KR20220097195A - Hybrid drive module - Google Patents

Abstract

According to the present invention, a first one-way clutch and a second one-way clutch operating in opposite directions are interposed in parallel between an engine and a power transmission unit of a hybrid drive module. The first one-way clutch transmits rotational force in a first direction from the engine to the power transmission unit, and does not transmit rotational force in a first direction from the power transmission unit to the engine. The second one-way clutch operates in an opposite manner to the first one-way clutch. Accordingly, in a state in which the first one-way clutch and the second one-way clutch both connect the engine and the power transmission unit, the engine and the power transmission unit are in a full locking state. The second one-way clutch can be controlled so as to connect or disconnect the engine and the power transmission unit by means of independently controllable axial force. According to the present invention, the structures of the second one-way clutch and an actuator can be simplified.

Description

Hybrid drive module {HYBRID DRIVE MODULE}

The present invention relates to a hybrid driving module, and more particularly, to a hybrid driving module capable of maintaining a state in which an engine output can be transmitted to a power transmission unit even in a recuperation mode.

A driving module used in a hybrid vehicle has a structure that transmits a rotational force of a motor and a rotational force of an engine to a transmission. The rotational force of the engine may be transmitted to the power transmission unit through the engine clutch, and the force of the motor may be directly transmitted to the power transmission unit.

The power transmission unit receiving the rotational force of the engine and/or the rotational force input from the motor transmits it to the output member. The power transmission unit may transmit the input rotational force directly to the output member or to the output member through a torque converter or a lock-up clutch.

The engine clutch selectively connects the engine and the power transmission unit. That is, the engine clutch connects the engine and the power transmission unit when the rotational force of the engine needs to be transmitted to the power transmission unit, and disconnects the power transmission unit and the engine when there is a fear that the rotational force of the power transmission unit is transmitted to the engine in the regenerative mode. . In this case, in the regenerative mode, if the engine clutch transmits the rotational force of the engine to the power transmission unit but not transmits the rotational force of the power transmission unit to the engine, fuel efficiency may be improved.

The hybrid driving module disclosed in US2020/049245A1 constitutes an engine clutch through a clutch using a friction plate. This was a structure in which the engine and the power transmission were completely connected or completely disconnected by pressing the friction plate in the axial direction.

However, such a structure has a disadvantage in that the output of the engine cannot be transmitted to the power transmission unit in the regenerative mode. In addition, there was a problem that the hydraulic operation for pressing and releasing the friction plate is not independent of the hydraulic operation for controlling the lock-up clutch of the torque converter.

In US2019/0162247A1, an optional one-way clutch of a wedge type is disclosed. This is to allow the one-way clutch to transmit power in only one direction, but when necessary, release the wedge so that power is not transmitted in either direction. However, this has a problem that a force must be applied in the circumferential direction to release the wedge.

The present invention has been devised to solve the above-described problem, and when the torque of the engine needs to be transmitted to the power transmission unit, the engine and the power transmission unit are connected, and in the regenerative mode, when there is a fear that the rotational force of the power transmission unit is transmitted to the engine A hybrid driving module comprising an engine clutch for disconnecting the power transmission unit and the engine, wherein in the regenerative mode, the engine clutch transmits the rotational force of the engine to the power transmission unit but the rotational force of the power transmission unit is not transmitted to the engine aim to do

Another object of the present invention is to provide a hybrid drive module in which the operation of disconnecting the power transmission unit and the engine can be performed by axial force when there is a risk that the rotational force of the power transmission unit is transmitted to the engine in the regenerative mode. .

Another object of the present invention is to provide a hybrid driving module in which a control for disconnecting a power transmission unit and an engine in a regenerative mode can be performed independently from a control for a lock-up clutch operation of a torque converter.

In order to solve the above problems, the present invention provides a first one-way clutch and a second one-way clutch that operate in opposite directions between an engine and a power transmission unit of a hybrid driving module.

The engine is scheduled to rotate in the first direction, and the power transmission unit is also scheduled to rotate in the first direction. That is, the engine and the power transmission unit may not rotate in the second direction opposite to the first direction.

The first one-way clutch transmits the rotational force of the engine in the first direction to the power transmission unit, and does not transmit the rotational force in the first direction of the power transmission unit to the engine. That is, the rotational force of the engine is transmitted to the power transmission unit under the condition that the engine rotation speed is faster than that of the power transmission unit.

The second one-way clutch transmits the rotational force in the first direction of the power transmission unit to the engine, and does not transmit the rotational force of the engine in the first direction to the power transmission unit. That is, the rotational force of the power transmission unit is transmitted to the engine under the condition that the rotation speed of the power transmission unit is faster than that of the engine.

Accordingly, in a state in which both the first one-way clutch and the second one-way clutch connect the engine and the power transmission unit, the engine and the power transmission unit are fully locked.

