KR102616855B1 - Hybrid drive module - Google Patents

Abstract

A hybrid drive module is disclosed. The hybrid drive module according to an embodiment of the present invention is for selectively transmitting rotational power transmitted from the engine and motor to the transmission, and includes a housing, a drive shaft, a rotor hub, a rotor hub ridge, and an engine clutch; The engine clutch includes: a clutch piston disposed axially rearward of the rotor hub ridge so as to slide in the axial direction with respect to the rotor hub ridge; a guide cylinder fixed to the rotor hub ridge and disposed axially rear of the clutch piston; a clutch operating chamber formed by the rotor hub ridge and the clutch piston; and a clutch compensation chamber formed by the clutch piston and the guide cylinder.

Description

Hybrid drive module {HYBRID DRIVE MODULE}

The present invention relates to a hybrid drive module, and more specifically, to a hybrid drive module that transmits rotational power input from an internal combustion engine and a motor to a transmission.

Eco-friendly vehicle technology is a key technology in the future automobile industry, and automobile companies are putting all their efforts into developing eco-friendly vehicles to meet environmental and fuel efficiency regulations.

Future automobile technologies include electric vehicles (EV: Electric Vehicle) that use electrical energy, hybrid electric vehicles (HEV: Hybrid Electric Vehicle), and double clutch transmission (DCT: Double Clutch Transmission) that improve efficiency and convenience.

The hybrid electric vehicle is a vehicle that uses two or more power sources and can be combined in various ways, typically a gasoline or diesel engine using existing fossil fuels and a motor driven by electrical energy. /The generator is composed of a hybrid.

These hybrid electric vehicles are equipped with an internal combustion engine and a motor at the same time, so they can dramatically reduce harmful gas emissions and fuel efficiency compared to regular vehicles.

Such hybrid electric vehicles increase efficiency by effectively transmitting the rotational power of the engine and motor to the transmission, and have a drive module equipped with an engine clutch and torque converter that enables effective power transmission and reduction in size and parts to maximize fuel efficiency. Development has been required.

Accordingly, research and development of hybrid drive modules that are modularized together with the motor of a hybrid electric vehicle, including the functions of the engine clutch and torque converter, to efficiently combine and transmit the driving force of the engine and motor in a hybrid electric vehicle (HEV) continues. It is being done.

The matters described in this background art section have been written to improve understanding of the background of the invention, and may include matters that are not prior art already known to those skilled in the art in the field to which this technology belongs.

Therefore, the present invention was invented to solve the problems described above, and the problem to be solved by the present invention is to optimize the arrangement of the engine clutch and torque converter through the rotor hub, and to change the operating direction of the clutch piston to control hydraulic pressure. We aim to provide a hybrid drive module that simplifies the line and reduces the overall outer diameter and axial length.

In addition, another object of the present invention is to improve the controllability of the engine clutch by forming a clutch compensation chamber in response to the clutch operation chamber for operating the clutch piston, thereby efficiently removing the dynamic pressure generated in the clutch operation chamber depending on the rotation speed. We would like to provide a hybrid drive module that allows this.

A hybrid drive module according to an embodiment of the present invention for achieving this purpose is for selectively transmitting rotational power transmitted from an engine and a motor to a transmission, and includes a housing disposed between the engine and the transmission; A drive shaft with one end facing the engine in the axial direction protruding from the housing, rotatably mounted inside the housing in the radial direction, and through which the rotational power of the engine is input. It is provided inside the housing, the rotor of the motor is mounted on the radial outer side, the radial inner side is integrally extended toward the drive shaft, and at the other end of the drive shaft facing the transmission in the axial direction. a rotor hub formed with a hub plate portion rotatably connected; a rotor hub ridge whose inner circumferential surface is rotatably supported by the housing in a radial direction and whose outer circumferential surface is fixed to the rotor hub at the engine side in an axial direction; and an engine clutch disposed on the engine side in the axial direction with respect to the hub plate portion and directly connecting the drive shaft and the rotor hub to selectively transmit rotational power of the engine to the rotor hub. The engine clutch includes: a clutch piston disposed axially rearward of the rotor hub ridge so as to slide in the axial direction with respect to the rotor hub ridge; a guide cylinder fixed to the rotor hub ridge and disposed axially rear of the clutch piston; a clutch operating chamber formed by the rotor hub ridge and the clutch piston; and a clutch compensation chamber formed by the clutch piston and the guide cylinder.

The engine clutch includes a drive plate whose inner circumferential end is fixed in the radial direction to the outer circumferential surface of the other end of the drive shaft; at least one first friction plate coupled to the drive plate and moved in the axial direction by the clutch piston; and at least one second friction plate coupled to the inner peripheral surface of the rotor hub and disposed between the first friction plate and the rotor hub and moving in the axial direction. It may further include.

The guide cylinder may be disposed between the clutch piston and the drive plate.

The outer peripheral surface of the guide cylinder may be slidably coupled to the clutch piston, and the inner peripheral surface of the guide cylinder may be fixed to the rotor hub ridge.

The guide cylinder may be fixed to the rotor hub ridge through a fixing means mounted on the rotor hub ridge.

The fixing means consists of a fixing ring mounted on the rotor hub ridge, and a support protrusion may be formed on the guide cylinder to protrude toward the transmission side to prevent the fixing ring from being separated.

