Patent Description:
A driving module used for a hybrid vehicle has a structure configured to transmit a force of a motor and a force of an engine to a transmission. A hybrid driving module includes an input member configured to receive the force of the engine, a motor, an engine clutch configured to connect the input member and the motor, an output member configured to receive the force of the motor and/or the engine and transmit the force to the transmission, and a power transmission part configured to connect the motor and the output member. The power transmission part may be structured to directly connect the motor and the output member or structured to include a torque converter (fluid clutch) and a lock-up clutch.

The motor may include a stator and a rotor, and the rotor may be installed on a rotor hub. A space in which the clutch and the like are installed is provided in a radial internal space of the rotor defined by the rotor hub. After the clutch and the like are installed in the space, a cover or a hub ridge is installed to cover the space. The hub ridge is installed to rotate integrally with the rotor hub.

The stator is installed in a housing. Further, the input member, the rotor hub, the output member, and the like are installed to be rotatable relative to the housing.

The clutch installed in a radial internal space of the rotor hub is operated or released by hydraulic pressure. Further, the hydraulic pressure may be supplied to the radial internal space of the rotor hub through the housing. In this case, the hydraulic pressure, which is provided to operate the clutch, is also applied as a force that moves the rotor hub from the housing in an axial direction. The axial movement of the rotor hub relative to the housing causes interference between components, which may cause a risk of abrasion. Further, the interference and abrasion may cause a severe abnormal operation of the hybrid driving module. Therefore, a structure is additionally required to prevent a relative axial movement between the housing and the rotor hub.

Meanwhile, in case that a component, such as a thrust bearing, is added as an axial support structure for preventing the relative movement between the housing and the rotor hub, the number of components and the number of assembling processes are increased, which may cause an increase in production costs. Accordingly, there is a need for a structure capable of preventing the relative movement between the housing and the rotor hub while minimizing the number of components and the number of assembling processes.

Document <CIT> relates to a vehicle drive device that includes a rotary electric machine; a rotor support member; a friction engagement device; and a first bearing and a second bearing that rotatably support the rotor support member.

Document <CIT> relates to relates to a wheel drive unit which is a combination of a wheel support rolling bearing unit, a constant velocity joint unit and a snap ring.

Document <CIT> relates to a support structure for a ball screw that is rotatably supported via a bearing.

The present invention has been made in an effort to solve the above-mentioned problem, and an object of the present invention is to provide a hybrid driving module that prevents a rotor hub from moving in an axial direction relative to a housing.

Another object of the present invention is to provide a hybrid driving module that prevents a relative movement between a housing and a rotor hub while minimizing the number of components and the number of assembling processes.

To achieve the above-mentioned objects, the present invention is applied to a hybrid driving module having a motor <NUM> including a rotor <NUM> and a stator <NUM>.

The hybrid driving module includes:
a housing <NUM> in which the stator <NUM> is installed; a rotor hub <NUM> on which the rotor <NUM> is installed, the rotor hub <NUM> being configured to be rotatably supported by the housing <NUM>; and an axial movement prevention part configured to restrict forward and rearward movements of the rotor hub <NUM> relative to the housing <NUM> between the housing <NUM> and the rotor hub <NUM>.

The axial movement prevention is provided in a bearing B2 or B3 interposed between the housing <NUM> and the rotor hub <NUM> and configured to support a rotation of the rotor hub <NUM> relative to the housing <NUM>.

The bearing is interposed between a peripheral surface at a side of the housing <NUM> and a peripheral surface at a side of the rotor hub <NUM> that face each other in a radial direction.

The bearing includes:
a first race configured to adjoin a first peripheral surface that is one surface selected from the peripheral surface at the side of the housing <NUM> and the peripheral surface at the side of the rotor hub <NUM>; a second race configured to adjoin a second peripheral surface that is the other surface selected from the peripheral surface at the side of the housing <NUM> and the peripheral surface at the side of the rotor hub <NUM>; and a rolling element interposed between the first race and the second race.

Any one of the first and second races may be an inner race, and the other of the first and second races may be an outer race.

Various rolling elements, such as rollers or balls, may be used as the rolling element.

The axial movement prevention part includes:
a bearing groove provided in a surface of the first race facing the first peripheral surface; a peripheral surface groove provided in the first peripheral surface and disposed at a position corresponding to the bearing groove; and a clearance prevention ring RR inserted across the peripheral surface groove and the bearing groove.

A height h of the clearance prevention ring may be equal to or smaller than a depth of the peripheral surface groove.

