阅读说明：本技术 双离合器装置 (Double clutch device ) 是由 徐珏下 于 2020-10-26 设计创作，主要内容包括：根据本发明的一实施例,提供一种双离合器装置,所述装置设置在壳体的内部,在一侧结合变速器,在另一侧结合发动机,其特征在于,包括：马达,包括容纳在盖子内部的定子和转子；双离合器,以所述马达为准形成于所述变速器侧,并与所述转子相连接；发动机离合器,以所述马达为准形成于所述发动机侧,并与所述转子相连接；以及减震器,设置于所述壳体的内部,通过减震花键连接于所述发动机离合器,在所述发动机离合器的外部,所述减震器位于所述发动机离合器的外径部和内径部之间,所述减震花键的直径大于在所述减震器处耦合所述发动机的发动机耦合部件的直径。(According to an embodiment of the present invention, there is provided a dual clutch device provided inside a housing, and coupled to a transmission on one side and an engine on the other side, including: a motor including a stator and a rotor accommodated inside the cover; a double clutch formed on the transmission side with respect to the motor and connected to the rotor; an engine clutch formed on the engine side with respect to the motor and connected to the rotor; and a damper disposed inside the housing, connected to the engine clutch through a damping spline, outside the engine clutch, the damper being located between an outer diameter portion and an inner diameter portion of the engine clutch, a diameter of the damping spline being greater than a diameter of an engine coupling part coupling the engine at the damper.)

1. A dual clutch device disposed inside a housing, said dual clutch device incorporating a transmission on one side and an engine on the other side, said dual clutch device comprising:

a motor including a stator and a rotor accommodated inside the cover;

a double clutch formed on the transmission side with respect to the motor and connected to the rotor;

an engine clutch formed on the engine side with respect to the motor and connected to the rotor; and

a damper disposed inside the housing, the damper being connected to the engine clutch through a damping spline,

on an exterior of the engine clutch, the damper spline is located between an outer diameter portion and an inner diameter portion of the engine clutch,

the shock absorbing spline has a diameter greater than a diameter of an engine coupling member coupling the engine at the shock absorber.

2. The dual clutch device as claimed in claim 1, wherein the cover is located between the dual clutch and the engine clutch.

3. The dual clutch device as claimed in claim 1, wherein the dual clutch is connected to a dual clutch input shaft splined to a rotor shaft of the rotor,

the engine clutch is splined to the rotor shaft of the rotor.

4. The dual clutch device as claimed in claim 3, wherein the dual clutch receives the rotational power transmitted from the engine output shaft of the engine through the engine clutch and the rotor through the dual clutch input shaft, and selectively connects the received rotational power to the transmission.

5. The dual clutch device as claimed in claim 3, wherein the engine clutch includes:

a retainer supported at an outer diameter portion of the rotor shaft and connected to the damper through the damping spline; and

a disc connected to the inner diameter portion of the holder,

the disc is fixed to the rotor shaft by a snap ring.

6. The dual clutch device as claimed in claim 5, wherein the plate includes:

the inner disc is connected to the outer diameter part of the rotor shaft in a spline mode and is fixed to the rotor shaft through the clamping ring; and

at least one outer disc disposed between the inner discs and spline-connected to the inner diameter portion of the retainer,

and a separation spring is arranged between the inner discs, and a gap between the inner discs is formed by the elasticity of the separation spring.

7. The dual clutch device as claimed in claim 6, wherein the damping spline is located between an outer diameter portion and an inner diameter portion of the outer disc, outside of the outer disc.

8. The dual clutch device as claimed in claim 6, wherein, of the at least one inner disc, the inner disc that contacts the snap ring is formed with a stepped portion in a direction toward the engine.

9. The dual clutch device as claimed in claim 6, wherein an outer diameter of the disengagement spring is smaller than an inner diameter of the outer disc.

10. The dual clutch device as claimed in claim 5, wherein the retainer is supported to an outer diameter portion of the rotor shaft by a support bearing.

11. The dual clutch device as claimed in claim 10, wherein a fixing member is incorporated at an end of a rotor shaft on the engine side, the fixing member fixing the support bearing and the rotor shaft with respect to an axial direction.