In the housing, an operating pressure supply passage and a compensation pressure supply passage for supplying operating pressure and compensation pressure to the engine clutch may be formed to penetrate the interior, respectively.

Each of the operating pressure supply passage and the compensation pressure supply passage may be formed of one or more passages spaced apart at a predetermined angle along the circumferential direction of the housing.

Each operating pressure supply passage and each compensation pressure supply passage may be arranged to be spaced apart at a predetermined angle along the circumferential direction of the housing.

The rotor hub ridge communicates with the clutch compensation chamber, and at least one supply hole may be formed to supply working fluid to the clutch compensation chamber.

The at least one supply hole may be formed at a position spaced apart from the inner peripheral surface of the rotor hub ridge at a set angle along the circumferential direction.

In the housing, an operating pressure supply passage and a compensation pressure supply passage for supplying operating pressure and compensation pressure to the engine clutch may be formed to penetrate the interior, respectively.

The working fluid supplied through the compensation pressure supply passage may flow into the clutch compensation chamber through the at least one supply hole.

At least one discharge hole may be formed in the rotor hub through an inner peripheral surface and an outer peripheral surface of the rotor hub at a position corresponding to the engine clutch.

The at least one discharge hole may be formed at positions spaced apart from each other at a set angle along the circumference of the rotor hub.

Based on the hub plate portion, it is disposed on the transmission side in the axial direction and connected to the rotor hub, and multiplies the rotational power of the engine, the motor, or the engine and the motor during the initial driving of the vehicle, or A torque converter that transmits torque to the transmission in a 1:1 ratio; It may further include.

It may further include a fluid coupler disposed on the transmission side in the axial direction with respect to the hub plate portion and connected to the rotor hub.

One end of the drive shaft may be connected to the engine through a damper.

As described above, according to the hybrid drive module according to the embodiment of the present invention, the engine clutch and torque converter are mounted through the rotor hub on which the rotor is mounted inside the housing to selectively and smoothly transfer the rotational power of the engine and motor to the transmission. At the same time, the overall outer diameter and axial length can be reduced by optimizing the arrangement of the engine clutch and torque converter and simplifying the hydraulic line by changing the operating direction of the clutch piston to the transmission side.

In addition, the present invention forms a clutch compensation chamber in response to the clutch operation chamber for operating the clutch piston, thereby effectively removing the dynamic pressure generated in the clutch operation chamber depending on the rotation speed, thereby improving the overall control performance of the engine clutch. There is also.

In addition, the present invention has the effect of simplifying the layout of the cooling passage design and improving the durability of the rotor by smoothly supplying and cooling the working fluid to the rotor mounted on the rotor hub.

Furthermore, the present invention efficiently divides the internal space of the housing using a rotor hub and optimally arranges the engine clutch and torque converter, thereby simplifying the layout of the internal flow path system and enabling installation within a narrow engine room. It also has the effect of minimizing space.

Furthermore, the present invention can improve overall marketability by improving and securing the cooling performance of the rotor and the control performance of the engine clutch.

Figure 1 is a cross-sectional view of a hybrid drive module according to an embodiment of the present invention cut in the axial direction.
Figure 2 is an enlarged view of portion X of Figure 1.
Figure 3 is an enlarged view of portion Y of Figure 1.
Figure 4 is a perspective view of a rotor hub applied to a hybrid drive module according to an embodiment of the present invention.
Figure 5 is a cross-sectional perspective view showing a state in which a clutch piston and a guide cylinder are mounted on a rotor hub ridge applied to a hybrid drive module according to an embodiment of the present invention.
Figure 6 is a diagram showing the flow direction of the working fluid in the hybrid drive module according to an embodiment of the present invention.

Hereinafter, a preferred embodiment of the present invention will be described in detail based on the attached drawings.

The present invention is not limited to the embodiments disclosed below, but may be subject to various changes and may be implemented in various different forms. Only this example is provided to ensure that the disclosure of the present invention is complete 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 substitutes or adds to the configuration of one embodiment and the configuration of another embodiment, as well as all changes and equivalents included in the technical spirit and scope of the present invention. It should be understood to include substitutes.

The attached drawings are only for easy understanding of the embodiments disclosed in the present specification, and the technical idea disclosed in the present specification is not limited by the attached drawings, and all changes and equivalents included in the spirit and technical scope of the present invention are not limited to the attached drawings. It should be understood to include water or substitutes.

In order to clearly explain the present invention, parts that are not relevant to the description are omitted, and identical or similar components are assigned the same reference numerals throughout the specification.

Since the size and thickness of each component shown in the drawings are arbitrarily shown for convenience of explanation, the present invention is not necessarily limited to what is shown in the drawings, and the thickness is enlarged to clearly express various parts and areas.

In the drawings, components may be expressed exaggeratedly large or small in size or thickness for convenience of understanding, etc., but the scope of protection of the present invention should not be construed as limited due to this.

The terms used in this specification are only used to describe specific implementations or examples, and are not intended to limit the invention. And singular expressions include plural expressions, unless the context clearly dictates otherwise.

In the specification, terms such as “comprise” and “consist of” are intended to indicate the presence of features, numbers, steps, operations, components, parts, or a combination thereof described in the specification. In other words, terms such as “comprise” and “consist of” in the specification are understood to not preclude the presence or addition of one or more other features, numbers, steps, operations, components, parts, or combinations thereof. It has to be.