Selectively, the height of the clearance prevention ring may be larger than a depth of the bearing groove.

A second bearing stepped portion may be provided on the second peripheral surface and protrude in the radial direction so as to interfere with the other side of the second race based on an axial direction.

A bearing fixing part may be provided on the second peripheral surface and interfere with one side of the second race based on the axial direction.

The bearing may be fixed to the second peripheral surface first by means of the second bearing stepped portion and the bearing fixing part, and then the axial movement prevention part may be assembled.

A first bearing stepped portion may be provided on the first peripheral surface and protrude in the radial direction so as to interfere with one side of the first race based on an axial direction.

As an example, the bearing fixing part may include: a ring groove formed at a position on the second peripheral surface that does not face the second race; and a snap ring inserted into the ring groove. In this case, a snap ring portion protruding in the radial direction from the ring groove may interfere with one side of the second race based on the axial direction.

As another example, the bearing fixing part may include a plastic processing part.

The plastic processing part may be a part plastically deformed so that the second peripheral surface protrudes in the radial direction in a state in which the bearing is inserted into the second bearing stepped portion in the axial direction.

The plastic processing part may be formed by caulking processing.

In the embodiment, the housing <NUM> may include an input member <NUM> rotatably supported on the housing <NUM> and configured to receive driving power from an engine, and a peripheral surface at the side of the housing <NUM> may be provided on the input member <NUM>.

The rotor hub <NUM> has a central axis extension portion <NUM> extending in the axial direction from the central portion of the rotor hub <NUM>, and the peripheral surface at the side of the rotor hub <NUM> may be provided on the central axis extension portion <NUM>.

A peripheral surface of the central axis extension portion <NUM> may be provided at a side positioned radially inward of the peripheral surface of the input member <NUM>.

In another embodiment, the housing <NUM> may include an axial protruding portion <NUM> protruding in the axial direction from the housing <NUM>, and the peripheral surface at the side of the housing <NUM> may be provided on the axial protruding portion <NUM>.

The rotor hub <NUM> may include a hub ridge <NUM> connected to the rotor hub <NUM> so that a rotation thereof is restricted. The hub ridge <NUM> may extend in the radial direction. An axial extension portion <NUM> is provided at a radial inner side of the hub ridge <NUM> and extends in the axial direction from the hub ridge <NUM>. The peripheral surface at the side of the rotor hub <NUM> may be provided on the axial extension portion <NUM>.

A peripheral surface of the axial protruding portion <NUM> may be provided at a side positioned radially inward of the peripheral surface of the axial extension portion <NUM>.

According to the hybrid driving module of the present invention, it is possible to improve operational stability of the hybrid driving module by restricting the axial clearance of the rotor hub with respect to the housing.

According to the present invention, because the thrust bearing function of the rolling bearing, particularly the ball bearing is used, without change, to restrict the axial clearance of the rotor hub with respect to the housing, it is not necessary to add a separate thrust bearing element.

According to the present invention, because a separate thrust bearing element is not added, it is possible to prevent the relative movement between the housing and the rotor hub while minimizing the number of components and the number of assembling processes.

The specific effects of the present invention, together with the above-mentioned effects, will be described along with the description of specific items for carrying out the present invention.

The present invention is not limited to the embodiments disclosed herein, but will be variously changed and implemented in various different forms. The embodiments are provided so that the present invention will be thorough and complete, and also to provide a more complete understanding of the scope of the present invention to those of ordinary skill in the art. Therefore, it should be understood that the present invention is not limited to the embodiments disclosed below, but the configuration of any one embodiment and the configuration of another embodiment can be substituted or added, and the present invention includes all alterations, equivalents, and alternatives that are included in the technical spirit and scope of the present invention.

It should be interpreted that the accompanying drawings are provided only to allow those skilled in the art to easily understand the exemplary embodiments disclosed in the present specification, and the technical spirit disclosed in the present specification is not limited by the accompanying drawings, and includes all alterations, equivalents, and alternatives that are included in the spirit and the technical scope of the present invention. In the drawings, sizes or thicknesses of constituent elements may be exaggerated, increased, or decreased for convenience of understanding, but the protection scope of the present invention should not be restrictively construed.

The terms used in the present specification are used only for the purpose of describing particular examples or embodiments and are not intended to limit the present invention.