The first one-way clutch may maintain a state in which they are connected between the engine and the power transmission unit. On the other hand, the second one-way clutch may be controlled to connect or disconnect them between the engine and the power transmission unit.

When the second one-way clutch releases the connection between the engine and the power transmission unit, only the first one-way clutch connects the engine and the power transmission unit. Then, in the regenerative mode, the power of the power transmission unit is not transmitted to the engine, so regeneration is smoothly performed, and in the regenerative mode, the power of the engine is transmitted to the power transmission unit and can be used for regeneration in the same manner, thereby improving fuel efficiency.

The first one-way clutch may be a spiral type cantilever one-way clutch. Thereby, the axial dimension of the first one-way clutch can be made more compact.

The second one-way clutch may be a ratchet one-way clutch.

The ratchet one-way clutch may include a first ratchet race and a second ratchet race facing each other in an axial direction. Ratchets of complementary shapes may be provided on surfaces of the first and second ratchet races facing each other.

The ratchet one-way clutch can operate as a one-way clutch when the first ratchet race and the second ratchet race are pressed in a direction in close contact with each other, and when pressed in a direction away from each other, it does not operate as a one-way clutch and transmits power. can be cut off

That is, the second one-way clutch is disconnected when the two races facing each other in the axial direction are spaced apart from each other. Accordingly, it is possible to simply control the connection or disconnection of the second one-way clutch by using an actuator operating in the axial direction.

In addition, the second one-way clutch may be controlled by an independent control structure provided in the power transmission unit, thereby further enhancing control responsiveness.

The power transmission unit may include a torque converter and a lock-up clutch. Accordingly, the power transmission unit may have two oil supply paths. The two oil supply paths may put the lock-up clutch into a lock-up state or a lock-up release state.

In addition, the power transmission unit may further have one additional oil supply path for connecting or disconnecting the second one-way clutch. That is, the torque converter may have three oil supply paths (3 way oil paths).

The present invention is a hybrid driving module having a power transmission unit that is rotatably supported by a fixed end and receives power of an engine and power of a motor and transmits the power to an output member.

Specifically, the hybrid driving module may include: a first engine that is interposed between the engine and the power transmission unit to transmit the rotational force of the engine in the first direction to the power transmission unit and does not transmit the rotational force in the first direction of the power transmission unit to the engine one-way clutch; and a second one-way clutch interposed between the engine and the power transmission unit to transmit the first rotational force of the power transmission unit to the engine and not transmit the first direction rotational force of the engine to the power transmission unit. .

The first one-way clutch may include: a first race connected to be rotationally constrained to the engine side; a second race disposed to face the first race in a radial direction and connected to be rotationally constrained to the side of the power transmission unit; a cantilever provided on the first race and extending in a first circumferential direction from the first race; and a locking groove provided in the second race and into which an end of the cantilever is fitted.

Here, the first lace may be disposed further inward in the radial direction than the second lace. Of course, the second lace may be disposed radially more inner than the first lace.

The first one-way clutch may be disposed further outward in a radial direction than the second one-way clutch. Of course, the second one-way clutch may be disposed further outward in the radial direction than the first one-way clutch.

The second one-way clutch may include: a first ratchet race connected to the engine to be rotationally constrained; a second ratchet race disposed so as to face the first ratchet race in the axial direction and connected to be rotationally constrained to the side of the power transmission unit; a first ratchet provided on a surface facing the second ratchet race from the first ratchet race; and a second ratchet provided on a surface facing the first ratchet race in the second ratchet race.

The hybrid driving module further includes an actuator capable of axially separating any one of the first ratchet race and the second ratchet race from the other one.

The second one-way clutch may further include a spring providing an elastic force in a direction in which the first ratchet race and the second ratchet race are in close contact with each other in an axial direction.

The second ratchet race may include an axial extension extending in an axial direction toward the first ratchet race.

One end of the spring may be supported by the axial extension, and the other end of the spring may be supported by the back surface of the first ratchet race.

The actuator may overcome the elastic force of the spring and axially separate any one of the first ratchet race and the second ratchet race from the other one.

The first ratchet race may be axially slidably connected to the engine side.

The actuator may axially push the first ratchet race away from the second ratchet race.

The first ratchet race may include: a first ratchet disk provided with the first ratchet; and a radially extending portion extending in a radial direction from the first ratchet disk.

The actuator may act on a surface of the radial extension.

The first ratchet race may further include a tab extending further in a radial direction from the radial extension portion.

The tab may be engaged with the engine side to be rotationally constrained to the engine side and to permit axial movement with respect to the engine side.

The power transmission unit may include: a cover to which the first one-way clutch and the second one-way clutch are connected; a cover hub fixed to the center of the cover; a hub flange extending radially from the cover hub in the inner space of the cover; and a control plate installed on the cover hub so that the radially inner side slides with the cover hub and the radially outer side slides with the hub flange.

A space between the control plate and the hub flange may define a chamber filled with a fluid for pressing the control plate in a direction away from the hub flange.