12. The dual clutch device as claimed in claim 11, wherein a support ring is interposed between the fixing member, the support bearing and the rotor shaft.

13. A dual clutch device disposed inside a housing, said dual clutch device incorporating a transmission on one side and an engine on the other side, said dual clutch device comprising:

a motor including a stator and a rotor accommodated inside the cover;

a double clutch formed on the transmission side with respect to the motor and connected to the rotor;

an engine clutch formed on the engine side with respect to the motor and connected to the rotor; and

a damper disposed inside the housing, the damper being connected to the engine clutch through a damping spline,

the double clutch, the motor, and the damper are arranged in a row in the engine output shaft direction of the engine,

at least a portion of the engine clutch is located on an inner diameter of the rotor, outside of the rotor.

14. The dual clutch device as claimed in claim 13, wherein the cover is located between the dual clutch and the engine clutch.

15. The dual clutch device as claimed in claim 13, wherein the dual clutch is connected to a dual clutch input shaft splined to a rotor shaft of the rotor,

the engine clutch is splined to the rotor shaft of the rotor.

16. The dual clutch device as claimed in claim 15, wherein the dual clutch receives the rotational power transmitted from the engine output shaft of the engine through the engine clutch and the rotor through the dual clutch input shaft and selectively connects the received rotational power to the transmission.

17. The double clutch device according to claim 13, wherein a terminal is connected to one side of the stator,

the terminal is located between the motor and the engine, and one side of the terminal is open toward the engine.

18. The dual clutch device as claimed in claim 17, wherein a damper spring is disposed at an upper portion of the damper,

the center of the damper spring in the radial direction is located below the terminal.

19. Double clutch device according to claim 13, characterised in that the double clutch is connected to an axially acting double clutch actuator, which is arranged on the transmission side,

the engine clutch is coupled to an axially acting engine clutch actuator that is coupled to the cover.

20. The dual clutch device as claimed in claim 19, wherein the dual clutch includes a flow path formed between the motor and the dual clutch and supplied with hydraulic pressure from an outside of the housing,

the flow path is connected to the engine clutch actuator through a cover.

Technical Field

The present invention relates to a dual clutch device, and more particularly, to a dual clutch device used in a hybrid vehicle.

Background

A Dual Clutch Transmission (DCT) is an Automated Manual Transmission (AMT) in which a Clutch and a shift actuator are mounted on a Manual Transmission.

In particular, the dual clutch transmission is a device that combines the efficiency of a manual transmission and the convenience of an automatic transmission, and basically includes a mechanism of the manual transmission while performing an automatic transmission as in a general vehicle to which the automatic transmission is applied, and thus can provide a shift feeling of both the automatic transmission and the manual transmission.

In addition, the above-described dual clutch transmission is a transmission in which when two clutches are applied to perform odd-numbered gear shifting and even-numbered gear shifting, the shifting is completed by alternately operating each clutch, and the torque interruption in the conventional manual transmission MT and automatic manual transmission during shifting can be improved by the mechanism of alternately operating odd-numbered gear shifting and even-numbered gear shifting.

In recent years, the above-described dual clutch transmission is applied to a Hybrid Electric Vehicle (HEV) to improve the efficiency of the Hybrid Electric Vehicle and greatly improve fuel efficiency.

On the other hand, in a vehicle in which the dual clutch transmission is applied to a hybrid electric vehicle, an electric motor (electric motor) and an engine clutch that can transmit/block power between the electric motor and an engine are required.

The installation of the motor and the engine clutch becomes a cause of an increase in the overall length of the dual clutch device, and there is a problem in that the vehicle mountability is disadvantageous.

Further, since a plurality of fixing units must be used to restrict the axial movement of the dual clutch and the engine clutch, the number of parts increases, and the assembly becomes complicated.

In a vehicle in which the dual clutch transmission is applied to a hybrid electric vehicle, a damper for reducing a shock generated when the engine clutch is driven is mounted on the dual clutch device.

In this case, if another component is provided on the center axis of the engine output shaft and the dual clutch input shaft attached to the dual clutch device, there is a problem that the overall length of the transmission device increases.

