contact with each other, and when pressed in a direction away from each other, they do not operate as a one-way clutch and transmit power. can be disconnected.

That is, the connection of the second one-way clutch is disconnected when the two races facing each other in the axial direction are moved away from each other. Accordingly, it is possible to simply control connection or disconnection of the second one-way clutch using an actuator operating in the axial direction.

In addition, the second one-way clutch is controlled by an independent control structure provided in the power transmission unit, so that control responsiveness can be further increased.

The power transmission unit may include a torque converter and may include a lock-up clutch. Accordingly, the power transmission unit may have two oil supply paths. The two oil supply paths may make the lock-up clutch into a locked-up state or a lock-up released state.

In addition to this, the power transmission unit may further have one additional oil supply path for connection or disconnection of the second one-way clutch. That is, the torque converter may have three oil supply paths.

The present invention is a hybrid drive module provided with a power transmission unit that is rotatably supported by a fixed end and receives power of an engine and power of a motor and transmits the power to an output member.

Specifically, the hybrid driving module is interposed between the engine and the power transmission unit to transmit rotational force in the first direction of the engine to the power transmission unit and not transmit rotational force in the first direction of the power transmission unit to the engine. 1 One-way clutch; And a second one-way clutch interposed between the engine and the power transmission unit to transmit the rotational force in the first direction of the power transmission unit to the engine and not to transmit the rotational force in the first direction of the engine to the power transmission unit. .

The first one-way clutch includes: a first race connected to the engine side to be rotationally restricted; a second race disposed to face the first race in a radial direction and connected to the power transmission unit to be rotationally constrained; a cantilever provided on the first race and extending in a first circumferential direction from the first race; and a locking groove provided in the second race and into which an end of the cantilever is inserted.

Here, the first race may be disposed more inward than the second race in the radial direction. Of course, the second race may be disposed further inward than the first race in the radial direction.

The first one-way clutch may be disposed further outside in a radial direction than the second one-way clutch. Of course, the second one-way clutch may be disposed further outside in the radial direction than the first one-way clutch.

The second one-way clutch includes: a first ratchet race connected to the engine side to be rotationally restricted; a second ratchet race disposed to face the first ratchet race in an axial direction and connected to the power transmission unit to be rotationally constrained; a first ratchet provided on a surface facing the second ratchet race from the first ratchet race; and a second ratchet provided on a surface facing the first ratchet race from the second ratchet race.

The hybrid driving module may further include an actuator capable of axially separating one of the first ratchet race and the second ratchet race from the other one.

The second one-way clutch may further include a spring providing elastic force in a direction in which the first ratchet race and the second ratchet race come into close contact with each other in an axial direction.

The second ratchet race may include an axial extension portion extending in an axial direction toward the first ratchet race.

One end of the spring may be supported by the axial extension part, and the other end of the spring may be supported by a rear surface of the first ratchet race.

The actuator may overcome the elastic force of the spring and separate one of the first ratchet race and the second ratchet race from the other one in the axial direction.

The first ratchet race may be slidably connected to the engine side in an axial direction.

The actuator may axially push the first ratchet race away from the second ratchet race.

The first ratchet race includes: a first ratchet disk provided with the first ratchet; and a radial extension extending radially from the first ratchet disk.

The actuator may act on a surface of the radial extension.

The first ratchet race may further include a tab extending further in a radial direction from the radially extending portion.

The tab may be engaged with the engine side such that it is rotationally constrained with the engine side while allowing axial movement relative to the engine side.

The power transmission unit: a cover to which the first one-way clutch and the second one-way clutch are connected; a cover hub fixed to the center of the cover; a hub flange extending radially from the cover hub in an inner space of the cover; and a control plate installed on the cover hub such that a radially inner side slides with the cover hub and a radially outer side slides with the hub flange.

A space between the control plate and the hub flange may define a chamber filled with a fluid that presses the control plate in a direction away from the hub flange.

A surface of the control plate may face the second one-way clutch in an axial direction.

The control plate may include a pusher extending in an axial direction from a surface of the control plate.

The pusher may constitute the actuator.

The pusher may pass through the cover and face the surface of the first ratchet race.

