KR20070021558A - Structure of Dual clutch transmission in hybrid electrical vehicle - Google Patents

Structure of Dual clutch transmission in hybrid electrical vehicle Download PDF

Info

Publication number
KR20070021558A
KR20070021558A KR1020050075911A KR20050075911A KR20070021558A KR 20070021558 A KR20070021558 A KR 20070021558A KR 1020050075911 A KR1020050075911 A KR 1020050075911A KR 20050075911 A KR20050075911 A KR 20050075911A KR 20070021558 A KR20070021558 A KR 20070021558A
Authority
KR
South Korea
Prior art keywords
motor
gear stage
gear
clutch transmission
input shaft
Prior art date
Application number
KR1020050075911A
Other languages
Korean (ko)
Other versions
KR101113665B1 (en
Inventor
박상준
Original Assignee
현대자동차주식회사
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 현대자동차주식회사 filed Critical 현대자동차주식회사
Priority to KR1020050075911A priority Critical patent/KR101113665B1/en
Publication of KR20070021558A publication Critical patent/KR20070021558A/en
Application granted granted Critical
Publication of KR101113665B1 publication Critical patent/KR101113665B1/en

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft

Abstract

본 발명은 모터가 이중 클러치 변속기의 입력축 상에 장착된 기어단에 직접 맞물리도록 하여 기어단을 추가로 가공할 필요가 없도록 한 이중 클러치 변속기 구조에 관한 것이다. The present invention relates to a dual clutch transmission structure in which the motor is directly engaged with a gear stage mounted on an input shaft of the dual clutch transmission so that the gear stage does not need to be further processed.

이를 위해 본 발명에 따른 이중 클러치 변속기 구조는, 제1 동력원인 엔진이 이중 클러치를 매개로 제1 및 제2 입력축과 연결되고, 제1 입력축에는 1,3,5단으로 된 홀수 기어단열이 장착되고 제2 입력축에는 2,4,6단으로 된 짝수 기어단열이 장착되며, 제2 동력원인 모터는 상기 2개의 입력축 모두에 연결되는 하이브리드 차량의 이중 클러치 변속구조에 있어서, 상기 홀수 기어단열 중에서 선택된 하나의 기어단과 상기 짝수 기어단열 중에서 선택된 하나의 기어단이 서로 인접하게 설치되고, 인접한 홀수 기어단과 짝수 기어단에 상기 모터가 모터 싱크로나이저를 매개로 직접 맞물려 연결된다.To this end, in the dual clutch transmission structure according to the present invention, the engine, which is the first power source, is connected to the first and second input shafts via a double clutch, and the first input shaft is equipped with odd gear insulation consisting of 1, 3, and 5 gears. The second input shaft is equipped with even gear trains of 2, 4, 6 gears, and the motor, which is the second power source, is selected from the odd gear trains in the double clutch shift structure of the hybrid vehicle connected to both of the input shafts. One gear stage selected from one gear stage and the even gear stage is installed adjacent to each other, and the motor is directly engaged with a motor synchronizer via an adjacent odd gear stage and even gear stage.

하이브리드 차량, 이중 클러치 변속기, 모터, 기어단 Hybrid vehicle, dual clutch transmission, motor, gear stage

Description

하이브리드 차량의 이중 클러치 변속기 구조{Structure of Dual clutch transmission in hybrid electrical vehicle} Structure of Dual clutch transmission in hybrid electrical vehicle

도1은 종래의 하이브리드 차량의 변속기 구조.1 is a transmission structure of a conventional hybrid vehicle.

도2은 종래의 하이브리드 차량의 또 다른 변속기 구조.2 is another transmission structure of a conventional hybrid vehicle.

