阅读说明：本技术 用于车辆的动力传输装置 (Power transmission device for vehicle ) 是由 黄圣旭 池晟旭 金基兑 金千玉 赵源珉 权贤植 刘一韩 朴柱炫 张哲豪 金东佑 于 2018-12-12 设计创作，主要内容包括：本发明涉及用于车辆的动力传输装置。为车辆配置的动力传输装置可以包括：电动机/发电机,其包括电机轴；第一输入轴,其可选择性地连接到电机轴；第二输入轴,其布置在第一输入轴的外部,并可选择性地连接到电机轴；第三输入轴,其布置在第二输入轴的外部,并可选择性地连接到电机轴；第一扭矩调节轴,其形成为中空轴,并且与第一输入轴同轴地布置且布置在第一输入轴外部,其间没有旋转干涉；中间轴,其与第一输入轴平行安装；第一变速部分,其接收扭矩并输出变速的扭矩；以及第二变速部分,其包括第一行星齿轮组,分别选择性地从第一变速部分和第三输入轴接收扭矩,并且通过一个齿轮组输出变速的扭矩。(The present invention relates to a power transmission device for a vehicle. The power transmission device configured for a vehicle may include: a motor/generator including a motor shaft; a first input shaft selectively connectable to a motor shaft; a second input shaft disposed outside the first input shaft and selectively connectable to the motor shaft; a third input shaft disposed outside the second input shaft and selectively connectable to the motor shaft; a first torque adjusting shaft formed as a hollow shaft and arranged coaxially with and outside the first input shaft without rotational interference therebetween; an intermediate shaft mounted in parallel with the first input shaft; a first shifting portion that receives the torque and outputs a shifted torque; and a second transmission portion including a first planetary gear set selectively receiving torques from the first transmission portion and the third input shaft, respectively, and outputting a shifted torque through one gear set.)

1. A power transmission device for a vehicle, the power transmission device comprising:

a motor/generator including a motor shaft selectively connectable to an engine output shaft of the engine;

a first input shaft selectively connectable to the motor shaft;

a second input shaft formed as a hollow shaft, coaxially and rotatably mounted on a first portion of the first input shaft, without rotational interference between the first input shaft and the second input shaft, and selectively connectable to the motor shaft;

a third input shaft formed as a hollow shaft, coaxially and rotatably mounted on the second input shaft, without rotational interference therebetween, and selectively connectable to the motor shaft;

a first torque adjusting shaft formed as a hollow shaft, coaxially and rotatably mounted on a second portion of the first input shaft, and having no rotational interference between the first input shaft and the first torque adjusting shaft;

an intermediate shaft mounted in parallel with the first input shaft;

a first shifting portion that receives torque through the first input shaft, shifts the received torque through a plurality of gear groups, and outputs the shifted torque;

a second transmission portion including a first planetary gear set including a first sun gear fixedly connected to a first torque adjustment shaft, the first planetary gear set selectively receiving torques from the first transmission portion and the third input shaft, respectively, and outputting a shifted torque through a gear set of the plurality of gear sets.

2. The power transmission device for a vehicle according to claim 1,

the first torque adjusting shaft is fixedly connected to the second input shaft,

the first shifting portion includes:

a first gear set of the plurality of gear sets having a first drive gear fixedly connected to the first input shaft and a first driven gear fixedly connected to the countershaft and meshing with the first drive gear;

a second gear set of the plurality of gear sets has a second drive gear fixedly connected to the first torque adjusting shaft and a second driven gear fixedly connected to the intermediate shaft and meshed with the second drive gear.

3. The power transmission device for a vehicle according to claim 2,

the gear ratio of the first gear set is for the first forward speed and the fifth forward speed;

the gear ratio of the second gear set is for the second forward speed.

4. The power transmission device for a vehicle according to claim 2, wherein the first planetary gear set further includes:

a first carrier fixedly connected to the third input shaft;

a first ring gear meshed with the output shaft through a third gear set of a plurality of gear sets.

5. The power transmission device for a vehicle according to claim 4, wherein the first planetary gear set is a single pinion planetary gear set.

6. The power transmission device for a vehicle according to claim 4, wherein the third gear set includes:

a third drive gear fixedly connected to an outer circumference of the first ring gear;

a third driven gear fixedly connected to the output shaft and meshed with the third drive gear.

7. The power transmission apparatus for a vehicle according to claim 6, wherein a gear ratio of the third gear set is for a fourth forward speed.

8. The power transmission device for a vehicle according to claim 4, further comprising:

five clutches, each clutch selectively connecting a respective pair of the first shaft, the second shaft, the third shaft, the first torque adjusting shaft, the intermediate shaft, and the output shaft;

a brake selectively connects one of the first shaft, the second shaft, the third shaft, the first torque adjusting shaft, the intermediate shaft, and the output shaft to the transmission housing.

9. The power transmission device for a vehicle according to claim 8,

the five clutches include:

an engine clutch mounted between the engine output shaft and the motor shaft;

a first clutch mounted between the motor shaft and the first input shaft;

a second clutch mounted between the motor shaft and the second input shaft;

a third clutch mounted between the motor shaft and the third input shaft;

a fourth clutch mounted between the intermediate shaft and the output shaft;

the brake is mounted between the intermediate shaft and the transmission housing.

10. The power transmission device for a vehicle according to claim 1,

said first torque adjusting shaft being coaxially and rotatably mounted on said second input shaft and having no rotational interference between the first torque adjusting shaft and the second input shaft,

the first shifting portion further includes:

a second torque adjustment shaft formed as a hollow shaft, coaxially and rotatably mounted on the intermediate shaft, and having no rotational interference between the second torque adjustment shaft and the intermediate shaft;

an idler shaft parallel to the intermediate shaft;

a second planetary gear set including a plurality of rotary elements, and two rotary elements of the plurality of rotary elements are connected to the intermediate shaft and the second torque adjustment shaft, respectively;

a first gear set including a first drive gear fixedly connected to the first input shaft and a first driven gear fixedly connected to the countershaft and in meshing engagement with the first drive gear;

a second gear set including a second drive gear fixedly connected to the first torque adjustment shaft, a second driven gear fixedly connected to another of the plurality of rotary elements of the second planetary gear and engaged with the second drive gear, and an idler output gear fixedly connected to the idler shaft and engaged with the second driven gear;

a fourth gear set of the plurality of gear sets, the fourth gear set including a fourth drive gear mounted externally of the second input shaft and having no rotational interference between the fourth drive gear and the second input shaft, and a fourth driven gear fixedly connected to the idler shaft and in meshing engagement with the fourth drive gear;

a first synchronizer configured to selectively connect the first driven gear with the second torque adjusting shaft or to selectively connect the second torque adjusting shaft with the transmission housing;

a second synchronizer configured to selectively connect the second drive gear with the second input shaft or to selectively connect the fourth drive gear with the second input shaft.