The control plate may be pressed toward the hub flange by a return spring.

The return spring may be a coil spring disposed to surround the circumference of the pusher.

One end of the return spring may be supported by the cover and the other end may be supported by the control plate.

According to the hybrid driving module of the present invention, the engine and the hybrid driving module are connected in parallel using the first and second one-way clutches acting in different directions, but through control to cut off the power transmission of the second one-way clutch. , In the regeneration mode, the rotational force of the engine is transmitted to the power transmission unit through the first one-way clutch, but the rotational force of the power transmission unit is not transmitted to the engine.

In addition, in the present invention, since the control of disconnecting the power transmission of the second one-way clutch is performed by the actuator operating in the axial direction, the structure of the second one-way clutch and the actuator can be simplified.

In addition, according to the present invention, in a hybrid drive module using a torque converter, a regeneration mode can be accurately implemented by independently controlling the actuator.

In addition to the effects described above, specific effects of the present invention will be described together while explaining specific details for carrying out the present invention.

1 is a cross-sectional side view of a hybrid driving module according to the present invention.
FIG. 2 is a perspective view illustrating a front cover of the hybrid driving module of FIG. 1 and a cantilair one-way clutch and a ratchet one-way clutch connected thereto.
3 is a view showing a cantilever one-way clutch.
4 and 5 are views showing a rear perspective view and a front perspective view of the outer race of the ratchet one-way clutch, respectively.
6 and 7 are views showing a front perspective view and a rear perspective view of the inner race of the ratchet one-way clutch, respectively.
8 and 9 are views showing a rear exploded perspective view and a front exploded perspective view of the ratchet one-way clutch.
10 is a perspective view of a cover hub connected to the center of the front cover.
11 and 12 are a rear perspective view of a damper input plate connected to the engine side between the engine and the front cover and a rear perspective view of the damper output plate connected to the front cover side.
13 is a front perspective view of a control plate having a pusher to which a return spring is mounted.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

The present invention is not limited to the embodiments disclosed below, and various changes may be applied and may be implemented in various different forms. Only this embodiment is provided to complete the disclosure of the present invention and to fully inform those skilled in the art of the scope of the invention. Therefore, the present invention is not limited to the embodiments disclosed below, but all changes and equivalents included in the technical spirit and scope of the present invention as well as substitution or addition of the configuration of one embodiment and the configuration of another embodiment each other to substitutes.

The accompanying drawings are only for easy understanding of the embodiments disclosed in this specification, and the technical idea disclosed in this specification is not limited by the accompanying drawings, and all changes and equivalents included in the spirit and technical scope of the present invention are included. It should be understood to include water or substitutes. In the drawings, components may be exaggeratedly large or small in size or thickness in consideration of convenience of understanding, etc., but due to this, the scope of protection of the present invention should not be construed as being limited.

Terms used in this specification are only used to describe specific implementations or examples, and are not intended to limit the present invention. And expressions in the singular include plural expressions unless the context clearly dictates otherwise. In the specification, terms such as "comprise" and "consist of" are intended to designate that features, numbers, steps, operations, components, parts, or combinations thereof described in the specification exist. That is, in the specification, terms such as ~ include, ~ consist of, etc. It should be understood that it does not preclude the possibility of the presence or addition of one or more other features, numbers, steps, operations, components, parts, or combinations thereof.

Terms including ordinal numbers, such as first and second, may be used to describe various components, but the components are not limited by the terms. These terms are only used for the purpose of distinguishing one component from another.

It is understood that when an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, but other elements may exist in the middle. It should be. On the other hand, when an element is referred to as “directly connected” or “directly connected” to another element, it should be understood that no other element exists in the middle.

When an element is referred to as being “on top” or “under” another element, it should be understood that other elements may exist in the middle as well as being directly above the other element. .

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related art, and unless explicitly defined in the present application, they should not be interpreted in an ideal or excessively formal meaning. don't

Since the hybrid driving module of the embodiment is symmetrical about the axis, only half of the axis is shown for convenience of drawing. Also, for convenience of explanation, a direction along the longitudinal direction of an axis forming the center of rotation of the hybrid driving module is referred to as an axial direction. That is, the front-rear direction or the axial direction is a direction parallel to the axis of rotation, and the front (front) means a direction toward the power source, such as the engine, and the rear (rear) means the direction toward the other direction, such as the transmission. . Therefore, the front side (front side) means the side where the surface faces forward, and the rear side (rear side) means the side where the surface looks backward.