도3는 본 발명에 따른 하이브리드 차량의 이중 클러치 변속기 구조.3 is a double clutch transmission structure of a hybrid vehicle according to the present invention;

※도면의 주요부분에 대한 부호의 설명※※ Explanation of symbols about main part of drawing ※

1: 엔진 2: 모터1: engine 2: motor

3: 제1 클러치 4: 제2 클러치3: first clutch 4: second clutch

5: 제1 입력축 6: 제2 입력축5: first input shaft 6: second input shaft

7: 여분의 기어단7: extra gear

본 발명은 하이브리드 차량의 이중 클러치 변속기 구조에 관한 것으로서, 보다 상세하게는 제1 동력원인 엔진과 제2 동력원인 모터가 이중 클러치에 의해 동력의 입력축에 함께 연결된 하이브리드 차량의 이중 클러치 변속기 구조에 있어서 제2 동력원인 모터를 입력축에 장착된 각각의 기어단과 직접 맞물리도록 구성한 변속 기 구조에 관한 것이다.The present invention relates to a dual clutch transmission structure of a hybrid vehicle, and more particularly, in a dual clutch transmission structure of a hybrid vehicle in which an engine, which is a first power source and a motor, which is a second power source, are connected together to an input shaft of power by a double clutch. 2 The present invention relates to a transmission structure configured to directly engage a motor as a power source with each gear stage mounted on an input shaft.

하이브리드 차량(HEV: Hybrid Electrical Vehicle)은 동력원으로서 엔진에서 생산되는 기계적 에너지와 모터에서 생산되는 전기적 에너지를 함께 사용하여 운행하는 자동차를 말한다. 즉, 주행 중에 내리막이나 신호 대기시와 같이 큰 출력을 필요로 하지 않는 때에는 엔진 대신 모터의 출력을 동력원으로 사용함으로써 화석연료의 사용량을 줄이고 엔진의 효율을 향상시킬 수 있도록 한 차세대 자동차이다. Hybrid electric vehicle (HEV) is a vehicle that operates by using both the mechanical energy produced by the engine and the electrical energy produced by the motor as a power source. In other words, it is a next-generation car that reduces the amount of fossil fuel used and improves engine efficiency by using the output of the motor as a power source instead of the engine when a large output is not required while driving downhill or waiting for a signal.

이러한 하이브리드 차량에 사용되는 변속기로는 엔진의 속도를 변속비 범위 내에서 차량의 속도에 관계없이 제어할 수 있는 무단 변속기(CVT)가 많이 사용되어 왔다. 그러나, 금속 벨트로 된 무단 변속기는 자동 변속기 등과 같은 다른 변속기에 비하여 상대적으로 큰 유압을 사용하기 때문에 무단 변속기의 우수한 기능적 장점에도 불구하고 에너지 효율이 낮은 문제점이 있었다.As a transmission used in such a hybrid vehicle, a continuously variable transmission (CVT) capable of controlling the engine speed regardless of the vehicle speed within the speed ratio range has been used. However, the continuously variable transmission made of a metal belt uses relatively large hydraulic pressure as compared to other transmissions such as an automatic transmission, but has a problem of low energy efficiency despite the excellent functional advantages of the continuously variable transmission.

한편, 최근에 반자동 변속기(SAT: Semi Auto Transmission) 또는 자동 시프팅 기어박스(ASG: Automated Shifting Gearbox)의 변속감 불량 문제를 개선한 신개념 변속기인 이중 클러치 변속기(DCT: Dual Clutch Transmission)가 유럽의 차량 메이커들로부터 관심의 대상이 되고 있으며 이미 일부 양산차에 적용되고 있다. 이러한 경향에 입각하여 이중 클러치 변속기를 하이브리드 차량에 적용하여 상기한 무단 변속기의 문제점을 해결하고자 하는 연구가 활발하게 이루어지고 있다. On the other hand, a new concept of dual clutch transmission (DCT), which improves the problem of poor shifting of semi-auto transmission (SAT) or automatic shifting gearbox (ASG), has recently been introduced. It is attracting attention from makers and is already applied to some mass production cars. On the basis of this tendency, studies have been actively conducted to solve the problems of the continuously variable transmission by applying a double clutch transmission to a hybrid vehicle.