Further, singular expressions include plural expressions unless clearly described as different meanings in the context. In the present application, the terms "comprises," "comprising," "includes," "including," "containing," "has," "having", and other variations thereof are inclusive and therefore specify the presence of features, integers, steps, operations, elements, components, and/or combinations thereof disclosed in the specification. That is, in the present application, the terms "comprises," "comprising," "includes," "including," "containing," "has," "having", and other variations thereof do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or combinations thereof.

The terms including ordinal numbers such as "first," "second," and the like may be used to describe various constituent elements, but the constituent elements are not limited by the terms. These terms are used only to distinguish one constituent element from another constituent element.

When one constituent element is described as being "coupled" or "connected" to another constituent element, it should be understood that one constituent element can be coupled or connected directly to another constituent element, and an intervening constituent element can also be present between the constituent elements. When one constituent element is described as being "coupled directly to" or "connected directly to" another constituent element, it should be understood that no intervening constituent element is present between the constituent elements.

When one constituent element is described as being "disposed above" or "disposed below" another constituent element, it should be understood that one constituent element can be disposed directly on another constituent element, and an intervening constituent element can also be present between the constituent elements.

Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by those skilled in the art to which the present invention pertains. The terms such as those defined in a commonly used dictionary should be interpreted as having meanings consistent with meanings in the context of related technologies and should not be interpreted as ideal or excessively formal meanings unless explicitly defined in the present application.

Because a hybrid driving module according to an embodiment is symmetrical with respect to an axis, only the half of the hybrid driving module based on the axis is illustrated for the convenience of illustration. In addition, for the convenience of description, a direction along a longitudinal direction of an axis defining a center of a rotation of the hybrid driving module is defined as an axial direction. That is, a forward/rearward direction or an axial direction is defined as a direction parallel to a rotation axis. A front (forward) means any one direction of a power source, e.g., a direction toward an engine. A rear (rearward) means the other direction, e.g., a direction toward a transmission. Therefore, a front surface means a surface facing forward, and a rear surface means a surface facing rearward.

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

A peripheral direction or a circumferential direction means a direction surrounding a periphery of the rotation axis. An outer periphery means an outer circumference, and an inner periphery means an inner circumference. Therefore, an outer peripheral surface is a surface facing away from the rotation axis, and an inner peripheral surface is a surface facing the rotation axis.

A circumferential surface means a surface, a normal line of which is directed in a circumferential direction.

Hereinafter, a structure of a hybrid driving module according to embodiments will be described with reference to <FIG>.

The hybrid driving module according to the embodiment includes an input member <NUM> connected to an output side of an engine and configured to receive an output of the engine, and an output member <NUM> configured to transmit driving power of a motor or driving power of the motor and the engine to a transmission.

The output of the engine is inputted to the input member <NUM> via a spring damper <NUM>. The spring damper <NUM> is a torsional damper. The spring damper <NUM> engages with a spline <NUM> of the input member <NUM>, and a mutual rotation thereof is restricted. The spring damper <NUM> mitigates fluctuation of the output of the engine to suppress the occurrence of vibration.

The spline <NUM> is provided on an outer peripheral surface of an axial front side of the input member <NUM>. Further, an input plate <NUM> extending radially outward is connected to an outer peripheral surface of an axial rear side of the input member <NUM>. The input plate <NUM> is integrally fixed to the input member <NUM> by welding or the like and rotates integrally with the input member <NUM>.

An engine clutch <NUM> is connected to a radial outer end of the input member <NUM>. The engine clutch <NUM> is provided between a rotor hub <NUM> and the input member <NUM> and transmits or does not transmit the output of the engine to the rotor hub <NUM>.

The hybrid driving module includes a motor <NUM>. The motor <NUM> includes an annular stator <NUM>, and an annular rotor <NUM> disposed at a radial inner side of the stator <NUM>. The rotor <NUM> is rotated by an electromagnetic interaction with the stator <NUM>.

The stator <NUM> is fixed to a housing <NUM>. The housing <NUM> is disposed forward of the motor <NUM> in the axial direction and extends in the radial direction. The input member <NUM> is rotatably supported at a radial inner end of the housing <NUM> by a first bearing B1. The first bearing B1 is fixed in the axial direction by a first input member snap ring <NUM> fitted into a first input member ring groove <NUM> provided in an outer peripheral surface of the input member <NUM>. An axial rear side of an inner race of the first bearing B1 is supported by a first input member stepped portion <NUM> of the input member <NUM>, and an axial front side of the inner race of the first bearing B1 is supported by the first input member snap ring <NUM>. An outer race of the first bearing B1 is supported in the axial direction and the radial direction by the housing <NUM>. Therefore, the input member <NUM> is supported in the radial direction and the axial direction with respect to the housing <NUM> by the first bearing B1. That is, an axial movement of the input member <NUM> relative to the housing <NUM> is restricted by the first bearing B1, the first input member stepped portion <NUM>, and the first input member snap ring <NUM>.

