KR102662786B1 - Hybrid drive module - Google Patents

Abstract

The present invention includes a rotor sleeve 23 that is connected to an engine and rotates by receiving power from the engine; A first rotor (M1) disposed on the radial outer side of the rotor sleeve (23); A first damper (30) disposed on the radial inner side of the first rotor (M1) and connected to the rotor sleeve (23); A second damper (50) disposed axially rearward than the first damper (30) and connected in series to the first damper (30); A second rotor (M2) disposed radially outer than the second damper (50); and is disposed axially rearward than the second damper 50, and connects the second damper 50 and the second rotor (M2) between the second rotor (M2) and the second damper (50). It is a hybrid drive module that includes an engine clutch 80 that is connected or disconnected. The first damper 30 is provided with a first hysteresis device 40 that applies a first hysteresis torque T1 to the first damper 30, and the second damper 50 is provided with a second damper ( A second hysteresis device 60 that provides a second hysteresis torque T2 is provided.

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 has an axially compact structure while having an excellent engine vibration suppression effect.

The drive module used in hybrid vehicles has a structure that transmits the power of the motor and engine to the transmission. The hybrid drive module includes an input member that receives the power of the engine, a motor, an engine clutch connecting the input member and the motor, an output member that receives the power of the motor and/or engine and transmits it to the transmission, and the motor and the output member. It includes a power transmission unit connecting the two. The power transmission unit may be directly connected to a motor and an output member, or may be structured to include a torque converter and a lock-up clutch.

As disclosed in Patent Document 1, an engine clutch is provided between the input member and the motor, and a torsional damper (hereinafter abbreviated as 'damper') that absorbs vibration occurring at the output of the engine is provided between the engine clutch and the input member. ) is prepared. If the dampers are configured in series like this, it is easy to design a low-stiffness damper. However, when the torsional damper is configured as disclosed in Patent Document 1, it is difficult to suppress engine idle noise in the torsional damper.

Patent Document 2 discloses a structure in which a torsional damper is arranged inside the radial direction of the motor. However, since the disclosed torsional damper has springs connected in parallel, it is difficult to design a low-stiffness damper.

Patent Document 3 discloses a structure in which one damper is arranged between the input member and the engine clutch, and an additional damper is arranged between the motor and the output member. However, if the two dampers are manufactured separately, it is difficult to design a compact hybrid drive module.

Patent Document 4 discloses a structure in which two dampers are connected in series, which is advantageous for low-rigidity design. Additionally, the two dampers are disposed between the first and second motors in the axial direction and inside the first and second motors in the radial direction, making it advantageous to compactly design the hybrid drive module. However, with the disclosed structure, the diameter of the torsional damper is small, making it difficult to configure a free angle and hysteresis device to suppress engine idle noise.

CN107989963A DE10246839A1 CN110285188A KR10-2238845B1

The present invention was devised to solve the above-mentioned problems, and its purpose is to provide a hybrid drive module with a compact structure that is easy to configure a low-stiffness damper by connecting torsional dampers in series.

Another object of the present invention is to provide a hybrid drive module that secures the diameter of the torsional damper as much as possible even in a space where it is insufficient to secure the diameter of the torsional damper.

Another object of the present invention is to provide a hybrid drive module that has a sufficient free angle while maximizing the circumferential width of the neck portion of the driven plate of a torsional damper.

Another object of the present invention is to provide a hybrid drive module in which a hysteresis device is configured for both dampers connected in series and a hysteresis torque that minimizes engine idle noise is provided to the two dampers.

Another object of the present invention is to provide a hybrid drive module configured with a hysteresis device in the damper so that it is not affected by whether the engine clutch is operating.

The present invention for solving the above-described problems includes a rotor sleeve that is connected to an engine and rotates by receiving power from the engine; a rotor hub connected to the rotor sleeve and an engine clutch; And it can be applied to a hybrid drive module including a drive motor installed on the rotor hub.

An auxiliary motor may be installed in the rotor sleeve. The auxiliary motor may function to start the engine or convert the driving force of the engine into electrical energy. The auxiliary motor (first motor) may include a first rotor disposed outside the rotor sleeve in the radial direction.

The drive motor may provide driving force for driving a vehicle equipped with the hybrid drive module. The driving motor (second motor) may include a second rotor disposed outside the rotor hub in the radial direction.

The first motor may be placed ahead of the second motor.

The rotor sleeve may include a radial extension portion extending in a radial direction and an axial extension portion extending axially from an end of the radial extension portion.

The first rotor may be installed on the outer periphery of the axial extension part.

The rotor sleeve and the rotor hub may be connected to or disconnected from each other through an engine clutch. When the engine clutch operates and the rotor sleeve is connected to the rotor hub, the driving force of the engine is transmitted to the rotor hub, and both the driving force of the engine and the driving force of the drive motor can be transmitted to the transmission as output.

The engine clutch can be locked up or unlocked by being pressed or released by a piston plate disposed rearward than the engine clutch. That is, when the piston plate moves forward and pressurizes the friction plates of the engine clutch forward, lockup is achieved, and when the piston plate moves backward and the pressure is released, the lockup can be released.

A torsional damper may be installed between the rotor sleeve and the engine clutch. The torsional damper may include a first damper and a second damper connected in series.

The first damper and the second damper may be wet dampers cooled by oil.

The first damper may be disposed inside the radial direction of the first rotor.

The first damper may be disposed behind the radial extension portion of the rotor sleeve and may be disposed radially inside the axial extension portion.

The second damper may be connected in series to the first damper axially rearward than the first rotor.

The second damper may be disposed inside the radial direction of the second rotor.