The radial direction or the radial direction means a direction approaching the center or a direction away from the center along a straight line passing through the center of the rotation axis on a plane perpendicular to the rotation axis. A direction away from the center in a radial direction is referred to as a centrifugal direction, and a direction approaching the center is referred to as a centripetal direction.

The circumferential direction or circumferential direction means a direction that surrounds the circumference of the rotating shaft. The outer circumference means an outer circumference, and the inner circumference means an inner circumference. Therefore, the outer circumferential surface is a surface in a direction facing away from the rotational axis, and the inner circumferential surface means a surface in a direction facing the rotational axis.

The circumferential side surface means a surface whose normal line is directed in the circumferential direction.

[Hybrid drive module]

Hereinafter, the structure of the hybrid drive module according to an embodiment will be described with reference to the accompanying drawings.

The hybrid driving module of the embodiment is connected to the output side of the engine to receive the output of the engine, connected to the output side of the motor to receive the output of the motor, and a power transmission unit that transmits the output of the engine and/or the motor to the transmission. (20).

The output of the engine is transmitted to the power transmission unit 20 via the damper 70 . The damper 70 includes a damper input plate 71 connected to the engine side with a damper spring 72 therebetween and a damper output plate 73 connected to the power transmission unit 20 side. The damper output plate 73 includes a spring-driven tab 731 that receives rotational force from the damper spring 72 . The uneven output of the engine is equalized by the damper spring 72 and transmitted to the power transmission unit 20 .

The damper input plate 71 and the engine are connected through an input member 50.

An engine clutch 60 is provided between the damper output plate 73 and the power transmission unit 20 . The engine clutch 60 is configured to connect or disconnect the power of the engine to the power transmission unit 20 .

The engine clutch 60 may include a first one-way clutch 61 and a second one-way clutch 66 that operate in opposite directions. The engine may rotate in the first direction, and the power transmission unit 20 of the hybrid driving module 1 may also rotate in the first direction. Hereinafter, the rotational force of the engine and the power transmission unit 20 means rotational force in the first direction.

The first one-way clutch 61 transmits rotational force of the engine in the first direction to the power transmission unit 20 and does not transmit rotational force of the power transmission unit 20 in the first direction to the engine.

The second one-way clutch 66 transmits rotational force of the power transmission unit 20 in the first direction to the engine, and does not transmit rotational force of the engine in the first direction to the power transmission unit 20 .

Between the damper 70 and the power transmission unit 20, the first one-way clutch 61 and the second one-way clutch 66 are connected in parallel.

The first one-way clutch 61 always operates as a one-way clutch, and the second one-way clutch 66 normally operates as a one-way clutch, but is disconnected when necessary.

That is, in normal times, the rotational force of the engine is transmitted to the power transmission unit 20 through the first one-way clutch 61, and the rotational force of the power transmission unit 20 is transmitted to the engine through the second one-way clutch 66. do. This is a state in which the engine and the power transmission unit 20 are completely connected.

On the other hand, when necessary, the rotational force of the engine is transmitted to the power transmission unit 20 through the first one-way clutch 61, and the rotational force of the power transmission unit 20 is transmitted to the engine through the second one-way clutch 66. not delivered This is a state in which rotational force of the engine is transmitted to the power transmission unit 20 but rotational force of the power transmission unit 20 is not transmitted to the engine.

The first one-way clutch 61 is disposed more outward than the second one-way clutch 66 in the radial direction. Accordingly, the first one-way clutch 61 may be an outer one-way clutch 61, and the second one-way clutch 66 may be an inner one-way clutch 66.

The power transmission unit 20 includes a cover 21 and a torque converter 26 accommodated inside the cover 21 . The power transmission unit 20 may have a conventional torque converter structure including an impeller 261, a turbine 262, a reactor 263, a one-way clutch 264, and a lock-up clutch 27.

