KR102614147B1 - Powertrain for vehicle - Google Patents

Abstract

The present invention includes an input shaft that receives power; a planetary gear device in which a first rotating element among three rotating elements is directly connected to the input shaft; an output shaft connected to a second rotation element of the planetary gear device; a differential connected to the output shaft; two drive shafts installed to extract power from the differential in opposite directions; a hub ring rotatably installed on the input shaft through a first clutch; a second clutch capable of selecting a state in which the hub ring is connected to a third rotation element of the planetary gear device and a state in which the hub ring is connected to a selected drive shaft, which is one of the two drive shafts; It is configured to include a third clutch installed to switch between a state in which the third rotating element of the planetary gear device is fixed to the transmission case and a state in which the third rotating element is directly connected to the second rotating element.

Description

Powertrain of a vehicle {POWERTRAIN FOR VEHICLE}

The present invention relates to the powertrain of a vehicle, and more specifically, to a technology related to the configuration of the powertrain of a vehicle equipped with an LSD (Limited Slip Differential) function.

In a vehicle's powertrain, a differential is essential, but on low-friction roads or rough roads, driving of the vehicle may become impossible due to the differential action. To solve this, it is necessary to provide an LSD function in the powertrain.

It is desirable for the powertrain as described above to have as simple a configuration as possible, while being able to implement the LSD function and have small power transmission loss, thereby ensuring high power transmission efficiency.

The matters described as the background technology of the above invention are only for the purpose of improving the understanding of the background of the present invention, and should not be taken as recognition that they correspond to prior art already known to those skilled in the art. It will be.

KR 10-2012-0118925 A

The present invention was developed in response to the above-mentioned needs, and can implement the LSD function while having a relatively simple configuration, and ensure high power transmission efficiency by minimizing power transmission loss while the vehicle is running. The purpose is to provide a vehicle transmission that can improve driving performance, fuel efficiency, and mileage.

The powertrain of the vehicle of the present invention to achieve the above-mentioned purpose is,

An input shaft that receives power;

a planetary gear device in which a first rotating element among three rotating elements is directly connected to the input shaft;

an output shaft connected to a second rotation element of the planetary gear device;

a differential connected to the output shaft;

two drive shafts installed to extract power from the differential in opposite directions;

a hub ring rotatably installed on the output shaft through a first clutch;

a second clutch capable of selecting a state in which the hub ring is connected to a third rotation element of the planetary gear device and a state in which the hub ring is connected to a selected drive shaft, which is one of the two drive shafts;

a third clutch installed to switch between a state in which the third rotating element of the planetary gear device is fixed to the transmission case and a state in which the third rotating element is directly connected to the second rotating element;

It is characterized by being composed including.

The first clutch is comprised of a friction clutch;

The second and third clutches may be configured as gear-coupled clutches.

In the neutral state, the second clutch is in a state in which the second sleeve is engaged only with the hub ring, and when moved to one side along the axial direction of the input shaft, the hub ring is connected to the third rotation element of the planetary gear device. It may be configured to connect the hub ring to the selected drive shaft when moved to the other side.

a brake ring rotatable about the input shaft and installed to be connected to the third clutch;

A brake installed to secure the brake ring to the transmission case;

It may be configured to further include.

The third clutch includes a third sleeve that slides linearly along the axial direction of the input shaft;

The third sleeve is installed to slide linearly to sequentially select the positions of the shift gears of “2D-2-N-1”;

The third sleeve may have an outer sleeve gear formed on its outer circumferential surface and an inner sleeve gear formed on its inner circumferential surface.

With the third sleeve located in the first gear shift, the inner sleeve gear is engaged with the first clutch gear connected to the transmission case, and the outer sleeve gear is engaged with the third rotation element of the planetary gear device. engaged with a clutch gear and a fourth clutch gear formed on the brake ring;

When the third sleeve is located in the N gear range, the outer sleeve gear remains engaged with the third clutch gear and the fourth clutch gear, but the inner sleeve gear is not engaged with the first clutch gear. and is not engaged with the second clutch gear connected to the second rotation element of the planetary gear device;

With the third sleeve located in the second gear shift, the outer sleeve gear remains engaged with the third clutch gear and the fourth clutch gear, and the inner sleeve gear is engaged with the second clutch gear. ;

With the third sleeve located in the 2D gear shift, the outer sleeve gear remains engaged only with the third clutch gear, and the inner sleeve gear remains engaged with the second clutch gear. It can be.