11. The power transmission device for a vehicle according to claim 10,

the first planetary gear set is a single pinion planetary gear set;

the second planetary gear set is a double pinion planetary gear set.

12. The power transmission device for a vehicle according to claim 10,

the second planetary gear set includes:

a second sun gear of the two rotary elements of the second planetary gear set, the second sun gear being fixedly connected to the intermediate shaft;

a second carrier of the two rotating elements of the second planetary gear set, the second carrier being fixedly connected to the second torque adjusting shaft;

a second ring gear that is another rotational element of the second planetary gear set and is fixedly connected to a second driven gear of the second gear set;

the first planetary gear set further includes:

a first carrier fixedly connected to the third input shaft;

and the first annular gear is meshed with the output shaft through a third gear set.

13. The power transmission device for a vehicle according to claim 12, wherein the third gear set includes:

a third drive gear fixedly connected to an outer circumference of the first ring gear;

a third driven gear fixedly connected to the output shaft and meshed with the third drive gear.

14. The power transmission apparatus for a vehicle according to claim 10, wherein the idle shaft selectively receives the torque of the second input shaft through a fourth gear set and transmits the received torque to the second driven gear.

15. The power transmission device for a vehicle according to claim 12,

the gear ratio of the first gear set is for the third forward speed and the fifth forward speed;

the gear ratio of the second gear set is for a second forward speed;

the gear ratio of the third gear set is for the sixth forward speed;

the gear ratio of the fourth gear set is for the ninth forward speed and reverse speed.

16. The power transmission device for a vehicle according to claim 10, further comprising:

five clutches, each clutch selectively connecting a respective pair of the first shaft, the second shaft, the third shaft, the first torque adjusting shaft, the second torque adjusting shaft, the intermediate shaft, and the output shaft;

a brake selectively connects one of the first shaft, the second shaft, the third shaft, the first torque adjusting shaft, the second torque adjusting shaft, the intermediate shaft, and the output shaft to the transmission housing.

17. The power transmission device for a vehicle according to claim 16,

the five clutches include:

an engine clutch mounted between the engine output shaft and the motor shaft;

a first clutch mounted between the motor shaft and the first input shaft;

a second clutch mounted between the motor shaft and the second input shaft;

a third clutch mounted between the motor shaft and the third input shaft;

a fourth clutch mounted between the second driven gear and the output shaft;

the brake is mounted between the intermediate shaft and the transmission housing.

Technical Field

The present invention relates to a power transmission device for a vehicle. More particularly, the present invention relates to a power transmission apparatus for a vehicle that implements a plurality of shift stages by adding at least one planetary gear set in a dual clutch automatic transmission structure and implements the vehicle operating in an electric vehicle mode and a parallel hybrid mode by adding one motor/generator.

Background

Environmental protection technology for vehicles is a core technology for controlling the survival of the vehicle industry in the future, and advanced vehicle manufacturers concentrate on developing environmental protection automobiles to meet the regulations on environment and fuel efficiency.

Electric Vehicles (EV) or Hybrid Electric Vehicles (HEV) that utilize electric energy or Dual Clutch Transmissions (DCT) that improve transmission efficiency and convenience may be examples of such future vehicle technologies.

The DCT may include two clutch devices and a gear train of a manual transmission. The DCT selectively transmits torque input from the engine to the two input shafts through the two clutches, changes the torque selectively transmitted to the two input shafts through the gear train, and outputs the changed torque.

DCTs are used to achieve compact transmissions and the forward speeds achieved can be more than five. The DCT functions as an automatic manual transmission that controls both clutches and synchronizers through a controller without requiring manual operation by the driver.

The DCT has excellent power transmission efficiency, simplifies changes and additions of components for obtaining multiple gears, and improves fuel economy, compared to an automatic transmission having a planetary gear set.

Disclosure of Invention

Various aspects of the present invention are directed to provide a power transmission device configured for a vehicle, which has the following advantages: the plurality of shift stages are realized by adding at least one planetary gear set in a dual clutch transmission structure, and the vehicle is operated in an engine driving mode, an electric vehicle mode and a parallel hybrid mode by adding one motor/generator, the internal structure thereof is simplified by reducing the number of components, the fuel economy is improved by minimizing the weight, and the installability is improved by reducing the volume.

Various aspects of the present invention are directed to provide a power transmission device configured to achieve more multiple shift stages by adding a synchronizer.

The power transmission device configured for a vehicle according to various example embodiments of the invention may include: a motor/generator including a motor shaft selectively connectable to an engine output shaft of the engine; a first input shaft selectively connectable to a motor shaft; a second input shaft formed as a hollow shaft, arranged coaxially with and outside the first input shaft without rotational interference therebetween, and selectively connectable to the motor shaft; a third input shaft formed as a hollow shaft, arranged coaxially with and outside the second input shaft without rotational interference therebetween, and selectively connectable to the motor shaft; a first torque adjusting shaft formed as a hollow shaft and arranged coaxially with and outside the first input shaft without rotational interference therebetween; an intermediate shaft arranged in parallel with the first input shaft; a first transmission portion that receives torque through a first input shaft, shifts the received torque through a plurality of gear groups, and outputs the shifted torque; a second transmission portion including a first planetary gear set including a first sun gear fixedly connected to the first torque adjustment shaft, the first planetary gear set selectively receiving torques from the first transmission portion and the third input shaft, respectively, and outputting a shifted torque through one gear set.