The cover 21 may be divided into a first cover 22 and a second cover 23. The first cover 22 may be a back cover 22 disposed on an output side, and the second cover 23 may be a front cover 23 disposed on an engine side.

The front cover 23 is connected to the engine clutch 60 . Specifically, the first one-way clutch 61 and the second one-way clutch 66 are respectively connected to the front of the front cover 23 . The first one-way clutch 61 may be disposed more outward than the second one-way clutch 66 in a radial direction.

In the embodiment, a motor connection part 25 connected to the motor is installed on the front cover 23.

A cover hub 24 is integrally connected to the center of rotation of the front cover 23 by welding or the like.

The rear cover 21 is connected to the front cover 23 and together with the front cover 23 defines an inner space of the power transmission unit 20 . That is, the rear surface of the front cover 23 and the front surface of the rear cover 21 become inner surfaces facing the inner space.

At the rear of the cover hub 24, an output member 40 is connected. The output member 40 is relatively rotatably connected to the cover hub 24 through a first bearing B1 or the like.

The output member 40 includes an output spline shaft 41 connected to the transmission input shaft 90 and an output flange 42 extending radially outward from the output spline shaft 41 . The output spline shaft 41 and the output flange 42 are integrally connected by welding or the like.

An impeller 261 is connected to the inner surface of the rear cover 21 . A turbine 262 is disposed facing the front of the impeller 261 , and the turbine 262 is fixed to the output flange 42 .

A reactor 263 is disposed between the impeller 261 and the turbine 262, and the reactor 263 is spline-connected to the fixed end 30 through a one-way clutch 264.

A lockup clutch 27 is connected to the turbine 262 . The lock-up clutch 27 includes a lock-up piston plate 271 connected to the turbine 262 to be rotationally constrained and relatively movable in the axial direction, and a first fixed to the front surface of the lock-up piston plate 271. A friction plate 272 and a second friction plate 273 disposed facing the first friction plate 272 in front of the first friction plate 272 and fixed to the inner surface of the front cover 23 are included.

A radially inner end of the lockup piston plate 271 slides with respect to the output flange 42 .

The first one-way clutch 61 may be a cantilever one-way clutch 61 .

The cantilever one-way clutch 61 includes a first race 62 connected to the damper output plate 73 and a second race 63 connected to the front cover 23 .

The first race 62 includes an inner ring 621 connected to the first one-way clutch connection part 732 of the damper output plate 73 by welding or the like. That is, the first race 62 may be an inner race.

In addition, the first race 62 includes a plurality of protrusions 622 extending radially outward from the inner ring 621 . The plurality of protrusions 622 are arranged at equal intervals along the circumferential direction of the inner ring 621 . In the embodiment, it is illustrated that three protrusions 622 are provided.

In addition, the first race 62 includes a cantilever 623 extending from an end of the protrusion 622 in a first circumferential direction. The first circumferential direction is a direction corresponding to the first direction of rotation of the engine and the power transmission unit 20 . A hook 624 protruding more in a radial direction than the cantilever 623 is provided at the front end of the cantilever 623 .

The cantilever 623 exerts an elastic force so that the catching hook 624 is directed outward in the radial direction. When the locking hook 624 is pressed inward in the radial direction, the cantilever 623 is elastically deformed inward in the radial direction.

The second race 63 includes an outer ring 631 connected to the front cover 23 by welding or the like. The outer ring 631 is disposed more outward than the inner ring 621 in the radial direction. That is, the second race 63 may be an outer race. The outer ring 631 and the inner ring 621 face each other in the radial direction.

A locking groove 632 is formed on the inner circumferential surface of the outer ring 631 . The catching groove 632 has a shape into which the catching hook 624 can be inserted. Specifically, the catching groove 632 includes a gently inclined inclined surface 633 and a catching surface 634 that comes into contact with the end face of the catching hook 624 . In the inclined surface 633, when the outer ring 631 rotates faster in the first direction than the inner ring 621, the catching hook 624 of the inner ring 621 is pulled out of the catching groove 632. guide you out The locking surface 634 engages with the locking hook 624 of the inner ring 621 when the inner ring 621 tries to rotate faster in the first direction than the outer ring 631, and the inner ring 621 of torque is transmitted.

