WO2023090697A1 - Hybrid driving module - Google Patents

Abstract

The present invention relates to a hybrid driving module comprising: a rotor sleeve (23) which is connected to an engine, and which receives the power of the engine and rotates; a first rotor (M1) disposed at the radial outer side of the rotor sleeve (23); a first damper (30) disposed at the radial inner side of the first rotor (M1) and connected to the rotor sleeve (23); a second damper (50) disposed further toward the rear in the axial direction than the first damper (30) and connected to the first damper (30) in series; a second rotor (M2) disposed at the radial outer side of the second damper (50); and an engine clutch (80) which is disposed further toward the rear in the axial direction than the second damper (50) and which connects or disconnects the second damper (50) and the second rotor (M2) between the second rotor (M2) and the second damper (50). The first damper (30) has a first hysteresis device (40) for applying a first hysteresis torque (T1) to the first damper (30), and the second damper (50) has a second hysteresis device (60) for applying a second hysteresis torque (T2) to the second damper (50).

Description

hybrid drive module

This application claims the benefit of priority based on Korean Patent Application No. 10-2021-0158051 dated November 16, 2021, and all contents disclosed in the literature of the Korean patent application are included as part of this specification.

The present invention relates to a hybrid drive module, and more particularly, to a hybrid drive module having an excellent engine vibration suppression effect and a compact structure in an axial direction.

A driving module used in a hybrid vehicle has a structure that transmits power of a motor and an engine to a transmission. The hybrid driving module includes an input member receiving power from the engine, a motor, an engine clutch connecting the input member and the motor, an output member receiving power from the motor and/or engine and transmitting the power to the transmission, and the motor and the output member. It includes a power transmission unit connecting between them. The power transmission unit may have a structure that directly connects a motor and an output member, or includes a torque converter and a lock-up clutch.

As disclosed in CN107989963A, an engine clutch is provided between the input member and the motor, and a torsional damper (hereinafter referred to as 'damper' for short) that absorbs vibrations generated in the output of the engine is provided between the engine clutch and the input member. is provided In this way, when the dampers are configured in series, it is easy to design a low-rigidity damper. However, if the torsional damper is configured as disclosed in CN107989963A, it is difficult to suppress idle noise of the engine in the torsional damper.

DE10246839A1 discloses a structure in which a torsional damper is arranged radially inside the motor. However, the disclosed torsional damper has springs connected in parallel, making it difficult to design a low-rigidity damper.

CN110285188A discloses a structure in which one damper is disposed between the input member and the engine clutch, and an additional damper is disposed between the motor and the output member. However, if the two dampers are manufactured separately, it is difficult to design a compact hybrid driving module.

KR10-2238845B1 discloses a structure in which two dampers are connected in series, which is advantageous for low rigidity design. Also, since the two dampers are disposed between the first motor and the second motor in the axial direction and inside the first and second motors in the radial direction, it is advantageous to compactly design the hybrid driving module. However, with the disclosed structure, it is difficult to construct a free angle and a hysteresis device for suppressing idle noise of an engine due to the small diameter of the torsional damper.

The present invention has been made to solve the above problems, and an object of the present invention is to provide a hybrid driving module having a compact structure while being easy to configure a low stiffness damper by connecting torsional dampers in series.

Another object of the present invention is to provide a hybrid drive module that maximizes the diameter of the torsional damper even in a space insufficient to secure the diameter of the torsional damper.

In addition, an object of the present invention is to provide a hybrid driving module having a sufficient free angle while maximally securing the circumferential width of the neck of the driven plate of the torsional damper.

Another object of the present invention is to provide a hybrid driving module in which hysteresis devices are configured for both dampers connected in series and a hysteresis torque for minimizing idle noise of an engine is applied to the two dampers.

Another object of the present invention is to provide a hybrid drive module in which a hysteresis device is configured in a damper so as not to be affected by whether an engine clutch is operated.

The objects of the present invention are not limited to the above-mentioned objects, and other objects and advantages of the present invention not mentioned above can be understood by the following description and will be more clearly understood by the examples of the present invention. It will also be readily apparent that the objects and advantages of the present invention may be realized by means of the instrumentalities and combinations indicated in the claims.

The present invention for solving the above problems, the rotor sleeve connected to the engine and rotated by receiving the power of the engine; a rotor hub connected to the rotor sleeve through an engine clutch; and a drive motor installed on the rotor hub.