The third sleeve may be installed to slide linearly along the axial direction of the input shaft by a shift fork driven by an actuator.

The first rotating element of the planetary gear device may be a sun gear, the second rotating element may be a carrier, and the third rotating element may be a ring gear.

The present invention can implement the LSD function while having a relatively simple configuration, and ensures high power transmission efficiency by minimizing power transmission loss while the vehicle is running, thereby improving the driving performance, fuel efficiency, and mileage of the vehicle. make it possible

1 is a diagram illustrating the structure of a vehicle powertrain according to the present invention;
FIG. 2 is a diagram showing a state in which the powertrain of FIG. 1 implements a first-stage operation mode;
FIG. 3 is a diagram showing a state in which the powertrain of FIG. 1 implements a first-stage LSD operation mode;
Figure 4 is a diagram showing a state in which the powertrain of Figure 1 implements a two-stage operation mode;
Figure 5 is a diagram showing a state in which the powertrain of Figure 1 implements a 2D stage operation mode;
FIG. 6 is a diagram showing a state in which the powertrain of FIG. 1 implements a two-stage LSD operation mode;
FIG. 7 is a diagram illustrating the process of shifting from 1st gear to 2nd gear in the powertrain of FIG. 1;
FIG. 8 is a diagram explaining the process of shifting the powertrain of FIG. 1 from second gear to first gear.

Referring to Figure 1, an embodiment of the powertrain of a vehicle according to the present invention includes an input shaft (IN) that receives power; a planetary gear device (PG), the first of the three rotating elements being directly connected to the input shaft (IN); an output shaft (OUT) connected to the second rotation element of the planetary gear device (PG); A differential (DF) connected to the output shaft (OUT); Two drive shafts (DS) installed to extract power from the differential (DF) in opposite directions; a hub ring (HR) rotatably installed on the output shaft (OUT) through a first clutch (CL1); Provided to select a state in which the hub ring (HR) is connected to the third rotation element of the planetary gear device (PG) and a state in which the hub ring (HR) is connected to the selected drive shaft (DS), which is one of the two drive shafts (DS). a second clutch (CL2); A third clutch (CL3) installed to switch between a state in which the third rotation element of the planetary gear device (PG) is fixed to the transmission case (CS) and a state in which the third rotation element is directly connected to the second rotation element. It consists of:

That is, in this embodiment, the power shifted through the planetary gear device (PG) is provided to the differential (DF) through the output shaft (OUT) and is configured to be drawn to the two drive shafts (DS), The first clutch (CL1) and the second clutch (CL2) were added to enable the LSD function to be performed, and the third clutch (CL3) was added to enable shifting and a shift state with low power consumption. .

For reference, in FIG. 1, a motor (M) represented by a stator (ST) and a rotor (RT) is connected to the input shaft (IN) and is configured to provide power to the input shaft (IN).

In this embodiment, the selected drive shaft (DS) is the left drive shaft (DS) connected to the left driving wheel in the drawing, and the drive shaft (DS) connected to the right driving wheel is also configured to function as the selected drive shaft (DS). Of course you can do it.

In this embodiment, the first rotation element of the planetary gear device (PG) is a sun gear (S), the second rotation element is a carrier (C), and the third rotation element is a ring gear (R).

Additionally, the first clutch (CL1) is configured as a friction clutch, and the second clutch (CL2) and third clutch (CL3) are configured as gear-meshing clutches.

The friction clutch may be a dry or wet clutch in which the friction force of the clutch changes by adjusting the engagement force of the clutch, and thereby the torque transmitted through the clutch can be continuously varied. The gear-meshing clutch may be a dog clutch. It refers to a clutch that transmits power by gears being engaged, such as a clutch or synchronizer, and does not require external power to maintain the meshing state once the gears are engaged.

In the neutral state, the second clutch (CL2) is in a state in which the second sleeve (SB2) is engaged only with the hub ring (HR), and when moved to one side along the axial direction of the input shaft (IN), the hub ring (HR) ) is connected to the third rotation element of the planetary gear device (PG), and when moved to the other side, the hub ring (HR) is connected to the selection drive shaft (DS).

Of course, the second sleeve SB2 is configured to change the states as described above by sliding linearly along the axial direction of the input shaft IN by a shift fork driven by a separate actuator.