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

When a component is said to be “connected” or “connected” to another component, it is understood that it may be directly connected or connected to the other component, but that other components may exist in between. It should be.

On the other hand, when a component is said to be “directly connected” or “directly connected” to another component, it should be understood that there are no other components in between.

When a component is referred to as “being on top” or “below” another component, it should be understood that not only is it placed directly on top of the other component, but there may also be other components in between. .

Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by a person of ordinary skill in the technical field to which the present invention pertains.

Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related technology, and unless explicitly defined in the present application, should not be interpreted in an ideal or excessively formal sense. No.

For convenience, in this specification, direction is defined as follows.

The front-to-rear direction or axial direction is a direction parallel to the axis of rotation, with forward (forward) meaning the direction toward one direction of the power source, such as the engine, and backward (rear) meaning the direction toward the other direction, such as the transmission. Therefore, the front (front) means the side where the surface faces forward, and the back (back) means the side where the surface faces rear.

The radial direction or radial direction means a direction approaching the center or moving away from the center along a straight line passing through the center of the rotation axis on a plane perpendicular to the rotation axis. The direction radially away from the center is called the centrifugal direction, and the direction closer to the center is called the centripetal direction.

The circumferential direction refers to the direction surrounding the circumference of the rotation axis. The outer circumference refers to the outer circumference, and the inner circumference refers to the inner circumference. Therefore, the outer peripheral surface refers to a surface facing away from the rotation axis, and the inner peripheral surface refers to a surface facing the rotation axis.

The circumferential side refers to a surface whose normal line is approximately oriented in the circumferential direction.

In addition, terms such as “...unit”, “...means”, “...part”, “...member”, etc. used in the specification refer to a comprehensive unit that performs at least one function or operation. it means.

FIG. 1 is a cross-sectional view of a hybrid drive module according to an embodiment of the present invention cut in the axial direction, FIG. 2 is an enlarged view of portion X of FIG. 1, and FIG. 3 is an enlarged view of portion Y of FIG. 1. Figure 4 is a perspective view of a rotor hub applied to a hybrid drive module according to an embodiment of the present invention, and Figure 5 is a clutch piston and a guide cylinder mounted on the rotor hub ridge applied to a hybrid drive module according to an embodiment of the present invention. This is a cross-sectional perspective view showing the condition.

Figure 1 is a half-sectional view for explaining an embodiment of the present invention, and shows a hybrid drive module 100 according to an embodiment of the present invention.

Referring to FIG. 1, the hybrid drive module 100 according to an embodiment of the present invention is for selectively transmitting rotational power transmitted from the engine 2 and the motor 6 to the transmission 4, and the engine ( 2) and the transmission (4).

The motor 6 is composed of a rotor (R) and a stator (S), as applied to a general electric vehicle, and can perform both motor and generator functions at the same time.

Here, the hybrid drive module 100 according to an embodiment of the present invention includes a housing 110, a drive shaft 120, a rotor hub 130, a rotor hub ridge 140, an engine clutch 150, and a torque converter. It may include (170). Meanwhile, in another embodiment of the present invention, the torque converter 170 may be replaced with a fluid coupler.

First, the housing 110 is disposed between the engine 2 and the transmission 4.

The drive shaft 120 is rotatably mounted inside the housing 110 in the radial direction with one end facing the engine 2 in the axial direction protruding from the housing 110, and the engine 2 The rotational power of (2) is input.

Here, one end of the drive shaft 120 protruding from the housing 110 in the axial direction toward the engine 2 may be connected to the engine 2 and the damper 8.

The damper 8 absorbs the torsional force acting in the rotational direction of the shaft from the rotational power transmitted from the engine 2 and reduces vibration so that the rotational power of the engine 2 is stably transmitted to the drive shaft 120. It has a damping function.

In this embodiment, the rotor hub 130 is provided inside the housing 110, and the rotor R of the motor 6 is mounted on the outer side in the radial direction.

This rotor hub 130 extends integrally toward the drive shaft 120 in the radial direction, and is rotatably connected to the other end of the drive shaft 120 facing the transmission 4 in the axial direction. A hub plate portion 132 is formed.

Here, a stator (S) is disposed on the radial outer side of the rotor (R), and the stator (S) can be fixed inside the housing 110 through a support ring (7).

In this embodiment, the rotor hub ridge 140 has an inner peripheral surface rotatably supported by the housing 110 in the radial direction, and an outer peripheral surface is supported by a mounting ring 144 on the engine 2 side in the axial direction. ) can be fixed to the rotor hub 130.

Here, the rotor hub 130 has one end facing the transmission 4 based on the axial direction and a rotor support part 134 for supporting the axial end of the rotor R, which integrally extends outward in the radial direction. can be formed.

One end of the rotor (R) located on the transmission 4 side in the axial direction may be supported by the rotor support portion 134.

In this embodiment, the rotor (R) has a retainer (102) disposed at both ends based on the axial direction, and a space between the retainer (102) and the rotor (R) at the other end facing the engine (2). A spacer 104 may be interposed.

At this time, among the retainers 102, the retainer 102 disposed on the transmission 4 may be interposed between the rotor support 134 and the rotor (R).

Additionally, the rotor R may be mounted on the radial outer side of the rotor hub 130 after the torque converter 170 is mounted on the rotor hub 130.