하이브리드 차량에서 모터의 주 역할은 상기한 바와 같이 엔진의 작동 영역이 효율적인 곳에서 이루어질 수 있도록 보조해주는 것이었으나, 모터의 성능 향상이 계속 이루어져 최근에는 기존의 보조적인 역할에서 벗어나 엔진과 동급의 용량 을 가진 모터가 장착된 하이브리드 차량이 출현하게 되었다. 따라서, 모터 역시 엔진과 마찬가지로 효율이 높은 구간에서 작동할 수 있도록 제어되어야 한다.In the hybrid vehicle, the main role of the motor was to assist the operating area of the engine in an efficient place as described above. However, as the performance of the motor has been continuously improved, it has recently been removed from the existing auxiliary role to improve the capacity of the engine and its equivalent. A hybrid vehicle equipped with an excitation motor has emerged. Therefore, like the engine, the motor must be controlled to operate in a section with high efficiency.

하지만, 이중 클러치 변속기를 채택하고 있는 기존의 하이브리드 차량을 보면, 도1의 (a)에서와 같이 모터(2)가 단순히 짝수 기어단열이 장착된 출력축에 직접 연결되어 있거나 도1의 (b)에서와 같이 모터(2)가 2개의 입력축(5,6) 중 하나에만 연결되어 있어, 차량의 특정 속도에 대하여 모터의 회전수가 하나로 정해지기 때문에 비효율적인 구간에서 작동되는 것을 피할 수 없었다. 도1의 (b)에 도시된 모터(1), 제1 및 제2 클러치(3,4) 및 제1 및 제2 입력축(5,6)으로 된 이중 클러치 변속기의 상세한 구조는 후술하기로 한다.However, in the existing hybrid vehicle employing a double clutch transmission, as shown in Fig. 1 (a), the motor 2 is simply directly connected to an output shaft equipped with an even gear stage, or in Fig. 1 (b). As described above, since the motor 2 is connected to only one of the two input shafts 5 and 6, the rotational speed of the motor is determined to be one for a specific speed of the vehicle, so that it is inevitable to operate in an inefficient section. The detailed structure of the double clutch transmission including the motor 1, the first and second clutches 3 and 4 and the first and second input shafts 5 and 6 shown in FIG. 1B will be described later. .

상기한 모터의 효율성 문제를 해결하기 위하여 새로운 이중 클러치 변속기 구조가 제시되었는데, 이는 도2에서와 같이 모터(2)가 모터 싱크로나이저(S_M)를 매개로 제1 입력축(5)과 제2 입력축(6) 모두에 연결되도록 한 것이다. 이에 따르면, 모터(2)도 엔진과 같이 이중 클러치 변속 메카니즘을 이용하여 동일한 파워 라인상에서 여러 회전수를 가질 수 있게 되므로 보다 효율적으로 작동될 수 있다. In order to solve the efficiency problem of the motor, a new dual clutch transmission structure has been proposed, in which the motor 2 is connected to the first input shaft 5 and the second input shaft through the motor synchronizer S_M as shown in FIG. 6) Connected to all. According to this, the motor 2 can also be operated more efficiently since it can have several revolutions on the same power line by using the double clutch shift mechanism like the engine.

그러나, 이와 같이 모터(2)를 2개의 입력축(5,6) 모두에 연결시키기 위해서는 입력축(5,6)과 모터(2)와의 연결 부위에 여분의 기어단(7)을 추가로 가공하여야 하므로 공수가 증가할 뿐만 아니라, 변속기의 전장이나 중량이 증가되어 모터의 성능 효율이 저하되는 문제점이 있었다. However, in order to connect the motor 2 to both input shafts 5 and 6 in this manner, an extra gear stage 7 must be additionally processed at the connection portion between the input shafts 5 and 6 and the motor 2. Not only increases the number of maneuvers, but also increases the overall length and weight of the transmission, there is a problem that the performance efficiency of the motor is lowered.