The second one-way clutch 66 may be a ratchet one-way clutch 66 .

The ratchet one-way clutch 66 includes a first ratchet race 67 connected to the damper output plate 73 and a second ratchet race 68 connected to the front cover 23 .

The first ratchet race 67 is disposed on the side of the damper output plate 73 in the axial direction, and the second ratchet race 68 is disposed on the side of the front cover 23 in the axial direction.

The first ratchet race 67 includes a first ratchet disk 671 , and the second ratchet race 68 includes a second ratchet disk 681 . The rear surface of the first ratchet disk 671 and the front surface of the second ratchet disk 681 face each other in the axial direction. On the rear surface of the first ratchet disk 671, a plurality of first ratchets 672 are arranged at regular intervals along the circumferential direction. In addition, a plurality of second ratchet 682 complementary thereto are arranged at equal intervals along the circumferential direction on the front surface of the second ratchet disk 681 . In the embodiment, a structure in which three ratchets are formed is exemplified.

The second ratchet 682 includes a second ratchet engagement surface 684 having a normal line directed in a first circumferential direction corresponding to the first direction, which is the rotational direction of the cover 21, and the second ratchet engagement surface 684. ) and a gently inclined second ratchet inclined surface 683. The first ratchet 672 includes a first ratchet engagement surface 674 facing the second ratchet engagement surface 684 and a first ratchet inclined surface connected to the first ratchet engagement surface 674 and gently inclined. (673).

The first ratchet race 67 may be an outer race disposed more outward than the second ratchet race 68 in the radial direction, and the second ratchet race 68 may be an inner race.

The first ratchet race 67 may further include a disk-shaped radial extension portion 675 extending radially outward from the first ratchet disk 671 . A step 676 protruding backward may be provided at a boundary between the radially extending portion 675 and the first ratchet disk 671 . The step 676 may have a ring shape.

The radially extending portion 675 may include a plurality of tabs 677 further extending radially outward from an outer circumferential surface of the radially extending portion 675 . The plurality of tabs 677 are arranged at equal intervals along the circumferential direction.

The damper output plate 73 is disposed in a shape and interval complementary to the tab 677, and a plurality of second one-way clutch connection tabs extending rearward from the radially inner end of the damper output plate 73 (733).

The plurality of tabs 677 are inserted into spaces between the plurality of second one-way clutch connection tabs 733 . Accordingly, the first ratchet race 67 and the damper output plate 73 are connected to each other so as to be rotationally constrained, but are connected to enable relative movement in the axial direction.

The second ratchet race 68 has an axially extending portion 685 extending forward from the radially inner end of the second ratchet disk 681 .

Between the outer circumferential surface of the axially extending portion 685 of the second ratchet race 68 and the inner circumferential surface of the first ratchet race 67, the relative rotation of the first ratchet race 67 and the second ratchet race 68 A second bearing (B2) supporting the is interposed.

A fitting groove 686 is provided on an outer circumferential surface of the radially extending portion 675, and a snap ring 692 may be fitted into the fitting groove 686.

The first ratchet race 67 is pushed backward by the spring 69, that is, toward the second ratchet race 68. This spring 69 may be a disc spring. The front of the radially inner end of the disc spring is supported by the snap ring 692, and the rear of the radially outer end of the disc spring is supported by the first ratchet race 67.

The second ratchet race 68 is integrally connected to the front surface of the front cover 23 by welding or the like.

The first ratchet race 67 is pressed and brought into close contact with the second ratchet race 68 by the spring 69 .

Here, when the first ratchet race 67 is pushed away from the second ratchet race 68 while overcoming the elasticity of the spring 69, the first ratchet race 67 and the second ratchet race (68) is not engaged with each other and becomes a state in which freewheeling is possible in both directions.

The operation of pushing the first ratchet race 67 forward in the axial direction may be performed by an actuator 82 . That is, the ratchet one-way clutch 66 is disconnected by the axial operation of the actuator 82.

The actuator 82 may be operated by fluid flowing inside the torque converter.