The second damper may be disposed ahead of the engine clutch.

The first damper includes a first cover plate connected to the rotor sleeve; Driven plate connected to the second damper; and a first damper spring that transmits the rotational force of the first cover plate to the driven plate.

The second damper includes a second cover plate connected to the first damper and receiving the rotational force of the first damper; Driven hub connected to the engine clutch; and a second damper spring that transmits the rotational force of the second cover plate to the driven hub.

The first damper spring may be in the form of a coil spring, and a plurality of first damper springs may be arranged at predetermined intervals along the circumferential direction and installed on the first cover plate. The first damper spring may be arranged in at least one of several shapes that extend substantially along the circumferential direction, such as an arc shape or a straight shape. The first damper spring may be supported in the axial, circumferential, and radial directions by the first cover plate.

The driven plate may include a plurality of first neck portions disposed in a space between the plurality of first damper springs spaced apart in the circumferential direction.

The first damper spring is pressed in the compression direction by the driven plate and can transmit the rotational force of the first cover plate to the driven plate.

Specifically, the rotational force of the engine is transmitted to the first cover plate, and the first damper spring supported by the first cover plate presses the first neck portion in the rotation direction, so that the driven plate can rotate. At this time, the first damper spring absorbs the uneven output of the engine and can evenly transmit it to the driven plate.

The second cover plate may be connected to the driven plate.

The second damper spring may be in the form of a coil spring extending in an arc shape, and a plurality of second damper springs may be arranged at predetermined intervals along the circumferential direction and installed on the second cover plate. The second damper spring may be supported in the axial, circumferential, and radial directions by the second cover plate.

The driven hub may include a plurality of second neck parts disposed in a space between the plurality of second damper springs spaced apart in the circumferential direction.

The second damper spring is pressed in the compression direction by the driven hub and can transmit the rotational force of the second cover plate to the driven hub.

Specifically, the rotational force, which is uniformized to some extent through the first damper spring and transmitted to the driven plate, is transmitted to the second cover plate, and the second damper spring supported by the second cover plate rotates the second neck in the direction of rotation. The driven hub can rotate by applying pressure. At this time, the second damper spring absorbs the uneven output and can transmit it more evenly to the driven hub.

The damping force of the second damper can be designed to be greater than that of the first damper. Then, the first damper can cover all small unevenness in output, and the second damper can cover uneven output that exceeds the level covered by the first damper.

The first cover plate of the first damper may be connected to the axial extension of the rotor sleeve radially outward from the first damper spring.

The first damper spring of the first damper may be supported rearwardly by the first cover plate and forwardly may be supported by the rotor sleeve. Specifically, the first damper spring is axially supported by a radial extension of the rotor sleeve, is radially supported by an axial extension of the rotor sleeve, and is provided in the rotor sleeve. It can be supported in the circumferential direction by a support part.

The second damper and the engine clutch may be rotationally constrained in the rotation direction and splined to allow relative sliding in the axial direction.

The first damper and the second damper may have a first free angle and a second free angle in which no damping action is performed, respectively. That is, both circumferential sides of the first neck portion disposed between the two neighboring first damper springs may be spaced apart from the circumferential ends of the first damper spring facing each other in the circumferential direction by a first free angle. . Likewise, both circumferential sides of the second neck portion disposed between the two neighboring second damper springs may be spaced apart from the circumferential ends of the second damper spring facing each other in the circumferential direction by a second free angle. .

The free angle of the torsional damper installed in the hybrid drive module may be the sum of the first free angle and the second free angle.

The first prix angle and the second prix angle may substantially correspond. Then, the free angle that the torsional damper must have can be evenly distributed to the first damper and the second damper, thereby ensuring the maximum circumferential width of the first and second neck parts.

The first damper may be provided with a first hysteresis device that applies a first hysteresis torque to the first damper, and the second damper may be provided with a second hysteresis device that provides a second hysteresis torque to the second damper. there is. In other words, by applying hysteresis torque to both dampers connected in series, the noise reduction effect when the engine is idling can be further improved.

The second hysteresis torque may be equal to or greater than the first hysteresis torque. Then, in the idling state of the engine, both the first damper and the second damper do not resonate due to the hysteresis torque, so noise reduction can be achieved more effectively.

The first hysteresis device includes a first front friction washer disposed between the rotor sleeve and the driven plate in the axial direction; a first rear friction washer disposed between the driven plate and the first cover plate in the axial direction; and a first elastic body disposed between the driven plate and the first front friction washer or the first rear friction washer in the axial direction.

The first elastic body may be a first elastic washer.

The first elastic washer may be disposed between the driven plate and the first rear friction washer while applying a preload. The first hysteresis torque can be intuitively determined by the preload of the first elastic washer.

The second hysteresis device includes a second front friction washer disposed between the second cover plate and the driven hub in the axial direction, in front of the driven hub; a second rear friction washer disposed at the rear of the driven hub, between the driven hub and the second cover plate in the axial direction; and a second elastic body disposed between the driven hub and the second front friction washer or the second rear friction washer in the axial direction.

The second elastic body may be a second elastic washer.

The second elastic washer may be disposed between the driven hub and the second rear friction washer while applying a preload. The second hysteresis torque can be intuitively determined by the preload of the second elastic washer.

Here, since the first elastic washer and the second elastic washer press the driven plate and driven hub in the same axial direction, the elastic forces of the two elastic washers may not affect each other.

In addition, even when the engine clutch operates and the driven hub connected to it receives an axial force forward, the first elastic washer and the second elastic washer are not affected by the axial force and can continuously apply the designed preload to the driven plate and driven hub. .

