Abstract:
A power transmitting apparatus may include: an input device including a motor shaft selectively connected to an engine, a first input shaft selectively connected to the motor shaft and provided with at least one input gear fixedly disposed thereon, and a second input shaft disposed without rotational interference with the first input shaft and provided with at least one input gear fixedly disposed thereon; a motor/generator disposed on the motor shaft of the input device and operated as a motor or a generator; a selectively connecting device adapted to selectively connect the motor shaft of the input device to the engine, the first input shaft, or the second input shaft; and a speed output device changing torque input from the first and second input shafts of the input device and outputting the changed torque.

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     The present application claims priority to Korean Patent Application No. 10-2013-0158819 filed on Dec. 18, 2013, the entire contents of which is incorporated herein for all purposes by this reference. 
     BACKGROUND OF THE INVENTION 
     Field of the Invention 
     The present invention relates to a power transmitting apparatus for a hybrid electric vehicle. More particularly, the present invention relates to a power transmitting apparatus for a hybrid electric vehicle that enhances fuel economy and acceleration performance due to regenerative braking by adding a motor/generator to a double clutch transmission and can achieve a reverse speed by inverse rotation of the motor/generator. 
     Description of Related Art 
     Environmentally-friendly technique of vehicles is very important technique on which survival of future motor industry is dependent. Vehicle makers are focusing on development of environmentally-friendly vehicles so as to meet environment and fuel consumption regulations. 
     Some examples of future vehicle technique are an electric vehicle (EV) and a hybrid electric vehicle (HEV) that use electrical energy, and double clutch transmission (DCT) that improves efficiency and convenience. 
     In addition, the vehicle makers promote improvement of efficiency in a power delivery system so as to meet exhaust regulation of countries and improve fuel consumption performance. In order to improve efficiency of the power delivery system, the vehicle makers are trying to put an idle stop and go (ISG) system and a regenerative braking system to practical use. 
     The ISG system stops an engine when a vehicle stops and restarts the engine when the vehicle begins to run. The regenerative braking system operates a generator using kinetic energy of the vehicle instead of braking the vehicle by friction when the vehicle brakes, stores electrical energy generated at this time in a battery, and reuses the electrical energy when the vehicle runs. 
     In addition, the hybrid electric vehicle is a vehicle using more than two power sources, and more than two power sources are combined in various ways. Typically, the hybrid electric vehicle uses a gasoline engine or a diesel engine driven by fossil fuel and a motor/generator driven by electrical energy. 
     In addition, one example of a transmission applied to the hybrid electric vehicle is the DCT. According to the DCT, two clutches are applied to a manual transmission layout. Therefore, efficiency and convenience may be improved. 
     That is, the DCT achieves odd-numbered-speeds and even-numbered-speeds alternately by using two clutches. A mechanism achieving the odd-numbered-speeds and the even-numbered-speeds alternately improves shift feel so as to solve problems of a conventional manual transmission (MT) and an automated manual transmission (AMT). 
     However, the DCT has such problems that clutch damage and energy loss due to clutch slip may occur when starting, safety may not be secured since backward rolling due to clutch slip occurs excessively in hill-start, shift shock may be strong compared with an automatic transmission since shift time is controlled to be short due to thermal capacity of a clutch. 
     The information disclosed in this Background of the Invention section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art. 
     BRIEF SUMMARY 
     Various aspects of the present invention are directed to providing a power transmitting apparatus for a hybrid electric vehicle having advantages of improving fuel economy and acceleration performance by adding a motor/generator to a double clutch transmission and achieving a reverse speed by inverse rotation of the motor/generator. 