The first torque adjustment shaft may be fixedly connected to the second input shaft. The first shifting portion may include: a first gear set including a first drive gear fixedly connected to the first input shaft and a first driven gear fixedly connected to the countershaft and externally meshed with the first drive gear; and a second gear set including a second driving gear fixedly connected to the first torque adjustment shaft and a second driven gear fixedly connected to the intermediate shaft and externally engaged with the second driving gear.

The gear ratio of the first gear set may be used for the first forward speed and the fifth forward speed, while the gear ratio of the second gear set may be used for the second forward speed.

The first planetary gear set may further include a first planet carrier fixedly connected to the third input shaft and a first ring gear externally engaged with the output shaft through the third gear set.

The first planetary gear set may be a single pinion planetary gear set.

The third gear set may include a third drive gear fixedly connected to an outer circumference of the first ring gear and a third driven gear fixedly connected to the output shaft and externally engaged with the third drive gear.

The gear ratio of the third gear set may be used for the fourth forward speed.

The power transmission device may further include: five clutches, each clutch selectively connecting a respective pair of shafts; and a brake selectively connecting the shaft to the transmission housing.

The five clutches may include: the engine clutch disposed between the engine output shaft and the motor shaft, the first clutch disposed between the motor shaft and the first input shaft, the second clutch disposed between the motor shaft and the second input shaft, the third clutch disposed between the motor shaft and the third input shaft, and the fourth clutch disposed between the intermediate shaft and the output shaft, and the brake may be disposed between the intermediate shaft and the transmission housing.

The first torque adjustment shaft may be coaxial with and disposed outside the second input shaft without rotational interference therebetween. The first transmission portion may further include: a second torque adjustment shaft formed as a hollow shaft and arranged outside the intermediate shaft with no rotational interference therebetween; an idler shaft parallel to the intermediate shaft; a second planetary gear set including rotary elements, and two of the rotary elements are connected to the intermediate shaft and the second torque adjustment shaft, respectively; a first gear set including a first drive gear fixedly connected to the first input shaft and a first driven gear fixedly connected to the countershaft and externally meshed with the first drive gear; a second gear set including a second driving gear fixedly connected to the first torque adjustment shaft, a second driven gear connected to another rotational element of the second planetary gear and externally engaged with the second driving gear, and an idle output gear fixedly connected to the idle shaft and externally engaged with the second driven gear; the fourth gear set includes a fourth drive gear disposed externally of the second input shaft without rotational interference therebetween and a fourth driven gear fixedly connected to the idler shaft and externally meshed with the fourth drive gear; a first synchronizer configured to selectively connect the first driven gear with the second torque adjusting shaft or to selectively connect the second torque adjusting shaft with the transmission housing; and a second synchronizer configured to selectively connect the second drive gear with the second input shaft and to selectively connect the fourth drive gear with the second input shaft.

The first planetary gear set may be a single pinion planetary gear set, and the second planetary gear set may be a double pinion planetary gear set.

The second planetary gear set may include: a second sun gear fixedly connected to the intermediate shaft, a second planet carrier fixedly connected to the second torque adjustment shaft; and a second ring gear fixedly connected to the second driven gear of the second gear set. The first planetary gear set may further include a first planet carrier fixedly connected to the third input shaft, and a first ring gear externally engaged with the output shaft through the third gear set.

The third gear set may include a third drive gear fixedly connected to an outer circumference of the first ring gear, and a third driven gear fixedly connected to the output shaft and externally engaged with the third drive gear.

The idle shaft may receive torque from the second input shaft through the fourth gear set and transfer the received torque to the second driven gear.

The gear ratio of the first gear set may be used for the third forward speed and the fifth forward speed, the gear ratio of the second gear set may be used for the second forward speed, the gear ratio of the third gear set may be used for the sixth forward speed, and the gear ratio of the fourth gear set may be used for the ninth forward speed and the reverse speed.

The power transmission device may further include: five clutches, each clutch selectively connecting a respective pair of shafts; and a brake selectively connecting the shaft to the transmission housing.

The five clutches may include: an engine clutch disposed between the engine output shaft and the motor shaft, a first clutch disposed between the motor shaft and the first input shaft, a second clutch disposed between the motor shaft and the second input shaft, a third clutch disposed between the motor shaft and the third input shaft, and a fourth clutch disposed between the second driven gear and the output shaft, and a brake may be provided between the intermediate shaft and the transmission housing.

The power transmission apparatus configured for a vehicle according to various exemplary embodiments can implement a plurality of shift stages by adding at least one planetary gear set in a dual clutch transmission structure and implement a vehicle operation in an engine driving mode, an electric vehicle mode and a parallel hybrid mode by adding one motor/generator, simplify its internal structure by reducing the number of components, improve fuel economy by minimizing weight, and improve installability by reducing volume.

The power transmission apparatus configured for a vehicle according to various exemplary embodiments further employs two synchronizers and one planetary gear set, and enables the vehicle to operate in an engine drive mode, an electric vehicle mode, and a parallel hybrid mode.

Furthermore, in the following detailed description, effects that may be obtained or desired from exemplary embodiments of the present invention are described, directly or implicitly. That is, various effects expected to be obtained from the exemplary embodiments of the present invention will be described in the following detailed description.

The method and apparatus of the present invention have other features and advantages which will be apparent from or are set forth in detail in the accompanying drawings and the following detailed description, which are incorporated herein, and which together serve to explain certain principles of the invention.

Drawings

Fig. 1 is a schematic diagram of a power transmission device configured for a vehicle according to various exemplary embodiments of the present invention.

Fig. 2 is a shift operation diagram of a power transmission device configured for a vehicle according to various exemplary embodiments of the present invention.

Fig. 3 is a schematic diagram of a power transmission device configured for a vehicle according to various exemplary embodiments of the present invention.

Fig. 4 is a shift operation diagram of a power transmission device configured for a vehicle according to various exemplary embodiments of the present invention.

It should be understood that the drawings are not necessarily to scale, presenting a simplified representation of various features illustrative of the basic principles of the invention. The specific design features of the invention embodied herein, including, for example, specific dimensions, orientations, locations, and configurations, will be determined in part by the particular intended application and use environment.

In the drawings, like reference characters designate like or equivalent parts throughout the several views.