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

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

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

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

The first rotor may be installed on an outer circumference of the axially extending portion.

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

The engine clutch may be locked up or unlocked by being pressurized or released by a piston plate disposed rearward of the engine clutch. That is, when the piston plate moves forward and presses the friction plates of the engine clutch forward, the lockup is performed, and when the piston plate moves backward and the pressurization is released, the lockup can be released.

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

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

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

The first damper may be disposed behind the radially extending portion of the rotor sleeve and disposed radially inside the axially extending portion.

The second damper may be serially connected to the first damper in an axial direction rearward of the first rotor.

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

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

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

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

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

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

The first damper spring is pressurized by the driven plate in a compression direction, and may transmit rotational force of the first cover plate to the driven plate.

Specifically, the rotational force of the engine is transmitted to the first cover plate, and the first damper spring supported by the first cover plate presses the first neck portion in a rotational direction so that the driven plate can rotate. At this time, the first damper spring can absorb the non-uniform power of the engine and transmit it uniformly to the driven plate.

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

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

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

The second damper spring is pressurized by the driven hub in a compression direction, and may transmit rotational force of the second cover plate to the driven hub.

Specifically, the rotational force that is uniformed to some extent through the first damper spring and transmitted to the driven plate is transmitted to the second cover plate, and the second damper spring supported by the second cover plate rotates the second neck in the direction of rotation. Driven hub can rotate by pressurizing. At this time, the second damper spring absorbs even the non-uniform output, and it can be transmitted more uniformly to the driven hub.

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

A first cover plate of the first damper may be connected to an axially extending portion of the rotor sleeve at a radially outer side of the first damper spring.

The first damper spring of the first damper may be supported by the first cover plate in a rearward direction and supported by the rotor sleeve in a forward direction. Specifically, the first damper spring is supported in the axial direction by the radially extending portion of the rotor sleeve, supported in the radial direction by the axially extending portion of the rotor sleeve, and provided in the first circumferential direction of the rotor sleeve. It may be supported in the circumferential direction by the support portion.

The second damper and the engine clutch may be connected with splines that are rotationally constrained in a rotational direction and allow relative sliding in an axial direction.

The first damper and the second damper may have a first free angle and a second free angle, each of which does not have a damping action. That is, both sides in the circumferential direction of the first neck portion disposed between the two neighboring first damper springs may be spaced apart from circumferential ends of the first damper spring facing each other in the circumferential direction by a first free angle. . Similarly, both sides in the circumferential direction of the second neck portion disposed between the two neighboring second damper springs may be spaced apart from circumferential ends of the second damper spring facing each other in the circumferential direction by a second free angle. .

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

The first free angle and the second free angle may substantially correspond to each other. Then, the free angle that the torsional damper should have is evenly distributed to the first damper and the second damper, so that the width of the first neck portion and the second neck portion in the circumferential direction can be secured as much as possible.

A first hysteresis device for applying a first hysteresis torque to the first damper may be provided in the first damper, and a second hysteresis device for applying a second hysteresis torque to the second damper may be provided in the second damper. there is. That is, by applying hysteresis torque to both dampers connected in series, the effect of reducing noise when the engine is idling can be further increased.

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

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

The first elastic body may be a first elastic washer.

A first elastic washer may be disposed between the driven plate and the first rear friction washer in a state in which a preload is applied. The first hysteresis torque may be intuitively determined by the preload of the first elastic washer.

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

The second elastic body may be a second elastic washer.

A second elastic washer may be disposed between the driven hub and the second rear friction washer in a state in which a preload is applied. The second hysteresis torque may be intuitively determined by the preload of the second elastic washer.

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

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

According to the hybrid driving module of the present invention, the first damper is disposed inside the first rotor in the radial direction and the second damper is disposed inside the second rotor in the radial direction, so that the hybrid driving module is considerably moved in the axial direction. It can be designed compactly.

According to the present invention, a torsional damper is configured by connecting the first damper and the second damper in series, thereby enabling a low rigidity design.

According to the present invention, the first cover plate of the first damper is connected to the axial extension of the rotor sleeve at a radially outer side than the first damper spring, and the first damper spring is disposed as far away as possible in the radial direction from the center of rotation. can do. Accordingly, even under a design condition in which the radius is not secured as much as possible by being disposed inside the first rotor in the radial direction, the thickness of the driven plate can be reduced by maximizing the width of the first neck in the circumferential direction. This can lead to effects such as cost reduction and weight reduction.