According to the hybrid drive module of the present invention, the first damper is disposed on the radial inner side of the first rotor and the second damper is disposed on the radial inner side of the second rotor to substantially move the hybrid drive module in the axial direction. It can be designed compactly.

According to the present invention, a low-rigidity design is possible by forming a torsional damper by connecting the first damper and the second damper in series.

According to the present invention, the first cover plate of the first damper is connected to the axial extension of the rotor sleeve radially outer than the first damper spring, and the first damper spring is disposed as far as possible in the radial direction from the center of rotation. can do. Accordingly, even under design conditions in which the radius cannot be secured as much as possible due to the rotor being disposed inside the radial direction of the first rotor, the thickness of the driven plate can be made thinner by maximizing the circumferential width of the first neck portion. This can lead to effects such as reduction in production costs and weight reduction.

According to the present invention, the rotor sleeve also functions as a cover plate of the first damper, so that the hybrid drive module can be designed more compactly in the axial direction.

According to the present invention, the free angle that the torsional damper must have is evenly distributed to the first damper and the second damper, so that the circumferential width of the first neck portion and the second neck portion can be secured as much as possible. Accordingly, even under design conditions in which the radius cannot be secured as much as possible due to the placement inside the radial direction of the first and second rotors, the circumferential width of the first and second neck sections is secured as much as possible to reduce the thickness of the driven plate and driven hub. It can be made thinner. This can lead to effects such as reduction in production costs and weight reduction.

According to the present invention, hysteresis torque is applied to both the first damper and the second damper connected in series, thereby increasing the noise reduction effect. In addition, the second hysteresis torque acting on the second damper located further from the engine is set to be greater than or equal to the first hysteresis torque acting on the first damper located closer to the engine, so that both dampers connected in series are affected by the amplitude of the idling output of the engine. By allowing the hysteresis torque to act as designed, the noise reduction effect can be more clearly demonstrated.

In addition, according to the present invention, the first elastic washer and the second elastic washer that provide hysteresis torque to the first damper and the second damper, respectively, are applied to the first damper and the second damper according to the designed preload regardless of whether the engine clutch is operating. By applying elastic force, the intended hysteresis torque can be applied.

In addition to the above-described effects, specific effects of the present invention are described below while explaining specific details for carrying out the invention.

Figure 1 is an enlarged side cross-sectional view of the torsional damper of a hybrid drive module according to the present invention.
FIG. 2 is a view of the first cover plate, first damper spring, and driven plate of the first damper of the torsional damper shown in FIG. 1 viewed from the front.
Figure 3 is an enlarged view showing the first neck portion of the driven plate of Figure 2.
FIG. 4 is a front view of the second rear cover plate, second damper spring, and driven hub of the second damper of the torsional damper shown in FIG. 1.
Figure 5 is an enlarged view showing the second neck portion of the driven hub of Figure 4.
Figure 6 shows the hysteresis torque applied to the first damper and the second damper, respectively, as a torque diagram against rotation angle.

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, but may be subject to various changes and may be implemented in various different forms. This example is provided solely 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, equivalents, and changes included in the spirit and technical scope of the present invention are not limited. It should be understood to include water or substitutes. 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 ~include, ~consist of, etc. are intended to designate the presence of features, numbers, steps, operations, components, parts, or a combination thereof described in the specification. In other words, terms such as ~include, ~consist, etc. in the specification. It should be understood that this does not exclude in advance the presence or addition of one or more other features, numbers, steps, operations, components, parts or combinations thereof.

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 to or connected to the other component, but that other components may exist in between. It should be. On the other hand, when it is mentioned that a component is “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 generally 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.

Since the hybrid drive module of the embodiment is symmetrical about the axis, for convenience of drawing, only half of the hybrid drive module is shown about the axis. Additionally, for convenience of explanation, the direction along the longitudinal direction of the axis forming the center of rotation of the hybrid drive module is referred to as the axial direction. In other words, the front-to-back 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 rear (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 or circumferential direction means the direction surrounding 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 faces the circumferential direction.

In the hybrid drive module shown in FIG. 1 as an embodiment according to the present invention, a first motor (M1) and a second motor (M2) are installed inside the cover 10. The first motor (M1) can start the engine or regenerate the engine's rotational force into electrical energy, and the second motor (M2) can provide driving force for the movement of the vehicle equipped with the corresponding hybrid drive module. there is.

The hybrid drive module is disposed at the front center of the cover 10, extends in the axial direction, and includes a rotor shaft 21 connected to the engine.

The rotor shaft 21 is connected to the cover 10 by a bearing and is rotatably supported with respect to the cover 10.

The rotor shaft 21 is integrally connected with the rotor sleeve 23. That is, the rotor sleeve 23 can receive the rotational force of the engine through the rotor shaft 21 and can be rotatably supported with respect to the cover 10.

The rotor sleeve 23 includes a radial extension portion 231 extending radially outward from the rotor shaft 21 and an axial extension extending axially from a distal end of the radial extension portion 231. It may include part 233.

The radial extension portion 231 may extend in a shape that substantially corresponds to the shape of the cover 10 on which a bearing for supporting the rotor shaft 21 is installed.

A first rotor M1 of the first motor is fixedly installed around the outer circumference of the axial extension portion 233.

The axial extension portion 233 may extend rearward from the distal end of the radial extension portion 231. Accordingly, a space in which a torsional damper can be accommodated is provided behind the radial extension part 231 and radially inside the axial extension part 233 where the first rotor M1 is installed.

The second motor (M2) may be disposed rearward than the first motor (M1). The second motor (M2) is provided on the outer periphery of the rotor hub (90), and the second rotor (M2) of the second motor (M2) is fixedly installed on the outer periphery of the rotor hub (90).