Detailed Description

Reference will now be made in detail to various embodiments of the invention, examples of which are illustrated in the accompanying drawings and described below. While the invention will be described in conjunction with the exemplary embodiments of the invention, it will be understood that the description is not intended to limit the invention to these exemplary embodiments. On the other hand, the present invention is intended to cover not only the exemplary embodiments showing the present invention but also various alternative embodiments, modified embodiments, equivalent embodiments or other embodiments included in the spirit and scope of the present invention defined by the appended claims.

Exemplary embodiments of the present invention will now be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments of the invention are shown. As those skilled in the art will appreciate, the described embodiments may be modified in various ways, all without departing from the spirit or scope of the invention.

The drawings and description are to be regarded as illustrative in nature, and not as restrictive, and like reference numerals refer to like elements throughout.

In the following description, names of components are divided into first, second, etc. to distinguish the names, because the component names are identical to each other, and their order is not particularly limited.

Fig. 1 is a schematic diagram of a power transmission device configured for a vehicle according to various exemplary embodiments of the present invention.

Referring to fig. 1, a power transmission device configured for a vehicle according to various exemplary embodiments of the present invention includes: engine ENG, motor/generator MG, first, second and third input shafts IS1, IS2 and IS3, first torque adjusting shaft TMS1, intermediate shaft CS, first and second speed changing portions TM1 and TM2, and output shaft OS.

The engine ENG is a main power source, and various typical engines such as a gasoline engine or a diesel engine using fossil fuel may be used as the engine ENG.

The motor/generator MG as an auxiliary power source may function as a motor or a generator, and includes a stator ST fixed to the transmission case H and a rotor RT rotatably supported within the stator ST.

The torque from the engine ENG and/or the motor/generator MG is shifted to a plurality of fixed gears in the first transmission portion TM1, and the torque from the first transmission portion TM1 and the torque from the divided route of the engine are shifted to a plurality of gears in the second transmission portion TM2 and output through the output shaft OS.

The first, second and third input shafts IS1, IS2 and IS3 and the first torque adjustment shaft TMS1 are coaxially disposed, and the intermediate shaft CS and the output shaft OS are coaxially disposed and parallel to the first, second and third input shafts IS1, IS2 and IS3 and the first torque adjustment shaft TMS 1.

The motor/generator MG is disposed on the rear side of the engine ENG. The motor shaft MDS, which is fixedly connected to the rotor RT of the motor/generator MG, is selectively connectable to an output shaft EOS of the engine ENG (with an engine clutch ECL interposed therebetween).

The first input shaft IS1 IS selectively connectable to the motor shaft MDS, and the first input shaft IS1 transmits torque from the engine ENG and the motor/generator MG to the first transmission portion TM 1.

The second input shaft IS2 IS formed as a hollow shaft, and IS arranged coaxially with the first input shaft IS1 and outside the first input shaft IS1 without rotational interference therebetween, and IS selectively connectable to the motor shaft MDS, thereby selectively transmitting the torque of the engine ENG and the motor/generator MG to the second transmission portion TM 2.

The third input shaft IS3 IS formed as a hollow shaft, and IS arranged coaxially with the second input shaft IS2 and outside the second input shaft IS2 without rotational interference therebetween, and IS selectively connectable to the motor shaft MDS, thereby selectively transmitting the torque of the engine ENG and the motor/generator MG to the second transmission portion TM 2.

The first torque adjustment shaft TMS1 IS formed as a hollow shaft, and IS arranged coaxially with the first input shaft IS1 and outside the first input shaft IS1, and IS connected to the second input shaft IS 2.

The first speed changing portion TM1 includes the intermediate shaft CS. The countershaft CS IS in external engagement with the first input shaft IS1 via a first gear set GL1 and with the first torque-adjusting shaft TMS1 via a second gear set GL 2.

The second transmission portion TM2 includes the first planetary gear set PG1, and the first planetary gear set PG1 is a single pinion planetary gear set. The first planetary gear set PG1 includes: a first sun gear S1; a first planet carrier PC1 rotatably supporting a plurality of first pinion gears P1 externally meshed with the first sun gear S1; and a first ring gear R1 that meshes with the plurality of first pinion gears P1.

The first sun gear S1 IS fixedly connected to the second input shaft IS2 and the first torque adjustment shaft TMS1, the first planet carrier PC1 IS fixedly connected to the third input shaft IS3, and the first ring gear R1 IS externally engaged with the output shaft OS through the third gear set GL 3.

When the first sun gear S1 IS fixed to the transmission housing H, the rotational speed of the first ring gear R1 becomes high as compared with the rotational speed of the first carrier PC1 that receives the torque input from the third input shaft IS 3. Accordingly, the first planetary gear set PG1 receiving the torque of the third input shaft IS3 through the first planet carrier PC1 forms a transmission intermediate torque having an increased rotation speed and outputs the transmission intermediate torque through the first ring gear R1. Further, when the torque inputted from the second input shaft IS2 and the third input shaft IS3 IS simultaneously transmitted to the first sun gear S1 and the first carrier PC1, the first planetary gear set PG1 integrally rotates, and thus the first planetary gear set PG1 outputs the inputted torque as it IS.

The first gear set GL1 includes: a first drive gear IDG1 fixedly connected to the first input shaft IS 1; and a first driven gear IPG1 fixedly connected to the countershaft CS and externally meshed with the first drive gear IDG 1.

The second gear set GL2 includes: a second drive gear IDG2 fixedly connected to the first torque adjustment shaft TMS 1; and a second driven gear IPG2 fixedly connected to the countershaft CS and externally meshed with the second drive gear IDG 2. The intermediate shaft CS is selectively connectable to the transmission housing H as a stationary element through a second driven gear IPG2 and to the output shaft OS for power transmission.

The third gear set GL3 includes: a third drive gear IDG3 fixedly connected to the outer periphery of the first ring gear R1; and a third driven gear IPG3 fixedly connected to the output shaft OS and externally engaged with the third drive gear IDG 3.

The gear ratios of the first, second and third gear sets GL1, GL2, GL3 may be set according to design factors such as engine and vehicle specifications. According to an exemplary embodiment of the present invention, the gear ratio of the first gear set GL1 is used to achieve the first and fifth forward speeds, the gear ratio of the second gear set GL2 is used to achieve the second and sixth forward speeds, and the third gear set GL3 is used to achieve the fourth forward speed.