According to the present invention, since the rotor sleeve serves as the cover plate of the first damper, the hybrid drive module can be designed more compactly in the axial direction.

According to the present invention, the free angle that the torsional damper should have is evenly distributed to the first damper and the second damper, so that the width of the first neck portion and the second neck portion in the circumferential direction can be secured as much as possible. Accordingly, even under design conditions where the radius is not secured as much as possible by being disposed inside the radial direction of the first rotor and the second rotor, the circumferential width of the first neck part and the second neck part is secured as much as possible to reduce the thickness of the driven plate and the driven hub. can be made thinner This can lead to effects such as cost reduction and weight reduction.

According to the present invention, a hysteresis torque is applied to both the first damper and the second damper connected in series to increase the noise reduction effect. In addition, the second hysteresis torque acting on the second damper disposed farther from the engine is set to be greater than or equal to the first hysteresis torque acting on the first damper closer to the engine, so that both dampers connected in series have an amplitude of idling output of the engine. Correspondingly, the noise reduction effect can be exhibited more reliably by allowing the hysteresis torque to act as designed.

In addition, according to the present invention, the first elastic washer and the second elastic washer respectively imparting hysteresis torque to the first damper and the second damper are respectively applied to the first damper and the second damper according to the designed preload regardless of whether the engine clutch is operated or not. An intended hysteresis torque can be imparted by applying an elastic force.

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

1 is an enlarged side cross-sectional view of a torsional damper of a hybrid driving module according to the present invention.

2 is a front view of a first cover plate, a first damper spring, and a driven plate of a first damper of the torsional damper shown in FIG. 1;

3 is an enlarged view showing a first neck portion of the driven plate of FIG. 2 in an enlarged manner;

4 is a front view of a second rear cover plate, a second damper spring, and a driven hub of a second damper of the torsional damper shown in FIG. 1;

5 is an enlarged view showing a second neck portion of the driven hub of FIG. 4 in an enlarged manner.

6 is a torque diagram showing hysteresis torque applied to the first damper and the second damper, respectively, with respect to the rotation angle.

[Description of code]

Reference Numerals 10: cover M1: first rotor (first motor, auxiliary motor) 21: rotor shaft 23: rotor sleeve 231: radial extension 233: axial extension 235: first circumferential support G: spring guide 30: th 1 damper (first torsional damper) 31: first cover plate 311: distal side fixing part 313: first spring cover part 315: second circumferential support part 317: first cover body part 319: first stopper 33: first Reference Numerals 1 damper spring 331: first damper large diameter spring 333: first damper small diameter spring 35: driven plate 351: first neck part 353: driven body part 355: first stopper receiving part 357: first fastening part 40: first hysteresis Device 41: first front friction washer 43: first rear friction washer 45: first elastic washer 50: second damper (second torsional damper) 51: second cover plate 53: second front cover plate 531: second Spring cover part 533: Third circumferential support part 535: Second cover body part 537: Second fastening part 55: Second rear cover plate 551: Third spring cover part 553: Fourth circumferential support part 555: Third cover body Part 557: second stopper 57: second damper spring 571: second damper large diameter spring 573: second damper small diameter spring 59: driven hub 591: second neck part 593: hub body part 595: damper side spline 597: second Stopper receiving portion 60: second hysteresis device 61: second front friction washer 63: second rear friction washer 65: second elastic washer 70: inner spline hub 71: engine clutch side spline 80: engine clutch M2: second rotor ( 2nd motor, driving motor) 90: Rotor hub A1: 1st free angle A2: 2nd free angle T1: 1st hysteresis torque T2: 2nd hysteresis torque

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 applied 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 skilled in the art of the scope of the invention. Therefore, the present invention is not limited to the embodiments disclosed below, but all changes and equivalents included in the technical spirit and scope of the present invention as well as substitution or addition of the configuration of one embodiment and the configuration of another embodiment each other to substitutes.

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

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

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

It is understood that when an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, but other elements may exist in the middle. It should be. On the other hand, when an element is referred to as “directly connected” or “directly connected” to another element, it should be understood that no other element exists in the middle.