Here, a motor speed sensor 190 for detecting the rotational speed of the motor 6 in response to the rotor hub 130 may be mounted on the transmission housing 4a included in the transmission 4.

The motor speed sensor 190 can detect the rotational speed of the motor 6 and transmit a detection signal to an MCU (Motor Control Unit) mounted on the vehicle for accurate control of the motor 6.

In one embodiment, the motor speed sensor 190 consists of a rotor and a stator. In one embodiment, the rotor of the motor speed sensor is fixed to the rear end of the rotor hub, and the stator of the motor speed sensor is fixed to the front end of the transmission housing 4a corresponding to the rotor position of the motor speed sensor. As a result, the speed of the motor can be monitored by detecting the speed at which the rotor of the motor speed sensor rotates with respect to the stator of the motor speed sensor.

Meanwhile, referring to FIG. 2, a first bearing B1 is interposed between the housing 110 and the drive shaft 120.

Here, the first bearing B1 may be installed to be supported in the axial direction by a snap ring 122 mounted on the outer peripheral surface of the drive shaft 120.

Accordingly, the first bearing B1 can be prevented from being separated between the housing 110 and the drive shaft 120 by the snap ring 122.

In addition, based on the axial direction, a seal member ( 124) can be installed.

The seal member 124 can prevent the internal working fluid from leaking to the outside between the housing 110 and the drive shaft 120.

In this embodiment, the second bearing B2 is interposed between the housing 110 and the rotor hub ridge 140.

Here, one end of the second bearing B2 facing toward the engine in the axial direction is supported by the first step groove 112 formed on the outer peripheral surface of the housing 110 on the radial inner side.

The other end of this second bearing B2, which faces the transmission 2 in the axial direction, may be supported in the second step groove 142 formed on the inner peripheral surface of the rotor hub ridge 140 on the radial inner side. .

Accordingly, the second bearing B2 is prevented from being separated in the axial direction by the first and second step grooves 112 and 142 between the housing 110 and the rotor hub ridge 140. , the rotor hub ridge 140 can be stably and rotatably supported with respect to the housing 110.

And a third bearing (B3) is interposed between the inner peripheral surface of the other end of the drive shaft 120 and the outer peripheral surface of the hub plate portion 132.

Here, the third bearing (B3) has one end facing the engine 2 in the axial direction supported by the third step groove 126 formed on the inner peripheral surface of the other end of the drive shaft 120 on the radial inner side. It can be.

In addition, the third bearing B3 has its other end facing the transmission 2 in the axial direction supported by the fourth step groove 138 formed on the outer peripheral surface of the hub plate portion 132 on the radial inner side. You can.

Accordingly, the third bearing (B3) is moved in the axial direction by the third and fourth step grooves 126 and 138 between the inner peripheral surface of the other end of the drive shaft 120 and the outer peripheral surface of the hub plate portion 132. Separation is prevented, and the rotation of the drive shaft 120 and the rotor hub 130 can be stably supported.

In this embodiment, the engine clutch 150, as shown in FIGS. 1 to 3, is installed in the engine ( 2) It is placed on the side.

As shown in FIGS. 1 to 5, the engine clutch 150 directly connects the drive shaft 120 and the rotor hub 130 to transfer the rotational power of the engine 2 to the rotor hub 130. ) can be selectively passed on.

Here, the engine clutch 150 may include a clutch piston 151, a drive plate 152, a first friction plate 153, a second friction plate 154, and a guide cylinder 155.

First, the clutch piston 151 is mounted on the rotor hub ridge 140 so that its outer and inner peripheral surfaces can slide in the axial direction based on the radial direction.

That is, the clutch piston 151 is disposed axially rear of the rotor hub ridge 140 so that it can slide in the axial direction with respect to the rotor hub ridge 140.

Here, axial rear refers to the transmission 4 side.

The drive plate 152 has its inner circumferential end fixed to the outer circumferential surface of the other end of the drive shaft 120 in the radial direction.

The first friction plate 153 is composed of a plurality of pieces, and its inner peripheral surface is coupled to the outer peripheral surface of the drive plate 152.

Here, an insertion groove into which the first friction plate 153 can be inserted may be provided on the outer peripheral surface of the drive plate 152. Fitting protrusions are provided on the inner peripheral surface of the first friction plate 153 in the circumferential direction. These fitting protrusions can be inserted into the fitting groove and move in the axial direction.

That is, the fitting groove of the drive plate 152 may have an opening on one side facing the engine 2 in the axial direction and may be penetrating in the radial direction about the axis. Accordingly, the first friction plate 153 can move in the axial direction by the clutch piston 151.

In this embodiment, the second friction plate 154 is composed of a plurality of pieces and is coupled to the inner peripheral surface of the rotor hub 130 on the engine 2 side based on the axial direction.

Here, another fitting groove into which the second friction plate 154 can be inserted is provided on the inner peripheral surface of the rotor hub 130. Accordingly, the second friction plates 154 are coupled to the rotor hub 130, are disposed between the first friction plate 153 and the rotor hub 130, and can move in the axial direction.

Meanwhile, in an embodiment of the present invention, another fitting groove penetrating similarly to the drive plate 152 may be provided on the inner peripheral surface of the rotor hub 130, and another insertion groove may be provided on the outer peripheral surface of the second friction plate 154. The fitting protrusion may be provided in the axial direction.