The output shaft OS is an output element, and is selectively connectable to the intermediate shaft CS. The output shaft OS receives a torque input from the first transmission portion TM1 through the intermediate shaft CS and a torque input from the second transmission portion TM2 through the third gear set GL3, and transmits the received torque to the differential DIFF through the output gear OG and the final reduction gear FDG.

Further, the engine clutch ECL and five engaging elements of the first to fourth clutches CL1, CL2, CL3 and CL4 are disposed between the rotary members such as the respective shafts, and one engaging element of the brake B1 is disposed between the rotary member and the transmission case H

The engaging elements ECL, CL1, CL2, CL3, CL4 and B1 are arranged as follows.

The engine clutch ECL is disposed between and selectively connects the engine output shaft EOS (i.e., the engine crankshaft) and the motor shaft MDS.

The first clutch CL1 IS disposed between the motor shaft MDS and the first input shaft IS1 and selectively connects the motor shaft MDS and the first input shaft IS 1.

The second clutch CL2 IS disposed between the motor shaft MDS and the second input shaft IS2 and selectively connects the motor shaft MDS and the second input shaft IS 2.

The third clutch CL3 IS disposed between the motor shaft MDS and the third input shaft IS3 and selectively connects the motor shaft MDS and the third input shaft IS 3.

The fourth clutch CL4 is disposed between the intermediate shaft CS and the output shaft OS, and selectively connects the intermediate shaft CS and the output shaft OS.

The brake B1 is arranged between the intermediate shaft CS and the transmission housing H such that the intermediate shaft CS serves as a stationary element.

The engagement elements of the engine clutch ECL, the first clutch CL1, the second clutch CL2, the third clutch CL3, the fourth clutch CL4, and the brake B1 may be implemented as a multi-plate hydraulic pressure friction device that is frictionally engaged by hydraulic pressure, however, since various other electrically controllable configurations are possible, it is understood that it is not limited thereto.

Fig. 2 is a shift operation diagram of a power transmission device configured for a vehicle according to various exemplary embodiments of the present invention in fig. 1, and the following shift operation is performed for the power transmission device configured for the vehicle according to various exemplary embodiments in fig. 1.

Engine mode and parallel mode first forward speed

In the engine mode and the parallel mode first forward speed FD1, the engine clutch ECL is operated, as well as the first clutch CL1 and the fourth clutch CL4, as shown in fig. 2.

In this way, torque of the engine ENG IS input to the intermediate shaft CS through the motor shaft MDS, the first input shaft IS1 and the first gear set GL1 by the operations of the engine clutch ECL and the first clutch CL1, and the torque of the intermediate shaft CS IS transmitted to the differential DIFF through the output shaft OS by the operation of the fourth clutch CL4, thereby realizing the first forward speed FD 1.

The gear ratio of the first gear set GL1 is used to achieve the first forward speed FD 1.

Engine mode and parallel mode second forward speed

In the engine mode and parallel mode second forward speed FD2, engine clutch ECL is operated along with second clutch CL2 and fourth clutch CL 4.

In this way, the torque of the engine ENG IS input to the counter shaft CS through the motor shaft MDS, the second input shaft IS2, the first torque-adjusting shaft TMS1, and the second gear set GL2 by the operations of the engine clutch ECL and the second clutch CL2, and the torque of the counter shaft CS IS transmitted to the differential DIFF through the output shaft OS by the operation of the fourth clutch CL4, thereby realizing the second forward speed FD 2.

The gear ratio of the second gear set GL2 is used to achieve the second forward speed FD 2.

Third Forward speed of Engine mode and parallel mode

In the engine mode and the parallel mode third forward speed FD3, the engine clutch ECL is operated, as well as the third clutch CL3 and the fourth clutch CL 4.

Thus, torque of the engine ENG IS input to the first carrier PC1 through the motor shaft MDS and the third input shaft IS3 by operations of the engine clutch ECL and the third clutch CL 3.

In a state where engine torque is transmitted to the first carrier PC1, the third gear set GL3, the output shaft OS, the intermediate shaft CS, the second gear set GL2, and the first torque-adjusting shaft TMS1 are connected by operation of the fourth clutch CL4 such that the first sun gear S1 and the first ring gear R1 are connected. Through the cooperative operation of the rotary members of the first planetary gear set PG1, the shifted output torque is transmitted to the differential DIFF through the output shaft, thereby achieving the third forward speed FD 3.

In this case, the rotational speed of the first sun gear S1 depends on the rotational speed of the second driven gear IPG2, and the rotational speed of the first ring gear R1 depends on the rotational speed of the third driven gear IPG 3.

Fourth Forward speed of Engine mode and parallel mode

In the engine mode and the parallel mode fourth forward speed FD4, the engine clutch ECL is operated along with the second clutch CL2 and the third clutch CL 3.

In this way, a part of the torque of the engine ENG IS input to the first sun gear S1 through the motor shaft MDS and the second input shaft IS2 by the operations of the engine clutch ECL and the second clutch CL2, and a part of the torque of the engine ENG IS input to the first carrier PC1 through the third input shaft IS3 by the operation of the third clutch CL 3.

Since the torque of the engine ENG is simultaneously input to the first sun gear S1 and the first carrier PC1, the first planetary gear set PG1 is integrally rotated such that the torque input to the first planetary gear set PG1 is output as it is and to the differential DIFF through the output shaft OS, thereby realizing the fourth forward speed FD 4.

Fifth Forward speed of Engine mode and parallel mode

In the engine mode and the parallel mode fifth forward speed FD5, the engine clutch ECL is operated along with the first clutch CL1 and the third clutch CL 3.

In this way, a part of torque of the engine ENG IS input to the first sun gear S1 through the first input shaft IS1, the first gear set GL1, the intermediate shaft CS, the second gear set GL2, and the first torque-adjusting shaft TMS1 by operations of the engine clutch ECL and the first clutch CL1, and a part of torque of the engine ENG IS input to the first carrier PC1 through the third input shaft IS3 by an operation of the third clutch CL 3.

In this way, the torques input through the first sun gear S1 and the first carrier PC1 are combined to form a shifted output torque with an increased or decreased rotation speed through the cooperative operation of the rotary members of the first planetary gear set PG1, and the shifted output torque is transmitted to the differential DIFF through the output shaft OS to realize the fifth forward speed FD 5.