Prior art documents

Patent document

Patent document 1: korean laid-open patent No. 10-2018-0068392

Disclosure of Invention

An object of the present invention is to improve mountability of a dual clutch device when the dual clutch device is mounted on a vehicle by reducing the overall length while maintaining performance of the dual clutch device including an engine clutch and an electric motor.

Another object of the present invention is to provide a dual clutch device having a simple structure and capable of suppressing axial movement of a dual clutch and an engine clutch.

A dual clutch device according to an embodiment of the present invention, which is provided inside a housing, and is coupled to a transmission at one side and an engine at the other side, includes: a motor including a stator and a rotor accommodated inside the cover; a double clutch formed on the transmission side with respect to the motor and connected to the rotor; an engine clutch formed on the engine side with respect to the motor and connected to the rotor; and a damper disposed inside the housing, connected to the engine clutch through a damping spline, outside the engine clutch, the damping spline being located between an outer diameter portion and an inner diameter portion of the engine clutch, a diameter of the damping spline being greater than a diameter of an engine coupling member coupling the engine at the damper.

Preferably, wherein the cover is located between the dual clutch and the engine clutch.

Preferably, the dual clutch is connected to a dual clutch input shaft splined to the rotor shaft of the rotor, and the engine clutch is splined to the rotor shaft of the rotor.

Preferably, wherein the dual clutch receives the rotational power transmitted from the engine output shaft of the engine through the engine clutch and the rotor through the dual clutch input shaft, and selectively connects the received rotational power to the transmission.

Preferably, wherein the engine clutch comprises: a retainer supported on an outer diameter portion of the rotor shaft and connected to the damper through the damper spline; and a disk connected to the inner diameter portion of the holder, the disk being fixed to the rotor shaft by a snap ring.

Preferably, wherein the retainer is supported at the rotor shaft outer diameter by a support bearing.

Preferably, a fixing member is coupled to an end portion of the rotor shaft on the engine side, and the fixing member fixes the support bearing and the rotor shaft with respect to an axial direction.

Preferably, wherein a support ring is interposed between the fixing member, the support bearing and the rotor shaft.

Preferably, wherein the disc comprises: the inner disc is connected with the outer diameter part of the rotor shaft in a spline mode and is fixed on the rotor shaft through the clamping ring; and at least one outer disc disposed between the inner discs, respectively, spline-connected to an inner diameter portion of the retainer, a separation spring provided between the inner discs, and a gap between the inner discs formed by an elastic force of the separation spring.

Preferably, wherein, outside the outer disc, the damping spline is located between an outer diameter portion and an inner diameter portion of the outer disc.

Preferably, in the at least one inner disc, a stepped portion is formed in the inner disc contacting the snap ring in a direction toward the engine.

Preferably, wherein the outer diameter of the separation spring is smaller than the inner diameter of the outer disc.

A dual clutch device according to an embodiment of the present invention, which is provided inside a housing, and is coupled to a transmission at one side and an engine at the other side, includes: a motor including a stator and a rotor accommodated inside the cover; a double clutch formed on the transmission side with respect to the motor and connected to the rotor; an engine clutch formed on the engine side with respect to the motor and connected to the rotor; and a damper disposed inside the housing and connected to the engine clutch through a damping spline, the dual clutch, the motor, and the damper being arranged in a row in a direction of an engine output shaft of the engine, at least a part of the engine clutch being located at an inner diameter portion of the rotor outside the rotor.

Preferably, wherein the cover is located between the dual clutch and the engine clutch.

Preferably, the dual clutch is connected to a dual clutch input shaft splined to the rotor shaft of the rotor, and the engine clutch is splined to the rotor shaft of the rotor.

Preferably, wherein the dual clutch receives the rotational power transmitted from the engine output shaft of the engine through the engine clutch and the rotor through the dual clutch input shaft, and selectively connects the received rotational power to the transmission.

Preferably, a terminal is connected to one side of the stator, the terminal being located between the motor and the motor, and the one side being open toward the motor.

Preferably, a damper spring is disposed above the damper, and a radial center of the damper spring is located below the terminal.

Preferably, the double clutch is connected to an axially acting double clutch actuator provided on the transmission side, the engine clutch is connected to an axially acting engine clutch actuator, and the engine clutch actuator is coupled to the cover.

