KR102291313B1 - Hybrid drive module and manufacturing method of rotor provided in this - Google Patents

Abstract

Disclosed are a hybrid driving module, and a method for assembling a rotor provided therein. A hybrid driving module according to an embodiment of the present invention is for selectively transmitting rotational power transmitted from an engine and a motor to a transmission, comprising: a housing disposed between the engine and the transmission; a drive shaft having one end facing the engine in an axial direction protruding from the housing, rotatably mounted inside the housing in a radial direction, and receiving rotational power of the engine; It is provided inside the housing, the rotor of the motor is mounted on the radially outer side, the radially inner side extends integrally toward the drive shaft, and at the other end of the drive shaft facing the transmission in the axial direction. a rotor hub on which a hub plate portion rotatably connected is formed; a rotor hub ridge having an inner circumferential surface rotatably supported by the housing in a radial direction, and an outer circumferential surface fixed to the rotor hub in the engine side with respect to an axial direction; an engine clutch disposed on the engine side in an axial direction with the hub plate portion interposed therebetween, and directly connecting the drive shaft and the rotor hub to selectively transmit rotational power of the engine to the rotor hub; and the hub plate portion interposed therebetween and disposed on the transmission side in the axial direction to be connected to the rotor hub, and to multiply the rotational power of the engine, the motor, or the engine and the motor when the vehicle is initially driven , or a torque converter that transmits to the transmission in a 1:1 ratio; includes

Description

Hybrid drive module, and a rotor assembly method provided therein

The present invention relates to a hybrid drive module and a method for assembling a rotor provided therein, and more particularly, to a hybrid drive module for transmitting rotational power input from an internal combustion engine and a motor to a transmission, and a method for assembling a rotor provided therein. .

Eco-friendly technology in vehicles is a core technology of the future automobile industry, and automakers are focusing their efforts on developing eco-friendly vehicles to achieve environmental and fuel economy regulations.

Examples of future vehicle technologies include an electric vehicle (EV) using electric energy, a hybrid electric vehicle (HEV), and a double clutch transmission (DCT) with improved efficiency and convenience.

The hybrid electric vehicle is a vehicle using two or more power sources, and may be combined in various ways. Typically, a gasoline engine or diesel engine using conventional fossil fuels, and a motor driven by electric energy / Generator is configured as a hybrid.

Since the hybrid electric vehicle is equipped with an internal combustion engine and a motor at the same time, it is possible to significantly reduce harmful gas emission and fuel efficiency compared to a general vehicle.

Such a hybrid electric vehicle effectively transmits the rotational power of the engine and the motor to the transmission to increase efficiency, and to maximize fuel efficiency, and a drive module equipped with an engine clutch and torque converter that enables effective power transmission and reduction of size and parts development has been required.

Accordingly, research and development of a hybrid drive module that is modularized together with the motor of a hybrid electric vehicle, including the functions of the engine clutch and torque converter to efficiently combine and transmit the driving force of the engine and the motor in the hybrid electric vehicle (HEV), continues. is made with

Matters described in this background section are prepared to enhance understanding of the background of the invention, and may include matters that are not already known to those of ordinary skill in the art to which this technology belongs.

Therefore, the present invention was invented to solve the above problems, and the problem to be solved by the present invention is to optimize the arrangement of the engine clutch and the torque converter through the rotor hub to reduce the overall outer diameter and the total length in the axial direction. An object of the present invention is to provide a hybrid driving module that enables this, and a method for assembling a rotor provided therein.

In addition, another object of the present invention is to improve the coupling structure of the rotor hub and the rotor that transmits the rotational power of the engine and the motor to the impeller to prevent the axial departure of the rotor when assembling it in the housing, thereby reducing performance, product damage, and An object of the present invention is to provide a hybrid driving module capable of preventing the occurrence of a driving failure, and a method of assembling a rotor provided therein.

A hybrid driving module according to an embodiment of the present invention for achieving this object is for selectively transmitting rotational power transmitted from an engine and a motor to a transmission, comprising: a housing disposed between the engine and the transmission; a drive shaft having one end facing the engine in an axial direction protruding from the housing, rotatably mounted inside the housing in a radial direction, and receiving rotational power of the engine; It is provided inside the housing, the rotor of the motor is mounted on the radially outer side, the radially inner side extends integrally toward the drive shaft, and at the other end of the drive shaft facing the transmission in the axial direction. a rotor hub on which a hub plate portion rotatably connected is formed; a rotor hub ridge having an inner circumferential surface rotatably supported by the housing in a radial direction, and an outer circumferential surface fixed to the rotor hub in the engine side with respect to an axial direction; an engine clutch disposed on the engine side in an axial direction with the hub plate portion interposed therebetween, and directly connecting the drive shaft and the rotor hub to selectively transmit rotational power of the engine to the rotor hub; and the hub plate portion interposed therebetween and disposed on the transmission side in the axial direction and connected to the rotor hub, and multiplies the rotational power of the engine, the motor, or the engine and the motor, or 1:1 a torque converter transmitting to the transmission; includes

The rotor hub ridge may be mounted on one end of the rotor hub positioned on the engine side with respect to the axial direction, and a rotor support portion for supporting one end of the rotor in the axial direction may be integrally formed extending radially outward. .