A surface of the control plate may face the second one-way clutch in an axial direction.

The control plate may include a pusher extending in an axial direction from a surface of the control plate.

The pusher may constitute the actuator.

The pusher may pass through the cover to face the surface of the first ratchet race.

The control plate may be pressed toward the hub flange by a return spring.

The return spring may be a coil spring disposed to surround a circumference of the pusher.

One end of the return spring may be supported by the cover and the other end may be supported by the control plate.

According to the hybrid driving module of the present invention, the engine and the hybrid driving module are connected in parallel using the first and second one-way clutches acting in different directions, but through control to cut off the power transmission of the second one-way clutch. , in the regenerative mode, the rotational force of the engine may be transmitted to the power transmission unit through the first one-way clutch, but the rotational force of the power transmission unit may not be transmitted to the engine.

In addition, in the present invention, since the control to cut off power transmission of the second one-way clutch is performed by an actuator operating in the axial direction, the structure of the second one-way clutch and the actuator can be simplified.

In addition, in the present invention, in a hybrid driving module using a torque converter, by independently controlling the actuator, the regenerative mode can be accurately implemented.

In addition to the above-described effects, the specific effects of the present invention will be described together while describing specific details for carrying out the invention below.

1 is a side cross-sectional view of a hybrid driving module according to the present invention.
2 is a perspective view illustrating a front cover of the hybrid driving module of FIG. 1 and a cantilever one-way clutch and a ratchet one-way clutch connected thereto.
3 is a view showing a cantilever one-way clutch.
4 and 5 are views showing a rear perspective view and a front perspective view of the outer race of the ratchet one-way clutch, respectively.
6 and 7 are views showing a front perspective view and a rear perspective view of the inner race of the ratchet one-way clutch, respectively.
8 and 9 are a rear exploded perspective view and a front exploded perspective view of the ratchet one-way clutch.
10 is a perspective view of a cover hub connected to the center of the front cover.
11 and 12 are a rear perspective view of a damper input plate connected to the engine side between the engine and the front cover and a rear perspective view of a damper output plate connected to the front cover side.
13 is a front perspective view of a control plate having a pusher to which a return spring is mounted.

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, and various changes may be made and may be implemented in various different forms. Only this embodiment is provided to complete the disclosure of the present invention and to fully inform those of ordinary skill in the scope of the invention. Therefore, the present invention is not limited to the embodiments disclosed below, and all changes and equivalents included in the technical spirit and scope of the present invention as well as substituting or adding the configuration of any one embodiment and the configuration of other embodiments to each other or substitutes.

The accompanying drawings are only for easy understanding of the embodiments disclosed in the present specification, and the technical spirit disclosed in the present specification is not limited by the accompanying drawings, and all changes and equivalents included in the spirit and scope of the present invention It should be understood to include water or substitutes. In the drawings, in consideration of the convenience of understanding, the size or thickness may be exaggeratedly large or small, but the protection scope of the present invention should not be construed as being limited thereto.

The terms used herein are used only to describe specific embodiments or examples, and are not intended to limit the present invention. And singular expressions include plural expressions unless the context clearly dictates otherwise. In the specification, terms such as includes, consists of, etc. are intended to designate that the features, numbers, steps, operations, components, parts, or combinations thereof described in the specification exist. That is, in the specification, terms such as include and consist of. It should be understood that this does not preclude the possibility of addition or existence of one or more other features or numbers, steps, operations, components, parts, or combinations thereof.

Terms including an ordinal number such as 1st, 2nd, etc. may be used to describe various elements, but the elements are not limited by the terms. The above terms are used only for the purpose of distinguishing one component from another.

When an element is referred to as being “connected” or “connected” to another element, it is understood that it may be directly connected or connected to the other element, but other elements may exist in between. it should be On the other hand, when it is said that a certain element is "directly connected" or "directly connected" to another element, it should be understood that the other element does not exist in the middle.

When an element is referred to as being "on" or "below" another element, it should be understood that other elements may be present in the middle as well as disposed directly on the other element. .

Unless defined otherwise, all terms used herein, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related art, and should not be interpreted in an ideal or excessively formal meaning unless explicitly defined in the present application. does not

Since the hybrid driving module of the embodiment is symmetrical with respect to the axis, only half is shown with respect to the axis for convenience of drawing. Also, for convenience of description, a direction along the longitudinal direction of an axis forming the center of rotation of the hybrid driving module is referred to as an axial direction. That is, the front-rear direction or the axial direction is a direction parallel to the rotation axis, and the front (front) refers to a direction that is a power source, such as a direction toward the engine, and the rear (rear) refers to the other direction, such as a direction toward the transmission. . Therefore, the front (front) means the surface on which the surface faces the front, and the rear (rear) means the surface on which the surface faces the rear.