When an element is referred to as being “on top” or “under” another element, it should be understood that other elements may exist in the middle as well as being directly above the other element. .

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present 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 unless explicitly defined in the present application, they should not be interpreted in an ideal or excessively formal meaning. don't

Since the hybrid driving module of the embodiment is symmetrical about the axis, only half of the axis is shown for convenience of drawing. Also, for convenience of explanation, 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 axis of rotation, and the front (front) means a direction toward the power source, such as the engine, and the rear (rear) means the direction toward the other direction, such as the transmission. . Therefore, the front side (front side) means the side where the surface faces forward, and the rear side (rear side) means the side where the surface looks backward.

The radial direction or the radial direction means a direction approaching 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 approaching the center is referred to as a centripetal direction.

The circumferential direction or circumferential direction means a direction that surrounds the circumference of the rotating shaft. The outer circumference means an outer circumference, and the inner circumference means an inner circumference. Therefore, the outer circumferential surface is a surface in a direction facing away from the rotational axis, and the inner circumferential surface means a surface in a direction facing the rotational axis.

The circumferential side surface means a surface whose normal line is directed in the circumferential direction.

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

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

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

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

The rotor sleeve 23 includes a radial extension 231 extending radially outward from the rotor shaft 21 and an axial extension extending axially from a distal end of the radial extension 231. A section 233 may be included.

The radially extending portion 231 may extend in a shape substantially corresponding to a shape of the cover 10 in which a bearing for supporting the rotor shaft 21 is installed.

A first rotor M1 of a first motor is fixedly installed on an outer circumference of the axial extension part 233 .

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

The second motor M2 may be disposed behind the first motor M1. The second motor M2 is provided on the outer circumference of the rotor hub 90 , and the second rotor M2 of the second motor M2 is fixedly installed on the outer circumference of the rotor hub 90 .

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

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

The engine clutch 80 is installed inside the rotor hub 90 in the radial direction. Also, the second rotor M2 and the rotor hub 90 extend more forward than the engine clutch 80 . Accordingly, a space in which the torsional damper can be accommodated is provided in the front of the engine clutch 80 and inside the rotor hub 90 in the radial direction in which the second rotor M2 is installed.

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

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

The engine clutch 80 may be locked up or unlocked by being pressurized or released by a piston plate (not shown) disposed rearward of the engine clutch 80 . That is, when the piston plate moves forward and presses the friction plates of the engine clutch 80 forward, lockup is performed, and when the piston plate moves rearward and this pressurization is released, lockup can be released.

As the piston plate presses the engine clutch 80, the torsional damper connected to the engine clutch 80 may also be affected by the force that presses the engine clutch 80 forward. Accordingly, the torsional damper and the engine clutch 80 may be spline-connected. Then, although the rotation of the torsional damper and/or the rotation of the engine clutch 80 are mutually restricted, the effect of the axial movement of the engine clutch 80 on the torsional damper can be minimized.

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

The first damper 30 may be disposed inside the first rotor M1 in the radial direction. In addition, the second damper 50 may be connected in series to the first damper 30 at an axially rearward side of the first rotor M1 and disposed radially inside the second rotor M2. . Accordingly, the space occupied by the hybrid driving module in the axial direction by the torsional damper can be minimized or almost eliminated.

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

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

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

The first damper spring 33 is forwardly supported by the radially extending portion 231 of the rotor sleeve 23, and radially outwardly supported by the axially extending portion 233 of the rotor sleeve 23. ) is supported by

A spring guide (G) is interposed between the first damper spring 33 and the axial extension portion 233 so that the first damper spring 33 directly contacts the axial extension portion 233. prevent.

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

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

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

The rotor sleeve 23 is provided with a plurality of first circumferential support parts 235 protruding rearward at predetermined positions along the circumferential direction, and they extend both ends of each of the first damper springs 33 in the circumferential direction. support with According to the embodiment, eight first circumferential support portions 235 may be provided.

The first circumferential support portion 235 is provided at a connection portion between the radial extension portion 231 and the axial extension portion 233 of the rotor sleeve 23 to reinforce the rigidity of the rotor sleeve 23 and to 1 The damper spring 33 is also supported in the circumferential direction. In addition, the radially inner surface of the first circumferential support part 235 regulates the radial position of the first front friction washer 41 of the first hysteresis device 40 to be described later.