Meanwhile, the configuration of the present invention in FIG. 1 includes a brake ring (BR) rotatable about the input shaft (IN) and installed to be connected to the third clutch (CL3), and the brake ring (BR) in the transmission case ( A brake (B1) installed to fix CS) is further included.

The third clutch (CL3) includes a third sleeve (SB3) that slides linearly along the axial direction of the input shaft (IN), and the third sleeve (SB3) slides linearly, "2D-2- It is installed so that the positions of the N-1" shift gears can be sequentially selected, and the third sleeve (SB3) has an outer sleeve gear (SB3-OG) formed on the outer peripheral surface and an inner sleeve gear (SB3-IG) on the inner peripheral surface. It is a formed structure.

More specifically, the third clutch (CL3) is a first clutch connected to the transmission case (CS) with the third sleeve (SB3) located in the first gear, and the inner sleeve gear (SB3-IG) It is meshed with the gear CG1, and the outer sleeve gear SB3-OG includes a third clutch gear CG3 connected to the third rotation element of the planetary gear device PG and a fourth clutch gear formed on the brake ring BR. It is engaged with the clutch gear (CG4);

When the third sleeve (SB3) is located in the N gear range, the outer sleeve gear (SB3-OG) remains engaged with the third clutch gear (CG3) and the fourth clutch gear (CG4). , the inner sleeve gear (SB3-IG) is not engaged with the first clutch gear (CG1) and is not engaged with the second clutch gear (CG2) connected to the second rotation element of the planetary gear device (PG);

With the third sleeve (SB3) located in the second gear shift, the outer sleeve gear (SB3-OG) remains engaged with the third clutch gear (CG3) and the fourth clutch gear (CG4). , the inner sleeve gear (SB3-IG) is meshed with the second clutch gear (CG2);

With the third sleeve (SB3) located in the 2D gear shift stage, the outer sleeve gear (SB3-OG) remains engaged only with the third clutch gear (CG3), and the inner sleeve gear (SB3-OG) remains engaged only with the third clutch gear (CG3). IG) is configured to remain engaged with the second clutch gear CG2.

Of course, the third sleeve (SB3) also slides linearly along the axial direction of the input shaft (IN) by the shift fork (SF) driven by an actuator separate from the actuator for driving the second sleeve (SB2). It is installed to make it possible.

For reference, the differential (DF) shown in FIG. 1 refers to a spur-gear differential, but it is not limited to this, and a general differential device configuration using a bevel gear or a planetary gear method may be used.

Additionally, the first clutch (CL1), second clutch (CL2), and third clutch (CL3) are configured to be controlled by separate controllers.

Let's look at the operation of the shift gears implemented by the powertrain of the vehicle of the present invention configured as described above.

Figure 2 shows a state in which a first gear shift stage is implemented, wherein the third sleeve (SB3) is located in the first shift range, and the inner sleeve gear (SB3-IG) is connected to the transmission case (CS). It is engaged with the first clutch gear (CG1) to fix the third sleeve (SB3), and the outer sleeve gear (SB3-OG) is a third clutch gear connected to the third rotation element of the planetary gear device (PG). CG3) is engaged with the fourth clutch gear CG4 formed on the brake ring BR, so that the ring gear R and the brake ring BR of the planetary gear device PG are fixed.

The power provided from the motor (M) to the input shaft (IN) is input to the sun gear (S) and is decelerated because the ring gear (R) is fixed, forming a first gear shift stage and moving to the output shaft through the carrier (C). By being drawn out to (OUT), it is provided to each drive wheel through both drive shafts (DS) through the differential (DF).

Figure 3 illustrates the first stage-LSD operation mode, wherein the third sleeve (SB3) maintains the same state as in the case of Figure 2, and the hub ring (HR) is driven by the second clutch (CL2). It is connected to the shaft DS and the first clutch CL1 is engaged to implement the LSD function, and the friction force of the first clutch CL1 is adjusted according to the degree to which limited slip differential is required.

Figure 4 illustrates a state of implementing a 2-speed shift stage, where the second sleeve (SB2) is in a neutral state and engaged only with the hub ring (HR), and the third sleeve (SB3) is in a 2-speed shift stage. As for the position, the outer sleeve gear (SB3-OG) maintains a meshed state with the third clutch gear (CG3) and the fourth clutch gear (CG4), and the inner sleeve gear (SB3-IG) maintains a meshed state with the second clutch gear (CG3). It is engaged with the clutch gear (CG2).