The radial or radial direction means a direction closer to the center or a direction away from the center along a straight line passing through the center of the rotation axis on a plane perpendicular to the rotation axis. A direction away from the center in a radial direction is referred to as a centrifugal direction, and a direction closer to the center is referred to as a centripetal direction.

The circumferential direction or the circumferential direction means a direction surrounding the rotation shaft. The outer circumference means the outer circumference, and the inner circumference means the inner circumference. Accordingly, the outer circumferential surface is a surface facing away from the rotation shaft, and the inner circumferential surface is a surface facing the rotation shaft.

The circumferential side means a side whose normal line faces the circumferential direction.

[Hybrid driving module]

Hereinafter, the structure of the hybrid driving module of the embodiment will be described with reference to the accompanying drawings.

The hybrid driving module of the embodiment is connected to the output side of the engine to receive the output of the engine, is connected to the output side of the motor to receive the output of the motor, and a power transmission unit that transmits the output of the engine and/or the output of the motor to the transmission (20).

The output of the engine is transmitted to the power transmission unit 20 through the damper 70 . The damper 70 includes a damper input plate 71 connected to the engine side with a damper spring 72 interposed therebetween and a damper output plate 73 connected to the power transmission unit 20 side. The damper output plate 73 includes a spring driven tab 731 that receives a rotational force from the damper spring 72 . The uneven output of the engine is made uniform by the damper spring 72 and is transmitted to the power transmission unit 20 .

The damper input plate 71 and the engine are connected through the input member 50 .

An engine clutch 60 is provided between the damper output plate 73 and the power transmission unit 20 . The engine clutch 60 is configured to connect or disconnect the power of the engine to the power transmission unit 20 .

The engine clutch 60 may include a first one-way clutch 61 and a second one-way clutch 66 that operate in opposite directions. The engine may rotate in the first direction, and the power transmission unit 20 of the hybrid driving module 1 may also rotate in the first direction. Hereinafter, the rotational force between the engine and the power transmission unit 20 means a rotational force in the first direction.

The first one-way clutch 61 transmits the rotational force in the first direction of the engine to the power transmission unit 20 , and does not transmit the rotational force in the first direction of the power transmission unit 20 to the engine.

The second one-way clutch 66 transmits the first-direction rotational force of the power transmission unit 20 to the engine, and does not transmit the first-direction rotational force of the engine to the power transmission unit 20 .

The first one-way clutch 61 and the second one-way clutch 66 are connected in parallel between the damper 70 and the power transmission unit 20 .

The first one-way clutch 61 always operates as a one-way clutch, and the second one-way clutch 66 normally operates as a one-way clutch, but is disconnected when necessary.

That is, in normal times, the rotational force of the engine is transmitted to the power transmission unit 20 through the first one-way clutch 61 , and the rotational force of the power transmission unit 20 is transmitted to the engine through the second one-way clutch 66 . do. This is a state in which the engine and the power transmission unit 20 are completely connected.

On the other hand, when necessary, the rotational force of the engine is transmitted to the power transmission unit 20 through the first one-way clutch 61 , and the rotational force of the power transmission unit 20 is transmitted to the engine through the second one-way clutch 66 . not transmitted This is a state in which the rotational force of the engine is transmitted to the power transmission unit 20 but the rotational force of the power transmission unit 20 is not transmitted to the engine.

The first one-way clutch 61 is disposed more radially outward than the second one-way clutch 66 . Accordingly, the first one-way clutch 61 may be an outer one-way clutch 61 , and the second one-way clutch 66 may be an inner one-way clutch 66 .

The power transmission unit 20 includes a cover 21 and a torque converter 26 accommodated in the cover 21 . The power transmission unit 20 may have a conventional torque converter structure including an impeller 261 , a turbine 262 , a reactor 263 , a one-way clutch 264 , and a lock-up clutch 27 .

The cover 21 may be divided into a first cover 22 and a second cover 23 . The first cover 22 may be a back cover 22 disposed on the output side, and the second cover 23 may be a front cover 23 disposed on the engine side.

The front cover 23 is connected to the engine clutch 60 . Specifically, the first one-way clutch 61 and the second one-way clutch 66 are respectively connected to the front surface of the front cover 23 . The first one-way clutch 61 may be disposed further outward in a radial direction than the second one-way clutch 66 .

In the embodiment, a form in which the motor connection part 25 connected to the motor is installed on the front cover 23 is exemplified.

A cover hub 24 is integrally connected to the center of rotation of the front cover 23 by welding or the like.

The rear cover 21 is connected to the front cover 23 and defines an inner space of the power transmission unit 20 together with the front cover 23 . That is, the rear surface of the front cover 23 and the front surface of the rear cover 21 are the inner surfaces facing the inner space.

An output member 40 is connected to the rear of the cover hub 24 . The output member 40 is relatively rotatably connected to the cover hub 24 through a first bearing B1 or the like.

The output member 40 includes an output spline shaft 41 connected to the transmission input shaft 90 and an output flange 42 extending radially outward from the output spline shaft 41 . The output spline shaft 41 and the output flange 42 are integrally connected by welding or the like.