본 발명은 이러한 문제점을 해결하기 위하여 제안된 것으로, 모터를 이중 클 러치 변속기의 입력축 상에 장착된 기존의 기어단에 직접 맞물리도록 구성함으로써 기어단을 추가로 가공할 필요가 없도록 한 이중 클러치 변속기 구조를 마련하는데 그 목적이 있다. The present invention has been proposed to solve this problem, and a double clutch transmission structure in which the motor is directly engaged with an existing gear stage mounted on the input shaft of the double clutch transmission, thereby eliminating the need for further machining of the gear stage. The purpose is to provide.

상기의 목적을 달성하기 위한 본 발명에 따른 이중 클러치 변속기 구조는, 제1 동력원인 엔진이 이중 클러치를 매개로 제1 및 제2 입력축과 연결되고, 제1 입력축에는 1,3,5단으로 된 홀수 기어단열이 장착되고 제2 입력축에는 2,4,6단으로 된 짝수 기어단열이 장착되며, 제2 동력원인 모터는 상기 2개의 입력축 모두에 연결되는 하이브리드 차량의 이중 클러치 변속구조에 있어서, 상기 홀수 기어단열 중에서 선택된 하나의 기어단과 상기 짝수 기어단열 중에서 선택된 하나의 기어단이 서로 인접하게 설치되고, 인접한 홀수 기어단과 짝수 기어단에 상기 모터가 모터 싱크로나이저를 매개로 직접 맞물려 연결된다.Double clutch transmission structure according to the present invention for achieving the above object, the engine is a first power source is connected to the first and second input shaft via a double clutch, the first input shaft is composed of 1, 3, 5 In a dual clutch shifting structure of a hybrid vehicle in which an odd gear insulation is mounted and an even gear insulation composed of 2, 4, and 6 gears is mounted on a second input shaft, and a motor as a second power source is connected to both input shafts. One gear stage selected from the odd gear stages and one gear stage selected from the even gear stages are installed adjacent to each other, and the motor is directly engaged with a motor synchronizer through adjacent odd gear stages and even gear stages.

또한, 상기 모터와 연결되는 홀수 기어단과 짝수 기어단은 각각 1단과 2단인 것이 바람직하다.In addition, the odd gear stage and the even gear stage connected to the motor are preferably 1 stage and 2 stage, respectively.

이하에서 도4를 참조로 본 발명에 따른 하이브리드 차량의 이중 클러치 변속기 구조를 보다 상세히 설명한다.Hereinafter, the dual clutch transmission structure of the hybrid vehicle according to the present invention will be described in more detail with reference to FIG. 4.

먼저, 하이브리드 차량에서의 이중 클러치 변속기 구조를 간단히 설명한다. 도2 내지 도4에 나타나 있듯이 기본적으로 제1 동력원인 엔진(1)이 이중 클러치(3,4)와 연결되고, 제1 클러치(3)는 제1 입력축(5)에 연결되고 제2 클러치(4)는 제2 입력축(6)에 각각 연결되어 출력축으로 동력을 전달한다. 상기 제1 입력축(5)에 는 1,3,5단으로 된 홀수 기어단열이 장착되고, 상기 제2 입력축(6)에는 2,4,6단으로 된 짝수 기어단열이 장착되며, 후진 기어단(R)은 별도로 설치된다. First, a dual clutch transmission structure in a hybrid vehicle will be briefly described. 2 to 4, the engine 1, which is basically the first power source, is connected to the double clutches 3 and 4, and the first clutch 3 is connected to the first input shaft 5 and the second clutch ( 4) are respectively connected to the second input shaft 6 to transmit power to the output shaft. The first input shaft 5 is equipped with an odd gear stage consisting of 1, 3, and 5 stages, and the second input shaft 6 is equipped with an even gear stage consisting of 2, 4, and 6 stages, and the reverse gear stage. (R) is installed separately.