A first sealing member S1 is provided between the input member <NUM> and the housing <NUM> and seals the housing <NUM> to prevent the fluid in the housing <NUM> from leaking to the outside.

The rotor <NUM> is fixed to the rotor hub <NUM>. The rotor hub <NUM> includes a rotor holder <NUM> configured to fix the rotor <NUM>, and a hub plate <NUM> extending radially inward from the rotor holder <NUM>.

The rotor holder <NUM> includes a radial support portion <NUM> configured to support an inner peripheral surface of the rotor <NUM>, and an axial support portion <NUM> configured to support an axial rear end of the rotor <NUM>. The radial support portion <NUM> may have a cylindrical shape extending in the axial direction. The axial support portion <NUM> may have a flange shape extending radially outward from the axial rear end of the radial support portion <NUM>.

The radial support portion <NUM> supports an inner peripheral surface of the rotor <NUM>, and the axial support portion <NUM> supports an axial rear end of the rotor <NUM>. The axial support portion extending in the radial direction is not formed at a front end of the radial support portion <NUM>. Therefore, the rotor <NUM> is externally inserted from the front side to the rear side in the axial direction, such that an inner peripheral surface of the rotor <NUM> is supported to face an outer peripheral surface of the radial support portion <NUM>, and an axial rear end of the rotor <NUM> is supported to face a front surface of the axial support portion <NUM>.

A hub ridge <NUM> is coupled to a front end of the radial support portion <NUM>. The hub ridge <NUM> engages with the front end of the radial support portion <NUM> by means of teeth, such that the mutual rotations thereof are restricted. The hub ridge <NUM> further extends radially outward than the radial support portion <NUM>. Therefore, a radial outer end of the hub ridge <NUM> supports a front end of the rotor <NUM> in the axial direction. After the hub ridge <NUM> is fitted with the radial support portion <NUM>, a hub snap ring <NUM>, which is a ridge fixing member, is fitted with a groove provided in an inner peripheral surface of the radial support portion <NUM> from a side positioned forward of the hub ridge <NUM> so that the hub ridge <NUM> does not separate axially forward.

The hub plate <NUM> is connected to the rotor holder <NUM> in the vicinity of an axial central portion of the radial support portion <NUM>. The hub plate <NUM> extends radially inward from an inner peripheral surface of the radial support portion <NUM> and has a shape similar to a disk. A central axis extension part <NUM> extending forward is provided on a central portion of a radius of the hub plate <NUM>, and the central axis extension part <NUM> is supported to be relatively rotatable by means of the input member <NUM> and a third bearing B3. To this end, a central axis stepped portion <NUM> is provided on the central axis extension portion <NUM> and restricts a rear position of the third bearing B3 with respect to the input member <NUM>. A second input member stepped portion <NUM> is provided on the input member <NUM> and restrict a front position of the third bearing B3. The third bearing B3 supports the input member <NUM> in the axial direction and the radial direction with respect to the central axis extension part <NUM> of the hub plate <NUM>.

The engine clutch <NUM> is installed in a space disposed radially inside the radial support portion <NUM> and corresponding to the axial front side of the hub plate <NUM>. The engine clutch <NUM> includes a first carrier <NUM> and a first clutch pack <NUM> having a friction plate or friction member. The first carrier <NUM> may be installed on the hub plate <NUM> of the rotor hub <NUM>. The first carrier <NUM> is connected to the rotor hub <NUM> so that a rotation of the first carrier <NUM> is restricted. The first carrier <NUM> rotates integrally with the rotor hub <NUM>. A radial outer side of the first clutch pack <NUM> is connected to the first carrier <NUM>, and a radial inner side of the first clutch pack <NUM> is connected to the input member <NUM> by the input plate <NUM>. Clutch plates connected to the first carrier <NUM> and clutch plates connected to the input member <NUM> are alternately disposed, and friction members are interposed between the clutch plates.