Here, a clutch operating chamber 156 may be formed between the rotor hub ridge 140 and the clutch piston 151 to operate the clutch piston 151 by the pressure of the supplied working fluid.

That is, when the working fluid is supplied to the clutch operating chamber 156 from the inside of the housing 110 and a certain pressure is formed, the clutch piston 151 moves in the axial direction toward the first and second friction plates 153. , 154, by bringing the first and second friction plates 153 and 154 into frictional contact, the rotational power of the engine 2 transmitted to the drive shaft 120 is transferred to the rotor hub 130. ) can be transmitted to the torque converter 170.

And the guide cylinder 155 is disposed between the clutch piston 151 and the drive plate 152.

The outer peripheral surface of the guide cylinder 155 is slidably coupled to the clutch piston 151. The inner peripheral surface of the guide cylinder 155 is fixed to the rotor hub ridge 140.

That is, the guide cylinder 155 is fixed to the rotor hub ridge 140 and may be disposed axially rear of the clutch piston 151.

Here, the guide cylinder 155 may be fixed to the rotor hub ridge 140 through a fixing means mounted on the rotor hub ridge 140. The fixing means consists of a fixing ring 159 mounted on the rotor hub ridge 140.

Accordingly, the guide cylinder 155 can be fixed to the rotor hub ridge 140 through the fixing ring 159. Meanwhile, a ring groove 145 may be formed in the rotor hub ridge 140 to allow the fixing ring 159 to be mounted.

In addition, at least one support protrusion 155a is formed on the guide cylinder 155 to protrude toward the transmission 4 to prevent the fixing ring 159 from being separated.

Accordingly, the fixing ring 159 is prevented from being separated from the ring groove 145 by the support protrusion 155a, and the guide cylinder 155 can be stably fixed to the rotor hub ridge 140. there is.

Here, the engine clutch 150 has a clutch compensation chamber 157 formed by the guide cylinder 155 to compensate for overpressure on the opposite side of the clutch operation chamber 156 that operates the clutch piston 151. More may be included.

That is, a clutch compensation chamber 157 that compensates for overpressure may be formed between the clutch piston 151 and the guide cylinder 155 on the opposite side of the clutch operation chamber 156.

This clutch compensation chamber 157 can maintain an appropriate oil pressure by compensating when overpressure is applied to the clutch operation chamber 156.

Meanwhile, a return spring 158 may be interposed between the clutch piston 151 and the guide cylinder 155.

The outer peripheral surface of the return spring 158 is supported by the guide cylinder 155, and the inner peripheral surface of the return spring 158 is supported by the clutch piston 151. This return spring 158 may be formed as a disc spring whose inner and outer peripheral surfaces are inclined at a certain angle.

Accordingly, when the clutch piston 151 operates and moves axially toward the drive plate 152, the return spring 158 has an inner peripheral surface and an inner peripheral surface of the clutch piston 151 and the guide cylinder 155. The clutch piston 151 is elastically supported by the guide cylinder 155 as the outer circumferential surfaces are pressed into contact with each other.

In this state, when the operation of the clutch piston 151 is completed and the operating pressure of the clutch operating chamber 156 is released, the return spring 158 is released from compression and applies an elastic force to the clutch piston 151. By providing this, the clutch piston 151, which has been moved toward the drive plate 152, can be quickly moved to its initial position toward the opposite direction.

Meanwhile, as shown in FIGS. 3 and 5, the rotor hub ridge 140 is in communication with the clutch compensation chamber 157 and is provided with a plurality of supply ports for supplying working fluid to the clutch compensation chamber 157. A hole 146 may be formed.

The supply holes 146 may be formed at positions spaced apart from each other at a set angle along the circumferential direction on the inner peripheral surface of the rotor hub ridge 140.

Here, an operating pressure supply passage 114 and a compensation pressure supply passage 116 for supplying operating pressure and compensation pressure to the engine clutch 150 may be formed to penetrate the housing 110, respectively.

The operating pressure supply passage 114 may supply working fluid to the clutch operating chamber 156, and the compensation pressure supply passage 116 may supply working fluid to the clutch compensation chamber 157.

The working fluid supplied through the compensation pressure supply passage 116 may flow into the clutch compensation chamber 157 through the supply hole 146.

Accordingly, the clutch operation chamber 156 and the clutch compensation chamber 157 can form pressure with the operating pressure and the working fluid supplied through the compensation pressure supply passages 114 and 116, respectively.

And the torque converter 170 is disposed on the transmission 2 side in the axial direction with the hub plate portion 132 in between and connected to the rotor hub 130.

This torque converter 170 multiplies the rotational power of the engine 2, the motor 6, or the engine 2 and the motor 6 during the initial driving of the vehicle to increase the rotational power of the engine 2 and the motor 6. When the vehicle runs at a certain speed or higher, the rotational power of the engine 2, the motor 6, or the engine 2 and the motor 6 is transferred to the transmission 4 in a 1:1 ratio. ) can be passed on.

Here, the torque converter 170 may include an impeller assembly 172, a turbine 173, a reactor 174, a lock-up clutch 175, and a driven plate 177, as shown in FIG. 1. there is.

First, the impeller assembly 172 is fixed to the rotor hub 130 on the transmission 4 side and can rotate together with the rotor hub 130.

Here, the impeller assembly 172 includes an impeller shell 172a whose radial outer end is fixed to the rotor support 134 formed on the rotor hub 130 through welding, and is mounted on the impeller shell 172a. It may include a plurality of impeller blades (172b).