The rotor hub 90 is connected to the output terminal of the hybrid drive module. And the output terminal of the hybrid drive module is connected to a transmission (not shown). Therefore, the rotational force of the rotor hub 90 is transmitted to the transmission through the output stage. That is, when the second motor (M2) rotates, the rotational force is transmitted to the transmission.

The rotor sleeve 23 is connected to the rotor hub 90 through the engine clutch 80. Therefore, if the engine clutch 80 does not connect the rotor sleeve 23 and the rotor hub 90, only the rotational force of the second motor (M2) is transmitted to the output terminal, and if the engine clutch 80 connects them, the second motor ( In addition to the torque of M2), the engine's torque is also transmitted to the output stage.

The engine clutch 80 is installed radially inside the rotor hub 90. And the second rotor M2 and the rotor hub 90 extend further forward than the engine clutch 80. Accordingly, a space in which a torsional damper can be accommodated is provided on the radial inner side of the rotor hub 90 in front of the engine clutch 80 and on which the second rotor M2 is installed.

The torsional damper may include a first damper 30 and a second damper 50 connected in series. In this way, if the first damper 30 and the second damper 50 are connected in series to form a torsional damper, a low-rigidity design is possible.

The torsional damper is located between the rotor sleeve 23 and the engine clutch 80 in the drive system.

The engine clutch 80 can be locked up or unlocked by being pressed or released by a piston plate (not shown) disposed rearward than the engine clutch 80. That is, when the piston plate moves forward and pressurizes the friction plates of the engine clutch 80 forward, lock-up is achieved, and when the piston plate moves backward and this pressure is released, the lock-up can be released.

As the piston plate presses the engine clutch 80, the torsional damper connected to the engine clutch 80 may also be affected by the force by which the engine clutch 80 is pressed forward. Accordingly, the torsional damper and the engine clutch 80 may be spline connected. Then, the rotation of the torsional damper and/or the rotation of the engine clutch 80 are mutually restrained, but the influence of the axial movement of the engine clutch 80 on the torsional damper can be minimized.

Since the first damper 30 and the second damper 50 are disposed inside the cover 10 of the hybrid drive module connected to the automatic transmission, they can form a wet damper cooled by the transmission oil.

The first damper 30 may be disposed inside the first rotor M1 in the radial direction. And the second damper 50 is connected in series to the first damper 30 axially rearward than the first rotor (M1), and may be disposed radially inside the second rotor (M2). . Accordingly, the space occupied by the hybrid drive module in the axial direction can be minimized or virtually eliminated by the torsional damper.

The first damper 30 includes a first cover plate 31 provided on the driving side, a driven plate 35 provided on the driven side, and a first damper spring 33 disposed between the driving side and the driven side. Includes.

The second damper 50 includes a second cover plate 51 provided on the driving side, a driven hub 59 provided on the driven side, and a second damper spring 57 disposed between the driving side and the driven side. Includes.

The first damper spring 33 is supported at the front by the rotor sleeve 23 and at the rear by the first cover plate 31.

The first damper spring 33 is supported forward by the radial extension portion 231 of the rotor sleeve 23, and radially outwardly supported by the axial extension portion 233 of the rotor sleeve 23. ) is supported by.

A spring guide (G) is interposed between the first damper spring 33 and the axial extension part 233 to prevent the first damper spring 33 from directly contacting the axial extension part 233. prevent.

A plurality of first damper springs 33 may be arranged in the circumferential direction. Referring to FIG. 2, in the embodiment, a structure in which four first damper springs 33 are arranged at equal intervals along the circumferential direction is illustrated.

Each of the first damper springs 33 may include a concentric first damper large diameter spring 331 and a first damper small diameter spring 333.

According to the embodiment, the first damper spring 33 is arranged in an arc shape. Both ends of the first damper spring 33 are supported by the rotor sleeve 23 and also by the first cover plate 31, which will be described later. However, the arrangement of the first damper spring 33 does not necessarily have to be in an arc shape, and of course, it can also be in a straight shape.

The rotor sleeve 23 is provided with a plurality of rearwardly protruding rib-shaped first circumferential support portions 235 at predetermined positions along the circumferential direction, which extend both ends of each first damper spring 33 in the circumferential direction. I support it. According to the embodiment, eight first circumferential support portions 235 may be provided.

The first circumferential support portion 235 is provided at a connection portion between the radial extension portion 231 and the axial extension portion 233 of the rotor sleeve 23, and not only reinforces the rigidity of the rotor sleeve 23, but also provides 1The damper spring (33) is also supported in the circumferential direction. Additionally, the radial inner surface of the first circumferential support portion 235 regulates the radial position of the first front friction washer 41 of the first hysteresis device 40, which will be described later.

The first cover plate 31 is connected to the rotor sleeve 23 on a radial outer side than the first damper spring 33. Specifically, the first cover plate 31 includes a distal fixing part 311 extending more outward in the radial direction than the first damper spring 33, and the distal fixing part 311 is connected to the rotor. It is connected to the rear end of the axial extension portion 233 of the sleeve 23 and operates as one piece.

The first cover plate 31 includes a first cover body portion 317, a plurality of first springs provided on a radial outer side of the first cover body portion 317 and accommodating the first damper spring 33. A cover portion 313, a second circumferential support portion 315 disposed between the first spring cover portions 313 and supporting the first damper spring 33 in the circumferential direction, and the first spring cover portion ( It is provided with the distal side fixing part 311 extending radially outwardly from 313), and a first stopper 319 extending radially inwardly from the first cover body portion 317.

