KR20050115639A - A dual clutch transmission for hybrid electric vehicle and operating method - Google Patents

Abstract

To provide a dual clutch transmission for a hybrid electric vehicle having a basic structure for applying to a transmission system of a hybrid electric vehicle powered by an engine and a motor, and a control method thereof.

It is composed of a plurality of clutch power control means for selectively regulating the rotational power of the engine and the motor input unit of the power source and the selective operation of the power control means and the rotational power of the engine and the power of the motor input unit Rotation that is shifted by gears which are received by two paths and are arranged in parallel with each other at a predetermined distance from the input means, and the gears selectively interlocked with the rotational power transmitted through the two paths from the input means. Power transmission means for receiving power and transmitting to the output side and through the two paths of the reverse means and the power transmission means for reversing the rotational power transmitted through one path of the input means to transfer to one side of the power transmission means Hive comprising an output means for receiving and outputting the transmitted rotating power De electric vehicle provides the dual clutch transmission and a control method thereof that can be controlled by the transmission mode for.

Description

Dual clutch transmission for hybrid electric vehicles and control method by mode {A DUAL CLUTCH TRANSMISSION FOR HYBRID ELECTRIC VEHICLE AND OPERATING METHOD}

The present invention relates to a dual clutch transmission and a mode-specific control method for a hybrid electric vehicle having a basic structure for applying to a transmission system of a hybrid electric vehicle powered by an engine and a motor.

As is well known, a hybrid electric vehicle using two or more power sources can form a variety of structures using engines and motors as power sources. Most of the vehicles studied to date employ either parallel or series type. have.

Compared to the parallel type, the series type has a simpler structure and a simpler control logic, but the mechanical energy from the engine is stored in the battery. It has disadvantages in terms of side.

On the other hand, the parallel type has the disadvantage that the structure is relatively more complicated than the serial type and the control logic is more complicated. However, since the mechanical energy of the engine and the electric energy of the battery can be used at the same time, it is possible to use energy efficiently. It is a trend that is widely adopted.

However, in the case of the series and parallel hybrid electric vehicles, a conventional metal belt continuously variable transmission (CVT) is used as a transmission means. In the case of a continuously variable transmission, a relatively large hydraulic pressure is used as compared to a general automatic transmission. Therefore, despite the excellent functional advantages of the continuously variable transmission, there is a problem that the efficiency is not good.

Therefore, the present invention has been invented to solve the above problems, the object of the present invention is the same efficiency as the existing manual transmission, dual clutch transmission for hybrid electric vehicles and mode that can ensure a smooth shifting feeling, such as automatic transmission The purpose is to provide a control method.

In order to achieve the above object, the present invention is composed of a plurality of clutches and the power intermittent means for selectively controlling the rotational power of the engine as the power source and the rotational power of the motor input unit;

Input means for receiving the rotational power of the engine and the power of the motor input unit in two paths by the selective operation of the power control means;

The power transmission unit is arranged in parallel with each other at a predetermined interval with the input means, and receives the rotating power transmitted by the gears which are selectively engaged with the rotating power transmitted through the two paths from the input means. Sudan

A reverse means for reversing the rotational power transmitted through one path of the input means and transmitting the reverse power to one path of the power transmission means;

It provides a dual clutch transmission for a hybrid electric vehicle, characterized in that it comprises an output means for receiving and outputting the rotational power transmitted through the two paths of the power transmission means.

In the dual clutch transmission that is applied to a hybrid electric vehicle that uses the rotational power of the engine and the rotational power of the motor input unit as a power source,

EV (electric vehicle) mode that is a pure electric vehicle mode using only the rotational force of the motor input unit and

A hybrid electric vehicle (HEV) mode, which is an auxiliary mode that uses the rotational force of the engine as a main force and uses the rotational force of the motor input unit as an auxiliary power;

Dual braking for hybrid electric vehicles, characterized in that the braking and inertia driving of the vehicle is controlled in regenerative braking mode in which the braking and inertia energy of the vehicle is recovered by generating power from the motor input unit and charged to the battery. Provides clutch transmission and mode control method.

 Hereinafter, with reference to the accompanying drawings an embodiment of the present invention that can specifically realize the object of the present invention will be described.

The dual clutch transmission according to the present invention includes two or more clutch devices in a manual transmission, and selectively transmits rotational force input from an engine and a motor input unit to the two input shafts using the clutch mechanisms. In addition, the gear ratio of the gears disposed on the two input shafts is used to output after shifting.