The first cover plate 31 is connected to the rotor sleeve 23 outside the first damper spring 33 in the radial direction. Specifically, the first cover plate 31 includes a centrifugal fixing part 311 that extends more outward in a radial direction than the first damper spring 33, and the centrifugal fixing part 311 is the rotor It is connected to the rear end of the axially extending portion 233 of the sleeve 23 and behaves integrally.

The first cover plate 31 includes a first cover body portion 317 and a plurality of first springs provided on the radially outer side of the first cover body portion 317 to accommodate the first damper springs 33. The cover part 313, the second circumferential support part 315 disposed between the first spring cover parts 313 to support the first damper spring 33 in the circumferential direction, the first spring cover part ( 313) and the centrifugal fixing part 311 extending radially outwardly, and a first stopper 319 extending radially inwardly from the first cover body 317.

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

Both ends of the four first damper springs 33 are supported by four second circumferential support parts 315 provided between the four first spring cover parts 313 . That is, one second circumferential support part 315 supports end portions facing each other of two first damper springs 33 adjacent to each other in the circumferential direction.

According to the embodiment, the first damper spring 33 is supported by the axial extension 233 of the rotor sleeve 23 radially outward, and the first cover plate 31 is the axial extension 233 Since it is connected to, it is possible to secure the maximum radius from the rotation center axis to the first damper spring 33.

The driven plate 35 includes a driven body portion 353 provided with a first stopper accommodating portion 355 for accommodating the first stopper 319, and a second portion extending radially outward from the driven body portion 353. 1 includes a neck portion 351 and a first coupling portion 357 provided at an end of the driven body portion 353 on a centripetal side.

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

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

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

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

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

The first fastening part 357 is connected to the second fastening part 537 of the second front cover plate 53 of the second cover plate 51 of the second damper 50 to be described later, and the first damper ( 30) is transmitted to the drive side of the second damper 50.

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

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

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

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

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

According to the embodiment, the second damper spring 57 is disposed in an arc shape. However, the arrangement of the second damper spring 57 does not necessarily have to be in an arc shape, for example, it is also possible to have a straight line shape.

The second front cover plate 53 is provided at the inner end of the second cover body portion 535 in the radial direction of the second cover body portion 535 and coupled to the first coupling portion 357. A coupling part 537, a second spring cover part 531 accommodating the first half of the second damper spring 57 to support the second damper spring 57 forward and radially, and the second A third circumferential support part 533 supporting the damper spring 57 in the circumferential direction is included.

The second rear cover plate 55 includes a third cover body portion 555, a second stopper 557 provided at a radially inner end of the third cover body portion 555, and the second damper spring ( 57) rearward and the third spring cover portion accommodating the second half of the second damper spring 57 so as to radially support the second damper spring 57 together with the second spring cover portion 531. 551, and a fourth circumferential support part 553 for supporting the second damper spring 57 in the circumferential direction together with the third circumferential support part 533.

In the embodiment, it is illustrated that each of four second spring cover parts 531 and third spring cover parts 551 are provided.

In addition, in the embodiment, it is exemplified that each of the four third circumferential support portions 533 and the fourth circumferential support portion 553 is provided.

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

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

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

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

The second neck portion 591 includes the third circumferential support portion 533 of the second front cover plate 53 and the fourth circumferential support portion 553 of the second rear cover plate 55 in the axial direction. can be placed in between.

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

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

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

When the rotational force of the engine is transmitted to the first cover plate 31 through the rotor shaft 21 and the rotor sleeve 23, the first damper spring 33 supported by the first cover plate 31 Rotational force is transmitted to the driven plate 35 by pressing the neck portion 351 in the rotational direction. At this time, the first damper spring 33 absorbs the non-uniform rotational force of the engine, equalizes it to some extent, and transmits it to the driven plate 35.

Further, the rotational force transmitted to the driven plate 35 is transmitted to the second cover plate 51, and the second damper spring 57 supported by the second cover plate 51 is connected to the second neck portion 591. is pressed in the rotational direction to transmit rotational force to the driven hub 59. At this time, the second damper spring 57 absorbs and equalizes the non-uniform power and transmits it to the driven hub 59.

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

Here, the damping force of the second damper 50 may be designed to be greater than that of the first damper 30 . Accordingly, the first damper mainly covers the small unevenness of the output, and the second damper covers the unevenness of the output exceeding the damping force of the first damper.