A first piston plate <NUM> is disposed at the axial front side of the first clutch pack <NUM>. When the first piston plate <NUM> presses the first clutch pack <NUM> in the axial direction, the input plate <NUM> and the first carrier <NUM> are connected so that the mutual rotations thereof are restricted. Therefore, the output of the engine transmitted to the input plate <NUM> may be transmitted to the rotor hub <NUM> via the engine clutch <NUM>. When the first piston plate <NUM> does not press the first clutch pack <NUM>, the mutual rotations of the input plate <NUM> and the first carrier <NUM> are not restricted. Therefore, the output of the engine is transmitted only to the input plate <NUM> without being transmitted to the rotor hub <NUM>.

The hub ridge is disposed at an axial front side of the first piston plate <NUM>. With reference to <FIG>, the hub ridge <NUM> may be an approximately disk or circular disk-shaped member opened at a center side thereof and extending in the radial direction.

The first piston plate <NUM> of the engine clutch <NUM> is installed at an axial rear side of the hub ridge <NUM>. The hub ridge <NUM> has a radial outer-inner peripheral surface <NUM> extending rearward from the radial outer side in the axial direction, and a radial inner-outer peripheral surface <NUM> extending rearward from the radial inner side in the axial direction. The radial inner-outer peripheral surface <NUM> is provided on an axial extension portion <NUM> extending rearward from a centripetal end of the hub ridge <NUM>. The first piston plate <NUM> extends in the radial direction. An outer peripheral surface of a radial outer end of the first piston plate <NUM> adjoins the radial outer-inner peripheral surface <NUM> so as to be slidable in the axial direction. An inner peripheral surface of a radial inner end of the first piston plate <NUM> adjoins the radial inner-outer peripheral surface <NUM> so as to be slidable in the axial direction.

A slide protrusion <NUM>, which further extends axially rearward, is provided at an end of the axial extension portion <NUM> at a radial inner side of the hub ridge <NUM>. The slide protrusion <NUM> may be provided in the vicinity of the radial inner-outer peripheral surface <NUM>. The first piston plate <NUM> has a slide groove having a shape complementary to the slide protrusion <NUM>. Therefore, the first piston plate <NUM> may slide in the axial direction in the state in which the rotation thereof is restricted by the hub ridge <NUM>.

A flow hole <NUM> is provided in the hub ridge <NUM> so that the fluid may be introduced into an engine clutch operation chamber that is a space defined by the first piston plate <NUM>, a rear surface of the hub ridge <NUM>, the radial outer-inner peripheral surface <NUM>, and the radial inner-outer peripheral surface <NUM>.

A first sealing surface <NUM> and a second sealing surface <NUM> are respectively provided on the hub ridge <NUM> radially outward or inward of the flow hole <NUM> and face a first axial protruding portion <NUM> and a second axial protruding portion <NUM> of the housing <NUM> in the radial direction.

Further, a first sealing groove <NUM> is provided in a portion of the outer peripheral surface where the first axial protruding portion <NUM> of the housing <NUM> faces the first sealing surface <NUM>. A second sealing member S2 is fitted with the first sealing groove <NUM>. In addition, a second sealing groove <NUM> is provided in a portion of the outer peripheral surface where the second axial protruding portion <NUM> of the housing <NUM> faces the second sealing surface <NUM>. A third sealing member S3 is fitted with the second sealing groove <NUM>.

A predetermined space A1, which is sealed, is provided between the housing <NUM> and the hub ridge <NUM> when the first sealing surface <NUM> and the second sealing surface <NUM> respectively adjoin the first axial protruding portion <NUM> and the second axial protruding portion <NUM> with the second sealing member S2 and the third sealing member S3 interposed therebetween.

A first flow path <NUM> is formed in the housing <NUM> to supply oil to the space A1. The first flow path <NUM> communicates with the space A1 and extends in the radial direction from the radial outer end of the housing <NUM> to a predetermined position between the first axial protruding portion <NUM> and the second axial protruding portion <NUM>.

As indicated by a "clutch actuating" route illustrated in <FIG>, when the fluid is introduced into the front space A1 of the first piston plate <NUM> through the housing <NUM>, the first piston plate <NUM> moves axially rearward relative to the hub ridge <NUM> and presses the first clutch pack <NUM>. That is, when hydraulic pressure is supplied to the first flow path <NUM>, the oil, to which the pressure is applied, is supplied to the engine clutch operation chamber through the space A1 and the flow hole <NUM>, the first piston plate <NUM> presses the first clutch pack <NUM> while moving rearward, and the engine clutch <NUM> connects the input plate <NUM> and the rotor hub <NUM> to restrict the mutual rotation. Then, as indicated by the "engine power" route in <FIG>, a rotational force of the engine is transmitted to the rotor hub <NUM>.