The rotor has a first retainer interposed at one end facing the engine and a spacer and a second retainer interposed at the other end facing the transmission in the axial direction, and the rotor faces the engine from the transmission side. Can be inserted into the hub.

The rotor may move toward the engine side through a caulking portion formed on an outer circumferential surface of the other end of the rotor hub in a direction opposite to the rotor support in a state in which the spacer and the second retainer interposed at the other end of the rotor are pressed. can be fixedly mounted on the

The spacer may be a metallic elastic body whose length is variable with respect to an axial direction when a pressing force is applied to form the caulking part.

The rotor may be mounted radially outward of the rotor hub after mounting the torque converter to the rotor hub.

The engine clutch may include: a clutch piston mounted on the rotor hub ridge so that an outer circumferential surface and an inner circumferential surface are slidably mounted in an axial direction with respect to the radial direction; a drive plate having an inner peripheral end fixed to an outer peripheral surface of the other end of the drive shaft in a radial direction; at least one first friction plate coupled to the drive plate and moving in an axial direction by the clutch piston; a carrier fixed to the hub plate unit at the engine side with respect to the axial direction; and at least one second friction plate coupled to the carrier and disposed between the first friction plate and the carrier to move in an axial direction. may include.

A clutch operation chamber for operating the clutch piston may be formed between the rotor hub ridge and the clutch piston.

The torque converter is fixed to the rotor hub at the transmission side, the impeller assembly rotating together with the rotor hub; a lock-up clutch having a lock-up piston to directly connect the rotor hub and the turbine; and a driven plate connected to the turbine and the lock-up clutch to receive rotational power and connected to a spline hub connected to the transmission. may include.

The lock-up clutch may include: a first clutch drum part formed on the inside of the rotor hub in a radial direction from the transmission side in an axial direction; at least one third friction plate coupled to the first clutch drum and moved in the axial direction by the lock-up piston; a second clutch drum part formed on a radially outer side of the driven plate at a position spaced apart from the first clutch drum toward a center of rotation; and at least one fourth friction plate coupled to the second clutch drum and disposed between the third friction plate and the second clutch drum to move in an axial direction. may include.

A leaf spring may be interposed between the hub plate part and the lock-up piston.

A lock-up operation chamber for operating the lock-up piston may be formed between the hub plate part and the lock-up piston.

A stator may be disposed on a radially outer side of the rotor, and the stator may be fixed inside the housing through a support ring.

One end of the drive shaft may be connected to the engine through a damper.

A first bearing is interposed between the housing and the drive shaft, a second bearing is interposed between the housing and the rotor hub ridge, and a third bearing is interposed between the inner circumferential surface of the other end of the drive shaft and the outer circumferential surface of the hub plate part. This may be interposed.

A sealing member for sealing between the housing and the drive shaft may be mounted at a position spaced apart from the first bearing toward the engine side by a predetermined distance based on the axial direction.

The first bearing may be installed to be supported in an axial direction by a snap ring mounted on an outer circumferential surface of the drive shaft.

One end of the second bearing toward the engine side with respect to the axial direction is supported in a first stepped groove formed on the outer circumferential surface of the housing from the inside in the radial direction, and a second step formed on the inner circumferential surface of the rotor hub ridge from the inside in the radial direction The other end facing the transmission side with respect to the axial direction may be supported in the groove.

In the third bearing, one end toward the engine side with respect to the axial direction is supported in a third stepped groove formed on the inner circumferential surface of the other end of the drive shaft from the inside in the radial direction, and formed on the outer circumferential surface of the hub plate part from the inside in the radial direction. The other end facing the transmission side with respect to the axial direction may be supported in the 4 step groove.

And the rotor assembly method according to an embodiment of the present invention comprises the steps of mounting a torque converter to the other end of a rotor hub having a rotor support portion extending radially outwardly formed at one end toward the engine side with respect to the axial direction; inserting at least one retainer and a rotor into the rotor hub from the transmission side toward the engine side with respect to the axial direction; pressing the retainer from the opposite side of the rotor support toward the engine side so that a predetermined gap is formed at the other end of the rotor hub from the transmission side toward the engine side in the axial direction; and forming a caulking portion by punching an outer peripheral surface of the other end of the rotor hub in a direction opposite to the rotor support portion with respect to the axial direction. includes

In the step of mounting the torque converter, the impeller shell of the impeller assembly may be welded to the other end of the rotor hub in the torque converter in which the assembly of the impeller assembly, the turbine, the lock-up clutch, and the driven plate is completed.

In the pressing of the retainer, the retainer may be pressed using a pressing device.

In the forming of the caulking portion, the caulking portion may be formed using a punching device, and the pressing device may maintain the retainer in a pressurized state until the caulking portion is formed.

The retainers are respectively provided at both ends of the rotor, and a spacer is interposed between the rotor and the retainer on the transmission side. It may be an elastic body made of a metal material having a variable length.

As described above, according to the hybrid driving module according to the embodiment of the present invention and the rotor assembly method provided therein, the engine clutch and the torque converter are mounted through the rotor hub on which the rotor is mounted inside the housing to rotate the engine and the motor. While power is selectively and smoothly transmitted to the transmission, the overall outer diameter and axial overall length can be reduced by optimizing the arrangement of the engine clutch and torque converter.