The first damper spring 33 is supported rearwardly and in the radial direction by the first spring cover portion 313 of the first cover plate 31. In the embodiment, it is illustrated that four first spring cover parts 313 are provided.

Both ends of the four first damper springs 33 are supported by four second circumferential support portions 315 provided between the four first spring cover portions 313. That is, one second circumferential support portion 315 supports opposite ends of two first damper springs 33 that are adjacent in the circumferential direction.

According to the embodiment, the first damper spring 33 is supported radially outwardly by the axial extension portion 233 of the rotor sleeve 23, and the first cover plate 31 is supported by the axial extension portion 233. Since it is connected to , the radius from the rotation center axis to the first damper spring 33 can be secured as much as possible.

The driven plate 35 includes a driven body portion 353 provided with a first stopper receiving portion 355 for accommodating the first stopper 319, and a second portion extending radially outward from the driven body portion 353. It includes a first neck portion 351 and a first fastening portion 357 provided at the centripetal end of the driven body portion 353.

The first stopper receiving portion 355 and the first stopper 319 accommodated therein define a range in which the first cover plate 31 can rotate relative to the driven plate 35. The first stopper receiving portion 355 may be an arc-shaped long hole. That is, the first cover plate 31 rotates relative to the driven plate 35 by an amount equal to the margin obtained by subtracting the circumferential width of the first stopper 319 from the length of the long hole of the first stopper receiving portion 355. can do. Then, the first damper spring 33 can be prevented from being excessively compressed. There may be a plurality of first stoppers 319, and the number of first stopper accommodating parts 355 may also be provided corresponding thereto. Of course, it is also obvious that they are arranged at equal intervals along the circumferential direction.

The first stopper receiving portion 355 is provided in a section where the driven body portion 353 extends in the radial direction in an axially inclined form. Accordingly, the first stopper 319 can be accommodated in the first stopper receiving portion 355 simply by stacking the first cover plate 31 and the driven plate 35 in the axial direction.

The first neck portion 351 is disposed between the first circumferential support portion 235 of the rotor sleeve 23 and the second circumferential support portion 315 of the first cover plate 31 in the axial direction. You can.

Additionally, the circumferential width of the first neck portion 351 may be slightly smaller than the circumferential width of the second circumferential support portion 315. Referring to FIG. 3, the first neck portion 351 is disposed between the ends of the two first damper springs 33 that are supported in the circumferential direction by the second circumferential support portion 315. 1. There is a slight gap with the end of the damper spring (33). This gap becomes a section where the driven plate 35 can rotate relative to the first cover plate 31 without compression of the first damper spring 33, and this is called a free angle.

The first free angle A1 of the first damper 30 may be provided on both sides of the first neck portion 351 in the circumferential direction. That is, the driven plate 35 rotates relative to the first cover plate 31 by the first free angle A1, both in one circumferential direction and on the other side, without compression of the first damper spring 33. can do. The driven plate 35 may be spaced apart from the first damper spring 33 by a first free angle A1 in the circumferential direction when the engine power is not transmitted.

The first coupling portion 357 is connected to the second coupling portion 537 of the second front cover plate 53 of the second cover plate 51 of the second damper 50, which will be described later, to form a first damper ( The rotational force on the driven side of 30) is transmitted to the driving side of the second damper (50).

The second damper 50 includes a second cover plate 51 provided on the driving side, a driven hub 59 provided on the driven side, and a second damper spring 57 disposed between the driving side and the driven side. Includes.

The second cover plate 51 includes a second front cover plate 53 provided at the front and a second rear cover plate 55 provided at the rear with the second damper spring 57 interposed therebetween. The second front cover plate 53 and the second rear cover plate 55 are coupled to each other at the outer ends in the radial direction and operate as one unit.

The second damper spring 57 is supported at the front by the second front cover plate 53 and at the rear by the second rear cover plate 55. Additionally, the second front cover plate 53 and the second rear cover plate 55 support the second damper spring 57 in the radial direction.

A plurality of second damper springs 57 may be arranged in the circumferential direction. Referring to FIG. 4, in the embodiment, a structure in which four second damper springs 57 are arranged at equal intervals along the circumferential direction is illustrated.

Each of the second damper springs 57 may include a concentric second damper large diameter spring 571 and a second damper small diameter spring 573.

According to the embodiment, the second damper spring 57 is arranged in an arc shape. However, the arrangement of the second damper spring 57 does not necessarily have to be in an arc shape, and of course, it can also be in a straight shape.

The second front cover plate 53 is provided on a second cover body portion 535, a radially inner end of the second cover body portion 535, and is coupled to the first coupling portion 357. A coupling portion 537, a second spring cover portion 531 that accommodates the front half of the second damper spring 57 to support the second damper spring 57 forward and in the radial direction, and the second damper spring 57. It includes a third circumferential support portion 533 that supports the damper spring 57 in the circumferential direction.

The second rear cover plate 55 includes a third cover body portion 555, a second stopper 557 provided at a radial inner end of the third cover body portion 555, and the second damper spring ( 57) rearwardly and supporting the second damper spring 57 in the radial direction together with the second spring cover part 531. A third spring cover portion that accommodates the latter half of the second damper spring 57. (551), and includes a fourth circumferential support portion 553 that supports the second damper spring 57 in the circumferential direction together with the third circumferential support portion 533.

In the embodiment, four second spring cover parts 531 and four third spring cover parts 551 are provided, respectively.

Additionally, in the embodiment, four third circumferential support portions 533 and four fourth circumferential support portions 553 are provided.