     A power transmitting apparatus for a hybrid electric vehicle according to an exemplary embodiment of the present invention may include: an input device including a motor shaft selectively connected to an engine, a first input shaft selectively connected to the motor shaft and provided with at least one input gear fixedly disposed thereon, and a second input shaft disposed without rotational interference with the first input shaft and provided with at least one input gear fixedly disposed thereon; a motor/generator disposed on the motor shaft of the input device and operated as a motor or a generator; a selectively connecting device adapted to selectively connect the motor shaft of the input device to the engine, the first input shaft, or the second input shaft; and a speed output device changing torque input from the first and second input shafts of the input device and outputting the changed torque. 
     At least one input gear fixedly disposed on the first input shaft may be related to achieving a reverse speed and odd-numbered speeds, and at least one input gear fixedly disposed on the second input shaft may be related to achieving even-numbered speeds. 
     A first input gear for achieving a seventh forward speed, a second input gear for achieving a first forward speed or a reverse speed, a third input gear for achieving a third forward speed, and a fourth input gear for achieving a fifth forward speed may be fixedly disposed on the first input shaft, and a fifth input gear for achieving a fourth forward speed or a sixth forward speed and a sixth input gear for achieving a second forward speed may be fixedly disposed on the second input shaft. 
     The motor/generator may include a rotor connected to the motor shaft and a stator disposed at a radial exterior of the rotor and fixed to a transmission housing. 
     The selectively connecting device may include: a first clutch selectively connecting the motor shaft with the first input shaft; a second clutch selectively connecting the motor shaft with the second input shaft; and a third clutch selectively connecting the motor shaft with the engine. 
     The speed output device may include: a first speed output unit including a first output shaft disposed in parallel with the first and second input shafts, at least one speed gear engaged with the at least one input gear on the first input shaft or the second input shaft and rotatably disposed on the first output shaft, a first output gear fixedly disposed on the first output shaft and outputting torque of the first output shaft, and first and second synchronizers disposed on the first output shaft and selectively connecting the at least one speed gear to the first output shaft; and a second speed output unit including a second output shaft disposed in parallel with the first and second input shafts, at least one speed gear engaged with the at least one input gear on the first input shaft or the second input shaft and rotatably disposed on the second output shaft, a second output gear fixedly disposed on the second output shaft and outputting torque of the second output shaft, and third and fourth synchronizers disposed on the second output shaft and selectively connecting the at least one speed gear to the second output shaft. 
     A first/reverse speed gear engaged with the second input gear, a fifth speed gear engaged with the fourth input gear, a fourth speed gear engaged with the fifth input gear, and a second speed gear engaged with the sixth input gear may be rotatably disposed on the first output shaft, and a seventh speed gear engaged with the first input gear, a third speed gear engaged with the third input gear, and a sixth speed gear engaged with the fifth input gear may be rotatably disposed on the second output shaft. 
     The first synchronizer may selectively connect the first/reverse speed gear or the fifth speed gear to the first output shaft. 
     The second synchronizer may selectively connect the fourth speed gear or the second speed gear to the first output shaft. 
     The third synchronizer may selectively connect the seventh speed gear or the third speed gear to the second output shaft. 
     The fourth synchronizer may selectively connect the sixth speed gear to the second output shaft. 
     The first input shaft may be a hollow shaft and the second input shaft may penetrate through the first input shaft. 
     A power transmitting apparatus for a hybrid electric vehicle according to another exemplary embodiment of the present invention may include: an input device including a motor shaft selectively connected to an engine, a first input shaft selectively connected to the motor shaft and provided with at least one input gear fixedly disposed thereon, and a second input shaft disposed without rotational interference with the first input shaft and provided with at least one input gear fixedly disposed thereon; a motor/generator disposed on the motor shaft of the input device and operated as a motor or a generator; a selectively connecting device including a first clutch selectively connecting the motor shaft with the first input shaft, a second clutch selectively connecting the motor shaft with the second input shaft, and a third clutch selectively connecting the motor shaft with the engine; and a speed output device changing torque input from the first and second input shafts of the input device and outputting the changed torque. 