The turbine 173 is disposed in a position facing the impeller 172. The reactor 174 is located between the impeller 172 and the turbine 173 and can change the flow of the working fluid coming from the turbine 173 and deliver it to the impeller assembly 172.

In this embodiment, the lockup clutch 175 may include a lockup piston 176 to directly connect the rotor hub 130 and the turbine 173.

And the driven plate 177 is connected to the turbine 173 and the lock-up clutch 175 to receive rotational power, and is connected to the spline hub 178 connected to the transmission 4.

Here, the lockup clutch 175 may include a first clutch drum unit 179, a third friction plate 181, a second clutch drum unit 182, and a fourth friction plate 183.

First, the first clutch drum unit 179 is formed on the transmission 4 side in the axial direction and inside the rotor hub 130 in the radial direction.

The third friction plate 181 is composed of a plurality of pieces, and its outer peripheral surface is coupled to the inner peripheral surface of the first clutch drum 179.

Here, an insertion groove into which the third friction plate 181 can be inserted may be provided on the inner peripheral surface of the first clutch drum unit 179. Fitting protrusions are provided on the outer peripheral surface of the third friction plate 181 in the circumferential direction. These fitting protrusions can be inserted into the fitting groove and move in the axial direction.

That is, the fitting groove of the first clutch drum unit 179 may have an opening on one side facing the engine 2 in the axial direction and may be penetrating in the radial direction about the axis. Accordingly, the third friction plate 181 can selectively move in the axial direction by the lock-up piston 176.

In this embodiment, the second clutch drum unit 182 may be formed on the radial outer side of the driven plate 177 at a certain distance away from the first clutch drum 179 toward the center of rotation.

In addition, the fourth friction plate 183 is composed of a plurality of pieces, and the inner peripheral surface is coupled to the outer peripheral surface of the second clutch drum unit 182.

Here, another fitting groove into which the fourth friction plate 183 can be inserted is provided on the outer peripheral surface of the second clutch drum unit 182. Accordingly, the fourth friction plates 183 are coupled to the carrier 154, are disposed between the third friction plate 181 and the second clutch drum unit 182, and can move in the axial direction.

Meanwhile, in an embodiment of the present invention, another insertion groove may be provided on the outer peripheral surface of the second clutch drum unit 182 as well as the first clutch drum unit 179, and the fourth friction plate 183 ) Another fitting protrusion may be provided in the axial direction on the outer peripheral surface side.

Here, a leaf spring 184 may be interposed between the hub plate portion 132 and the lockup piston 176.

The leaf spring 184 may be provided in plural numbers spaced equally apart along the circumferential direction between the hub plate portion 132 and the lockup piston 176. One end of the leaf spring 184 may be riveted and fixed to the hub plate portion 132, and the other end may be riveted and fixed to the lockup piston 176.

The leaf spring 184 is formed to be inclined at a set angle, and when the lockup piston 176 moves in the axial direction from the hub plate portion 132 when the lockup clutch 175 is operated, the lockup piston 176 ( 176), the bent state can be maintained.

In this state, when the lock-up clutch 175 is deactivated, the leaf spring 184 returns to its initial shape and provides elastic force to the lock-up piston 176, thereby quickly returning the lock-up piston 176 to its initial state. It can be returned to its position.

Additionally, a lock-up operating chamber 185 for operating the lock-up piston 176 may be formed between the hub plate portion 132 and the lock-up piston 176.

That is, when the working fluid is supplied to the lock-up operating chamber 185 from the inside of the housing 110 to form a certain pressure, the lock-up piston 176 moves in the axial direction toward the third and fourth friction plates 181. , 183), by bringing the third and fourth friction plates 181, 183 into frictional contact, thereby causing the engine 2, or the motor 6, or the engine 2 and the motor ( The rotational power of the engine 2 transmitted from 6) to the rotor hub 130 can be transmitted to the transmission 4 through the driven plate 177 and spline hub 178 connected to the turbine 2. there is.

At this time, the leaf spring 178 can maintain a bent state in its initial shape, and when the lock-up clutch 176 is released, it is restored to its initial shape and provides an elastic restoring force to the lock-up piston 176. The lockup piston 176 can be quickly restored to its initial position.

In the hybrid drive module 100 according to an embodiment of the present invention configured as described above, the rotor hub 130 has a plurality of threads penetrating the inner and outer peripheral surfaces of the rotor hub 130 at a position corresponding to the engine clutch 150. Two discharge holes 135 may be formed.

As shown in FIG. 4, the discharge holes 135 are formed at positions spaced apart from each other at a set angle along the circumference of the rotor hub 130.

These discharge holes 135 can discharge the working fluid supplied into the space formed between the hub plate portion 132 and the guide cylinder 155 to the inner peripheral surface of the rotor (R).

That is, the working fluid that cools the first and second friction plates 153 and 154 is discharged through the discharge hole 137 by centrifugal force and supplied to the rotor (R). ), the rotor (R) can be cooled more smoothly during the rotation operation.

The flow path of this working fluid will be described in detail with reference to the attached FIG. 6.

Figure 6 is a diagram showing the flow direction of the working fluid in the hybrid drive module according to an embodiment of the present invention.