Preferably, a flow path formed between the motor and the dual clutch and supplied with hydraulic pressure from the outside of the housing is included, and the flow path is connected to the engine clutch actuator through a cover.

Effects of the invention

According to the present invention, the overall length of the dual clutch device can be shortened by adjusting the size and position of the damping spline and optimizing the layout of the engine clutch and surrounding components, so that the mountability of the dual clutch device in a vehicle can be improved.

In addition, since the axial movement of the dual clutch, the engine clutch and the rotor can be restricted by one fixing member, the number of parts of the dual clutch device can be reduced, the number of machining parts can be reduced, and the assembling performance can be improved.

Drawings

Fig. 1 is a diagram showing a schematic configuration of a hybrid vehicle to which a dual clutch device according to an embodiment of the present invention is applied.

Fig. 2 is a diagram illustrating a dual clutch device according to an embodiment of the present invention.

Fig. 3 is a diagram illustrating a part of fig. 2.

In the figure:

100: double clutch device, H: a housing, M: a motor, R: a rotor, E: engine, TM: transmission, K1, K2: double clutch, O: flow path, 10: engine clutch, 20: damper, 30: snap ring, 40: fixing member, 50: support ring

Detailed Description

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. It should be noted that, when reference numerals are given to components in the drawings, the same components are denoted by the same reference numerals as much as possible even when they are displayed in different drawings. In describing the present invention, it is determined that specific descriptions of related well-known structures or functions will obscure the gist of the present invention, and detailed descriptions thereof will be omitted. Hereinafter, preferred embodiments of the present invention will be described, but the technical idea of the present invention is not limited thereto and can be variously implemented by being modified by those skilled in the art, as a matter of course.

Fig. 1 is a diagram showing a schematic configuration of a hybrid vehicle to which a dual clutch device 100 according to an embodiment of the present invention is applied.

Referring to fig. 1, the dual clutch device 100 may be disposed inside a housing H.

For example, the dual clutch device 100 may include a motor M, dual clutches K1 and K2, an engine clutch 10, and a damper 20 inside a housing H.

In addition, as shown in fig. 1, a transmission TM may be coupled to one side of the housing H, and an engine E may be coupled to the other side.

The motor M is an electric motor, which is composed of a rotor R and a stator S, and can perform the functions of both the motor and the generator.

For example, in the EV mode, power can be transmitted to the transmission TM only by driving the motor M, and in the HEV mode, the rotational power of the motor M can be transmitted to the transmission TM as auxiliary power.

The engine clutch 10 may be configured to connect or disconnect power from the engine E to the motor M.

Further, the damper 20 may be connected to the engine E and the engine clutch 10, and may reduce a shock occurring when the engine clutch 10 is driven.

For example, the damper 20 may serve to mitigate the spring movement of the damper spring 24.

In an embodiment of the present invention, the dual clutch device 100 may be applied to a hybrid vehicle.

For example, the twin clutch device 100 applied to a hybrid vehicle can transmit the rotational power transmitted from the engine output shaft of the engine E to the twin clutches K1 and K2 through the engine clutch 10 and the rotor R of the motor M.

Then, the twin clutches K1, K2 may be selectively connected to a transmission input shaft (not shown), and the transmitted rotational power may be selectively transmitted to the odd-numbered stage or the even-numbered stage of the transmission TM through the transmission input shaft.

At this time, the transmission input shaft may be provided with 2 or more so as to be selectively connected to the odd-numbered stage or the even-numbered stage of the transmission TM with power transmission, and K1 of the dual clutch K1, K2 may transmit the selected power to the odd-numbered stage of the transmission TM and K2 may transmit the rotational power to the even-numbered stage of the transmission TM.

Fig. 2 is a view illustrating a dual clutch device 100 according to an embodiment of the present invention, and fig. 3 is a view illustrating a portion of fig. 2.

Next, the structure of the dual clutch device 100 according to an embodiment of the present invention will be described in detail with reference to fig. 2 and 3.

In this case, the transmission TM and the engine E are omitted in fig. 2 and 3.

As shown in fig. 2 and 3, the motor M includes a stator S and a rotor R.

The stator S and the rotor R may be accommodated in the cover C, and the rotor R may be connected with the rotor shaft R0.