In addition, the present invention improves the coupling structure of the rotor hub and the rotor, which transmits the power of the engine and the motor to the impeller, and prevents the axial departure of the rotor when assembling it in the housing, thereby preventing performance degradation, product damage, and occurrence of drive failure. There is edification that improves the overall marketability by preventing it.

Furthermore, the present invention can simplify the layout of the internal flow path system by efficiently dividing the internal space of the housing using the rotor hub and optimally arranging the engine clutch and the torque converter, and can be used in a narrow engine room. It also has the effect of minimizing the installation space.

1 is a cross-sectional view of a hybrid driving module according to an embodiment of the present invention cut in an axial direction.
FIG. 2 is an enlarged view of part A of FIG. 1 .
FIG. 3 is an enlarged view of part C of FIG. 1 .
4 is a process block diagram for explaining a method of assembling a rotor according to an embodiment of the present invention.
5 to 10 are step-by-step process state diagrams of a rotor assembling method according to an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail based on the accompanying drawings.

The present invention is not limited to the embodiments disclosed below, and various changes may be made and may be implemented in various different forms. Only the present embodiment is provided so as to complete the disclosure of the present invention and to fully inform those of ordinary skill in the scope of the invention.

Therefore, the present invention is not limited to the embodiments disclosed below, and all changes and equivalents included in the technical spirit and scope of the present invention as well as substituting or adding the configuration of any one embodiment and the configuration of other embodiments to each other or substitutes.

The accompanying drawings are only for easy understanding of the embodiments disclosed in the present specification, and the technical spirit disclosed herein is not limited by the accompanying drawings, and all changes and equivalents included in the spirit and scope of the present invention It should be understood to include water or substitutes.

In order to clearly explain the present invention, parts irrelevant to the description are omitted, and the same reference numerals are given to the same or similar elements throughout the specification.

Since the size and thickness of each component shown in the drawings are arbitrarily indicated for convenience of description, the present invention is not necessarily limited to the bar shown in the drawings, and the thickness is enlarged to clearly express various parts and regions.

In the drawings, in consideration of the convenience of understanding, etc., the size or thickness may be exaggeratedly expressed as large or small, but the protection scope of the present invention should not be construed as being limited thereto.

The terms used herein are used only to describe specific embodiments or examples, and are not intended to limit the present invention. And singular expressions include plural expressions unless the context clearly dictates otherwise.

In the specification, terms such as “comprises” and “consisting of” are intended to designate that the features, numbers, steps, operations, components, parts, or combinations thereof described in the specification exist. That is, it is understood that terms such as “comprises” and “consisting of” in the specification do not preclude the existence or addition of one or more other features or numbers, steps, operations, components, parts, or combinations thereof. should be

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

When a component is referred to as being “connected” or “connected” to another component, it may be directly connected or connected to the other component, but it is understood that other components may exist in between. it should be

On the other hand, when it is mentioned that a certain element is "directly connected" or "directly connected" to another element, it should be understood that the other element does not exist in the middle.

When a component is referred to as “over” or “below” another component, it should be understood that other components may exist in the middle as well as directly above the other component. .

Unless defined otherwise, all terms used herein, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related art, and should not be interpreted in an ideal or excessively formal meaning unless explicitly defined in the present application. does not

For convenience, in this specification, the direction is defined as follows.

The front-rear direction or the axial direction is a direction parallel to the axis of rotation, and the front (front) refers to a direction toward the power source, such as the engine, and the rear (rear) refers to the other direction, such as the direction toward the transmission. Therefore, the front (front) means the surface on which the surface faces the front, and the rear (rear) means the surface on which the surface faces the rear.

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

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

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

In addition, terms such as “…unit”, “…means”, “…part”, “…member” described in the specification refer to a unit of a comprehensive configuration that performs at least one function or operation. it means.

1 is a cross-sectional view of a hybrid driving module according to an embodiment of the present invention cut in the axial direction, FIG. 2 is an enlarged view of part A of FIG. 1 , and FIG. 3 is an enlarged view of couple B of FIG. 1 .

1 is a half cross-sectional view for explaining an embodiment of the present invention, and shows a hybrid driving module 100 according to an embodiment of the present invention.

Referring to FIG. 1 , the hybrid driving module 100 according to an embodiment of the present invention is for selectively transmitting rotational power transmitted from an engine 2 and a motor 6 to a transmission 4, and the engine ( 2) and the transmission (4).

The motor 6 is composed of a rotor (R) and a stator (S) as applied to a general electric vehicle, and can simultaneously perform a motor and a generator function.

Here, the hybrid driving module 100 according to the embodiment of the present invention includes a housing 110 , a drive shaft 120 , a rotor hub 130 , a rotor hub ridge 140 , an engine clutch 150 , and a torque converter. (170).

First, the housing 110 is disposed between the engine 2 and the transmission 4 .

The drive shaft 120 is rotatably mounted inside the housing 110 in a radial direction with one end facing the engine 2 protruding from the housing 110 with respect to the axial direction, and the engine The rotational power of (2) is input.