An impeller 261 is connected to the inner surface of the rear cover 21 . A turbine 262 is disposed to face the front of the impeller 261 , and the turbine 262 is fixed to the output flange 42 .

A reactor 263 is disposed between the impeller 261 and the turbine 262 , and the reactor 263 is spline-connected to the fixed end 30 through a one-way clutch 264 .

A lock-up clutch 27 is connected to the turbine 262 . The lock-up clutch 27 includes a lock-up piston plate 271 connected to be rotationally constrained to the turbine 262 and relatively movable in the axial direction, and a first fixed front surface of the lock-up piston plate 271 . A friction plate 272 and a second friction plate 273 disposed to face the first friction plate 272 in front of the first friction plate 272 and fixed to the inner surface of the front cover 23 .

The radially inner end of the lock-up piston plate 271 slides with respect to the output flange 42 .

The first one-way clutch 61 may be a cantilever one-way clutch 61 .

The cantilever one-way clutch 61 includes a first race 62 connected to the damper output plate 73 and a second race 63 connected to the front cover 23 .

The first race 62 includes an inner ring 621 connected to the first one-way clutch connection part 732 of the damper output plate 73 by welding or the like. That is, the first race 62 may be an inner race.

Also, the first lace 62 includes a plurality of protrusions 622 extending radially outward from the inner ring 621 . The plurality of protrusions 622 are arranged at equal intervals along the circumferential direction of the inner ring 621 . In the embodiment, it is illustrated that three protrusions 622 are provided.

In addition, the first race 62 includes a cantilever 623 extending in the first circumferential direction from the end of the protrusion 622 . The first circumferential direction is a direction corresponding to the first direction, which is a rotation direction of the engine and the power transmission unit 20 . A locking hook 624 protruding more in a radial direction than the cantilever 623 is provided at the distal end of the cantilever 623 .

The cantilever 623 exerts an elastic force so that the engaging hook 624 faces outward in the radial direction. When the locking hook 624 is pressed inward in the radial direction, the cantilever 623 is elastically deformed inward in the radial direction.

The second race 63 includes an outer ring 631 connected to the front cover 23 by welding or the like. The outer ring 631 is disposed more radially outward than the inner ring 621 . That is, the second race 63 may be an outer race. The outer ring 631 and the inner ring 621 face each other in a radial direction.

A locking groove 632 is formed on the inner circumferential surface of the outer ring 631 . The locking groove 632 has a shape into which the locking hook 624 can be inserted. Specifically, the locking groove 632 includes a gently inclined inclined surface 633 and a locking surface 634 in contact with the end face of the locking hook 624 . In the inclined surface 633 , when the outer ring 631 rotates faster in the first direction than the inner ring 621 , the locking hook 624 of the inner ring 621 falls out of the locking groove 632 . guide you out The engaging surface 634 is engaged with the engaging hook 624 of the inner ring 621 when the inner ring 621 is about to rotate faster in the first direction than the outer ring 631 and the inner ring 621 of the rotational force is transmitted.

The second one-way clutch 66 may be a ratchet one-way clutch 66 .

The ratchet one-way clutch 66 includes a first ratchet race 67 connected to the damper output plate 73 and a second ratchet race 68 connected to the front cover 23 .

The first ratchet race 67 is disposed on the side of the damper output plate 73 in the axial direction, and the second ratchet race 68 is disposed on the side of the front cover 23 in the axial direction.

The first ratchet race 67 includes a first ratchet disk 671 , and the second ratchet race 68 includes a second ratchet disk 681 . The rear surface of the first ratchet disk 671 and the front surface of the second ratchet disk 681 face each other in the axial direction. A plurality of first ratchets 672 are arranged at equal intervals along the circumferential direction on the rear surface of the first ratchet disk 671 . A plurality of second ratchets 682 complementary thereto are arranged at equal intervals along the circumferential direction on the front surface of the second ratchet disk 681 . In the embodiment, a structure in which three ratchets are formed is exemplified.

The second ratchet 682 includes a second ratchet engaging surface 684 having a normal line facing the first circumferential direction corresponding to the first direction, which is the rotational direction of the cover 21 , and the second ratchet engaging surface 684 . ) and a second ratchet inclined surface 683 that is connected to and gently inclined. The first ratchet 672 has a first ratchet engaging surface 674 facing the second ratchet engaging surface 684, and a first ratchet engaging surface connected to the first ratchet engaging surface 674 and gently inclined. (673) is provided.

The first ratchet race 67 may be an outer race disposed more radially outward than the second ratchet race 68 , and the second ratchet race 68 may be an inner race.

The first ratchet race 67 may further include a disk-shaped radial extension portion 675 extending radially outward from the first ratchet disk 671 . A rearwardly protruding step 676 may be provided at a boundary portion between the radial extension portion 675 and the first ratchet disk 671 . The step 676 may have a ring shape.