In the inner space of the cover 21, the cover hub 24 is provided with a hub flange 243 extending radially outward from the cover hub 24. The hub flange 243 is integrated with the cover hub 24 by welding or the like. The hub flange 243 may be disposed forward of the lockup clutch 27 .

In the cover hub 24, a control plate 80 is installed in front of the hub flange 243. The control plate 80 is slidably installed in the front and rear directions relative to the cover hub 24 and the hub flange 243 .

The control plate 80 includes a plate body 81 extending in the radial direction, an inner bore member 86 extending forward in the axial direction from an inner end of the plate body 81 in the radial direction, and a plate body 81. It has an outer bore member 85 extending axially from the outer end of the outer bore member 85 in the axial direction.

The inner circumferential surface of the inner bore member 86 slides with the outer circumferential surface of the cover hub 24 , and the inner circumferential surface of the outer bore member 85 slides with the outer circumferential surface of the hub flange 243 .

A space between the hub flange 243 and the plate body 81 constitutes a chamber 87 . More specifically, the space closed by the front surface of the hub flange 243, the rear surface of the plate body 81, the outer circumferential surface of the cover hub 24, and the inner circumferential surface of the outer bore member 85 is the chamber 87 make up To seal the chamber 87, a sealing groove is provided on the outer circumferential surface of the cover hub 24 and the outer circumferential surface of the hub flange 243, respectively, and a sealing ring can be fitted thereto.

The control plate 80 may further include a plurality of pushers 82 extending forward from the plate body 81 . The pusher 82 passes through a complementary hole provided in the front cover 23 and connects the rear surface of the radially extending portion 675 of the first ratchet race 67 and the third bearing B3. and are interconnected

The position of the third bearing B3 may be regulated by the step 676 of the first ratchet race 67 described above.

A return spring 83 is fitted to the outside of the pusher 82 . The return spring 83 may be a compression coil spring. The rear end of the return spring 83 is supported by the plate body 81 and the front end is supported by the front cover 23 . That is, the return spring 83 elastically presses the control plate 80 backward.

A sealing groove is provided around the pusher 82 and a sealing ring may be fitted therein. The sealing ring slides on the inner circumferential surface of the hole of the front cover 23 and prevents oil leakage inside the cover 21 .

A ratchet separation passage 242 communicating with the chamber 87 is formed in the cover hub 24 . A lock-up clutch release passage 241 communicating with a space between the front cover 23 and the lock-up piston plate 271 in the inner space of the cover 21 is formed in the cover hub 24 .

The transmission input shaft 90 is inserted into the inner space of the cover 21 from the rear of the cover 21 . The outer circumferential surface of the transmission input shaft 90 is inserted into the output spline shaft 41 and coupled with the spline. Further, the front end of the transmission input shaft 90 extends to a space provided inside the cover hub 24 .

In the state where the transmission input shaft 90 is inserted, the space provided inside the cover hub 24 is divided into a first space and a second space and is isolated from each other. The first space communicates with the first supply passage 91 penetrating the transmission input shaft 90 . And, the first space communicates with the ratchet separation passage 242 . The second space communicates with the second supply passage 92 defined along the outer circumferential surface of the transmission input shaft 90 . And, the second space communicates with the lock-up clutch release passage 241 .

Meanwhile, a supply hole 32 penetrating the fixed end 30 in the radial direction is provided in the fixed end 30 disposed outside the transmission input shaft 90 in the radial direction. The supply hole 32 communicates with the third supply passage 31 defined along the inner circumferential surface of the fixing end 30 . In addition, the supply hole 32 communicates with a space provided radially outside the fixed end inside the cover 21, that is, a space between the back cover 22 and the lock-up piston plate 271.

When fluid is supplied through the second supply passage 92, the lockup piston plate 271 moves backward to release the lockup, and when fluid is supplied through the third supply passage 31, it moves forward to lockup. do.

When fluid is supplied through the first supply passage 91, the control plate 80 moves forward to disconnect the second one-way clutch 66, and the fluid flows through the first supply passage 91. When not supplied, it moves backward by the return spring 83 so that the second one-way clutch 66 is connected.

As such, the first supply passage 91 is controlled independently of the second supply passage 92 and the third supply passage 31 .