     A first input gear for achieving a seventh forward speed, a second input gear for achieving a first forward speed or a reverse speed, a third input gear for achieving a third forward speed, and a fourth input gear for achieving a fifth forward speed may be fixedly disposed on the first input shaft, and a fifth input gear for achieving a fourth forward speed or a sixth forward speed and a sixth input gear for achieving a second forward speed may be fixedly disposed on the second input shaft. 
     The speed output device may include: a first speed output unit including a first output shaft disposed in parallel with the first and second input shafts, at least one speed gear engaged with the at least one input gear on the first input shaft or the second input shaft and rotatably disposed on the first output shaft, a first output gear fixedly disposed on the first output shaft and outputting torque of the first output shaft, and first and second synchronizers disposed on the first output shaft and selectively connecting the at least one speed gear to the first output shaft; and a second speed output unit including a second output shaft disposed in parallel with the first and second input shafts, at least one speed gear engaged with the at least one input gear on the first input shaft or the second input shaft and rotatably disposed on the second output shaft, a second output gear fixedly disposed on the second output shaft and outputting torque of the second output shaft, and third and fourth synchronizers disposed on the second output shaft and selectively connecting the at least one speed gear to the second output shaft. 
     A first/reverse speed gear engaged with the second input gear, a fifth speed gear engaged with the fourth input gear, a fourth speed gear engaged with the fifth input gear, and a second speed gear engaged with the sixth input gear may be rotatably disposed on the first output shaft, and a seventh speed gear engaged with the first input gear, a third speed gear engaged with the third input gear, and a sixth speed gear engaged with the fifth input gear may be rotatably disposed on the second output shaft. 
     The first synchronizer may selectively connect the first/reverse speed gear or the fifth speed gear to the first output shaft. 
     The second synchronizer may selectively connect the fourth speed gear or the second speed gear to the first output shaft. 
     The third synchronizer may selectively connect the seventh speed gear or the third speed gear to the second output shaft. 
     The fourth synchronizer may selectively connect the sixth speed gear to the second output shaft. 
     The methods and apparatuses of the present invention have other features and advantages which will be apparent from or are set forth in more detail in the accompanying drawings, which are incorporated herein, and the following Detailed Description, which together serve to explain certain principles of the present invention. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic diagram of a power transmitting apparatus according to an exemplary embodiment of the present invention. 
         FIG. 2  is an operational chart of a power transmitting apparatus according to an exemplary embodiment of the present invention. 
     
    
    
     The methods and apparatuses of the present invention have other features and advantages which will be apparent from or are set forth in more detail in the accompanying drawings, which are incorporated herein, and the following Detailed Description, which together serve to explain certain principles of the present invention. 
     DETAILED DESCRIPTION 
     Reference will now be made in detail to various embodiments of the present invention(s), examples of which are illustrated in the accompanying drawings and described below. While the invention(s) will be described in conjunction with exemplary embodiments, it will be understood that the present description is not intended to limit the invention(s) to those exemplary embodiments. On the contrary, the invention(s) is/are intended to cover not only the exemplary embodiments, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the invention as defined by the appended claims. 
     An exemplary embodiment of the present invention will hereinafter be described in detail with reference to the accompanying drawings. 
     Description of components that are not necessary for explaining the present exemplary embodiment will be omitted, and the same constituent elements are denoted by the same reference numerals in this specification. 
     In the detailed description, ordinal numbers are used for distinguishing constituent elements having the same terms, and have no specific meanings. 
       FIG. 1  is a schematic diagram of a power transmitting apparatus according to an exemplary embodiment of the present invention. 
     Referring to  FIG. 1 , a power transmitting apparatus for a hybrid electric vehicle according to an exemplary embodiment of the present invention includes an input device, a motor/generator, a selectively connecting device, and a speed output device. 
     The input device includes a motor shaft MS and first and second input shafts IS 1  and IS 2 . The motor shaft MS and the first and second input shafts IS 1  and IS 2  are disposed on the same axis. 
     The motor shaft MS is connected to an output side of the engine ENG. 