The radial extension portion 675 may include a plurality of tabs 677 that further extend radially outward from the outer circumferential surface of the radial extension portion 675 . The plurality of tabs 677 are arranged at equal intervals along the circumferential direction.

The damper output plate 73 is disposed at a complementary shape and spacing to the tab 677 , and a plurality of second one-way clutch connection tabs extending rearwardly from the inner radial end of the damper output plate 73 . (733) is provided.

The plurality of tabs 677 are inserted into a space between the plurality of second one-way clutch connection tabs 733 . Accordingly, the first ratchet race 67 and the damper output plate 73 are connected to be rotationally constrained to each other, and relatively movable in the axial direction.

The second ratchet race 68 has an axial extension 685 extending forwardly from the radially inner end of the second ratchet disk 681 .

Between the outer peripheral surface of the axial extension portion 685 of the second ratchet race 68 and the inner peripheral surface of the first ratchet race 67, the relative rotation of the first ratchet race 67 and the second ratchet race 68 A second bearing (B2) for supporting the is interposed.

A fitting groove 686 is provided on the outer peripheral surface of the radial extension portion 675 , and a snap ring 692 may be fitted into the fitting groove 686 .

The first ratchet race 67 is urged rearwardly by a spring 69 , that is, toward the second ratchet race 68 . This spring 69 may be a plate spring. The front of the radially inner end of the disk spring is supported by the snap ring 692 , and the rear of the radially outer end of the disk spring is supported by the first ratchet race 67 .

The second ratchet race 68 is integrally connected to the front surface of the front cover 23 by welding or the like.

The first ratchet race 67 is pressed into close contact with the second ratchet race 68 by the spring 69 .

Here, when the first ratchet race 67 is pushed away from the second ratchet race 68 while overcoming the elasticity of the spring 69, the first ratchet race 67 and the second ratchet race (68) is not engaged with each other and is in a state capable of freewheeling in both directions.

The operation of pushing the first ratchet race 67 forward in the axial direction may be performed by the actuator 82 . That is, the ratchet one-way clutch 66 is disconnected by the axial operation of the actuator 82 .

The actuator 82 may be operated by a fluid flowing inside the torque converter.

In the inner space of the cover 21 , the cover hub 24 is provided with a hub flange 243 extending radially outwardly from the cover hub 24 . The hub flange 243 is integrated with the cover hub 24 by welding or the like. The hub flange 243 may be disposed in front of the lock-up clutch 27 .

In the cover hub 24 , a control plate 80 is installed in front of the hub flange 243 . The control plate 80 is slidably installed in the front-rear direction relative to the cover hub 24 and the hub flange 243 .

The control plate 80 includes a plate body 81 extending in a radial direction, an inner bore member 86 extending axially forward from the radially inner end of the plate body 81 , and a plate body 81 . and an outer bore member 85 extending axially rearward from the radially outer end of the .

The inner peripheral surface of the inner bore member 86 slides with the outer peripheral surface of the cover hub 24 , and the inner peripheral surface of the outer bore member 85 slides with the outer peripheral surface of the hub flange 243 .

A space between the hub flange 243 and the plate body 81 constitutes a chamber 87 . More specifically, the space closed by the front surface of the hub flange 243 , the rear surface of the plate body 81 , the outer peripheral surface of the cover hub 24 and the inner peripheral surface of the outer bore member 85 is a chamber 87 . make up For sealing the chamber 87, sealing grooves are provided on the outer peripheral surface of the cover hub 24 and the outer peripheral surface of the hub flange 243, respectively, and a sealing ring may be fitted therein.

The control plate 80 may further include a plurality of pushers 82 extending forward from the plate body 81 . The pusher 82 passes through the complementary hole provided in the front cover 23 and interposes the rear surface of the radially extending part 675 of the first ratchet race 67 and the third bearing B3. and are interconnected

The position of the third bearing B3 may be regulated by the step 676 of the first ratchet race 67 described above.

A return spring 83 is fitted to the outside of the pusher 82 . The return spring 83 may be a compression coil spring. The rear end of the return spring 83 is supported by the plate body 81 and the front end is supported by the front cover 23 . That is, the return spring 83 elastically presses the control plate 80 backward.

A sealing groove is provided around the pusher 82 and a sealing ring may be fitted therein. The sealing ring slides with the inner circumferential surface of the hole of the front cover 23 to prevent oil leakage inside the cover 21 .

A ratchet separation passage 242 communicating with the chamber 87 is formed in the cover hub 24 . A lock-up clutch release passage 241 communicating with the space between the front cover 23 and the lock-up piston plate 271 in the inner space of the cover 21 is formed in the cover hub 24 .

The transmission input shaft 90 is inserted into the inner space of the cover 21 from the rear of the cover 21 . The outer peripheral surface of the transmission input shaft 90 is inserted into the output spline shaft 41 and spline-coupled. The front end of the transmission input shaft 90 further extends to a space provided inside the cover hub 24 .