Here, one end of the drive shaft 120 protruding from the housing 110 toward the engine 2 in the axial direction may be connected to the engine 2 through a damper 8 .

The damper 8 absorbs the torsional force acting in the rotational direction of the shaft in the rotational power transmitted from the engine 2 so that the rotational power of the engine 2 is stably transmitted to the drive shaft 120 and prevents vibration. It functions to attenuate.

In this embodiment, the rotor hub 130 is provided inside the housing 110 , and the rotor R of the motor 6 is mounted on the radially outer side.

The rotor hub 130 extends integrally toward the drive shaft 120 inside the rotor hub 130 and is rotatably connected to the other end of the drive shaft 120 toward the transmission 4 in the axial direction. A hub plate portion 132 is formed.

Here, the stator S is disposed on the radially outer side of the rotor R, and the stator S may be fixed inside the housing 110 through the support ring 7 .

In this embodiment, the rotor hub ridge 140 has an inner circumferential surface rotatably supported by the housing 110 in the radial direction, and the outer circumferential surface is the rotor hub ( 130) can be fixed.

Here, the rotor hub ridge 140 is mounted to one end of the rotor hub 130 through bolt fastening, and a rotor support part 134 for supporting one end of the rotor R in the axial direction is provided. It may be integrally formed extending toward the radially outward.

One end of the rotor R positioned on the engine 2 side with respect to the axial direction may be supported on the rotor support 134 .

In this embodiment, the rotor R has a first retainer 102 interposed at one end facing the engine 2 and a spacer 104 at the other end facing the transmission 4 with respect to the axial direction. With the second retainer 106 interposed therebetween, it may be inserted into the rotor hub 130 from the transmission 4 side toward the engine 2 side.

In this case, the first retainer 102 may be interposed between the rotor support 134 and the rotor R.

Here, the rotor R is, as shown in FIGS. 1 and 2 , the spacer 104 and the second retainer 106 interposed at the other end of the rotor R toward the engine 2 side. ) is pressed, it may be fixedly mounted to the rotor hub 130 through a caulking part 136 formed on the outer peripheral surface of the other end of the rotor hub 130 in a direction opposite to the rotor support part 134 .

In addition, the spacer 104 may be a metallic elastic body whose length is variable with respect to the axial direction when a pressing force is applied to form the caulking portion 136 .

Meanwhile, the rotor R may be mounted on the radially outer side of the rotor hub 130 after the torque converter 170 is mounted on the rotor hub 130 .

Such an assembly process of the rotor R will be described in more detail below through a rotor assembly method to be described later.

Meanwhile, referring to FIGS. 1 and 3 , a first bearing B1 is interposed between the housing 110 and the drive shaft 120 .

Here, the first bearing B1 may be installed to be supported in the axial direction by a snap ring 122 mounted on an outer circumferential surface of the drive shaft 120 .

Accordingly, separation of the first bearing B1 may be prevented by the snap ring 122 between the housing 110 and the drive shaft 120 .

In addition, a sealing member ( 124) can be installed.

The sealing member 124 may prevent an internal working fluid from leaking to the outside between the housing 110 and the drive shaft 120 .

In this embodiment, a second bearing B2 is interposed between the housing 110 and the rotor hub ridge 140 .

Here, one end of the second bearing B2 toward the engine side with respect to the axial direction is supported in the first stepped groove 112 formed on the outer circumferential surface of the housing 110 inside the second bearing B2 in the radial direction.

The other end of the second bearing B2 toward the transmission 2 in the axial direction may be supported in the second stepped groove 142 formed on the inner circumferential surface of the rotor hub ridge 140 from the inside in the radial direction. .

Accordingly, the second bearing B2 is prevented from being separated in the axial direction by the first and second stepped grooves 112 and 142 between the housing 110 and the rotor hub ridge 140 , and , the rotor hub ridge 140 may be stably and rotatably supported with respect to the housing 110 .

A third bearing B3 is interposed between the inner peripheral surface of the other end of the drive shaft 120 and the outer peripheral surface of the hub plate part 132 .

Here, one end of the third bearing B3 is supported by a third stepped groove 126 formed on the inner circumferential surface of the other end of the drive shaft 120 from the inside in the radial direction toward the engine 2 in the axial direction. can be

In addition, the other end of the third bearing B3 toward the transmission 2 in the axial direction is supported in the fourth stepped groove 138 formed on the outer circumferential surface of the hub plate part 132 from the inside in the radial direction. can

Accordingly, the third bearing B3 is formed between the inner peripheral surface of the other end of the drive shaft 120 and the outer peripheral surface of the hub plate part 132 in the axial direction by the third and fourth stepped grooves 126 and 138 . separation is prevented, and rotation of the drive shaft 120 and the rotor hub 130 can be stably supported.

In this embodiment, as shown in FIG. 1 , the engine clutch 150 is disposed on the engine 2 side in the axial direction inside the housing 110 with the hub plate part 132 interposed therebetween. is placed on

The engine clutch 150 may directly connect the drive shaft 120 and the rotor hub 130 to selectively transmit the rotational power of the engine 2 to the rotor hub 130 .