Hereinafter, the operation of the hybrid drive module 1 of the present invention will be described.

When driven only by the engine, oil is not supplied to the first supply passage 91 . Then, the engine clutch 60 composed of the first one-way clutch 61 and the second one-way clutch 66 completely connects the engine and the power transmission unit. In the initial driving process, oil is supplied to the inside of the cover 21 through the second supply passage 92, the lock-up clutch 27 is released, the driving force of the engine is torque multiplied by the torque converter 26, and the output member 40 ) is passed on. When the output speed approaches the input speed, oil is supplied to the inside of the cover 21 through the third supply passage 31 and the lock-up clutch 27 operates, so that input and output are directly connected.

When driven only by the motor, oil is supplied to the first supply passage 91 . Then, the second one-way clutch 66 is disconnected, and the engine clutch 60 does not transmit the rotation of the power transmission unit 20 rotated by the motor to the engine.

Even when the rotational force of the power transmission unit 20 is regenerated by the motor, oil is similarly supplied to the first supply passage 91 . Then, since the second one-way clutch 66 is disconnected and the engine clutch 60 does not transmit the rotation of the power transmission unit 20 to the engine, all of the rotational force of the power transmission unit 20 is transmitted to the motor. can be used for regenerative braking. Since the first one-way clutch 61 operates even at this time, when the rotational speed of the engine is about to exceed the rotational speed of the power transmission unit 20, the rotational force of the engine is transmitted to the power transmission unit 20 for regeneration. do.

That is, according to the hybrid drive module 1 of the present invention, it is possible to control whether or not the second one-way clutch 66 of the engine clutch 60 is disconnected through the independently controllable actuator 82, and simply the actuator ( It is possible to control whether or not the second one-way clutch 66 is disconnected by the axial force of 82).

As described above, the present invention has been described with reference to the drawings illustrated, but the present invention is not limited by the embodiments and drawings disclosed herein, and various modifications are made by those skilled in the art within the scope of the technical idea of the present invention. It is obvious that variations can be made. In addition, although the operation and effect according to the configuration of the present invention have not been explicitly described and described while describing the embodiments of the present invention above, it is natural that the effects predictable by the corresponding configuration should also be recognized.

1: hybrid driving module
20: power transmission unit
21: cover
22: first cover (back cover)
23: 2nd cover (front cover, front cover)
24: cover hub
241: lockup clutch release oil path
242: ratchet disconnection oil path
243: hub flange
25: motor connection
26: torque converter
261: impeller
262 Turbine
263 Reactor
264: one way clutch
27: lock-up clutch
271: lock-up piston plate
272: first friction plate
273: second friction plate
30: fixed end
31: 3rd supply passage
32: supply hole
40: output member
41: output spline shaft
42: output flange
B1: first bearing
50: input member
60: engine clutch
61: cantilever one-way clutch (outer one-way clutch, first one-way clutch)
62: 1st race (inner race)
621: inner ring
622: projection
623: cantilever
624: catch hook
63: 2nd race (outer race)
631: outer ring
632: catch groove
633: slope
634: locking surface
66: ratchet one-way clutch (inner one-way clutch, second one-way clutch)
67: 1st ratchet race (outer race)
671: first ratchet disk
672: first ratchet
673: first ratchet ramp
674: first ratchet engagement surface
675: radial extension
676: step
677: tap
68: 2nd ratchet race (inner race)
681: second ratchet disk
682: second ratchet
683: second ratchet ramp
684: second ratchet engagement surface
685: axial extension
B2: 2nd bearing
686: fitting groove
69: spring
692: snap ring
70: damper
71: damper input plate
72: damper spring
73: damper output plate
731: spring driven tab
732: first one-way clutch connection
733: second one-way clutch connection tap
80: control plate (disconnection plate)
81: plate body
82: pusher-actuator
B3: 3rd bearing
83: return spring
85: outer bore member
86: inner bore member
87: chamber
90: transmission input shaft
91: first supply passage
92: second supply passage

Claims (12)