In the fifth forward speed, since torque according to gear ratios of the first and second gear sets GL1 and GL2 is transmitted to the first sun gear S1 and torque according to gear ratio of the third gear set GL3 is transmitted to the first planet carrier PC1, an increased rotational speed is achieved.

Sixth Forward speed of Engine mode and parallel mode

In the engine mode and the parallel mode sixth forward speed FD6, the engine clutch ECL, the third clutch CL3 and the brake B1 are operated.

In this way, torque of the engine ENG IS input to the first carrier PC1 through the third input shaft IS3 by operations of the engine clutch ECL and the third clutch CL 3.

The first carrier PC1 receives an input torque in a state where the first sun gear S1 is a fixed element by the operation of the brake B1. Therefore, the rotational speed of the first ring gear R1 is increased and is output to the differential DIFF through the output shaft OS, thereby realizing a sixth forward speed FD 6.

That is, in the sixth forward speed, since the first sun gear S1 functions as a fixed element, the rotational speed of the shifted output torque is greater than the fifth forward speed FD 5.

In the above description of the "engine mode and the parallel mode", only the engine ENG is exemplified as the power source. It is apparent, however, that such a shift operation may be maintained even if motor/generator MG is activated to form the parallel mode and assist engine ENG.

The electric vehicle mode EV mode differs from the engine mode and the parallel mode only in that the engine ENG is stopped while the engine clutch ECL is released, and only the motor/generator MG is used as the sole power source. It is understood that such a difference does not affect the above-described shift operation, and therefore, in this electric vehicle mode EV mode, the same shift stages of the six forward speeds of the first forward speed FD1 through the sixth forward speed FD6 can be obtained by the same operation map.

It is understood that in the electric vehicle mode EV, the reverse speed can be achieved by operating the motor/generator MG in reverse.

The power transmission device configured for a vehicle according to various exemplary embodiments implements six shift stages by employing one planetary gear set and one motor/generator for a multi-clutch transmission, implements a plurality of shift stages by a simplified arrangement, improves mountability, and reduces overall weight.

Fig. 3 is a schematic diagram of a power transmission device configured for a vehicle according to various exemplary embodiments of the present invention.

Referring to fig. 3, in comparison with the respective exemplary embodiments of fig. 1, the respective exemplary embodiments further employ a first torque adjustment shaft TMS1 coaxially disposed with the second input shaft IS2 and the first input shaft IS1 and disposed outside the second input shaft IS2 and the first input shaft IS1 without rotational interference therebetween, and the first speed changing portion TM1 may further include: the second torque adjustment shaft TMS2, the idle shaft IDS, the second planetary gear set PG2, the fourth gear set GL4, and the two synchronizers SN1 and SN2, thereby realizing a ninth forward speed and one reverse speed.

The second torque adjustment shaft TMS2 is formed as a hollow shaft, and is arranged coaxially with and outside the intermediate shaft CS without rotational interference therebetween.

The idler axis IDS is parallel to the intermediate axis CS. A fourth driven gear IPG4 and an idle output gear IDG are fixed to the idle shaft IDS.

The second planetary gear set PG2 may include rotary elements, and two of the rotary elements are connected to the intermediate shaft CS and the second torque adjusting shaft TMS2, respectively.

The second planetary gear set PG2 is a double pinion planetary gear set, and may include: a second sun gear S2, a second planet carrier PC2, and a second ring gear R2; the second planet carrier PC2 rotatably supporting a plurality of second pinion gears P2, the internally disposed pinion gears of the plurality of second pinion gears P2 being in external mesh with the second sun gear S2; the second ring gear R2 meshes with externally arranged pinions of the plurality of second pinions P2.

That is, the second sun gear S2 is fixedly connected to the intermediate shaft CS, the second planet carrier PC2 is fixedly connected to the second torque adjusting shaft TMS2, and the second ring gear R2 is fixedly connected to the second driven gear IPG2 of the second gear set GL 2.

The fourth gear set GL4 may include: a fourth drive gear IDG4 disposed externally of the second input shaft IS2 without rotational interference; and a fourth driven gear IPG4 fixedly connected to the idler shaft IDS and in external engagement with the fourth drive gear IDG 4.

The second gear set GL2 may further include an idler output gear IDOG in external engagement with the second driven gear IPG 2. The second drive gear IDG2 IS fixedly connected to the first sun gear S1 via a first torque adjustment shaft TMS1, the first torque adjustment shaft TMS1 being arranged coaxially with the second input shaft IS2 and outside the second input shaft IS 2.

Accordingly, torque of the second input shaft IS2 IS transferred to the idle shaft IDS through the fourth gear set GL4 and IS output to the second driven gear IPG2 of the second gear set GL2 at a reduced rotational speed.

The first synchronizer SN1 IS arranged on the countershaft CS, while the second synchronizer SN2 IS arranged on the second input shaft IS 2.

A first synchronizer SN1 selectively connects the first driven gear IPG1 with the second torque adjustment shaft TMS2 and selectively connects the second torque adjustment shaft TMS2 with the transmission housing H.

The second synchronizer SN2 selectively connects the second drive gear IDG2 with the second input shaft IS2 and selectively connects the fourth drive gear IDG4 with the second input shaft IS 2.

In various exemplary embodiments of the present invention, the gear ratio of the first gear set GL1 is for the third forward speed and the fifth forward speed, the gear ratio of the second gear set GL2 is for the second forward speed, the gear ratio of the third gear set GL3 is for the sixth forward speed, and the gear ratio of the fourth gear set GL4 is for the ninth forward speed and the reverse speed.

The first synchronizer SN1 and the second synchronizer SN2 can be formed as known solutions, and the first sleeve SLE1 and the second sleeve SLE2 applied to the first synchronizer SN1 and the second synchronizer SN2 can be operated by respective actuators, which can be controlled by a transmission control unit.

Fig. 4 is a shift operation diagram of a power transmission device configured for a vehicle according to various exemplary embodiments of the present invention in fig. 3, and the following shift operation is performed for the power transmission device configured for the vehicle according to various exemplary embodiments in fig. 3.