기어단의 원주속도를 신속하게 일치시켜 기어의 맞물림을 원활하게 하기 위해 싱크로나이저(S1~S4)가 한 쌍의 기어단과 연결되도록 설치된다. 이때, 싱크로나이저와 연결되는 각 기어단의 배열 순서는 임의로 정해지는 것으로 필요에 따라 변경이 가능하다. 따라서, 종래에는 도1의 (b) 및 도2에 보듯이 각각의 싱크로나이저(S1~S4)가 1/3단, 2/4단, 6/R단, 5단과 연결되어 있지만, 본 발명에서는 도4와 같이 4/6단, 1/3단, R/2단, 5단과 연결되어 있다. Synchronizers (S1 to S4) are installed to be connected to a pair of gear stages to quickly match the circumferential speed of the gear stages to facilitate gear engagement. At this time, the arrangement order of each gear stage connected to the synchronizer is arbitrarily determined and can be changed as necessary. Therefore, conventionally, as shown in Figs. 1B and 2, the synchronizers S1 to S4 are connected to 1/3, 2/4, 6 / R, and 5 stages. 4 and 6 stages, 1/3 stage, R / 2 stage, and 5 stage are connected.

본 발명에서 각각의 기어단을 도4와 같이 배열한 것은 모터(2)가 홀수 및 짝수 기어단과 직접 맞물릴 수 있게 홀수 및 짝수 기어단열 중에서 선택된 한 쌍의 기어단이 서로 인접하게 위치하도록 하기 위함이다. 모터(2)는 하나의 모터 싱크로나이저(S_M)를 매개로 2개의 입력축(5,6)과 연결되는데, 싱크로나이저의 구조적 특성상 입력축(5,6)과 맞물리는 2개의 기어단을 서로 멀리 떨어지게 구성할 수가 없다. 따라서, 입력축(5,6)의 기어단을 모터 싱크로나이저의 기어단에 연결하기 위해서는 2개의 입력축(5,6) 상에 장착된 기어단(1/2단) 또한 서로 인접하게 배치되어야 한다.In the present invention, each gear stage is arranged as shown in FIG. 4 so that the pair of gear stages selected from the odd and even gear stages are adjacent to each other so that the motor 2 can be directly engaged with the odd and even gear stages. to be. The motor 2 is connected to two input shafts 5 and 6 via one motor synchronizer S_M. The two gear stages engaged with the input shafts 5 and 6 are separated from each other due to the structural characteristics of the synchronizer. It cannot be configured. Therefore, in order to connect the gear stages of the input shafts 5 and 6 to the gear stages of the motor synchronizer, the gear stages 1/2 mounted on the two input shafts 5 and 6 should also be arranged adjacent to each other.

도4에 홀수 기어단열에서는 1단이 선택되고 짝수 기어단열에서는 2단이 선택되어 서로 인접하게 배치된 구조가 도시되어 있으나, 이는 하나의 실시예일 뿐이며 인접하게 설치되는 한 쌍의 기어단은 1/4단, 1/6단, 2/3단, 2/5단, 3/4단, 3/6단, 4/5단 및 5/6단과 같이 여러 조합이 모두 가능하다. 다만, 1/2단의 경우에 양자 모 두 각각의 기어단열에서 가장 저속으로 회전하는 기어단이기 때문에 모터(2)의 초기 동력을 안정적으로 전달할 수 있는 장점이 있다.In FIG. 4, a structure in which the first gear is selected in the odd gear stage and the second gear in the even gear stage is selected and arranged adjacent to each other is illustrated. However, this is only one embodiment. Various combinations are possible, such as 4, 1/6, 2/3, 2/5, 3/4, 3/6, 4/5 and 5/6. However, in the case of 1/2 stage, since both are gear stages that rotate at the lowest speed in each gear stage, there is an advantage that the initial power of the motor 2 can be stably transmitted.