Referring to FIG. 6, the working fluid flowing into the operating pressure supply passage 114 in the hybrid drive module 100 configured as described above is operated by the clutch to selectively operate the clutch piston 151. An operating pressure may be formed in the operating chamber 156.

That is, the working fluid flowing into the operating pressure supply passage 114 flows to the clutch operating chamber 156 through the through hole 143 formed in the rotor hub ridge 140 to communicate with the clutch operating chamber 156. comes in.

And, the working fluid supplied through the compensation pressure supply passage 116 flows into the clutch compensation chamber 157 through the supply hole 146 to form compensation pressure, and at the same time, the first and second friction The clutches 153 and 154 can be cooled smoothly.

Specifically, as indicated by an arrow in FIG. 6, the main flow of the working fluid supplied to the compensation pressure supply passage 116 flows bypassing the second bearing B2, but a portion flows through the second bearing B2. By flowing through the bearing (B2), it contributes to lubrication of the second bearing (B2).

The working fluid that has passed through the second bearing (B2) rejoins the main stream and then flows into the clutch compensation chamber 157 through the supply hole 146. After the set amount of working fluid is supplied to the clutch compensation chamber 157, as shown in the figure, the remaining working fluid does not pass through the supply hole 146 but bypasses the rotor hub ridge 140 and flows to the rotor hub ridge 140. It flows in between the guide cylinder 155 and the drive plate 152.

In order to allow the working fluid supplied to the compensation pressure supply passage 116 to fill the clutch compensation chamber 157 first, the radial direction of the rotor hub ridge 140 located at the rear of the supply hole 146 A protrusion may be formed on the inner periphery to function as a dam.

Meanwhile, in the drawing, the operating pressure supply passage 114 and the compensation pressure supply passage 116 are shown to overlap a certain portion in the radial direction of the housing 110, but in reality, the operating pressure supply passage 114 and the compensation pressure supply passage 116 are shown to overlap. The compensation pressure supply passages 116 are arranged to be spaced apart at a predetermined angle along the circumferential direction.

In one embodiment, one or more of the operating pressure supply passages 114 and/or the compensation pressure supply passages 116 may be formed along the circumferential direction of the housing. Likewise, in this case, each passage 114 and/or the compensation pressure supply passage 116 may be formed along the circumferential direction of the housing. They are arranged and spaced apart at a predetermined angle.

Here, the working fluid flowing between the guide cylinder 155 and the drive plate 152 passes between the drive plate 152 and the first friction plate 153 to connect the drive plate 152 and the first friction plate 153. It flows in between the rotor hub 130 and flows radially outward toward the rotor R between the drive plate 152 and the hub plate portion 132.

Then, the working fluid is discharged to the rotor (R) through the discharge holes 135 by centrifugal force.

The working fluid discharged through the discharge holes 135 can smoothly cool the rotor (R).

Therefore, when applying the hybrid drive module 100 according to an embodiment of the present invention configured as described above,

Inside the housing 110, the engine clutch 150 and the torque converter 170 are mounted through the rotor hub 130 on which the rotor R is mounted, so that the engine 2 and the motor 6 ) selectively and smoothly transmits the rotational power to the transmission 2, optimizes the arrangement of the engine clutch 150 and the torque converter 170, and moves the clutch piston 151 toward the transmission 2. By changing the operating direction and simplifying the hydraulic line, the overall outer diameter and axial length can be reduced.

In addition, the present invention forms the clutch compensation chamber 157 in response to the clutch operation chamber 156 for operating the clutch piston 151, thereby reducing the dynamic pressure generated in the clutch operation chamber 156 according to the rotation speed. By efficiently removing it, the overall control performance of the engine clutch 150 can be improved.

In addition, the present invention can simplify the layout of the cooling passage design and improve the durability of the rotor (R) by smoothly supplying and cooling the working fluid to the rotor (R) mounted on the rotor hub 130. there is.

In addition, the present invention efficiently divides the internal space of the housing 110 using the rotor hub 130 and optimally arranges the engine clutch 150 and the torque converter 170, thereby creating an internal space. The layout of the flow path system can be simplified and the installation space can be minimized within a narrow engine room.

Furthermore, the present invention can improve the overall marketability of the hybrid drive module 100 by improving and securing the cooling performance of the rotor R and the control performance of the engine clutch 150.

As described above, although the present invention has been described with limited examples and drawings, the present invention is not limited thereto, and the technical idea of the present invention and the following will be understood by those skilled in the art to which the present invention pertains. Of course, various modifications and variations are possible within the scope of equivalence of the patent claims to be described.

In addition, although the operational effects according to the configuration of the present invention were not explicitly described and explained while explaining the embodiments of the present invention above, it is natural that the predictable effects due to the configuration should also be recognized.