     The first input shaft IS 1  is a hollow shaft and has an end portion selectively connected to the motor shaft MS. 
     The second input shaft IS 2  penetrates through the first input shaft IS 1  without rotational interference and has an end portion selectively connected to the motor shaft MS. 
     A motor/generator MG operating as a motor or a generator is disposed on the motor shaft MS. 
     The motor/generator MG includes a stator ST fixed to a transmission housing and a rotor RT rotatably supported in the stator ST, and the rotor RT is directly connected to the motor shaft MS. 
     Therefore, the motor/generator MG may be operated as the generator using torque of the engine ENG and may charge a battery by generated electrical energy, or may be operated as the motor for generating driving torque. 
     In addition, the motor/generator MG rotates inversely (i.e., rotating direction of the motor/generator is opposite to that of the engine ENG) and can achieve a reverse speed. 
     First, second, third, and fourth input gears G 1 , G 2 , G 3 , and G 4  are fixedly disposed on the first input shaft IS 1  with predetermined distances in a named sequence. 
     Fifth and sixth input gears G 5  and G 6  are fixedly disposed on the second input shaft IS 2  with a predetermined distance. The fifth and sixth input gears G 5  and G 6  are positioned at the other end portion of the second input shaft IS 2  penetrating through the first input shaft IS 1 , and disposed in a named sequence. 
     The first, the second, third, fourth, fifth, and sixth input gears G 1 , G 2 , G 3 , G 4 , G 5 , and G 6  are input gears operating at each speed. That is, the first input gear G 1  is an input gear for achieving a seventh forward speed, the second input gear G 2  is an input gear for achieving a first forward speed and the reverse speed, the third input gear G 3  is an input gear for achieving a third forward speed, the fourth input gear G 4  is an input gear for achieving a fifth forward speed, the fifth input gear G 5  is an input gear for achieving a fourth forward speed and a sixth forward speed, and the sixth input gear G 6  is an input gear for achieving a second forward speed. 
     That is, input gears for achieving odd-numbered speeds are disposed on the first input shaft IS 1 , and input gears for achieving even-numbered speeds are disposed on the second input shaft IS 2 . 
     The selectively connecting device includes first, second, and third clutches CL 1 , CL 2 , and CL 3 . 
     The first clutch CL 1  selectively connects the motor shaft MS with the first input shaft IS 1 , the second clutch CL 2  selectively connects the motor shaft MS with the second input shaft IS 2 , and the third clutch CL 3  selectively connects the output side of the engine ENG with the motor shaft MS. 
     The first, second, and third clutches CL 1 , CL 2 , and CL 3  are conventional multi-plate clutches of wet type or of dry type. 
     The speed output device is adapted to receive torque from each input gear of the input device, convert the torque, and output the converted torque. The speed output device includes first and second speed output units OUT 1  and OUT 2  disposed in parallel with and apart from the first and second input shafts IS 1  and IS 2 . 
     The first speed output unit OUT 1  includes a first output shaft OS 1  disposed in parallel with and apart from the first and second input shafts IS 1  and IS 2 , first/reverse speed gear D 1 /R and second, fourth, and fifth speed gears D 2 , D 4 , and D 5 , a first synchronizer SL 1  disposed between the first/reverse speed gear D 1 /R and the fifth speed gear D 5  and selectively connecting the first/reverse speed gear D 1 /R or the fifth speed gear D 5  to the first output shaft OS 1 , and a second synchronizer SL 2  disposed between the fourth speed gear D 4  and the second speed gear D 2  and selectively connecting the fourth speed gear D 4  or the second speed gear D 2  to the first output shaft OS 1 . 
     Here, the first synchronizer SL 1  is disposed on one side portion of the first output shaft OS 1  and the second synchronizer SL 2  is disposed on the other side portion of the first output shaft OS 1 . 
     The first/reverse speed gear D 1 /R is engaged with the second input gear G 2  and the fifth speed gear D 5  is engaged with the fourth input gear G 4 . 