이와 같이 구성된 본 발명에 따른 하이브리드 차량의 이중 클러치 변속기 구조에 따르면, 모터를 연결하기 위해서 입력축에 별도의 기어단을 가공할 필요가 없어 제작 공수가 간단해진다. 또한, 모터가 입력축 상에 인접하게 장착된 기어단과 맞물리게 되어 모터와 이중 클러치 변속기와 연결시키는 축의 길이를 줄일 수 있기 때문에 전체 중량이 감소되고 모터의 효율이 향상된다. According to the dual clutch transmission structure of the hybrid vehicle according to the present invention configured as described above, it is not necessary to process a separate gear stage on the input shaft in order to connect the motor, the manufacturing maneuver is simplified. In addition, since the motor is engaged with a gear stage adjacently mounted on the input shaft, the length of the shaft connecting the motor and the double clutch transmission can be reduced, thereby reducing the overall weight and improving the efficiency of the motor.

Claims (2)

제1 동력원인 엔진(1)이 이중 클러치(3,4)를 매개로 제1 및 제2 입력축(5,6)과 연결되고, 제1 입력축(5)에는 1,3,5단으로 된 홀수 기어단열이 장착되고 제2 입력축(6)에는 2,4,6단으로 된 짝수 기어단열이 장착되며, 제2 동력원인 모터(2)는 상기 2개의 입력축(5,6) 모두에 연결되는 하이브리드 차량의 이중 클러치 변속구조에 있어서, The engine 1, which is the first power source, is connected to the first and second input shafts 5, 6 via the double clutches 3, 4, and the first input shaft 5 has an odd number of 1, 3, 5 stages. The gear insulation is mounted and the second input shaft 6 is equipped with even gear insulation consisting of 2, 4 and 6 gears, and the motor 2 as the second power source is connected to both of the input shafts 5 and 6. In the double clutch shift structure of the vehicle, 상기 홀수 기어단열 중에서 선택된 하나의 기어단과 상기 짝수 기어단열 중에서 선택된 하나의 기어단이 서로 인접하게 설치되고, 인접한 홀수 및 짝수 기어단에 상기 모터(2)가 모터 싱크로나이저(S_M)를 매개로 직접 맞물려 연결된 것을 특징으로 하는 하이브리드 차량의 이중 클러치 변속구조.One gear stage selected from the odd gear stages and one gear stage selected from the even gear stages are installed adjacent to each other, and the motor 2 is directly connected to the adjacent odd and even gear stages via a motor synchronizer S_M. Dual clutch shifting structure of a hybrid vehicle, characterized in that the engagement. 제1항에 있어서, 상기 모터(2)와 연결되는 홀수 기어단과 짝수 기어단은 각각 1단과 2단인 것을 특징으로 하는 하이브리드 차량의 이중 클러치 변속구조.The double clutch shifting structure of a hybrid vehicle according to claim 1, wherein the odd gear stage and the even gear stage connected to the motor (2) are one stage and two stages, respectively.
KR1020050075911A 2005-08-18 2005-08-18 Structure of Dual clutch transmission in hybrid electrical vehicle KR101113665B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020050075911A KR101113665B1 (en) 2005-08-18 2005-08-18 Structure of Dual clutch transmission in hybrid electrical vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020050075911A KR101113665B1 (en) 2005-08-18 2005-08-18 Structure of Dual clutch transmission in hybrid electrical vehicle

Publications (2)

Publication Number Publication Date
KR20070021558A true KR20070021558A (en) 2007-02-23
KR101113665B1 KR101113665B1 (en) 2012-03-09

Family

ID=43653563

Family Applications (1)

Application Number Title Priority Date Filing Date
KR1020050075911A KR101113665B1 (en) 2005-08-18 2005-08-18 Structure of Dual clutch transmission in hybrid electrical vehicle