[ Engine mode and parallel mode reverse speed ]

In the engine mode and the parallel mode reverse speed REV, as shown in fig. 4, second input shaft IS2 and fourth drive gear IDG4 are synchronously connected through sleeve SLE2 of second synchronizer SN2 and operate engine clutch ECL and second and fourth clutches CL2 and CL 4.

Thus, the torque of the engine ENG IS input to the second driven gear IPG2 through the motor shaft MDS, the second input shaft IS2, the fourth gear set GL4, the idle shaft IDS, and the idle output gear IDOG by the operation of the second clutch CL 2.

And the torque of the second driven gear IPG2 is transmitted to the differential DIFF through the output shaft OS by the operation of the fourth clutch CL4, thereby achieving the reverse speed.

Engine mode and parallel mode first forward speed

In engine mode and parallel mode first forward speed FD1, second torque modulation shaft TMS2 and transmission housing H are synchronously connected through sleeve SLE1 of synchronizer SN1 and operate engine clutch ECL and first and fourth clutches CL1 and CL 4.

Thus, torque of the engine ENG IS input to the second sun gear S2 through the motor shaft MDS, the first input shaft IS1, the first gear set GL1 and the intermediate shaft CS by the operations of the engine clutch ECL and the first clutch CL 1. In this case, the second torque adjustment shaft TMS2 is fixed by the operation of the first synchronizer SN1, so that the second planet carrier PC2 serves as a fixed element.

Therefore, the torque input to the second sun gear S2 is shifted and transmitted to the second driven gear IPG2 through the second ring gear R2 at a reduced rotational speed, and the torque of the second driven gear IPG2 is transmitted to the differential DIFF through the output shaft OS, thereby realizing the first forward speed FD 1.

That is, the rotation speed shifted according to the gear ratio of the first gear set GL1 is further reduced in the second planetary gear set PG 2.

Engine mode and parallel mode second forward speed

In engine mode and parallel mode second forward speed FD2, second input shaft IS2 and second drive gear IDG2 are synchronously connected through sleeve SLE2 of second synchronizer SN2 and operate engine clutch ECL as well as second clutch CL2 and fourth clutch CL 4.

In this way, the torque of the engine ENG IS input to the second driven gear IPG2 through the motor shaft MDS, the second input shaft IS2 and the second gear set GL2 by the operations of the engine clutch ECL and the second clutch CL 2.

And the torque of the second driven gear IPG2 is transmitted to the differential DIFF through the output shaft OS by the operation of the fourth clutch CL4, thereby achieving the second forward speed FD 2.

That is, the second forward speed is achieved by the gear ratio of the second gear set GL 2.

Third Forward speed of Engine mode and parallel mode

In engine mode and parallel mode third forward speed FD3, first driven gear IPG1 and second torque adjustment shaft TMS2 are synchronously connected through sleeve SLE1 of synchronizer SN1 and operate engine clutch ECL and first and fourth clutches CL1 and CL 4.

Thus, torque of the engine ENG IS input to the second sun gear S2 through the motor shaft MDS, the first input shaft IS1, the first gear set GL1 and the intermediate shaft OS by operations of the engine clutch ECL and the first clutch CL 1. In this case, the first driven gear IPG1 and the second torque adjusting shaft TMS2 are synchronously connected by the operation of the first synchronizer SN1, and the input torque is simultaneously transmitted to the second sun gear S2 and the second planet carrier PC2, so that the second planetary gear set PG2 integrally rotates.

Also, the torque simultaneously transmitted to the second sun gear S2 and the second planet carrier PC2 is transmitted to the differential DIFF through the output shaft OS, thereby realizing the third forward speed FD 3.

That is, the third forward speed is achieved by the gear ratio of the first gear set GL 1.

Fourth Forward speed of Engine mode and parallel mode

In the engine mode and the parallel mode fourth forward speed FD4, the first synchronizer SN1 and the second synchronizer SN2 are in an intermediate state, and the engine clutch ECL and the third clutch CL3 and the fourth clutch CL4 are operated.

Thus, torque of the engine ENG IS input to the first carrier PC1 through the motor shaft MDS and the third input shaft IS3 by operations of the engine clutch ECL and the third clutch CL 3.

In a state where engine torque is transmitted to the first carrier PC1, the third gear set GL3, the output shaft OS, the second gear set GL2, and the first torque-adjusting shaft TMS1 are connected by operation of the fourth clutch CL4 such that the first sun gear S1 and the first ring gear R1 are connected. The output torque of the shift by the cooperative operation of the rotary members of the first planetary gear set PG1 is transmitted to the differential DIFF through the output shaft, thereby achieving the fourth forward speed FD 4.

In this case, the rotational speed of the first sun gear S1 depends on the rotational speed of the second driven gear IPG2, and the rotational speed of the first ring gear R1 depends on the rotational speed of the third driven gear IPG 3.

Fifth Forward speed of Engine mode and parallel mode

In engine mode and parallel mode fifth forward speed FD5, first driven gear IPG1 and second torque adjustment shaft TMS2 are synchronously connected through sleeve SLE1 of synchronizer SN1 and operate engine clutch ECL, first clutch CL1 and third clutch CL 3.

Thus, a part of the torque of the engine ENG IS input to the second sun gear S2 through the motor shaft MDS, the first input shaft IS1, the first gear set GL1 and the intermediate shaft CS by the operations of the engine clutch ECL and the first clutch CL 1. In this case, the first driven gear IPG1 and the second torque adjusting shaft TMS2 are synchronously connected by the operation of the first synchronizer SN1, and the input torque is simultaneously transmitted to the second sun gear S2 and the second planet carrier PC2, so that the second planetary gear set PG2 integrally rotates.

The torque transmitted to the second sun gear S2 and the second planet carrier PC2 IS transmitted to the first sun gear S1 through the second gear set GL2, and part of the torque of the engine ENG IS input to the first planet carrier PC1 through the motor shaft MDS and the third input shaft IS 3.

In this way, the torques input through the first sun gear S1 and the first carrier PC1 are combined to form a shifted output torque with an increased or decreased rotation speed through the cooperative operation of the rotary members of the first planetary gear set PG1, and the shifted output torque is transmitted to the differential DIFF through the output shaft OS to realize the fifth forward speed FD 5.

In the fifth forward speed, since torque according to gear ratios of the first and second gear sets GL1 and GL2 is transmitted to the first sun gear S1 and torque of the engine ENG is input to the first carrier PC1, the rotation speed is changed.