     The fourth speed gear D 4  is engaged with the fifth input gear G 5  and the second speed gear D 2  is engaged with the sixth input gear G 6 . 
     In addition, the torque converted by the first speed output unit OUT 1  is transmitted to a differential apparatus DIFF through a first output gear OG 1  fixedly disposed on one end portion or the other end portion of the first output shaft OS 1  and a final reduction gear FG engaged with the first output gear OG 1 . 
     The second speed output unit OUT 2  includes a second output shaft OS 2  disposed in parallel with and apart from the first and second input shafts IS 1  and IS 2 , third, sixth, and seventh speed gears D 3 , D 6 , and D 7 , a third synchronizer SL 3  disposed between the seventh speed gear D 7  and the third speed gear D 3  and selectively connecting the seventh speed gear D 7  or the third speed gear D 3  to the second output shaft OS 2 , and a fourth synchronizer SL 4  selectively connecting the sixth speed gear D 6  to the second output shaft OS 2 . 
     Here, the third synchronizer SL 3  is disposed on one side portion of the second output shaft OS 2  and the fourth synchronizer SL 4  is disposed on the other side portion of the second output shaft OS 2 . 
     The seventh speed gear D 7  is engaged with the first input gear G 1  and the third speed gear D 3  is engaged with the third input gear G 3 . 
     The sixth speed gear D 6  is engaged with the fifth input gear G 5 . 
     In addition, the torque converted by the second speed output unit OUT 2  is transmitted to the differential apparatus DIFF through a second output gear OG 2  fixedly disposed on one end portion or the other end portion of the second output shaft IS 2  and the final reduction gear FD engaged with the second output gear OG 2 . 
     Since the first, second, third, and fourth synchronizers SL 1 , SL 2 , SL 3 , and SL 4  are well known to a person of an ordinary skill in the art, detailed description thereof will be omitted. In addition, sleeves SEL 1 , SEL 2 , SEL 3 , and SEL 4  applied respectively to the first, second, third, and fourth synchronizers SL 1 , SL 2 , SL 3 , and SL 4 , as well known to a person of an ordinary skill in the art, are operated by additional actuators and the actuators are controlled by a transmission control unit. 
       FIG. 2  is an operational chart of a power transmitting apparatus according to an exemplary embodiment of the present invention. 
     [EV Reverse Speed] 
     The engine is stopped and the first output shaft OS 1  is operably connected to the first/reverse speed gear D 1 /R through the first sleeve SEL 1  of the first synchronizer SL 1  at an electric vehicle (EV) reverse speed. After that, if the first clutch CL 1  is operated, the EV reverse speed is achieved. 
     The reverse speed is one speed at the EV mode and is achieved by inverse rotation of the motor/generator MG. 
     [First Forward Speed] 
     The first forward speed is achieved by the torque of the engine ENG. That is, after that the first/reverse speed gear D 1 /R is operably connected to the first output shaft OS 1  through the first sleeve SEL 1  of the first synchronizer SL 1 , the first clutch CL 1  and the third clutch CL 3  are operated. Therefore, the first forward speed is achieved. 
     [Second Forward Speed] 
     If a vehicle speed increases at the first forward speed and shift to the second forward speed is necessary, the second speed gear D 2  are operably connected to the first output shaft OS 1  through the sleeve SEL 2  of the second synchronizer SL 2 . After that, if the first clutch CL 1  is released and the second clutch CL 2  is operated, the second forward speed is achieved. 
     In addition, after the shift to the second forward speed is completed, the first sleeve SEL 1  of the first synchronizer SL 1  moves to a neutral position. 
     [Third Forward Speed] 
     If the vehicle speed increases at the second forward speed and a shift to the third forward speed is necessary, the third speed gear D 3  is operably connected to the second output shaft OS 2  through the third sleeve SEL 3  of the third synchronizer SL 3 . After that, if the second clutch CL 2  is released and the first clutch CL 1  is operated, the third forward speed is achieved. 