Here, the engine clutch 150 may include a clutch piston 151 , a drive plate 152 , a first friction plate 153 , a carrier 154 , and a second friction plate 155 .

First, the clutch piston 151 is mounted on the rotor hub ridge 140 with an outer circumferential surface and an inner circumferential surface slidably in the axial direction based on the radial direction.

An inner peripheral end of the drive plate 152 is fixed to an outer peripheral surface of the other end of the drive shaft 120 in a radial direction.

The first friction plate 153 is configured in plurality, and the inner circumferential surface is coupled to the outer circumferential surface of the drive plate 152 .

Here, a fitting groove into which the first friction plate 153 can be fitted may be provided on an outer circumferential surface of the drive plate 152 . Fitting projections are provided on the inner circumferential surface of the first friction plate 153 in the circumferential direction. These fitting projections may be inserted into the fitting groove to move in the axial direction.

That is, the fitting groove of the drive plate 152 may have an opening at one side facing the engine 2 in the axial direction, and may be penetrated in the radial direction with respect to the axis. Accordingly, the first friction plate 153 may move in the axial direction by the clutch piston 151 .

In this embodiment, the carrier 154 may be fixed to the hub plate part 132 on the engine 2 side with respect to the axial direction.

In addition, the second friction plate 155 is configured in plurality and is coupled to the carrier 154 .

Here, another fitting groove into which the second friction plate 19 can be fitted is provided on the inner circumferential surface of the carrier 154 . Accordingly, the second friction plates 154 are coupled to the carrier 154 , and disposed between the first friction plate 153 and the carrier 154 to move in the axial direction.

On the other hand, in the embodiment of the present invention, another fitting groove may be provided on the inner circumferential surface of the carrier 154 as well as the drive plate 152 , and another fitting groove may be provided on the outer circumferential side of the second friction plate 155 . A projection may be provided in the axial direction.

Here, a clutch operation chamber 156 for operating the clutch piston 151 by the pressure of the supplied working fluid may be formed between the rotor hub ridge 140 and the clutch piston 151 .

That is, when a working fluid is supplied to the clutch operation chamber 156 inside the housing 110 and a predetermined pressure is formed, the clutch piston 151 moves the first and second friction plates 153 in the axial direction. , 155 , by frictionally contacting the first and second friction plates 153 and 155 , the rotational power of the engine 2 transmitted to the drive shaft 120 is transferred to the rotor hub 130 . ) through the torque converter 170 .

In addition, the torque converter 170 is disposed on the side of the transmission 2 in the axial direction with the hub plate part 132 interposed therebetween and is connected to the rotor hub 130 .

The torque converter 170 multiplies the rotational power of the engine 2 , the motor 6 , or the engine 2 and the motor 6 when the vehicle is initially driven to the transmission 4 . and when the vehicle is driven at a certain speed or higher, the rotation power of the engine 2, the motor 6, or the engine 2 and the motor 6 is 1:1 in the transmission 4 ) can be passed to

Here, the torque converter 170 may include an impeller assembly 172 , a turbine 173 , a reactor 174 , a lock-up clutch 175 , and a driven plate 177 .

First, the impeller assembly 172 is fixed to the rotor hub 130 on the transmission 4 side, and may rotate together with the rotor hub 130 .

Here, the impeller assembly 172 includes an impeller shell 172a having a radially outer end fixed to the rotor hub 130 through welding, and a plurality of impeller blades 172b mounted on the impeller shell 172a. may include

The turbine 173 is disposed at a position facing the impeller 172 . The reactor 174 may be positioned between the impeller 172 and the turbine 173 to change the flow of the working fluid coming out of the turbine 173 and deliver it to the impeller assembly 172 side.

In this embodiment, the lock-up clutch 175 may include a lock-up piston 176 to directly connect the rotor hub 130 and the turbine 173 .

The driven plate 177 is connected to the turbine 173 and the lock-up clutch 175 to receive rotational power, and is connected to a spline hub 178 connected to the transmission 4 .

Here, the lock-up clutch 175 may include a first clutch drum part 179 , a third friction plate 181 , a second clutch drum part 182 , and a fourth friction plate 183 .

First, the first clutch drum part 179 is formed on the side of the transmission 4 in the axial direction and inside the rotor hub 130 in the radial direction.

The third friction plate 181 is configured in plurality, and the outer circumferential surface is coupled to the inner circumferential surface of the first clutch drum 179 .

Here, a fitting groove into which the third friction plate 181 can be fitted may be provided on an inner circumferential surface of the first clutch drum part 179 . Fitting projections are provided on the outer peripheral surface of the third friction plate 181 in the circumferential direction. These fitting projections may be inserted into the fitting groove to move in the axial direction.

That is, the fitting groove of the first clutch drum part 179 may have an opening at one side facing the engine 2 in the axial direction, and may be penetrated in the radial direction with respect to the axis. Accordingly, the third friction plate 181 may be selectively moved in the axial direction by the lock-up piston 176 .

In the present embodiment, the second clutch drum part 182 may be formed on the radially outer side of the driven plate 177 at a position spaced apart from the first clutch drum 179 toward the center of rotation by a predetermined distance.