The four third circumferential supports 533 provided between the four second spring cover portions 531 and the four fourth circumferential supports 553 provided between the four third spring cover portions 551 are Both ends of the four second damper springs 57 are supported. That is, one third circumferential support part 533 and one fourth circumferential support part 553 facing each other in the axial direction are connected to the opposite ends of the two second damper springs 57 that are adjacent in the circumferential direction. I support it.

The driven hub 59 includes a hub body portion 593 provided with a second stopper receiving portion 597 for accommodating the second stopper 557, and a hub body portion 593 extending radially outward from the hub body portion 593. 2 It includes a neck portion 591 and a damper side spline 595 provided at the centripetal end of the driven body portion 353.

The second stopper receiving portion 597 and the second stopper 557 accommodated therein define a range in which the second cover plate 51 can rotate relative to the driven hub 59. The second stopper receiving portion 597 may be an arc-shaped groove formed along the circumferential direction of the outer peripheral surface of the hub body portion 593. That is, the second cover plate 51 is relative to the driven hub 59 by the margin obtained by subtracting the circumferential width of the second stopper 557 from the circumferential length of the groove of the second stopper receiving portion 597. can be rotated. Then, the second damper spring 57 can be prevented from being excessively compressed. There may be a plurality of second stoppers 557, and the number of second stopper accommodating parts 597 may also be provided corresponding thereto. In this case, the plurality of second stoppers 557 and the second stopper receiving portion 597 may be arranged at equal intervals along the circumferential direction.

The second stopper receiving portion 597 is provided in a rearwardly open form. Accordingly, the second stopper 557 can be accommodated in the second stopper receiving portion 597 simply by stacking the second rear cover plate 55 and the driven hub 59 in the axial direction.

The second neck portion 591 is axially connected to the third circumferential support portion 533 of the second front cover plate 53 and the fourth circumferential support portion 553 of the second rear cover plate 55. It can be placed in between.

The circumferential widths of the third circumferential support portion 533 and the fourth circumferential support portion 553 may correspond to each other. Additionally, the circumferential width of the second neck portion 591 may be slightly smaller than the circumferential width of the third and fourth circumferential support portions 533 and 553. Referring to FIG. 5, the second neck portion 591 is disposed between the ends of the two second damper springs 57 that are supported in the circumferential direction by the fourth circumferential support portion 553. 2. There is a slight gap with the end of the damper spring (57). This gap is a section where the driven hub 59 can rotate relative to the second cover plate 51 without compression of the second damper spring 57.

The second free angle A2 of the second damper 50 may be provided on both sides of the second neck portion 591 in the circumferential direction. That is, the driven hub 59 rotates relative to the second cover plate 51 by the second free angle A2, both in one circumferential direction and on the other side, without compression of the second damper spring 57. can do. The driven hub 59 may be spaced apart from the second damper spring 57 by a second free angle A2 in the circumferential direction when the engine power is not transmitted.

The damper side spline 595 is provided on the inner peripheral surface of the driven body portion 353. And, it engages with the engine clutch side spline 71 provided on the outer peripheral surface of the inner spline hub 70 connected to the engine clutch 80 described above so as to be rotationally constrained to each other. Accordingly, the second damper 50 and the engine clutch 80 are rotationally constrained in the rotation direction and allow relative sliding in the axial direction.

When the rotational force of the engine is transmitted to the first cover plate 31 through the rotor shaft 21 and the rotor sleeve 23, the first damper spring 33 supported by the first cover plate 31 is the first damper spring 33. The neck portion 351 is pressed in the rotation direction to transmit rotational force to the driven plate 35. At this time, the first damper spring (33) absorbs the uneven rotational force of the engine, equalizes it to some extent, and then transmits it to the driven plate (35).

And the rotational force transmitted to the driven plate 35 is transmitted to the second cover plate 51, and the second damper spring 57 supported by the second cover plate 51 is connected to the second neck portion 591. is pressed in the direction of rotation to transmit rotational force to the driven hub (59). At this time, the second damper spring (57) absorbs and equalizes the uneven output and then transmits it to the driven hub (59).

Then, the engine's output is flattened and transmitted to the rotor hub 90 through the engine clutch 80.

Here, the damping force of the second damper 50 can be designed to be greater than the damping force of the first damper 30. Accordingly, small unevenness in output is mainly covered by the first damper, and uneven output exceeding the damping force of the first damper is covered by the second damper.

According to the embodiment, the first damper 30 and the second damper 50 are given a first free angle (A1) and a second free angle (A2), respectively. Then, the free angle of the torsional damper installed in the hybrid drive module becomes the sum of the first free angle (A1) and the second free angle (A2).

Then, when the rotational force of the engine is transmitted to the torsional damper, the first free angle (A1) is exhausted first, followed by the second free angle (A2), and the rotational force of the engine can be transmitted to the rotor hub 90.

The first prix angle (A1) and the second prix angle (A2) may be designed to substantially correspond to each other. For example, if the overall free angle that the torsional damper must have is 3 degrees, the first free angle (A1) and the second free angle (A2) can each be set to 1.5 degrees. In this way, if the free angle that the torsional damper must have is evenly distributed to the first damper 30 and the second damper 50, the circumferential width of the first neck portion 351 and the second neck portion 591 is secured as much as possible. can do.

Then, even under design conditions in which the radius of the torsional damper is not secured to the maximum by placing the first damper 30 and the second damper 50 on the radial inner side of the first rotor (M1) and the second rotor (M2), By securing the circumferential width of the first neck portion 351 and the second neck portion 591 as much as possible, the thickness of the corresponding parts of the driven plate 35 and driven hub 59 can be made thinner or a material with lower rigidity is applied. can do. This leads to effects such as reduction in production costs and weight reduction.

