Patent Application
20160152130
The present application claims the benefit of priority to Korean Patent Application Number 10-2014-0168604 filed on Nov. 28, 2014, the entire contents of which application are incorporated herein for all purposes by this reference.
The present disclosure generally relates to a transmission for a hybrid vehicle capable of improving fuel efficiency of a vehicle with a simple configuration.
A hybrid vehicle is driven by appropriately combining power from an internal combustion engine and power from a motor driven by electricity to improve fuel efficiency.
In the related art, a hybrid vehicle has been developed to improve the fuel efficiency by implementing the optimum driving mode for driving conditions in various ways, but additional power consumption for implementing the driving mode such as a hydraulic device has not been sufficiently considered.
That is, the hybrid vehicle in a city generally runs in a power split mode and generates electricity to charge a battery using power from the engine. However, in the related art, additional energy consumption for operating a hydraulic device or an actuator to achieve the driving mode has not been sufficiently considered, thus limiting improvement of fuel efficiency of the hybrid vehicle.
The foregoing is intended merely to aid in the understanding of the background of the present disclosure, and is not intended to mean that the present disclosure falls within the purview of the related art that is already known to those skilled in the art.
The present disclosure has been made keeping in mind the above problems occurring in the related art, and the present disclosure is intended to propose a transmission for a hybrid vehicle that can considerably, substantially improve fuel efficiency of the hybrid vehicle by minimizing energy consumed for other available driving modes without additional power consumption for a power split mode which is frequently used in the hybrid vehicle, and which has a simple configuration, thereby improving the commercial value of a hybrid vehicle.
According to an embodiment of the present inventive concept, a transmission for a hybrid vehicle that includes a planetary gear set including at least three rotary members of which one is connected to an engine. A first anti-rotator selectively restricts rotation of the rotary member which is connected to the engine. A first motor generator is connected to another one of the rotary members of the planetary gear set. A second motor generator connected to the remaining one of the rotary members of the planetary gear set. An output shaft has a first output gear thereon, which is externally engaged with the rotary member connected to the first motor generator. A second anti-rotator selectively restricts rotation of the rotary member which is connected to the second motor generator.
According to another embodiment of the present inventive concept, a transmission for a hybrid vehicle includes an engine shaft receiving a power from an engine, a motor shaft receiving a power from two or more motor generators, and an output shaft and a differential shaft receiving the power from the engine shaft and the motor shaft. The engine shaft and the motor shaft are parallel spaced apart from each other, and the motor generators connected to the motor shaft are concentrically arranged using a hollow shaft.
According to the present disclosure, it is possible to considerably, substantially improve fuel efficiency of a hybrid vehicle by minimizing energy consumed for other available driving modes without additional power consumption for a power split mode frequently used in the hybrid vehicle, and that has a simple configuration, thereby improving the commercial value of a hybrid vehicle.
The above and other objects, features and other advantages of the present disclosure will be more clearly understood from the following detailed description when taken in conjunction with the accompanying drawings.
Hereinbelow, exemplary embodiments of the present inventive concept will be described in detail with reference to the accompanying drawings.
Referring to
That is, in the transmission according to the embodiment of the present inventive concept, the rotary members of the planetary gear set PG are connected to the engine, the first motor generator MG1, and the second motor generator MG2, respectively. Power can be output to the output shaft OUT through the first output gear P1 from one of the rotary members of the planetary gear set PG, and the other two rotary members of the planetary gear set PG can be selectively rotated.
Therefore, in the embodiment of the present inventive concept, the first motor generator MG1 and the second motor generator MG2 can apply a torque coaxially to a rotary shaft through which the power from the engine is input.
In the embodiment of the present inventive concept, the first motor generator MG1 and the second motor generator MG2 are externally connected to the rotary members of the planetary gear set PG, respectively.
That is, a first motor gear D1 connected to the associated rotary member of the planetary gear set PG is integrally connected to the first motor generator MG1, and a second motor gear D2 connected to the associated rotary member of the planetary gear set PG is integrally connected to the second motor generator MG2.
The first motor gear D1 and the second motor gear D2 are concentrically arranged, and the second motor gear D2 is fitted on a hollow shaft HOL surrounding a rotary shaft ROT of the first motor gear D1 and connected to the second motor generator MG2.
The planetary gear set PG includes three rotary members, which are, a sun gear S, a ring gear R, and a carrier C. The engine is connected to the carrier C, a first driving gear DR engaged with the first output gear P1 on the output shaft OUT is connected to the ring gear R, and a second driving gear DS engaged with the second motor gear D2 connected to the second motor generator MG2 is connected to the sun gear S.
The present disclosure may be implemented in two different embodiments, as shown in
That is, the first motor generator D1 is in mesh with the first output gear P1 in
Accordingly, in the configurations shown in
Further, the first anti-rotator J1 may be a two-way clutch or a brake, but using a one-way clutch structurally preventing the engine from reversing may achieve a simple configuration.
The second anti-rotator J2 is a brake, but it may be any one as long as it can actively restrict rotation of the sun gear S regardless of whether or not it is a mechanical type such as a hydraulic brake or other levers.
The operation of the transmission having the configuration shown in
That is, the power slit mode of the hybrid vehicle frequently used in a city can be achieved without operating any additional components as shown in
The transmission for a hybrid vehicle of the present disclosure which has the configuration described above may be explained as follows.
That is, the transmission for a hybrid vehicle according to the present disclosure includes an engine shaft receiving power from an engine, a motor shaft receiving power from two or more motor generators, and an output shaft and a differential shaft receiving the power from the engine shaft and the motor shaft. The engine shaft and the motor shaft are parallel spaced apart from each other, and the motor generators connected to the motor shaft are concentrically arranged using a hollow shaft.
Referring to
The present disclosure includes a planetary gear set PG including three rotary members of which one is connected to an engine shaft and the other two rotary members are externally connected to motor generators connected to a motor shaft.
The motor generators are a first motor generator MG1 and a second motor generator MG2, in which the second motor generator MG2 usually operates as an electric generator.
The three rotary members of the planetary gear set PG are a sun gear S, a carrier C, and a ring gear R, in which the carrier C is connected to the engine shaft, the ring gear R is connected to the first motor generator MG1, and the sun gear S is connected to the second motor generator MG2. The transmission further includes a first anti-rotator J1 to restrict rotation of the carrier C, and the first anti-rotator J1 may be a one-way clutch or a two-way clutch and may be disposed between the engine and the carrier or between a motor and the carrier C.
The transmission may further include a second anti-rotator J2 to restrict rotation of the sun gear S, and the second anti-rotator J2 may be a hydraulic brake or an electronic brake and may be disposed on the engine shaft or the motor shaft.
Although exemplary embodiments of the present inventive concept has been described for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the disclosure as disclosed in the accompanying claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10-2014-0168604 | Nov 2014 | KR | national |