As an example, the cover C may be located between the dual clutches K1, K2 and the engine clutch 10, and may be part of the housing H.

The rotor R may be rotatably supported by being splined to the dual clutch input shaft K0 connected to the dual clutches K1, K2 through the rotor shaft R0, and the stator S may be fixed inside the cover C.

As shown in fig. 2 and 3, at least a part of the rotor shaft R0 may be extended outward of the cover C and may be spline-connected to the dual clutch input shaft K0.

In an embodiment of the present invention, as shown in fig. 2 and 3, the dual clutches K1, K2 may be formed on the transmission TM side with respect to the motor M.

In addition, the dual clutch K1, K2 can be connected with a dual clutch input shaft K0 which is splined to the rotor shaft R0 of the rotor R.

At this time, the dual clutches K1, K2 may be connected to the axially acting dual clutch actuators a1, a2, respectively, and the dual clutch actuators a1, a2 may be disposed on the transmission side.

As described above, in an embodiment of the present invention, K1 in the dual clutch K1, K2 may transmit the rotational power to the odd-numbered stages of the transmission TM, and in detail, a1 in the dual clutch actuator may be connected, and a1 may transmit the power to the transmission input shaft connected to the odd-numbered stages of the transmission TM.

In addition, in the dual clutches K1, K2, K2 may transmit the rotational power to the even-numbered stages of the transmission TM, in detail, may be connected to a2 in the dual clutch actuator, and a2 may transmit the power to the transmission input shaft connected to the even-numbered stages of the transmission TM.

In an embodiment of the present invention, a flow path O may be formed between the motor M and the dual clutches K1, K2, and the flow path O receives hydraulic pressure supplied from the outside of the housing H to drive the engine clutches.

The engine clutch 10 may be formed on the engine E side with respect to the motor M, and the engine clutch 10 may be spline-connected to a rotor shaft R0 of the rotor R.

In one embodiment of the present invention, the engine clutch 10 is connected to the engine output shaft E0 of the engine E, and receives the rotational power transmitted from the engine output shaft E0 and transmits the rotational power to the rotor R.

The engine clutch 10 is connected to an axially acting engine clutch actuator 16, and the engine clutch actuator 16 may be bonded to the cover C.

Here, the engine clutch 10 includes a through portion 18 protruding in the direction of the engine clutch actuator 16.

The through portion 18 of the engine clutch 10 may be connected to the engine clutch actuator 16 through a through hole R01 formed at one side of the rotor shaft R0, the through hole R01 being exposed to the outside of the cover C.

In this case, an engine clutch actuator bearing 162 may be provided between the through portion 18 of the engine clutch 10 and the engine clutch actuator 16.

The engine clutch actuator bearing 162 may rotatably support the engine clutch actuator 16 and may support the axial force generated by the action of the engine clutch actuator 16.

In addition, the flow path O may be connected to the engine clutch actuator 16 through the cover C, and the engine clutch actuator 16 may receive hydraulic pressure from the flow path O to push the through portion 18 of the engine clutch 10 to drive the engine clutch 10.

At this time, the operating directions of the dual clutch actuators a1, a2 and the engine clutch actuator 16 may be the same as the direction from the transmission TM side to the engine E.

In one embodiment of the present invention, as shown in fig. 2 and 3, the dual clutches K1, K2, the motor M and the damper 20 may be arranged in a row in the direction of the engine output shaft E0 of the engine E.

For example, at least a part of the engine clutch 10 may be located on the inner diameter side of the rotor R outside the rotor R.

In addition, a terminal T may be connected to one side of the stator S in the motor M.

In this case, the terminal T is located between the motor M and the engine E, and one side may be open toward the engine E.

For example, the terminal T may be a connector.

As shown in fig. 2 and 3, the dual clutch device 100 is provided in a housing H, and includes a damper 20 connected to the engine clutch 10 by a damper spline 22.

A damper spring 24 may be disposed on the upper portion of the damper 20, and a radial center of the damper spring 24 may be located below the terminal T.

With the above configuration, the dual clutch device 100 according to an embodiment of the present invention has an effect of shortening the overall length by optimizing the layout of each component provided in the housing H.

