Power train of hybrid vehicle

• US 8,714,287 B2
• Filed: 11/16/2009
• Issued: 05/06/2014
• Est. Priority Date: 12/02/2008
• Status: Active Grant

• Current Assignee: Hyundai Motor Group
• Original Assignee: Hyundai Motor Company (Hyundai Motor Group)
• Inventors: Kim, Kyungha, Kim, Yeonho, Kim, Wansoo
• Primary Examiner(s): PHAN, HAU VAN
• Application Number:
  US12/619,214
• Publication Number:
  US 20100133026A1
• Time in Patent Office: 1,632 Days
• Field of Search: 180/65.21, 180/65.265, 180/165, 180/53.8, 180/65.25, 180/65.26, 180/65.28, 180/65.22, 477/5, 477/7
• US Class Current: 180/65.22
• CPC Class Codes: B60K 6/40 characterised by the assembly or relative disposition of components
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/15 Control strategies specially adapted for achieving a particular effect
• CPC Class Codes: B60W 2510/081 Speed
• CPC Class Codes: B60W 30/19 Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: B60W 30/20 Reducing vibrations in the driveline
• CPC Class Codes: Y02T 10/62 Hybrid vehicles

Abstract

According to the present invention, since a rotor shaft of a motor can be connected/disconnected with/from an input shaft of a transmission, it is possible to reduce or block vibration and noise between the motor and the transmission, thereby improving durability of the motor and achieving smooth gearshift. Further, when a vehicle is driven with the engine directly connected with the input shaft of the transmission, it is possible to easily implement driving sub-control and regenerative braking control by the motor, thereby achieving good properties against noise and vibration.

Claims

1. A power train of a hybrid vehicle, comprising:

an internal combustion engine;

a motor that is driven by electric energy;

a first clutch that is disposed on a first surface of a retainer integrally mounted on a transmission input shaft of an automatic transmission to selectively transmits power of the engine directly to the transmission input shaft wherein the first clutch is disposed radially inside a rotor of the motor; and

a second clutch that is disposed on a second surface of the retainer opposite the first surface to selectively transmits power from the motor to the same transmission input shaft as the first clutch wherein the second clutch is disposed radially inside the rotor of the motor, the diameter of the second clutch larger than that of the first clutch,

wherein the first clutch and the second clutch are disposed to be sequentially arranged along a radial direction of the transmission input shaft,

wherein the inner circumference of a rotor shaft of the motor is supported by an outside of a front shaft through a first bearing and an outer circumference is supported by a transmission case through a second bearing, the first bearing and the second bearing disposed inside the inner circumference of the rotor of the motor while overlapping each other in the radial direction of the front shaft,

wherein a motor speed sensor is disposed between the rotor shaft of the motor and the transmission case, and the motor speed sensor is positioned inside the inner circumference of the rotor, and

wherein the first clutch and the second clutch, the first bearing and the second bearing supporting the rotor shaft of the rotor and the motor speed sensor are disposed inside the inner circumference of the rotor of the motor.

2. The power train of a hybrid vehicle as defined in claim 1, wherein the front shaft is coaxially disposed in series at the front end of the transmission input shaft,

the front shaft is provided with a torsional damper connected with the engine,

the first clutch includes a hub connected to the front shaft, the retainer connected to the transmission input shaft, and a plurality of clutch plates and clutch discs disposed between the hub and the retainer, and

the second clutch includes the retainer, a rotor shaft of the motor, and a plurality of clutch plates and clutch discs disposed between the retainer and the rotor shaft of the motor.