That is, Figure 1 is a configuration diagram of a dual clutch transmission for a hybrid electric vehicle according to an embodiment of the present invention, the power control means applied to the present invention comprises three clutch (C1) (C2) (C3).

The first clutch C1 is interposed between the output shaft 2 of the engine ENG and the motor shaft 4 of the motor input unit M / G, which is another power source, and serves as the engine power and the motor input unit. Intermittent rotational power is transmitted to.

The second and third clutches C2 and C3 are interposed between the motor shaft 4 of the motor input unit M / G and the first and second input shafts of the input means described later. Alternatively, the power transmitted from the motor input unit M / G may be interrupted.

In addition, the power control means consisting of the first, second and third clutches C1, C2 and C3 is controlled by a hydraulic pressure supplied from a hydraulic control system controlled by a transmission control unit, not shown, as in an automatic transmission. Controlled, the configuration of the hydraulic control system is not included in the claims related to the present invention, detailed description thereof will be omitted.

The motor input unit (M / G) is composed of a rotor (6) and a stator (8), such as is applied to a general hybrid electric vehicle, a type capable of simultaneously performing a motor and a generator function is applied. (6) the motor shaft (4) formed in the center of the arrangement between the engine ENG and the input means via the power interrupting means (C2) (C3) so that it can be used directly as a power transmission member There is a characteristic.

The input means comprises first and second input shafts 10 and 12 arranged coaxially with the motor shaft 4, and the first input shaft 10 connected through the second clutch C2. It consists of a structure in which the second input shaft 12, which is a hollow shaft on the outer circumference of the superposition.

The first, third, and fifth speed input gears G1, G3, and G5 are formed on the first input shaft 10 at predetermined intervals, and these gears pass through the second input shaft 12. Located in the part, the first speed input gear G1 is disposed in the middle part, and the third speed input gear G3 is disposed at the front side, and the fifth speed input gear G5 is disposed at the rear side.

Second, fourth, and sixth speed input gears G2, G4, and G6 are formed on the second input shaft 12 at predetermined intervals, and these gears are second, fourth, and sixth speed input gears from the front side. (G2) (G4) (G6) in order.

Accordingly, when the second clutch C2 is operated, the first input shaft 10 is operated while the first, third, and fifth speed gears G1, G3, and G5 are rotated, and the third clutch C3 is operated. As the second input shaft 12 operates, the second, fourth, and sixth speed gears G2, G4, and G6 rotate to operate.

The power transmission means includes first and second power transmission shafts 14 and 16 disposed in parallel with the first and second input shafts 10 and 12 at a predetermined interval, and first and third speed gears D1. The first synchronizer mechanism S1 including (D3), the second synchronizer mechanism S2 including the second and fourth speed gears D2 and D4, and the fifth speed gear D5 are included. The third synchronizer mechanism S3 and the fourth synchronizer mechanism S4 including the sixth speed and reverse gears D6 and R are included.

The first power transmission shaft 14 has a second synchronizer mechanism S2 and a first synchronizer mechanism S1 disposed from the front side, and the second and fourth speed gears D2 and D4 are formed of an input means. Meshes with second and fourth speed input gears G2 and G4, and the first and third speed gears D1 and D3 mesh with first and third speed input gears G1 and G3 of the input means. do.

In addition, a first transfer drive gear 18 is integrally mounted to the rear end of the first power transfer shaft 14 and engaged with the transfer driven gear 20 as an output means to rotate the power of the first power transfer shaft 14. Will be delivered.

The second power transmission shaft 16 is provided with a fourth synchronizer mechanism S4 and a third synchronizer mechanism S3 from the front side, and the sixth speed gear D6 includes the sixth speed input gear of the input means. G6), and the fifth speed gear D5 is meshed with the fifth speed input gear G5 of the input means.

In addition, a second transfer drive gear 22 is integrally mounted to the rear end of the second power transfer shaft 16 and engaged with the transfer driven gear 20 as an output means to rotate the second power transfer shaft 16. To transmit power.

Since the first, second, third, and fourth synchronizer mechanisms S1 ?? S4 are the same known configurations as those of the general manual transmission, detailed descriptions thereof are omitted, and the first, second, third, and fourth synchronizers are omitted. Each sleeve 24, 26, 28, 30 applied to the instrument S1 ?? S4 has a separate actuator, not shown, to be driven by the transmission control unit.

The actuator may include a method driven by an electric motor, a drive method by a hydraulic control system, etc., but the detailed configuration of the actuator and its driving method are omitted because they are not included in the claims related to the present embodiment.