     After the shift to the third forward speed is completed, the second sleeve SEL 2  of the second synchronizer SL 2  moves to a neutral position. 
     [Fourth Forward Speed] 
     If the vehicle speed increases at the third forward speed and a shift to the fourth forward speed is necessary, the fourth speed gear D 4  is operably connected to the first output shaft OS 1  through the second sleeve SEL 2  of the second synchronizer SL 2 . After that, if the first clutch CL 1  is released and the second clutch CL 2  is operated, the fourth forward speed is achieved. 
     After the shift to the fourth forward speed is completed, the third sleeve SEL 3  of the third synchronizer SL 3  moves to a neutral position. 
     [Fifth Forward Speed] 
     If the vehicle speed increases at the fourth forward speed and a shift to the fifth forward speed is necessary, the fifth speed gear D 5  is operably connected to the first output shaft OS 1  through the first sleeve SEL 1  of the first synchronizer SL 1 . After that, if the second clutch CL 2  is released and the first clutch CL 1  is operated, the fifth forward speed is achieved. 
     After the shift to the fifth forward speed is completed, the second sleeve SEL 2  of the second synchronizer SL 2  moves to the neutral position. 
     [Sixth Forward Speed] 
     If the vehicle speed increases at the fifth forward speed and a shift to the sixth forward speed is necessary, the sixth speed gear D 6  is operably connected to the second output shaft OS 2  through the fourth sleeve SEL 4  of the fourth synchronizer SL 4 . After that, if the first clutch CL 1  is released and the second clutch CL 2  is operated, the sixth forward speed is achieved. 
     After the shift to the sixth forward speed is completed, the first sleeve SEL 1  of the first synchronizer SL 1  moves to the neutral position. 
     [Seventh Forward Speed] 
     If the vehicle speed increases at the sixth forward speed and a shift to the seventh forward speed is necessary, the seventh speed gear D 7  is operably connected to the second output shaft OS 2  through the third sleeve SEL 3  of the third synchronizer SL 3 . After that, if the second clutch CL 2  is released and the first clutch CL 1  is operated, the seventh forward speed is achieved. 
     After the shift to the seventh forward speed is completed, the sleeve SEL 4  of the fourth synchronizer SL 4  moves to a neutral position. 
     During the shifting processes, the driving torque of the motor/generator MG may be used as auxiliary torque for the engine ENG. In addition, when the vehicle is driven by the torque of the engine ENG, the rotor RT of the motor/generator MG always rotates. Therefore, the motor/generator MG generates electric energy and the generated electrical energy is used to charge the battery. 
     In addition, since the power transmitting apparatus according to the exemplary embodiment of the present invention can achieve the EV mode, seven forward speeds and one reverse speed may be achieved by the torque of the motor/generator MG in a state that the engine ENG is stopped and the third clutch CL 3  is released. 
     The power transmitting apparatus for the hybrid electric vehicle according to the exemplary embodiment of the present invention can achieve seven forward speeds by the torque of the engine. 
     In addition, seven forward speed and one reverse speed may be achieved only by the torque of the motor/generator at the EV mode where the engine is stopped. Therefore, fuel economy may be greatly enhanced at a low-speed driving region. 
     In addition, when the vehicle runs by the torque of the engine, the motor/generator can supply auxiliary torque. Therefore, acceleration performance may be improved. 
     Since the reverse speed is achieved by rotating the motor/generator MG inversely, additional reverse speed devices are not necessary. Therefore, a length of the transmission may be shortened and mountability may be improved. 
     For convenience in explanation and accurate definition in the appended claims, the terms “upper”, “lower”, “inner” and “outer” are used to describe features of the exemplary embodiments with reference to the positions of such features as displayed in the figures. 
     The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teachings. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teachings as well as various alternatives and modifications thereof. It is intended that the scope of the invention be defined by the Claims appended hereto and their equivalents.