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

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

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

Then, even under design conditions in which the radius of the torsional damper is not secured as much as possible by disposing the first damper 30 and the second damper 50 inside the radial direction of the first rotor M1 and the second rotor M2, By securing the maximum width of the first neck portion 351 and the second neck portion 591 in the circumferential direction, the thickness of the corresponding portion of the driven plate 35 and the driven hub 59 is made thinner or a material of lower stiffness is applied. can do. This leads to effects such as cost reduction and weight reduction.

Referring to FIG. 1, in the torsional damper of the embodiment, a hysteresis device is provided in each damper. That is, the first damper 30 is provided with a first hysteresis device 40 that applies a first hysteresis torque T1 to the first damper 30, and the second damper 50 has a first hysteresis device 40. A second hysteresis device 60 for applying a second hysteresis torque T2 to 50 is provided. If hysteresis torque is applied to both dampers connected in series as described above, the noise reduction effect can be further enhanced, and in particular, the noise reduction effect can be further enhanced when the engine is idling.

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

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

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

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

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

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

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

The radial position of the second rear friction washer 63 is regulated by the inner circumferential surface of the second rear friction washer 63 abutting against the outer circumferential surface of the hub body portion 593 .

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

Here, both the first elastic washer 45 and the second elastic washer 65 are disposed behind the driven plate 35 and the driven hub 59, respectively. Accordingly, since the first elastic washer 45 and the second elastic washer 65 press both the driven plate and the driven hub forward, the elastic force of the two elastic washers 45 and 65 does not affect each other, and each damper works fully on

Referring to FIG. 1 , the driven plate 35 is disposed most forward with respect to the first cover plate 31 within an allowable range by means of the first elastic washer 45 . Accordingly, the second cover plate 51 coupled to the driven plate 35 is also disposed closest to the first cover plate 31 . Further, the driven hub 59 is disposed most forward with respect to the second cover plate 51 within an allowable range by the second elastic washer 65. That is, the first elastic washer 45 and the second elastic washer 65 are disposed most forward within a permissible range of each component of the first damper 30 and the second damper 50.

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

This means that the designed hysteresis torque does not change under different operating conditions. That is, according to the embodiment, whether the first elastic washer 45 and the second elastic washer 65, which respectively impart hysteresis torque to the first damper 30 and the second damper 50, operate the engine clutch 80. Regardless of the preload, an intended hysteresis torque may be imparted by applying elastic force to the first damper 30 and the second damper 50, respectively, according to the designed preload.

As in the embodiment, if the hysteresis torque acts on both the first damper 30 and the second damper 50 connected in series, respectively, the noise reduction effect of the engine can be increased. In addition, the second hysteresis torque T2 acting on the second damper 50 disposed farther from the engine in the drive system is the first hysteresis torque T1 acting on the first damper 30 closer to the engine in the drive system. ), the hysteresis torque of both dampers connected in series responds to the amplitude of the idling output of the engine to act as designed, so that the noise reduction effect can be exhibited more reliably.

As described above, the present invention has been described with reference to the drawings illustrated, but the present invention is not limited by the embodiments and drawings disclosed herein, and various modifications are made by those skilled in the art within the scope of the technical idea of the present invention. It is obvious that variations can be made. In addition, although the operation and effect according to the configuration of the present invention have not been explicitly described and described while describing the embodiments of the present invention above, it is natural that the effects predictable by the corresponding configuration should also be recognized.

Claims (14)

1. Rotor sleeve 23 connected to the engine and rotated by receiving the power of the engine;

   a first rotor (M1) disposed outside the rotor sleeve (23) in a radial direction;

   a first damper 30 disposed radially inside the first rotor M1 and connected to the rotor sleeve 23;

   a second damper (50) disposed axially rearward of the first damper (30) and connected in series to the first damper (30);

   a second rotor (M2) disposed radially outside the second damper (50); and

   It is disposed axially rearward than the second damper 50 and connects the second damper 50 and the second rotor M2 between the second rotor M2 and the second damper 50, or Including; engine clutch 80 for disconnection;

   The first damper 30 is provided with a first hysteresis device 40 that applies a first hysteresis torque T1 to the first damper 30,

   The hybrid drive module, wherein the second damper (50) is provided with a second hysteresis device (60) for applying a second hysteresis torque (T2) to the second damper (50).
2. The method of claim 1,