The reverse means includes a reverse idle shaft 32 arranged parallel to the input means at a predetermined interval, and a first idle disposed behind the reverse idle shaft 32 and engaged with the first speed input gear G1. And a second idle gear 36 disposed at the front end of the reverse idle shaft 32 and engaged with the reverse gear R. As shown in FIG.

Accordingly, when the first input shaft 10 is driven, the rotational state is always maintained by its power. When the sleeve 30 of the fourth synchronizer mechanism S4 is connected to the reverse gear R, the second power transmission shaft ( 16) is rotated in the opposite direction to the forward direction, so that reverse operation is possible.

In addition, the rotational power transmitted from the transfer driven gear 20, which is the output means, is transmitted to the driving wheel through the differential not shown through the output shaft 24, thereby enabling driving of the vehicle.

The dual clutch transmission for a hybrid electric vehicle made as described above implements a shift stage of six forward speeds and one reverse speed, and while briefly explaining the shifting process of the dual clutch transmission for hybrid electric vehicles, the main mode operation is performed. The method is as follows.

First, the shift to the first speed using the rotational force of the engine ENG causes the sleeve 24 of the first synchronizer mechanism S1 to be moved to the right side in FIG. 1 and the first speed gear D1. After the first power transmission shaft 14 is fastened at a synchronous speed, the first and second clutches C1 and C2 operate to achieve the first speed.

The shift to the second speed is such that the sleeve 26 of the second synchronizer mechanism S2 operates to the left in the drawing in the state of the first speed, so that the second speed gear D2 and the first output shaft 14 are shifted. After tightening at a synchronous speed, the second clutch (C2) is released while the third clutch (C3) is operated to shift to the second speed, at this time, the first synchronizer mechanism (S1) The sleeve 24 moves to a neutral position to release the engagement state between the first driven gear D1 and the first power transmission shaft 14.

In the shifting process to the third, fourth, fifth, sixth, and R stages as in the first and second speed shifting processes, the synchronizer mechanism applies the gear of the shift stage. Connected to the power transmission shaft, the second and third clutches (C2, C3) while shifting each other will be made to shift.

In addition, since the synchronizing mechanism used for shifting the adjacent shift stage, that is, the current shift stage to the vertical shift stage is different from each other, the release of the current shift stage and the fastening of the target shift stage can be independently controlled. Of course, by appropriately controlling the operation timing of the release clutch and the engagement clutch, a smooth shift can be achieved.

The main mode-specific operation method of the dual clutch transmission for the hybrid electric vehicle includes an electric vehicle (EV) mode, which is a pure electric vehicle mode using only the rotational force of the motor input unit (M / G), and the rotational force of the engine (ENG). The HEV (hybrid electric vehicle) mode, which is an auxiliary mode using the main force and the rotational force of the motor input unit (M / G) as an auxiliary power, and braking and inertia energy of the vehicle during driving of the vehicle by braking or inertia RB (regenerative braking) mode for recovering power generation from the motor input unit (M / G) to charge the battery (not shown).

In the EV mode, as shown in FIG. 2, the vehicle and the engine ENG are stopped, the first clutch C1 is released, and the second and third clutches C2 and C3 are selectively operated. The shift is made (FIG. 2 shows the state of the second speed).

That is, when the driver's accelerator pedal input occurs, when the state of charge (SOC) of the battery is sufficient, the first synchronizer mechanism S1 connects the first speed gear D1 to the battery power source. The motor input unit M / G is driven, and at the second speed, the first synchronizer mechanism S1 is released, and the second synchronizer mechanism S2 is operated to connect the second speed gear D2. In addition, while the operation of the second clutch C2 is released and the third clutch C3 is operated, driving is performed through the power transmission path as shown in FIG. 2.

That is, the initial vehicle is driven by the motor input unit M / G, and maintains an operation pattern in which the vehicle is driven by the motor input unit M / G up to two speed shift stages.

Thereafter, when the third speed shift is required, the engine ENG is started. In this case, as shown in FIG. 3, when the engine ENG is required while driving the EV mode, the first clutch C1 is performed. Starts the slip and drives the engine ENG using the torque of the motor input unit M / G.

That is, the engine ENG is started while the speed of the engine ENG is maintained at the speed for firing while the first clutch C1 is slipped, and when the start is successful, the first clutch C1 is opened. After the release control, the shifting is performed in the 3, 4, 5, 6 speeds according to the shift control of the transmission control unit.