Sixth Forward speed of Engine mode and parallel mode

In engine mode and parallel mode sixth forward speed FD6 (modified pair, see finally whether mail IS sent, not sent), second input shaft IS2 and second drive gear IDG2 are synchronously connected through sleeve SLE2 of second synchronizer SN2 and operate engine clutch ECL and second and third clutches CL2 and CL 3.

In this way, part of the torque of the engine ENG IS input to the first sun gear S1 through the motor shaft MDS, the second input shaft IS2, the second synchronizer SN2, and the first torque adjustment shaft TMS1, and part of the torque of the engine ENG IS input to the first carrier PC1 through the third input shaft IS3 by the operation of the third clutch CL 3.

Since the torque of the engine ENG is simultaneously input to the first sun gear S1 and the first carrier PC1, the first planetary gear set PG1 is integrally rotated such that the torque input to the first planetary gear set PG1 is output as it is and to the differential DIFF through the output shaft OS, thereby realizing the sixth forward speed FD 6.

Seventh Forward speed of Engine mode and parallel mode

In engine mode and parallel mode seventh forward speed FD7, second torque adjustment shaft TMS2 and transmission housing H are synchronously connected through sleeve SLE1 of synchronizer SN1 and operate engine clutch ECL and first and third clutches CL1 and CL 3.

Thus, torque of the engine ENG IS input to the second sun gear S2 through the motor shaft MDS, the first input shaft IS1, the first gear set GL1 and the intermediate shaft CS by the operations of the engine clutch ECL and the first clutch CL 1. In this case, the second torque adjustment shaft TMS2 is fixed by the operation of the first synchronizer SN1, so that the second planet carrier PC2 serves as a fixed element.

Therefore, the torque input to the second sun gear S2 is shifted and transmitted to the second driven gear IPG2 through the second ring gear R2 at a reduced rotation speed, and the torque of the second driven gear IPG2 is transmitted to the first sun gear S1 through the second gear set GL2 and the first torque-adjusting shaft TMS 1. And part of the torque of the engine ENG IS input to the first carrier PC1 through the third input shaft IS3 by the operation of the third clutch CL 3.

In this way, the torques input through the first sun gear S1 and the first carrier PC1 are combined to form a shifted output torque with an increased or decreased rotation speed through the cooperative operation of the rotary members of the first planetary gear set PG1, and the shifted output torque is transmitted to the differential DIFF through the output shaft OS to realize the seventh forward speed FD 7.

In the seventh forward speed, since torque according to gear ratios of the first and second gear sets GL1 and GL2 is transmitted to the first sun gear S1 and torque of the engine ENG is input to the first carrier PC1, the rotation speed is changed.

Engine mode and parallel mode eighth Forward speed

In the engine mode and the parallel mode eighth forward speed FD8, the first synchronizer SN1 and the second synchronizer SN2 are in an intermediate state, and the engine clutch ECL, the third clutch CL3, and the brake B1 are operated.

In this way, torque of the engine ENG IS input to the first carrier PC1 through the third input shaft IS3 by operation of the engine clutch ECL and the third clutch CL3, and the first sun gear S1 serves as a fixed element by operation of the brake B1.

Accordingly, the rotational speed of the first ring gear R1 is increased and is output to the differential DIFF through the third gear set GL3 and the output shaft OS, thereby achieving the eighth forward speed FD 8.

That is, since the first sun gear S1 serves as a fixed element and the first carrier PC1 receives torque in the first planetary gear set PG1, the rotational speed of the shifted output torque is greater than the seventh forward speed FD 7.

Ninth Forward speed of Engine mode and parallel mode

In engine mode and parallel mode ninth forward speed FD9, second input shaft IS2 and fourth drive gear IDG4 are synchronously connected through sleeve SLE2 of second synchronizer SN2 and operate engine clutch ECL as well as second clutch CL2 and third clutch CL 3.

Thus, part of the torque of the engine ENG IS input to the first sun gear S1 in the opposite rotational direction through the motor shaft MDS, the second input shaft IS2, the fourth gear set GL4, the idle shaft IDS, and the second gear set GL 2.

Part of torque of the engine ENG is input to the first carrier PC1, and the first planetary gear set PG1 outputs output torque of a speed change with a rotation speed increased from the eighth forward speed through the first ring gear R1, the output torque being transmitted to the differential DIFF through the third gear set GL3 and the output shaft OS, thereby realizing the ninth forward speed FD 9.

That is, in the ninth forward speed, since the first sun gear S1 rotates reversely and the first carrier PC1 receives torque, the rotational speed of the shifted output torque is greater than the eighth forward speed FD 8.

In the above description of the "engine mode and the parallel mode", only the engine ENG is exemplified as the power source. It is apparent, however, that such a shift operation may be maintained even if motor/generator MG is activated to form the parallel mode and assist engine ENG.

The electric vehicle mode EV mode differs from the engine mode and the parallel mode only in that the engine ENG is stopped while the engine clutch ECL is released, and only the motor/generator MG is used as the sole power source. It is understood that such a difference does not affect the above-described shift operation, and therefore, in such an electric vehicle mode EV mode, the same shift stages for the nine forward speeds of the first forward speed FD1 through the ninth forward speed FD9 can be obtained by the same operation map.

The power transmission device configured for a vehicle according to the respective exemplary embodiments in fig. 3 further applies two synchronizers SN1 and SN2, one planetary gear set PG2 and one idle shaft IDS to the respective exemplary embodiments of the present invention in fig. 1, and is capable of driving in an engine driving mode, a parallel hybrid mode and an electric vehicle mode, thereby further improving fuel consumption.

For convenience in explanation and accurate definition in the appended claims, the terms "upper", "lower", "inner", "outer", "upper", "lower", "above", "below", "upward", "downward", "front", "rear", "back", "inner", "outer", "inward", "outward", "inner", "outer", "forward", "rearward" are used to describe features of the exemplary embodiments with reference to the positions of the features as shown in the figures.

The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and its practical application to enable others skilled in the art to make and use various exemplary embodiments of the invention, as well as alternatives and modifications thereof. It is intended that the scope of the invention be defined by the following claims and their equivalents.