Country Status (1)

Country Link
KR (1) KR101113665B1 (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102303522A (en) * 2011-07-26 2012-01-04 同济大学 Triaxial type active transmission device of automobile
US9186978B2 (en) 2013-12-13 2015-11-17 Hyundai Motor Company Hybrid transmission for vehicle
CN107599818A (en) * 2017-10-19 2018-01-19 上海汽车变速器有限公司 Hybrid power double-clutch speed changer
US10569639B2 (en) 2016-07-29 2020-02-25 Hyundai Motor Company Power transmission system of hybrid electric vehicle

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE112014000581B4 (en) * 2013-01-28 2021-04-08 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle
DE102013022142A1 (en) * 2013-12-19 2015-06-25 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Hybrid powertrain for a motor vehicle
KR101637271B1 (en) 2014-10-13 2016-07-12 현대자동차 주식회사 Power transmission apparatus for hybrid electric vehicle

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003301895A (en) 2002-04-08 2003-10-24 Toyota Motor Corp Parallel axis type multistage gear shifting device for vehicle
JP2003301897A (en) 2002-04-12 2003-10-24 Aisin Seiki Co Ltd Gear shifting device

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102303522A (en) * 2011-07-26 2012-01-04 同济大学 Triaxial type active transmission device of automobile
US9186978B2 (en) 2013-12-13 2015-11-17 Hyundai Motor Company Hybrid transmission for vehicle
US10569639B2 (en) 2016-07-29 2020-02-25 Hyundai Motor Company Power transmission system of hybrid electric vehicle
CN107599818A (en) * 2017-10-19 2018-01-19 上海汽车变速器有限公司 Hybrid power double-clutch speed changer

Also Published As

Publication number Publication date
KR101113665B1 (en) 2012-03-09

Similar Documents

Publication Publication Date Title
US9586470B2 (en) Powertrain for hybrid vehicle
CN108071754B (en) Transmission structure for vehicle
CN101761612B (en) Steam-driven vertical double clutch type gearbox
US7360466B2 (en) Double clutch transmission
US9346462B2 (en) Powertrain for hybrid vehicle
KR101113665B1 (en) Structure of Dual clutch transmission in hybrid electrical vehicle
KR100893438B1 (en) Power transmission system of hybrid vehicle
EP2360044A1 (en) Transmission for hybrid vehicle
KR20130104386A (en) Hybrid power train for vehicle
JP2010517872A (en) Method for operating a vehicle drive train
CN103807368A (en) Double clutch powertrain for vehicle
CN107429800B (en) Dual clutch transmission for a motor vehicle
CN101975250A (en) Transmission device for dual clutch speed changer
KR101181746B1 (en) Double Clutch Transmission
CN102619934A (en) Automatic mechanical transmission based on multi-piece electromagnetic clutch
CN101949430A (en) Novel double clutch type automatic transmission (DCT) layout structure
US10047830B2 (en) Transmission for vehicle
US10100903B2 (en) Transmission for vehicle
JP6121312B2 (en) Vehicle transmission
CN102996723A (en) Double-clutch automatic transmission for pure electromobile
CN104776201A (en) Three-gear driving device for electric vehicle and shifting control method thereof
CN101975251A (en) Gearing of dual clutch transmission
CN102644699A (en) Longitudinal double-clutch automatic gearbox transmission device with direct gear
CN105465295A (en) Nine-speed dual-clutch transmission
CN202484236U (en) Double-clutch type automatic transmission

Legal Events

Date Code Title Description
A201 Request for examination
E902 Notification of reason for refusal
E701 Decision to grant or registration of patent right
GRNT Written decision to grant
FPAY Annual fee payment

Payment date: 20150130

Year of fee payment: 4

FPAY Annual fee payment

Payment date: 20180130

Year of fee payment: 7

FPAY Annual fee payment

Payment date: 20190130

Year of fee payment: 8