When the state of charge (SOC) of the battery is not sufficient at the initial start, the vehicle is driven by the rotational power of the engine ENG without driving the vehicle by the rotational power of the motor input unit M / G. do.

If the shift to the third speed is required while the vehicle is driving in the EV (Electric Vehicle) mode as described above, the engine is switched to the HEV (Hybrid Electric Vehicle) mode and the engine ENG is started through the path as shown in FIG. 3. Let's do it.

As shown in Fig. 4, after connecting the sleeve 24 of the first synchronizer mechanism S1 with the third speed gear D3, the first and second clutches C1 and C2 are operated to the third speed. Shifting,

In such a state, it is driven by the rotational force of the engine ENG and the auxiliary rotational force of the motor input unit M / G. In this case, the rotational force of the engine ENG is the main force, and the driver's accelerator pedal pressurization amount and the current vehicle speed In accordance with the gear shift stage in the has a working pattern for determining the power assistance of the motor input unit (M / G).

The control of the power assist by the motor input unit ENG is performed by control logic previously inputted to the transmission control unit according to various control elements such as the accelerator pedal pressurization amount of the driver and the shift stage at the current vehicle speed.

In the regenerative braking (RB) mode, when the vehicle is driven by deceleration or inertia by braking, as shown in FIG. 5, the first clutch C1 is released, and the second and third clutches are disabled. (C2) (C3) and the first, second, third and fourth synchronizer mechanisms S1, S2, S3 and S4 are shifted according to the shift stage determined in accordance with the control logic.

That is, the motor input unit M / G has an operation pattern for recovering braking and inertial energy of the vehicle and charging the battery according to the shift stage at the current vehicle speed.

At this time, it is necessary to control the driving point of the motor input unit (M / G) to generate power in the region of the highest generation efficiency of the motor input unit (M / G), the specific method is to The control logic is inputted to the transmission control unit so as to be determined by the speed change stage.

Although preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the above embodiments, and can be easily changed by those skilled in the art from the embodiments of the present invention. It includes all changes to the extent deemed to be equivalent.

As described above, the present invention proposes a dual clutch transmission for a hybrid electric vehicle having a basic connection relationship for disposition and power transmission of the motor to ideally shift the rotational driving force of the engine and the motor, and at the same time, the ideal By providing the main mode-specific method of operation, the conventional metal belt applied continuously variable transmission (CVT) may be an alternative to overcome the inefficiency of using a relatively large hydraulic pressure.

In addition, it is possible to operate the power of the engine and motor according to the mode having a variety of operating patterns by applying the dual clutch transmission, and the existing manual transmission is equipped with three clutch and transmission automation mechanism to maintain almost the excellent efficiency of the manual transmission. The convenience of the automatic transmission can be obtained.

In addition, by directly applying the motor input unit on the power input path, the motor input unit is configured separately, mounted in the transmission housing, and then the power transmission efficiency is increased compared to the conventional technology that the input is made through a separate power transmission mechanism. Of course, it is an invention that can simplify the configuration.

1 is a configuration diagram of a dual clutch transmission for a hybrid electric vehicle according to an embodiment of the present invention.

2 is a diagram showing an operating state in the electric vehicle (EV) mode of a dual clutch transmission for a hybrid electric vehicle according to an embodiment of the present invention.

3 is a diagram showing an operating state at the start of the engine while driving the electric vehicle (EV) mode of the dual clutch transmission for a hybrid electric vehicle according to an embodiment of the present invention.

 Figure 4 is a diagram showing the operating state of the hybrid electric vehicle (HEV) mode three-stage driving of the dual clutch transmission for a hybrid electric vehicle according to an embodiment of the present invention.

5 is a diagram illustrating an operating state in a regenerative braking mode of a dual clutch transmission for a hybrid electric vehicle according to an embodiment of the present invention.

Claims (15)