In addition, the fourth friction plate 183 is configured in plurality, and the inner circumferential surface is coupled to the outer circumferential surface of the second clutch drum unit 182 .

Here, another fitting groove into which the fourth friction plate 183 can be fitted is provided on the outer circumferential surface of the second clutch drum part 182 . Accordingly, the fourth friction plates 183 are coupled to the carrier 154 , and are disposed between the third friction plate 181 and the second clutch drum unit 182 to move in the axial direction.

On the other hand, in the embodiment of the present invention, another fitting groove penetrating through the same as the first clutch drum part 179 may be provided on the outer circumferential surface of the second clutch drum part 182 , and the fourth friction plate 183 may be provided. ) may be provided with another fitting protrusion on the outer circumferential side in the axial direction.

Here, a leaf spring 184 may be interposed between the hub plate part 132 and the lock-up piston 176 .

A plurality of leaf springs 184 may be provided to be spaced apart from each other at equal intervals in the circumferential direction between the hub plate portion 132 and the lock-up piston 176 . One end of the leaf spring 184 may be riveted to and fixed to the hub plate part 132 , and the other end may be riveted to and fixed to the lock-up piston 176 .

The leaf spring 184 is inclined at a set angle, and when the lock-up piston 176 moves from the hub plate 132 in the axial direction when the lock-up clutch 175 is operated, the lock-up piston ( 176) can maintain the bent state.

In this state, when the operation of the lock-up clutch 175 is released, the leaf spring 184 provides an elastic force to the lock-up piston 176 while restoring it to its initial shape, thereby rapidly initializing the lock-up piston 176 . position can be returned.

Also, a lock-up operation chamber 185 for operating the lock-up piston 176 may be formed between the hub plate part 132 and the lock-up piston 176 .

That is, when a working fluid is supplied to the lock-up operation chamber 185 inside the housing 110 and a predetermined pressure is formed, the lock-up piston 176 moves the third and fourth friction plates 181 in the axial direction. , 183 , by frictionally contacting the third and fourth friction plates 181 , 183 , the engine 2 , or the motor 6 , or the engine 2 and the motor ( The rotational power of the engine 2 transmitted from 6) to the rotor hub 130 may be transmitted to the transmission 4 through the driven plate 177 and the spline hub 178 connected to the turbine 2 . have.

At this time, the leaf spring 178 can maintain a bent state in its initial shape, and when the lock-up clutch 176 is released, it restores to its initial shape and provides an elastic restoring force to the lock-up piston 176 to make it more It is possible to quickly restore the lock-up piston 176 to its initial position.

Hereinafter, a method of assembling the rotor R in the hybrid driving module 100 configured as described above will be described in detail with reference to FIGS. 4 to 10 .

4 is a process block diagram illustrating a rotor assembling method according to an embodiment of the present invention, and FIGS. 5 to 10 are step-by-step process state diagrams of a rotor assembling method according to an embodiment of the present invention.

4, in the method of assembling a rotor according to an embodiment of the present invention, the rotor hub ( Step (S1) of mounting the torque converter 170 to the other end of 130) is performed.

Here, in the step S1 of mounting the torque converter 170 , as shown in FIG. 5 , the impeller assembly 172 , the turbine 173 , the reactor 174 , and the lock-up clutch 175 . , and in the torque converter 170 where the assembly of the driven plate 177 is completed, the impeller shell 172a of the impeller assembly 172 may be welded to the other end of the rotor hub 130 .

Then, as shown in FIGS. 4, 6, and 7 , the first retainer is attached to the rotor hub 130 from the transmission 4 side toward the engine 2 side with respect to the axial direction. (102), the step (S2) of sequentially inserting the rotor R, the spacer 104, and the second retainer 106 is performed.

When the assembly is completed by sequentially inserting the first retainer 102, the rotor R, the spacer 104, and the second retainer 106 into the rotor hub 130, the As shown, based on the axial direction, the spacer 104 is compressed from the opposite side of the rotor support 134 to the other end of the rotor hub 130 from the transmission 4 side toward the engine 2 side. A step (S3) of pressing the second retainer 106 toward the engine 2 side is performed so that a predetermined gap is formed.

Here, in the step of pressing the second retainer 106 ( S2 ), as shown in FIG. 8 , the second retainer 106 may be pressed in the axial direction using a separate pressing device 10 . .

In this state, the step (S4) of forming the caulking part 136 by punching the outer peripheral surface of the other end of the rotor hub 130 in the opposite direction to the rotor support part 134 with respect to the axial direction is performed.

In the step of forming the caulking part 136 ( S4 ), as shown in FIG. 9 , the caulking part 136 may be formed using a separate punching device 20 . At this time, the pressurizing device 10 may maintain the pressurized state of the second retainer 106 until the formation of the caulking portion 136 is completed.

Here, when a pressing force is applied to form the caulking part 136 , the spacer 104 may be an elastic body made of a metal material whose length is variable with respect to the axial direction while being compressed.

Accordingly, when the pressing device 10 presses the second retainer 106 in the axial direction, a predetermined gap for forming the caulking portion 136 may be more smoothly formed.