2: engine
4: Transmission
6: motor
8: damper
100: Hybrid drive module
102: retainer
104: spacer
110: housing
112, 142, 126, 138: 1st, 2nd, 3rd, and 4th step grooves
114: Operating pressure supply channel
116: Compensation pressure supply channel
120: drive shaft
122: snap ring
124: Seal member
130: rotor hub
132: hub plate part
134: rotor support
135: discharge hole
140: rotor hub ridge
143: Through hole
144: mounting ring
145: ring groove
146: supply hole
150: engine clutch
151: Clutch piston
152: drive plate
153, 154: first and second friction plates
155: Guide cylinder
155a: Support protrusion
156: Clutch operating chamber
157: Clutch compensation chamber
158: return spring
159: fixing ring
170: Torque converter
172: Impeller assembly
173: turbine
174: reactor
175: lock-up clutch
176: Lock-up piston
177: Driven plate
178: spline hub
179: first clutch drum unit
181, 183: third and fourth friction plates
182: second clutch drum unit
184: leaf spring
185: Lock-up operating chamber
190: Motor speed sensor
R: rotor
S: Stator

Claims (18)

It is designed to selectively transmit rotational power transmitted from the engine and motor to the transmission.
a housing disposed between the engine and the transmission;
a drive shaft with one end facing the engine in the axial direction protruding from the housing, rotatably mounted inside the housing in the radial direction, and through which the rotational power of the engine is input;
It is provided inside the housing, the rotor of the motor is mounted on the radial outer side, the radial inner side is integrally extended toward the drive shaft, and at the other end of the drive shaft facing the transmission in the axial direction. a rotor hub formed with a hub plate portion rotatably connected;
a rotor hub ridge whose inner circumferential surface is rotatably supported by the housing in a radial direction and whose outer circumferential surface is fixed to the rotor hub at the engine side in an axial direction; and
An engine clutch disposed on the engine side in the axial direction with respect to the hub plate portion and directly connecting the drive shaft and the rotor hub to selectively transmit rotational power of the engine to the rotor hub; Including,
The engine clutch is
a clutch piston disposed axially rearward of the rotor hub ridge so as to slide in the axial direction with respect to the rotor hub ridge;
a guide cylinder fixed to the rotor hub ridge and disposed axially rear of the clutch piston;
a clutch operating chamber formed by the rotor hub ridge and the clutch piston; and
A hybrid drive module comprising a clutch compensation chamber formed by the clutch piston and the guide cylinder.
According to paragraph 1,
The engine clutch is
a drive plate whose inner circumferential end is fixed to the outer circumferential surface of the other end of the drive shaft relative to the radial direction;
at least one first friction plate coupled to the drive plate and moved in the axial direction by the clutch piston; and
At least one second friction plate coupled to the inner peripheral surface of the rotor hub and disposed between the first friction plate and the rotor hub and moving in the axial direction;
A hybrid drive module further comprising:
According to paragraph 2,
The guide cylinder is
A hybrid drive module disposed between the clutch piston and the drive plate.
According to paragraph 1,
The outer peripheral surface of the guide cylinder is slidably coupled to the clutch piston,
A hybrid drive module, characterized in that the inner peripheral surface of the guide cylinder is fixed to the rotor hub ridge.
According to paragraph 4,
The guide cylinder is
A hybrid drive module, characterized in that fixed to the rotor hub ridge through a fixing means mounted on the rotor hub ridge.
According to clause 5,
The fixing means consists of a fixing ring mounted on the rotor hub ridge,
In the guide cylinder
A hybrid drive module characterized in that a support protrusion is formed protruding toward the transmission side to prevent the fixing ring from being separated.
According to paragraph 1,
In the housing
A hybrid drive module, wherein an operating pressure supply passage and a compensation pressure supply passage for supplying operating pressure and compensation pressure to the engine clutch are respectively formed through the interior.
In clause 7,
Each of the operating pressure supply passage and the compensation pressure supply passage is
A hybrid drive module, characterized in that it is formed by one or more flow paths spaced apart at a predetermined angle along the circumferential direction of the housing.
According to clause 8,
Each operating pressure supply passage and each compensation pressure supply passage are
A hybrid drive module, characterized in that it is arranged to be spaced apart at a predetermined angle along the circumferential direction of the housing.
According to paragraph 1,
On the rotor hub ridge
A hybrid drive module that communicates with the clutch compensation chamber and has at least one supply hole formed to supply working fluid to the clutch compensation chamber.
According to clause 10,
The at least one supply hole is
A hybrid drive module, characterized in that each is formed at a position spaced apart from the inner peripheral surface of the rotor hub ridge at a set angle along the circumferential direction.
According to clause 10,
In the housing
A hybrid drive module, wherein an operating pressure supply passage and a compensation pressure supply passage for supplying operating pressure and compensation pressure to the engine clutch are respectively formed through the interior.
According to clause 12,
The working fluid supplied through the compensation pressure supply passage is
A hybrid drive module, characterized in that it flows into the clutch compensation chamber through the at least one supply hole.
According to paragraph 1,
In the rotor hub
A hybrid drive module, wherein at least one discharge hole is formed through an inner peripheral surface and an outer peripheral surface of the rotor hub at a position corresponding to the engine clutch.
According to clause 14,
The at least one discharge hole is
A hybrid drive module formed at positions spaced apart from each other at a set angle along the circumference of the rotor hub.
According to paragraph 1,
Based on the hub plate portion, it is disposed on the transmission side in the axial direction and connected to the rotor hub, and multiplies the rotational power of the engine, the motor, or the engine and the motor during the initial driving of the vehicle, or A torque converter that transmits torque to the transmission in a 1:1 ratio;
A hybrid drive module further comprising:
According to paragraph 1,
The hybrid drive module further includes a fluid coupler disposed on the transmission side in the axial direction with respect to the hub plate portion and connected to the rotor hub.
According to paragraph 1,
One end of the drive shaft
A hybrid drive module characterized in that it is connected to the engine and a damper.

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