In a state in which the transmission input shaft 90 is inserted, the space provided inside the cover hub 24 is divided into a first space and a second space and is isolated from each other. The first space communicates with a first supply passage 91 passing through the transmission input shaft 90 . And the first space communicates with the ratchet separation passage 242 . The second space communicates with a second supply passage 92 defined along an outer circumferential surface of the transmission input shaft 90 . In addition, the second space communicates with the lock-up clutch release passage 241 .

Meanwhile, in the fixed end 30 disposed radially outside the transmission input shaft 90 , a supply hole 32 radially penetrating the fixed end 30 is provided. The supply hole 32 communicates with a third supply passage 31 defined along the inner circumferential surface of the fixed end 30 . In addition, the supply hole 32 communicates with a space provided radially outside the fixed end in the cover 21 , that is, a space between the back cover 22 and the lock-up piston plate 271 .

The lock-up piston plate 271 moves backward when supplying the fluid through the second supply passage 92 to release the lock-up, and moves forward when supplying the fluid through the third supply passage 31 to lock-up. do.

The control plate 80 moves forward when supplying the fluid through the first supply passage 91 to disconnect the second one-way clutch 66 , and passes the fluid through the first supply passage 91 . When not supplied, it moves backward by the return spring 83 so that the second one-way clutch 66 is connected.

As such, the first supply passage 91 is controlled independently of the second supply passage 92 and the third supply passage 31 .

Hereinafter, the operation of the hybrid driving module 1 of the present invention will be described.

When only the engine is driven, oil is not supplied to the first supply passage 91 . Then, the engine clutch 60 including the first one-way clutch 61 and the second one-way clutch 66 completely connects the engine and the power transmission unit. In the initial driving process, oil is supplied to the inside of the cover 21 through the second supply passage 92 to release the lock-up clutch 27 , the driving force of the engine is increased in torque by the torque converter 26 , and the output member 40 ) is transmitted to And when the output speed approaches the input speed, oil is supplied to the inside of the cover 21 through the third supply passage 31, and the lock-up clutch 27 is operated to directly connect the input and the output.

When the motor is driven alone, oil is supplied to the first supply passage 91 . Then, the second one-way clutch 66 is disconnected, and the engine clutch 60 does not transmit the rotation of the power transmission unit 20 rotated by the motor to the engine.

When the rotational force of the power transmission unit 20 is regenerated by the motor, oil is also supplied to the first supply passage 91 . Then, the second one-way clutch 66 is disconnected, and since the engine clutch 60 does not transmit the rotation of the power transmission unit 20 to the engine, the rotational force of the power transmission unit 20 is all motorized. It can be used for regenerative braking of Since the first one-way clutch 61 operates even at this time, when the rotational speed of the engine is going to be greater than or equal to the rotational speed of the power transmission unit 20 , the rotational force of the engine is transmitted to the power transmission unit 20 and is regenerated. do.

That is, according to the hybrid driving module 1 of the present invention, it is possible to control whether or not the connection of the second one-way clutch 66 of the engine clutch 60 is disconnected through the independently controllable actuator 82, and simply the actuator ( 82), it is possible to control whether the second one-way clutch 66 is disconnected by the axial force.

As described above, the present invention has been described with reference to the illustrated drawings, but the present invention is not limited by the embodiments and drawings disclosed in this specification, and a variety of It is obvious that variations can be made. In addition, even if the effect of the configuration of the present invention is not explicitly described and described while explaining the embodiment of the present invention, it is natural that the effect predictable by the configuration should also be recognized.

1: Hybrid drive module
20: power transmission unit
21: cover
22: first cover (back cover, back cover)
23: second cover (front cover, front cover)
24: cover hub
241: lockup clutch release oil path
242: ratchet disconnection oil path (rachet disconnection oil path)
243: hub flange
25: motor connection
26: torque converter
261: impeller
262: turbine
263: Reactor
264: one-way clutch
27: lock-up clutch
271: lock-up piston plate
272: first friction plate
273: second friction plate
30: fixed end
31: third supply channel
32: supply hole
40: output member
41: output spline shaft
42: output flange
B1: 1st bearing
50: input member
60: engine clutch
61: cantilever one-way clutch (outer one-way clutch, first one-way clutch)
62: 1st race (inner race)
621: inner ring
622: turn
623: cantilever
624: hook hook
63: 2nd race (outer race)
631: outer ring
632: jamming groove
633: slope
634: catch surface
66: ratchet one-way clutch (inner one-way clutch, second one-way clutch)
67: first ratchet race (outer race)
671: first ratchet disk
672: first ratchet
673: first ratchet slope (ramp)
674: first ratchet engaging surface
675: radial extension
676: step
677: tab
68: 2nd ratchet race (inner race)
681: second ratchet disk
682: second ratchet
683: second ratchet slope (ramp)
684: second ratchet engaging surface
685: axial extension
B2: 2nd bearing
686: fitting groove
69: spring
692: snap ring
70: damper
71: damper input plate (damper input plate)
72: damper spring
73: damper output plate (damper output plate)
731: spring driven tab
732: first one-way clutch connection part
733: second one-way clutch connection tab
80: control plate (disconnection plate)
81: plate body (plate body)
82: pusher-actuator
B3: 3rd bearing
83: return spring (return spring)
85: outer bore member (outer bore member)
86: inner bore member (inner bore member)
87: chamber
90: transmission input shaft
91: first supply flow path
92: second supply flow path