When the formation of the caulking part 136 is completed, as shown in FIG. 10 , the rotor R may be stably fixedly mounted to the rotor hub 130 .

In this state, the operator or the robot assembles the engine clutch 150 to the rotor hub 130 on the opposite side of the torque converter 170 (the engine 2 side), and then the stator S The assembly of the hybrid driving module 100 may be completed by completing the assembly to the mounted housing 110 .

Therefore, when the hybrid driving module 100 according to an embodiment of the present invention configured as described above, and the rotor assembly method provided therein are applied, the rotor R is mounted inside the housing 110 . The engine clutch 150 and the torque converter 170 are mounted through the rotor hub 130 to selectively and smoothly transmit the rotational power of the engine 2 and the motor 6 to the transmission 2 At the same time, by optimizing the arrangement of the engine clutch 150 and the torque converter 170, the overall outer diameter and the overall axial length can be reduced.

In addition, the present invention improves the coupling structure of the rotor hub 130 and the rotor R, which transmits the rotational power of the engine 2 and the motor 6 to the impeller assembly 172, so that the housing ( 110), by preventing the axial departure of the rotor (R) when assembling, it is possible to prevent performance degradation, product damage, and occurrence of defective driving, thereby improving overall marketability.

Furthermore, according to the present invention, the internal space of the housing 110 is efficiently partitioned using the rotor hub 130 and, at the same time, the engine clutch 150 and the torque converter 170 are optimally disposed, The layout of the flow path system can be simplified and the installation space can be minimized in the narrow engine room.

As described above, although the present invention has been described with reference to limited embodiments and drawings, the present invention is not limited thereto, and the technical spirit of the present invention and the following by those of ordinary skill in the art to which the present invention pertains. Of course, various modifications and variations are possible within the scope of equivalents of the claims to be described.

In addition, although the effects of the configuration of the present invention are not explicitly described and described while describing the embodiments of the present invention, it is natural that the effects predictable by the configuration should also be recognized.

2: engine
4: gearbox
6: motor
8 : damper
100: hybrid driving module
102, 106: first and second retainers
104: spacer
110: housing
112, 142, 126, 138: first, second, third, and fourth stepped grooves
120: drive shaft
122: snap ring
124: seal member
130: rotor hub
132: hub plate part
134: rotor support
136: caulking part
140: rotor hub ridge
150: engine clutch
151: clutch piston
152: drive plate
153, 155: first and second friction plates
154: carrier
156: clutch operation chamber
170: torque converter
172: impeller assembly
173: turbine
174 : Reactor
175: lock-up clutch
176: lock-up piston
177: driven plate
178: spline hub
179: first clutch drum unit
181, 183: third and fourth friction plates
182: second clutch drum unit
184: leaf spring
185: lock-up operation chamber
R: rotor
S: stator

Claims (24)