Therefore, as a result, a structure is formed in which the carrier (C) connected to the second clutch gear (CG2) and the ring gear (R) connected to the third clutch gear (CG3) are connected to each other through the third sleeve (SB3), This creates a state in which all rotating elements of the planetary gear device (PG) are locked together and rotated as one.

Therefore, the power input from the motor (M) to the sun gear (S) is directly transmitted through the carrier (C) to form a two-stage transmission ratio of 1:1 and to the differential (DF) through the output shaft (OUT). is passed on.

Figure 5 illustrates the 2D gear shift state. Basically, the gear ratio forms a two-speed gear ratio, and is a state to reduce drag generated from the brake B1 while maintaining the two-speed gear ratio as much as possible.

That is, when the third sleeve (SB3) is located in the 2D gear shift stage, the outer sleeve gear (SB3-OG) maintains a meshed state only with the third clutch gear (CG3), and the inner sleeve gear (SB3) -IG) remains engaged with the second clutch gear (CG2).

Therefore, the carrier (C) connected to the second clutch gear (CG2) and the ring gear (R) connected to the third clutch gear (CG3) are maintained connected by the third sleeve (SB3), but the second stage The brake ring (BR), which was connected to the fourth clutch gear (CG4) at the shift stage, is separated from the third sleeve (SB3) and is applied to the brake (B1) and the brake ring (B1) in response to the rotational movement of the third sleeve (SB3). No drag occurs in the brake ring (BR).

This means that unnecessary consumption of power is reduced in the 2D shift stage compared to the 2-speed shift stage, and as a result, the power transmission efficiency of the powertrain can be improved.

Figure 6 shows a 2-stage LSD operation mode, where the inner sleeve of the third sleeve (SB3) is engaged with the second clutch gear (CG2) and the outer sleeve gear (SB3-OG) as in the second gear shift state. ) is engaged with the third clutch gear (CG3) and the fourth clutch gear (CG4), and the second sleeve (SB2) gear connects the hub ring (HR) to the selected drive shaft (DS). It is a state.

In the above state, the first clutch CL1 is engaged according to the degree to which the LSD function is required, thereby suppressing unnecessary differential functions.

For reference, the 2-stage LSD function as described above can be equally implemented even when the 3rd sleeve SB3 selects the 2D stage.

FIG. 7 is a diagram illustrating the process of shifting from 1st gear to 2nd gear in the powertrain of the present invention, sequentially showing the states of the process of shifting from the 1st gear shift state of FIG. 2 to the 2nd gear shift state of FIG. 4. there is.

That is, when the brake B1 is engaged as shown in the first diagram of FIG. 7 from the first gear shift state in FIG. 2 and the third sleeve SB3 is moved to the N gear shift position, the third clutch gear The ring gear (R) connected through (CG3) is maintained in a fixed state by the brake (B1) and brake ring (BR), so that the output of the first gear ratio is continuously drawn to the output shaft (OUT). do.

Next, as shown in the second drawing of FIG. 7, with the hub ring (HR) connected to the ring gear (R) with the second clutch (CL2), the brake (CL1) is engaged while engaging the first clutch (CL1). Release B1).

Next, as shown in the third drawing of FIG. 7, the brake B1 is completely released and the first clutch CL1 is fully engaged, so that the ring gear R and the carrier C are directly connected to each other. The output of the actual two-stage transmission ratio is output to the output shaft (OUT).

After that, when the third sleeve (SB3) is moved to the second gear position and the second sleeve (SB2) is moved to the neutral state, the shift is completed in the second gear shift position as shown in FIG. 4.

FIG. 8 shows the process of shifting from the second gear shift state as shown in FIG. 4 to the first gear shift state as in FIG. 2. From the state of FIG. 4, the second sleeve SB2 is changed as shown in the first drawing of FIG. 8. The first clutch (CL1) is engaged with the hub ring (HR) connected to the ring gear (R).

Next, as shown in the second drawing of FIG. 8, the third sleeve SB3 is moved to the N stage, and the brake B1 is engaged while the first clutch CL1 is released to shift to the first stage. do.

Next, as shown in the third drawing of FIG. 8, the first clutch (CL1) is completely released and the brake (B1) is completely engaged to stop the brake ring (BR) and ring gear (R) and the third sleeve ( Move SB3) to the 1st gear shift position.