More specifically, according to the dual clutch device 100 of the embodiment of the present invention, the components (the engine clutch 10 and the like) included in the housing H can be arranged in a state where the dual clutches K1 and K2, the motor M, and the damper 20 are aligned in a row in the direction of the engine output shaft E0 of the engine E.

In this state, as shown in fig. 2 and 3, at least a part of the engine clutch 10 may be positioned on the inner diameter side of the rotor R.

Further, in a state where the terminal T is positioned between the motor M and the engine E, the radial direction center of the damper spring 24 may be positioned below the terminal T.

In addition, a double clutch actuator a1, a2 may be provided on the transmission TM side, and a motor M accommodated in the cover C may be located between the double clutches K1, K2 and the engine clutch 10.

The engine clutch actuator 16 is coupled to the cover C, and a position of a flow path O for supplying hydraulic pressure to the engine clutch actuator 16 is located between the motor M and the dual clutches K1 and K2.

Therefore, according to the dual clutch device 100 for a hybrid vehicle of the embodiment of the present invention, even when the motor M and the engine clutch 10 are applied to a conventional dct (hybrid dct) vehicle, the overall length of the dual clutch device 100 can be reduced, and the mountability of the dual clutch device 100 to the vehicle can be improved.

Referring to fig. 2 and 3, the engine clutch 10 may include a retainer 12, and the retainer 12 may be supported on an outer diameter of the rotor shaft R0 and connected to the damper 20 by a damper spline 22.

For example, the damper spline 22 may be located between an outer diameter portion and an inner diameter portion of the engine clutch 10 at the outside of the engine clutch 10.

At this time, the diameter of the shock absorbing spline 22 may be greater than the diameter of the engine coupling member E1 coupling the engine E to the shock absorber 20.

In an embodiment of the present invention, the retainer 12 may be supported at an outer diameter portion of the rotor shaft R0 by a support bearing B.

In addition, the disc 14 may be connected at an inner diameter portion of the holder 12, and the disc 14 may be stably fixed to the rotor shaft R0 by the snap ring 30.

In a state where the disk 14 is fixed to the rotor shaft R0, the snap ring 30 can restrict at least a part of the disk 14 from moving axially toward the engine E side.

In addition, the snap ring 30 can restrict axial movement of at least a part of the engine clutch 10 toward the engine E side in a state where the entire engine clutch 10 including the disk 14 is fixed to the rotor shaft R0.

In one embodiment of the present invention, as shown in fig. 2 and 3, the tray 14 includes: at least one inner disc 142 splined to an outer diameter of the rotor shaft R0 and fixed to the rotor shaft R0 by a snap ring 30; at least one outer disc 144 is disposed between the inner discs 142, respectively, and is splined to the inner diameter portion of the retainer 12.

For example, as shown in fig. 2 and 3, the through portion 18 may be formed in the inner disk 142 located on the engine clutch actuator 16 side of the at least one inner disk 142.

In addition, a separation spring 19 may be disposed between the inner disks 142, and an outer diameter of the separation spring 19 may be smaller than an inner diameter of the outer disk 144.

For example, when the hydraulic pressure is supplied from the flow passage O to the engine clutch actuator 16 to move the through portion 18, the inner disc 142 located on the engine clutch actuator 16 side can move in the axial direction.

At this time, as shown in fig. 2 and 3, at least one of the inner disks 142 restricts the axial movement of the inner disk 142 toward the engine E, which is in contact with the snap ring 30.

In addition, the release spring 19 is compressed when the inner disc 142 on the engine clutch actuator 16 side is axially displaced.

On the other hand, when the hydraulic pressure supplied from the flow path O to the engine clutch actuator 16 is released, the inner discs 142 on the engine clutch actuator 16 side are restored to the original positions by the elastic restoring force of the separation spring 19, so that the gaps between the inner discs 142 can be formed.

In the embodiment of the invention, the rotational power of the engine E can be transmitted through the engine output shaft E0 in the order of the holder 12 of the engine clutch 10, the outer disc 144, the inner disc 142, the rotor shaft R0, the dual clutch input shaft K0, and to the dual clutches K1, K2.

Additionally, the dampening spline 22 may be larger than the diameter of the engine coupling member E1, and outside of the outer disc 144, the dampening spline 22 may be located between the outer and inner diameters of the outer disc 144.