   The second hysteresis torque is equal to or greater than the first hysteresis torque, the hybrid driving module.
3. The method of claim 1,

   The first damper 30 has a first free angle A1 that does not have a damping action,

   The hybrid driving module, wherein the second damper (50) has a second free angle (A2) in which a damping action is not performed.
4. The method of claim 3,

   The hybrid drive module, wherein the first angle A1 and the second angle A2 substantially correspond to each other.
5. The method of claim 1,

   The rotor sleeve 23 is:

   a radially extending portion 231 extending in the radial direction; and

   An axial extension portion 233 extending in an axial direction from an end of the radial extension portion 231; includes,

   The first rotor (M1) is installed on the outer circumference of the axial extension part 233,

   The first damper 30 is:

   a first cover plate 31 connected to the axially extending portion 233;

   a driven plate 35 connected to the second damper 50; and

   It is supported in the axial direction, circumferential direction, and radial direction by the first cover plate 31, and is pressed in the compression direction by the driven plate 35, and the rotational force of the first cover plate 31 is applied to the driven plate ( 35), the hybrid driving module including; the first damper spring 33 transmitted to.
6. The method of claim 5,

   The first damper spring 33 is supported in the axial direction by the radially extending portion 231 of the rotor sleeve 23 and is radially supported by the axially extending portion 233 of the rotor sleeve 23. and supported in the circumferential direction by a first circumferential support portion 235 provided on the rotor sleeve 23.
7. The method of claim 5,

   The second damper 50 is:

   a second cover plate 51 connected to the first damper 30 and receiving rotational force of the first damper 30;

   a driven hub 59 connected to the engine clutch 80; and

   It is supported in the axial direction, circumferential direction, and radial direction by the second cover plate 51, and is pressed in the compression direction by the driven hub 59, and the rotational force of the second cover plate 51 is applied to the driven hub A hybrid drive module comprising a; second damper spring 57 passing to (59).
8. The method of claim 7,

   The driven plate 35 is spaced apart from the first damper spring 33 in the circumferential direction by a first free angle A1 in a state in which power of the engine is not transmitted,

   The driven hub (59) is spaced apart from the second damper spring (57) in the circumferential direction by a second free angle (A2) in a state in which power of the engine is not transmitted.
9. The method of claim 1,

   The first damper 30 is:

   a first cover plate 31 connected to the rotor sleeve 23;

   a driven plate 35 connected to the second damper 50; and

   A first damper spring 33 that transmits the rotational force of the first cover plate 31 to the driven plate 35; includes,

   The first hysteresis device 40 is:

   a first front friction washer 41 disposed between the rotor sleeve 23 and the driven plate 35 in the axial direction;

   a first rear friction washer 43 disposed between the driven plate 35 and the first cover plate 31 in the axial direction; and

   A first elastic washer 45 disposed between the driven plate 35 and the first rear friction washer 43 or between the driven plate 35 and the first front friction washer 41 in the axial direction; Including, hybrid driving module.
10. The method of claim 9,

    The first elastic washer (45) is disposed between the driven plate (35) and the first rear friction washer (43) in an axial direction.
11. The method of claim 1,

    The second damper 50;

    a second cover plate 51 connected to the first damper 30 and receiving rotational force of the first damper 30;

    a driven hub 59 connected to the engine clutch 80; and

    A second damper spring 57 that transmits the rotational force of the second cover plate 51 to the driven hub 59; includes,

    The second hysteresis device 60 is:

    a second front friction washer 61 disposed between the second cover plate 51 and the driven hub 59 in an axial direction in front of the driven hub 59;

    a second rear friction washer (63) disposed between the driven hub (59) and the second cover plate (51) in the axial direction at the rear of the driven hub (59); and

    A second elastic washer 65 disposed between the driven hub 59 and the second rear friction washer 63 or between the driven hub 59 and the second front friction washer 61 in the axial direction; Including, hybrid driving module.
12. The method of claim 11,

    The second elastic washer (65) is disposed between the driven hub (59) and the second rear friction washer (63) in the axial direction.
13. The method of claim 1,

    The second damper (50) and the engine clutch (80) are spline-connected, which are rotationally restrained in the rotational direction and allow relative sliding in the axial direction.
14. The method of claim 1,

    The first damper (30) and the second damper (50) are wet dampers cooled by oil.

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