Referring to FIG. 1, in the torsional damper of the embodiment, a hysteresis device is provided in each damper. That is, the first damper 30 is provided with a first hysteresis device 40 that provides a first hysteresis torque (T1) to the first damper 30, and the second damper 50 is provided with a first hysteresis device 40 that provides a first hysteresis torque (T1) to the first damper 30. A second hysteresis device 60 is provided at 50 to provide a second hysteresis torque T2. By applying hysteresis torque to both dampers connected in series like this, the noise reduction effect can be further increased, especially when the engine is idling.

Referring to FIG. 6, the second hysteresis torque (T2) is equal to or greater than the first hysteresis torque (T1). Then, in the idling state of the engine, resonance of both the first damper 30 and the second damper 50 is suppressed by the hysteresis torques T1 and T2, thereby suppressing noise.

The first hysteresis device 40 is a first front friction washer disposed between the radial extension portion 231 of the rotor sleeve 23 and the driven body portion 353 of the driven plate 35 in the axial direction. (41), a first rear friction washer 43 disposed between the driven body portion 353 and the first cover body portion 317 of the first cover plate 31 in the axial direction, and the It includes a first elastic washer (45) disposed between the driven body portion (353) and the first rear friction washer (43).

The first rear friction washer 43 has a hook portion extending forward through the driven body portion 353, and the hook portion may interfere with the front surface of the driven body portion 353. The radial position of the first rear friction washer 43 is regulated by the driven body portion 353.

The radial position of the first elastic washer 45 is regulated by the outer peripheral surface of the first elastic washer 45 coming into contact with the inner peripheral surface of the hook portion of the first rear friction washer 43.

The first elastic washer 45 is disposed between the driven plate 35 and the first rear friction washer 43 while applying a preload. And the first hysteresis torque T1 is intuitively determined by the preload of the first elastic washer 45.

The second hysteresis device 60 is a second device disposed between the second cover body portion 535 of the second front cover plate 53 and the hub body portion 593 of the driven hub 59 in the axial direction. 2 front friction washer 61, a second rear friction washer 63 disposed between the hub body portion 593 and the third cover body portion 555 of the second rear cover plate 55 in the axial direction, and a second elastic washer 65 disposed between the hub body portion 593 and the second rear friction washer 63 in the axial direction.

The radial position of the second front friction washer 61 is regulated by the outer peripheral surface of the second front friction washer 61 coming into contact with a step provided on the hub body portion 593.

The radial position of the second rear friction washer 63 is regulated by the inner peripheral surface of the second rear friction washer 63 coming into contact with the outer peripheral surface of the hub body portion 593.

The second elastic washer 65 is disposed between the driven hub 59 and the second rear friction washer 63 in a preloaded state. And the second hysteresis torque T2 is intuitively determined by the preload of the second elastic washer 65.

Here, the first elastic washer 45 and the second elastic washer 65 are disposed rearward of the driven plate 35 and driven hub 59, respectively. Accordingly, the first elastic washer 45 and the second elastic washer 65 press both the driven plate and driven hub forward, so the elastic forces of the two elastic washers 45 and 65 do not affect each other and each damper It works fully on

Referring to FIG. 1, the driven plate 35 is positioned furthest forward with respect to the first cover plate 31 within an allowable range by the first elastic washer 45. Accordingly, the second cover plate 51 coupled to the driven plate 35 is also disposed closest to the first cover plate 31. And, by the second elastic washer 65, the driven hub 59 is placed furthest forward with respect to the second cover plate 51 within an allowable range. That is, the first elastic washer 45 and the second elastic washer 65 are disposed furthest forward in each configuration of the first damper 30 and the second damper 50 within an allowable range.

Meanwhile, even though it is splined, the engine clutch 80 is pressed forward by the piston plate, so that the driven hub 59 connected to the engine clutch 80 can receive an axial force forward. However, as described above, the first damper 30 and the second damper 50 are already within the allowable range by the friction washers 41, 43, 61, and 63, and the first elastic washer 45 and the second elastic Since the washer 65 is in the most forward position, the axial force is not transmitted to the first elastic washer 45 and the second elastic washer 65 at all. Accordingly, the torsional damper installed in the hybrid drive module of the embodiment continuously applies the designed preload to the driven plate 35 and driven hub 59.

This means that the designed hysteresis torque does not change even under different driving conditions. That is, according to the embodiment, the first elastic washer 45 and the second elastic washer 65, which provide hysteresis torque to the first damper 30 and the second damper 50, respectively, determine whether the engine clutch 80 operates. Regardless of the designed preload, elastic force can be applied to the first damper 30 and the second damper 50, respectively, to provide the intended hysteresis torque.

If hysteresis torque is applied to both the first damper 30 and the second damper 50 connected in series as in the embodiment, the noise reduction effect of the engine can be increased. In addition, the second hysteresis torque (T2) acting on the second damper (50) located farther from the engine in the drive system is the first hysteresis torque (T1) acting on the first damper (30) located closer to the engine in the drive system. ), the noise reduction effect can be more clearly demonstrated by allowing the hysteresis torque to act as designed in response to the amplitude of the engine's idling output for both dampers connected in series.

As described above, the present invention has been described with reference to the illustrative drawings, but the present invention is not limited to the embodiments and drawings disclosed herein, and various modifications may be made by those skilled in the art within the scope of the technical idea of the present invention. It is obvious that transformation can occur. 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.