As shown in fig. 2 and 3, a stepped portion 1422 (step) may be formed in at least one of the inner disks 142, in a direction toward the engine E, in the inner disk 142 that is in contact with the retainer ring 30.

With the above configuration, the dual clutch device 100 according to an embodiment of the present invention has an effect that the overall length of the dual clutch device 100 can be shortened by adjusting the size and position of the damper spline 22.

In detail, as shown in fig. 2 and 3, in the dual clutch device 100 according to an embodiment of the present invention, the damper spline 22 may be located between the outer diameter part and the inner diameter part of the outer disc 144 outside the outer disc 144, and by forming the damper spline 22 to be sized to be larger than the diameter of the engine coupling member E1, it is possible to sufficiently secure a space where the engine coupling member E1 is located in the housing H.

In addition, a step 1422 is formed toward the generator E side of the inner disc 142 contacting the snap ring 30, so that a space for disposing the support bearing B can be sufficiently secured.

In addition, by forming the outer diameter of the separation spring 19 smaller than the inner diameter of the outer disc 144, the space occupied by the entire engine clutch 10 can be reduced.

With this configuration, the dual clutch device 100 for a hybrid vehicle according to an embodiment of the present invention can shorten the overall length of the dual clutch device 100 by sufficiently securing a space where components can be arranged near the engine output shaft E0 and the dual clutch input shaft K0, and can improve mountability when the dual clutch device 100 is mounted in a vehicle.

Referring to fig. 2 and 3, a fixing member 40 may be coupled to an end of the rotor shaft R0 located on the engine E side.

The dual clutches K1, K2 and the engine clutch 10 can be driven axially (in the direction from the transmission TM side to the engine E side) by dual clutch actuators a1, a2 and the engine clutch actuator 16, respectively.

At this time, when each actuator is actuated, the double clutches K1, K2 and the engine clutch 10 require reaction force to drive, and therefore, axial fixation is necessary.

To this end, the dual clutch device 100 according to an embodiment of the present invention includes a fixing member 40, and the fixing member 40 fixes the support bearing B and the rotor shaft R0 with respect to the axial direction.

For example, the fixing member 40 may be a nut, and one side may be coupled to the dual clutch input shaft K0.

As shown in fig. 2 and 3, the fixing member 40 may fix the support bearing B and the rotor shaft R0, which are located between the holder 12 of the engine clutch 10 and the outer diameter portion of the rotor shaft R0, with respect to the axial direction.

The engine clutch 10 supported by the support bearing B on the outer diameter portion of the rotor shaft R0 may be fixed to the axial direction by the fixing member 40.

At this time, since the dual clutch input shaft K0 is spline-connected to the rotor shaft R0 as described above, the dual clutches K1, K2 connected to the dual clutch input shaft K0 are also fixed relative to the axial direction by the fixing member 40.

Therefore, since the axial movement of the dual clutches K1, K2, the engine clutch 10, and the rotor R toward the engine E side can be restricted by the single fixing member 40, the number of parts of the dual clutch device 100 can be reduced, the processing area can be reduced, and the assemblability can be improved.

On the other hand, as shown in fig. 2 and 3, a support ring 50 may be inserted between the fixing member 40, the support bearing B, and the rotor shaft R0.

For example, the support ring 50 may increase a coupling surface pressure between the fixing member 40 and the support bearing B and the rotor shaft R0.

Next, the structure of the seal portion 60 of the dual clutch device 100 according to an embodiment of the present invention will be described with reference to fig. 2 and 3.

Referring to fig. 2 and 3, at least one sealing portion 60 may be provided between the cover C of the motor M and the rotor shaft R0 of the rotor R.

For example, as shown in fig. 2 and 3, the sealing portion 60 may seal a portion of the rotor shaft R located inside the cover C.

In addition, the sealing part 60 may seal the rotor R and the stator S inside the cover C.

In detail, the seal portion 60 includes a first seal member 62 interposed between one end of the cover C side on the engine clutch 10 side and one side of the rotor shaft R0 on the engine clutch 10 side and exposed to the outside of the cover C.

In addition, the seal portion 60 includes a second seal member 64 interposed between the other end of the flow path O on the side of the cover C and the other side of the rotor shaft R0 on the side of the flow path O and exposed to the outside of the cover C.