Claims (12)

A hybrid driving module (1) that is rotatably supported by a fixed end (30) and has a power transmission unit (20) that receives engine power and motor power and transmits it to an output member (40), wherein the hybrid drive Module (1) is:
It is interposed between the engine and the power transmission unit 20 to transmit the rotational force of the engine in the first direction to the power transmission unit 20 and does not transmit the rotational force in the first direction of the power transmission unit 20 to the engine. a first one-way clutch 61; and
It is interposed between the engine and the power transmission unit 20 to transmit the first direction rotational force of the power transmission unit 20 to the engine and does not transmit the first direction rotational force of the engine to the power transmission unit 20 and a second one-way clutch 66;
The second one-way clutch 66 includes:
a first ratchet race 67 connected to the engine side so as to be rotationally constrained;
a second ratchet race 68 disposed to face the first ratchet race 67 in the axial direction and connected to be rotationally constrained to the power transmission unit 20 side;
a first ratchet 672 provided on a surface facing the second ratchet race 68 from the first ratchet race 67; and
a second ratchet 682 provided on the surface facing the first ratchet race 67 in the second ratchet race 68;
and an actuator (82) for axially spacing one of the first ratchet race (67) and the second ratchet race (68) from the other.
The method according to claim 1,
The second one-way clutch 66 further includes a spring 69 that provides an elastic force in a direction in which the first ratchet race 67 and the second ratchet race 68 are in close contact with each other in the axial direction; ,
The actuator (82) overcomes the elastic force of the spring (69) and axially separates any one of the first ratchet race (67) and the second ratchet race (68) from the other one.
3. The method according to claim 2,
The first ratchet race 67 is axially slidably connected to the engine side,
and the actuator (82) axially pushes the first ratchet race (67) so that the first ratchet race (67) moves away from the second ratchet race (68).
4. The method according to claim 3,
The second ratchet race (68) includes an axial extension (685) extending in an axial direction toward the first ratchet race (67);
One end of the spring (69) is supported by the axial extension (685), and the other end of the spring (69) is supported by the back surface of the first ratchet race (67).
4. The method according to claim 3,
The first ratchet race 67 includes:
a first ratchet disk 671 provided with the first ratchet 672; and
a radial extension (675) extending radially from the first ratchet disk (671);
and the actuator (82) acts on a surface of the radial extension (675). 6. The method of claim 5,
The first ratchet race (67) further includes a tab (677) extending further in a radial direction from the radial extension (675);
The tab (677) is rotationally constrained with the engine side, but is engaged with the engine side so that axial movement is allowed.
4. The method according to claim 3,
The power transmission unit 20 includes:
a cover 21 to which the first one-way clutch 61 and the second one-way clutch 66 are connected;
a cover hub 24 fixed to the center of the cover 21;
a hub flange 243 radially extending from the cover hub 24 in the inner space of the cover 21; and
A control plate 80 installed on the cover hub 24 so that the radially inner side slides with the cover hub 24 and the radially outer side slides with the hub flange 243;
A space between the control plate 80 and the hub flange 243 defines a chamber 87 filled with a fluid that presses the control plate 80 in a direction away from the hub flange 243,
The actuator (82) comprises a pusher (82) extending axially from the control plate (80).
8. The method of claim 7,
The pusher 82 passes through the cover 21 and faces the surface of the first ratchet race 67,
The control plate (80) is pressed toward the hub flange (243) by a return spring (83), a hybrid driving module.
9. The method of claim 8,
The return spring 83 is a coil spring disposed to surround the circumference of the pusher 82,
One end of the return spring (83) is supported by the cover (21) and the other end is supported by the control plate (80).
The method according to claim 1,
The first one-way clutch 61 includes:
a first race 62 connected to the engine side so as to be rotationally constrained;
a second race 63 disposed to face the first race 62 in the radial direction and connected to be rotationally constrained to the side of the power transmission unit;
a cantilever (623) provided on the first race (62) and extending in a first circumferential direction from the first race (62); and
A hybrid driving module including; a locking groove (632) provided in the second race (63) and into which an end of the cantilever (623) is fitted.
11. The method of claim 10,
The first race (62) is disposed radially inward than the second race (63).
The method according to claim 1,
and the first one-way clutch (61) is disposed more radially outward than the second one-way clutch (66).

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