It is to selectively transmit the rotational power transmitted from the engine and the motor to the transmission,
a housing disposed between the engine and the transmission;
a drive shaft having one end facing the engine in an axial direction protruding from the housing, rotatably mounted inside the housing in a radial direction, and receiving rotational power of the engine;
It is provided inside the housing, the rotor of the motor is mounted on the radially outer side, the radially inner side extends integrally toward the drive shaft, and at the other end of the drive shaft facing the transmission in the axial direction. a rotor hub on which a hub plate portion rotatably connected is formed;
a rotor hub ridge having an inner circumferential surface rotatably supported by the housing in a radial direction, and an outer circumferential surface fixed to the rotor hub in the engine side with respect to an axial direction;
an engine clutch disposed on the engine side in an axial direction with the hub plate portion interposed therebetween, and directly connecting the drive shaft and the rotor hub to selectively transmit rotational power of the engine to the rotor hub; and
It is disposed on the transmission side in the axial direction with the hub plate portion interposed therebetween and is connected to the rotor hub, and multiplies the rotational power of the engine, the motor, or the engine and the motor when the vehicle is initially driven; or a torque converter that transmits 1:1 to the transmission; including,
The rotor hub ridge is mounted on one end of the rotor hub positioned on the engine side with respect to the axial direction, and a rotor support portion for supporting the axial end of the rotor is integrally extended toward the outside in the radial direction,
The rotor has a first retainer interposed at one end facing the engine and a spacer and a second retainer interposed at the other end facing the transmission in the axial direction, and the rotor faces the engine from the transmission side. Hybrid drive module, characterized in that inserted into the hub. delete delete According to claim 1,
the rotor is
In a state in which the spacer and the second retainer interposed at the other end of the rotor are pressed toward the engine side, in a direction opposite to the rotor support, fixedly mounted to the rotor hub through a caulking portion formed on the outer peripheral surface of the other end of the rotor hub. A hybrid driving module, characterized in that it becomes. 5. The method of claim 4,
The spacer is
The hybrid driving module, characterized in that when a pressing force is applied to form the caulking part, it is a metal elastic body whose length is variable with respect to the axial direction. According to claim 1,
the rotor is
After the torque converter is mounted to the rotor hub, the hybrid driving module, characterized in that it is mounted on the radially outer side of the rotor hub. According to claim 1,
the engine clutch
a clutch piston having an outer circumferential surface and an inner circumferential surface slidably mounted to the rotor hub ridge in the axial direction with respect to the radial direction;
a drive plate having an inner peripheral end fixed to an outer peripheral surface of the other end of the drive shaft in a radial direction;
at least one first friction plate coupled to the drive plate and moving in an axial direction by the clutch piston;
a carrier fixed to the hub plate unit at the engine side with respect to the axial direction; and
at least one second friction plate coupled to the carrier and disposed between the first friction plate and the carrier to move in an axial direction;
A hybrid driving module comprising a. 8. The method of claim 7,
Between the rotor hub ridge and the clutch piston,
A hybrid drive module, characterized in that a clutch operation chamber for operating the clutch piston is formed. According to claim 1,
The torque converter
an impeller assembly fixed to the rotor hub at the transmission side and rotating together with the rotor hub;
a turbine disposed at a position facing the impeller;
a lock-up clutch having a lock-up piston to directly connect the rotor hub and the turbine; and
a driven plate connected to the turbine and the lock-up clutch to receive rotational power and connected to a spline hub connected to the transmission;
A hybrid driving module comprising a. 10. The method of claim 9,
The lock-up clutch is
a first clutch drum portion formed inside the rotor hub in the radial direction at the transmission side in the axial direction;
at least one third friction plate coupled to the first clutch drum and moved in the axial direction by the lock-up piston;
a second clutch drum part formed on a radially outer side of the driven plate at a position spaced apart from the first clutch drum toward a center of rotation; and
at least one fourth friction plate coupled to the second clutch drum and disposed between the third friction plate and the second clutch drum to move in an axial direction;
A hybrid driving module comprising a. 10. The method of claim 9,
Between the hub plate part and the lock-up piston
Hybrid drive module, characterized in that the leaf spring is interposed. 10. The method of claim 9,
Between the hub plate part and the lock-up piston
and a lock-up operation chamber for operating the lock-up piston is formed. According to claim 1,
A stator is disposed on the radially outer side of the rotor,
The stator is a hybrid driving module, characterized in that it is fixed through a support ring inside the housing. According to claim 1,
One end of the drive shaft
A hybrid driving module, characterized in that connected to the engine through a damper. According to claim 1,
A first bearing is interposed between the housing and the drive shaft,
A second bearing is interposed between the housing and the rotor hub ridge,
A hybrid driving module, characterized in that a third bearing is interposed between an inner peripheral surface of the other end of the drive shaft and an outer peripheral surface of the hub plate part. 16. The method of claim 15,
A hybrid driving module, characterized in that a sealing member for sealing the housing and the drive shaft is mounted at a position spaced apart from the first bearing toward the engine side by a predetermined distance based on the axial direction. 16. The method of claim 15,
the first bearing
Hybrid driving module, characterized in that it is installed to be supported in the axial direction by a snap ring mounted on the outer peripheral surface of the drive shaft. 16. The method of claim 15,
the second bearing
One end toward the engine side with respect to the axial direction is supported in the first stepped groove formed on the outer circumferential surface of the housing from the inside in the radial direction,
The hybrid drive module, characterized in that the other end facing the transmission side with respect to the axial direction is supported in the second stepped groove formed on the inner peripheral surface of the rotor hub ridge from the inside in the radial direction. 16. The method of claim 15,
The third bearing is
One end toward the engine side with respect to the axial direction is supported in a third stepped groove formed on the inner circumferential surface of the other end of the drive shaft from the inside in the radial direction,
The hybrid driving module, characterized in that the other end facing the transmission side with respect to the axial direction is supported in a fourth stepped groove formed on the outer circumferential surface of the hub plate in the radial direction. Mounting the torque converter to the other end of the rotor hub having a rotor support portion extending radially outwardly formed at one end toward the engine side with respect to the axial direction;
inserting at least one retainer and a rotor into the rotor hub from the transmission side toward the engine side with respect to the axial direction;
pressing the retainer from the opposite side of the rotor support toward the engine side so that a predetermined gap is formed at the other end of the rotor hub from the transmission side toward the engine side in the axial direction; and
forming a caulking portion by punching an outer peripheral surface of the other end of the rotor hub in a direction opposite to the rotor support portion with respect to the axial direction;
Rotor assembly method comprising a. 21. The method of claim 20,
In the step of mounting the torque converter,
The method of assembling a rotor, characterized in that by welding the impeller shell of the impeller assembly to the other end of the rotor hub in the torque converter in which the assembly of the impeller assembly, the turbine, the lock-up clutch, and the driven plate is completed. 21. The method of claim 20,
In the step of pressing the retainer,
A method of assembling a rotor, characterized in that the retainer is pressed using a pressing device. 23. The method of claim 22,
In the step of forming the caulking part,
The method of assembling a rotor, characterized in that the caulking part is formed using a punching device, and the pressing device maintains the retainer in a pressed state until the caulking part is formed. 21. The method of claim 20,
The retainers are respectively provided at both ends of the rotor, and a spacer is interposed between the rotor and the retainer on the transmission side,
The spacer is a rotor assembly method, characterized in that when a pressing force is applied to form the caulking part, the length of the spacer is an elastic body made of a metal material, the length of which is variable with respect to the axial direction while being compressed.

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