As described above, the first and second sealing members 62 and 64 may seal the rotor R, the stator S, and a portion of the rotor shaft R0 located inside the cover C.

For example, the first and second seal members 62 and 64 may be seal bearings.

The first and second seal members 62 and 64 of the seal portion 60 prevent dust, foreign objects, and moisture generated by driving the engine clutch 10 from flowing into the gap between the cover C of the motor M and the rotor shaft R0 of the rotor R.

Further, the seal portion 60 may be provided between the engine clutch 10 and an inner diameter portion of the rotor shaft R0 of the rotor R.

Specifically, the seal portion 60 further includes a seal plate 66 provided between the engine clutch actuator 16 and the through portion 18 of the engine clutch 10.

As described above, the through portion 18 can be connected to the engine clutch actuator 16 through the through hole R01 formed on one side of the rotor shaft R0.

The engine clutch actuator bearing 162 may be disposed between the seal plate 66 and the engine clutch actuator 16.

The dual clutch device 100 according to an embodiment of the present invention has a structure in which the through portion 18 passes through the rotor shaft R0 to operate, and therefore, in order to stably dispose the seal plate 66, at least a portion of the rotor shaft R0 (specifically, a portion of the inner diameter portion of the rotor shaft R0) may be formed to surround the engine clutch actuator bearing 162.

In the structure, the inner and outer diameter portions of the seal plate 66 may be located between the inner diameter portions of the rotor shaft R0.

Further, as described above, the engine clutch actuator 16 can receive hydraulic pressure from the flow path O.

At this time, the hydraulic pressure supplied from the flow path O urges the engine clutch actuator 16 in the axial direction (specifically, in the direction of the engine output shaft E0), and the engine clutch actuator bearing 162 and the seal plate 66 can move in the axial direction in accordance with the axial movement of the engine clutch actuator 16.

As the engine clutch actuator 16 moves in the axial direction, the engine clutch actuator bearing 162 and the seal plate 66 move in the axial direction, and the through portion 18 of the engine clutch 10 also moves in the axial direction, so that the engine clutch 10 can be driven in the axial direction.

When the through portion 18 is axially moved by the driving of the engine clutch actuator 16, the seal plate 66 may apply an axial load to the through portion 18 while moving in the axial direction.

At this time, the seal plate 66 moves axially and pushes the through portion 18 axially, so that dust passing through the through hole R01 is prevented from flowing into the inside of the inner diameter portion of the rotor shaft R0.

In addition, the inner and outer diameter portions of the seal plate 66 may contact the inner diameter portion of the rotor shaft R0 during axial movement of the seal plate 66 by driving of the engine clutch actuator 16.

For example, the seal members 662 may be formed on the inner diameter portion and the outer diameter portion of the seal plate 66, respectively.

The seal member 662 contacts the inner diameter portion of the rotor shaft R0, and closes a gap between the inner diameter portion of the rotor shaft R0 and the inner diameter portion and the outer diameter portion of the seal plate 66.

Further, since the penetrating portion 18 moves in the axial direction in accordance with the axial movement of the seal plate 66, the dust flowing from the through hole R01 to the inner diameter portion of the rotor shaft R0 can be cut off.

On the other hand, the seal member 662 may be the same material as the rotor shaft R0.

Therefore, since the seal member 662 is in contact with the rotor shaft R0 of the same material, a decrease in efficiency due to driving of the engine clutch 10 does not occur.

By the structure of the seal portion 60, the seal structure between the motor M and the engine clutch 10 is made compact, and the motor M can be sealed from dust, foreign matter, and moisture generated by driving the engine clutch 10.

In addition, the performance and durability of the motor can be maintained by the sealing structure of the motor M.

The above description is illustrative of the technical idea of the present invention, and various modifications, changes, and substitutions may be made by those skilled in the art without departing from the essential characteristics of the present invention. Therefore, the embodiments and drawings disclosed in the present invention are for explaining the technical idea of the present invention, and do not limit the present invention, and the technical idea scope of the present invention is not limited by the embodiments and drawings. It should be construed that the scope of the present invention is defined by the claims, and all technical ideas within the scope equivalent thereto are included in the claims.