10: cover
M1: 1st rotor (1st motor, auxiliary motor)
21: rotor shaft
23: rotor sleeve
231: radial extension
233: axial extension
235: First circumferential support portion
G: Spring guide
30: 1st damper (1st torsional damper)
31: first cover plate
311: Distal side fixing part
313: First spring cover part
315: Second circumferential support
317: First cover body part
319: 1st stopper
33: First damper spring
331: 1st damper large diameter spring
333: First damper small diameter spring
35: Driven plate
351: First neck portion
353: Driven body part
355: First stopper receptor
357: First connection part
40: first hysteresis device
41: First front friction washer
43: First rear friction washer
45: First elastic washer
50: 2nd damper (2nd torsional damper)
51: Second cover plate
53: Second front cover plate
531: Second spring cover part
533: Third circumferential support
535: Second cover body part
537: Second connection part
55: Second rear cover plate
551: Third spring cover part
553: Fourth circumferential support
555: Third cover body part
557: Second stopper
57: Second damper spring
571: 2nd damper large diameter spring
573: Second damper small diameter spring
59: DrivenHub
591: Second neck portion
593: Hub body part
595: Damper side spline
597: Second stopper receiving portion
60: second hysteresis device
61: Second front friction washer
63: Second rear friction washer
65: Second elastic washer

70: Inner spline hub
71: Engine clutch side spline
80: Engine clutch
M2: 2nd rotor (2nd motor, drive motor)
90: rotor hub
A1: 1st free angle
A2: Second free angle
T1: first hysteresis torque
T2: Second hysteresis torque

Claims (14)

A rotor sleeve (23) connected to the engine and rotating by receiving power from the engine;
A first rotor (M1) disposed on the radial outer side of the rotor sleeve (23);
A first damper (30) disposed on the radial inner side of the first rotor (M1) and connected to the rotor sleeve (23);
A second damper (50) disposed axially rearward than the first damper (30) and connected in series to the first damper (30);
a second rotor (M2) disposed radially outer than the second damper (50); and
It is disposed axially rearward than the second damper 50, and connects the second damper 50 and the second rotor (M2) between the second rotor (M2) and the second damper (50). Includes an engine clutch 80 for disconnecting,
The rotor sleeve 23:
a radial extension portion 231 extending in the radial direction; and
It includes an axial extension portion 233 extending in the axial direction from an end of the radial extension portion 231,
The first damper 30 is:
A first cover plate 31 connected to the axial extension portion 233;
Driven plate 35 connected to the second damper 50; and
axially supported by the radial extension 231 of the rotor sleeve 23 and radially supported by the axial extension 233 of the rotor sleeve 23, A hybrid drive module comprising a first damper spring (33) that transmits rotational force to the driven plate (35).
In claim 1,
The first damper 30 is provided with a first hysteresis device 40 that applies a first hysteresis torque T1 to the first damper 30,
A hybrid drive module wherein the second damper (50) is provided with a second hysteresis device (60) that provides a second hysteresis torque (T2) to the second damper (50).
In claim 2,
The second hysteresis torque is equal to or greater than the first hysteresis torque.
In claim 1,
The first damper 30 has a first free angle A1 that does not perform a damping action,
A hybrid drive module in which the second damper (50) has a second free angle (A2) that does not provide a damping effect.
In claim 4,
The first free angle (A1) and the second free angle (A2) correspond to each other, a hybrid drive module.
In claim 1,
The first damper spring (33) is supported in the circumferential direction by the first circumferential support portion (235) provided on the rotor sleeve (23).
In claim 1,
The second damper 50 is:
A second cover plate (51) connected to the driven plate (35) and receiving the rotational force of the first damper (30);
Driven hub (59) connected to the engine clutch (80); and
A hybrid drive module comprising a second damper spring (57) that transmits the rotational force of the second cover plate (51) to the driven hub (59).
In claim 7,
The driven plate 35 is spaced apart from the first damper spring 33 by a first free angle A1 in the circumferential direction when the engine power is not transmitted,
The driven hub (59) is a hybrid drive module that is spaced apart from the second damper spring (57) by a second free angle (A2) in the circumferential direction when the engine power is not transmitted.
In claim 2,
The first hysteresis device 40 is:
A first front friction washer (41) disposed between the rotor sleeve (23) and the driven plate (35) in the axial direction;
a first rear friction washer (43) disposed between the driven plate (35) and the first cover plate (31) in the axial direction; and
A first elastic washer (45) disposed between the driven plate (35) and the first rear friction washer (43) or between the driven plate (35) and the first front friction washer (41) in the axial direction. Including, a hybrid drive module.
In claim 9,
The first elastic washer (45) is disposed between the driven plate (35) and the first rear friction washer (43) in the axial direction.
In claim 7,
The second damper 50 is provided with a second hysteresis device 60 that applies a second hysteresis torque T2 to the second damper 50,
The second hysteresis device 60 is:
A second front friction washer (61) disposed in front of the driven hub (59) between the second cover plate (51) and the driven hub (59) in the axial direction;
A second rear friction washer (63) disposed between the driven hub (59) and the second cover plate (51) in the axial direction at the rear of the driven hub (59); and
A second elastic washer (65) disposed between the driven hub (59) and the second rear friction washer (63) or between the driven hub (59) and the second front friction washer (61) in the axial direction. Including, a hybrid drive module.
In claim 11,
The second elastic washer (65) is disposed between the driven hub (59) and the second rear friction washer (63) in the axial direction.
In claim 1,
A hybrid drive module in which the second damper 50 and the engine clutch 80 are rotationally constrained in the rotation direction and splined to allow relative sliding in the axial direction.
In claim 1,
The first damper 30 and the second damper 50 are wet dampers cooled by oil.

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