A hybrid drive module (1) rotatably supported by a fixed end (30) and having a power transmission unit (20) for receiving and transmitting engine power and motor power to an output member (40), wherein the hybrid drive module Module (1) is:
Interposed between the engine and the power transmission unit 20 to transmit the rotational force in the first direction of the engine to the power transmission unit 20 and not transmit the rotational force in the first direction of the power transmission unit 20 to the engine a first one-way clutch 61; and
It is interposed between the engine and the power transmission unit 20 to transmit the rotational force in the first direction of the power transmission unit 20 to the engine and not transmit the rotational force in the first direction of the engine to the power transmission unit 20 A second one-way clutch 66;
The second one-way clutch 66 is:
a first ratchet race (67) connected to the engine side to be rotationally restrained;
a second ratchet race 68 disposed to face the first ratchet race 67 in an axial direction and connected to the power transmission unit 20 so as to be rotationally constrained;
a first ratchet (672) provided on a surface facing the second ratchet race (68) from the first ratchet race (67); and
A second ratchet 682 provided on a surface facing the first ratchet race 67 from the second ratchet race 68;
and an actuator (82) that axially separates one of the first ratchet race (67) and the second ratchet race (68) from the other one.
The method of claim 1,
The second one-way clutch 66 further includes a spring 69 providing elastic force in a direction in which the first ratchet race 67 and the second ratchet race 68 come into close contact with each other in the axial direction, and ,
The actuator (82) overcomes the elastic force of the spring (69) and axially separates one of the first ratchet race (67) and the second ratchet race (68) from the other one.
The method of claim 2,
The first ratchet race 67 is slidably connected to the engine side in the axial direction,
wherein the actuator (82) axially pushes the first ratchet race (67) away from the second ratchet race (68).
The method of claim 3,
The second ratchet race 68 includes an axial extension 685 extending axially toward the first ratchet race 67,
One end of the spring (69) is supported by the axial extension (685), and the other end of the spring (69) is supported by the back surface of the first ratchet race (67).
The method of claim 3,
The first ratchet race 67 is:
a first ratchet disk 671 provided with the first ratchet 672; and
A radial extension portion 675 extending radially from the first ratchet disk 671; includes,
wherein the actuator (82) acts on a surface of the radial extension (675). The method of claim 5,
The first ratchet race 67 further includes a tab 677 further extending in a radial direction from the radial extension 675,
The hybrid drive module, wherein the tab (677) is rotationally constrained with the engine side but engages with the engine side to permit axial movement.
The method of claim 3,
The power transmission unit 20 is:
a cover 21 to which the first one-way clutch 61 and the second one-way clutch 66 are connected;
a cover hub 24 fixed to the center of the cover 21;
a hub flange 243 radially extending from the cover hub 24 in the inner space of the cover 21; and
A control plate 80 installed on the cover hub 24 so that the inner side in the radial direction slides with the cover hub 24 and the outer side in the radial direction slides with the hub flange 243,
The space between the control plate 80 and the hub flange 243 defines a chamber 87 filled with a fluid that presses the control plate 80 in a direction away from the hub flange 243,
The hybrid driving module, wherein the actuator (82) includes a pusher (82) extending axially from the control plate (80).
The method of claim 7,
The pusher 82 passes through the cover 21 and faces the surface of the first ratchet race 67,
The hybrid driving module, wherein the control plate (80) is pressed toward the hub flange (243) by a return spring (83).
The method of claim 8,
The return spring 83 is a coil spring arranged to surround the circumference of the pusher 82,
The hybrid drive module, wherein one end of the return spring (83) is supported by the cover (21) and the other end is supported by the control plate (80).
The method of claim 1,
The first one-way clutch 61 is:
a first race (62) connected to the engine side so as to be rotationally constrained;
a second race 63 disposed to face the first race 62 in a radial direction and connected to the power transmission unit to be rotationally constrained;
a cantilever 623 provided on the first race 62 and extending in a first circumferential direction from the first race 62; and
A hybrid drive module comprising: a locking groove 632 provided on the second race 63 and into which an end of the cantilever 623 is fitted.
The method of claim 10,
The hybrid driving module, wherein the first race (62) is disposed radially inner than the second race (63).
The method of claim 1,
The hybrid drive module, wherein the first one-way clutch (61) is disposed more outward than the second one-way clutch (66) in a radial direction.

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