When the third sleeve SB3 is moved to the first gear position and engaged with the first clutch gear CG1, the brake B1 is released to complete the shift to the first gear as shown in FIG. 2. .

Although the present invention has been shown and described in relation to specific embodiments, it is known in the art that various improvements and changes can be made to the present invention without departing from the technical spirit of the invention as provided by the following claims. This will be self-evident to those with ordinary knowledge.

IN; input shaft
PG; Planetary gear device
OUT; output shaft
HR; hub ring
DF; differential
DS; drive shaft
CS; Transmission case
ST; stater
RT; rotor
M; motor
S; sun gear
C; carrier
R; ring gear
SB2; 2nd sleeve
BR; brake ring
B1; brake
SB3; 3rd sleeve
SB3-OG; Outer sleeve gear
SB3-IG; Inner sleeve gear
CL1; 1st clutch
CL2; 2nd clutch
CL3; 3rd clutch
CG1; 1st clutch gear
CG3; Third clutch gear
CG4; 4th clutch gear
CG2; 2nd clutch gear
SF; shift fork

Claims (8)

An input shaft that receives power;
a planetary gear device in which a first rotating element among three rotating elements is directly connected to the input shaft;
an output shaft connected to a second rotation element of the planetary gear device;
a differential connected to the output shaft;
two drive shafts installed to extract power from the differential in opposite directions;
a hub ring rotatably installed on the output shaft through a first clutch;
a second clutch capable of selecting a state in which the hub ring is connected to a third rotation element of the planetary gear device and a state in which the hub ring is connected to a selected drive shaft, which is one of the two drive shafts;
a third clutch installed to switch between a state in which the third rotating element of the planetary gear device is fixed to the transmission case and a state in which the third rotating element is directly connected to the second rotating element;
Including,
The hub ring is connected to the output shaft through the first clutch, and is configured to be connected to the third rotation element of the planetary gear device and the selected drive shaft through the second clutch.
The powertrain of the vehicle characterized by . In claim 1,
The first clutch is comprised of a friction clutch;
The second and third clutches are composed of gear-coupled clutches.
The powertrain of the vehicle characterized by . In claim 1,
In the neutral state, the second clutch is in a state in which the second sleeve is engaged only with the hub ring, and when moved to one side along the axial direction of the input shaft, the hub ring is connected to the third rotation element of the planetary gear device. It is configured to form a state that connects the hub ring to the selected drive shaft when moved to the other side.
The powertrain of the vehicle characterized by . In claim 1,
a brake ring rotatable about the input shaft and installed to be connected to the third clutch;
A brake installed to secure the brake ring to the transmission case;
The powertrain of the vehicle further comprising: In claim 4,
The third clutch includes a third sleeve that slides linearly along the axial direction of the input shaft;
The third sleeve is installed to slide linearly to sequentially select the positions of the shift gears of “2D-2-N-1”;
The third sleeve has an outer sleeve gear formed on the outer peripheral surface and an inner sleeve gear formed on the inner peripheral surface.
The powertrain of the vehicle characterized by . In claim 5,
With the third sleeve located in the first gear shift, the inner sleeve gear is engaged with the first clutch gear connected to the transmission case, and the outer sleeve gear is engaged with the third rotation element of the planetary gear device. engaged with a clutch gear and a fourth clutch gear formed on the brake ring;
When the third sleeve is located in the N gear range, the outer sleeve gear remains engaged with the third clutch gear and the fourth clutch gear, but the inner sleeve gear is not engaged with the first clutch gear. and is not engaged with the second clutch gear connected to the second rotation element of the planetary gear device;
With the third sleeve located in the second gear shift, the outer sleeve gear remains engaged with the third clutch gear and the fourth clutch gear, and the inner sleeve gear is engaged with the second clutch gear. ;
With the third sleeve located in the 2D gear shift, the outer sleeve gear remains engaged only with the third clutch gear, and the inner sleeve gear remains engaged with the second clutch gear. thing
The powertrain of the vehicle characterized by . In claim 6,
The third sleeve is installed to enable linear sliding along the axial direction of the input shaft by a shift fork driven by an actuator.
The powertrain of the vehicle characterized by . In claim 1,
The first rotating element of the planetary gear device is a sun gear, the second rotating element is a carrier, and the third rotating element is a ring gear.
The powertrain of the vehicle characterized by .

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