It is composed of a plurality of clutch power intermittent means for selectively intermittent rotational power of the engine and the motor input unit of the power source; Input means for receiving the rotational power of the engine and the power of the motor input unit in two paths by the selective operation of the power control means; The power transmission unit is arranged in parallel with each other at a predetermined interval with the input means, and receives the rotating power transmitted by the gears which are selectively engaged with the rotating power transmitted through the two paths from the input means. Sudan A reverse means for reversing the rotational power transmitted through one path of the input means and transmitting the reverse power to one path of the power transmission means; And an output means for receiving and outputting rotational power transmitted through two paths of the power transmission means. The dual clutch for a hybrid electric vehicle according to claim 1, wherein the output shaft of the engine and the motor shaft and the input means of the motor input unit are arranged on a unified axis. The method of claim 1, wherein the power control means and the first clutch to control the rotational power of the engine and And a second clutch and a third clutch for regulating that the rotational power of the engine and the rotational power input from the motor input unit are transmitted to the two paths of the input means. The method of claim 1, wherein the input means and the first input shaft for receiving power through the second clutch and outputs through a plurality of shift stage input gears; It is formed as a hollow shaft and is arranged on the outer peripheral side of the first input shaft without overlapping mutually interlocked to receive power through a third clutch and comprises a second input shaft for outputting through a plurality of shift stage input gear Dual clutch transmission for hybrid electric vehicles. The dual clutch transmission for a hybrid electric vehicle according to claim 4, wherein first, third and fifth speed input gears are disposed on the first input shaft, and second, fourth and sixth speed input gears are disposed on the second input shaft. The first, third and fifth speed input gears of the first input shaft are arranged at a predetermined interval from each other in the order of third, first and fifth speed input gears. And the second, fourth and sixth input gears of the second input shaft are arranged in the order of the second, fourth and sixth speed input gears from the front side. The second input shaft of claim 4 or 6, wherein the second input shaft is disposed at a front side portion of the first input shaft to form a shift stage input gear, and the first input shaft has a shift stage input gear disposed at a rear portion exposed from the second input shaft. Dual clutch transmission for a hybrid electric vehicle, characterized in that. The method of claim 1, wherein the power transmission means and the first and second input shafts 10, 12 and the first and second power transmission shaft disposed in parallel with a predetermined interval and And a synchronizer mechanism disposed on each of the first and second power transmission shafts, respectively. The first power transmission shaft is disposed with a first synchronizer mechanism including first and third speed gears, and a second synchronizer mechanism including second and fourth speed gears. A third synchronizer mechanism including a fifth speed gear and a fourth synchronizer mechanism including sixth speed and reverse gears are disposed on the first power transmission shaft. And the second and fourth speed gears mesh with the second and fourth speed input gears of the input means, and the first and third speed gears mesh with the first and third speed input gears of the input means. Dual clutch transmission. The dual electric hybrid vehicle according to claim 1, wherein the reverse means is configured to receive power from the first input shaft and to transmit power to a reverse gear disposed in the fourth synchronizer mechanism of the second power transmission shaft. Clutch transmission. The transfer drive gear according to claim 1, wherein the output means includes a transfer driven gear meshed between two transfer drive gears disposed on the rear side of the first and second power transmission shafts, respectively. Dual clutch transmission of the hybrid electric vehicle, characterized in that made by the output shaft for transmitting the rotational force input to the transfer driven gear to the outside. In the dual clutch transmission that is applied to a hybrid electric vehicle that uses the rotational power of the engine and the rotational power of the motor input unit as a power source, EV (electric vehicle) mode that is a pure electric vehicle mode using only the rotational force of the motor input unit and A hybrid electric vehicle (HEV) mode, which is an auxiliary mode using the rotational force of the engine as a main force and using the rotational force of the motor input unit as an auxiliary power; Dual braking for hybrid electric vehicles, characterized in that the braking and inertia driving of the vehicle is controlled in regenerative braking mode in which the braking and inertia energy of the vehicle is recovered by generating power from the motor input unit and charged to the battery. Mode control method of clutch transmission. The method of claim 12, wherein in the EV mode, when the driver's accelerator pedal input occurs while the engine is stopped, the motor input unit is powered by battery power when the state of charge (SOC) of the battery is sufficient. Mode of control method of a dual clutch transmission for a hybrid electric vehicle, characterized in that the shift is made up to 2 forward speed while being driven. The engine according to claim 12, wherein in the HEV mode, when the shift is determined to be a three-speed shift stage during driving in the EV mode, the engine is started by the rotational force of the motor input unit. For the hybrid electric vehicle characterized in that the driving force is made by the main power, and the rotational power of the motor input unit is used as the power auxiliary power according to the driver's accelerator pedal pressure and the shift stage at the current vehicle speed during driving. Mode control method of dual clutch transmission. The regenerative braking mode of claim 12, wherein, in the regenerative braking mode, when the vehicle is driven by deceleration or inertia by braking, the rotational power of the driving wheel is determined by the control logic in a state in which the rotational force of the engine is blocked. The control method for each mode of the dual clutch transmission for a hybrid electric vehicle, characterized in that the reverse input from the shift state according to the stage to generate power in the motor input unit.