As indicated by the "clutch actuating" route illustrated in <FIG>, when the fluid is introduced into the front space A1 of the first piston plate <NUM> through the housing <NUM> and the first piston plate <NUM> presses the first clutch pack <NUM>, a pressing force applied by the first piston plate <NUM> to press the first clutch pack <NUM> pushes the rotor hub <NUM> rearward. Therefore, as illustrated in <FIG>, when the hydraulic pressure is supplied to operate the engine clutch <NUM>, the rotor hub <NUM> and the hub ridge <NUM> may move rearward relative to the housing <NUM>, the input member <NUM>, and the input plate <NUM>. Then, the possibility that the slide protrusion <NUM> of the hub ridge <NUM> interferes with the input plate <NUM> cannot be ruled out. The present invention provides a structure for preventing an axial direction clearance of the rotor hub <NUM>.

Meanwhile, a second flow path <NUM> is formed in the housing <NUM> to supply the fluid to a rear space A2 of the first piston plate <NUM>. The second flow path <NUM> extends in the radial direction from the radial outer end of the housing <NUM> to a position corresponding to the second axial protruding portion <NUM>, extends in the axial direction along the second axial protruding portion <NUM>, and communicates with the rear space A2. Because the second flow path <NUM> and the first flow path <NUM> are formed at different positions based on a circumferential direction of the housing, the second flow path <NUM> defines an independent flow path without communicating with the housing <NUM>.

As indicated by the "clutch & rotor cooling" route illustrated in <FIG>, when the fluid is introduced into the rear space A2 of the first piston plate <NUM> through the second flow path <NUM> of the housing <NUM>, the first piston plate <NUM> moves axially forward relative to the hub ridge <NUM> and does not press the first clutch pack <NUM>. The fluid (oil) introduced into the rear space A2 through the second flow path <NUM> cools/lubricates the bearings B1, B2, and B3, cools/lubricates the engine clutch <NUM>, and cools the rotor <NUM>.

The radial inner side of the hub ridge <NUM> is rotatably connected to the housing <NUM>. To this end, a second bearing B2 is interposed between an inner peripheral surface of the axial extension portion <NUM> provided at the radial inner side of the hub ridge <NUM> and an outer peripheral surface of the second axial protruding portion <NUM> provided at the radial inner side of the housing <NUM>. A ridge stepped portion <NUM> is provided on the axial extension portion <NUM> of the hub ridge <NUM> and restricts a rear position of the second bearing B2. Therefore, an outer race of the second bearing B2 supports the hub ridge <NUM> in the radial direction and the axial direction. A housing stepped portion <NUM> is provided on the housing <NUM> and restricts a front position of the second bearing B2. Therefore, an inner race of the second bearing B2 supports the housing <NUM> in the radial direction and the axial direction. Therefore, the hub ridge <NUM> is supported on the housing <NUM> in the radial direction and forward in the axial direction.

Meanwhile, a retainer <NUM> may be installed at an axial front side and/or an axial rear side of the rotor <NUM> and protect and support the rotor <NUM>. An outer end of the hub ridge <NUM> may adjoin the retainer <NUM>.

According to the structure of the hub ridge <NUM> described above, the first piston plate <NUM> is installed and the hub ridge <NUM> fixes the rotor <NUM> during the process in which the hub ridge <NUM> is installed on the rotor hub <NUM>. From another standpoint, it can be said that the rotor <NUM> restricts the axial rearward movement of the hub ridge <NUM>.

That is, the axial forward separation of the hub ridge <NUM> may be restricted by the hub snap ring <NUM>, and the axial rearward movement of the hub ridge <NUM> may be restricted by the radial support portion <NUM> and/or the rotor <NUM>.

A clearance may be generated in the axial direction in the hub ridge <NUM> because of manufacturing errors of the radial support portion <NUM> and the hub ridge <NUM>. That is, the hub ridge <NUM> may vibrate by moving in the axial direction, which may cause noise.

Therefore, the hybrid driving module may further include an elastic body <NUM> configured to elastically press the hub ridge <NUM> axially forward and push the hub ridge <NUM> toward the hub snap ring <NUM>.

The elastic body <NUM> may be installed at any position where the elastic body <NUM> may appropriately push the hub ridge <NUM> toward the hub snap ring <NUM>. <FIG> illustrates a structure in which first to fourth elastic bodies <NUM>, <NUM>, <NUM>, and <NUM> are installed at different positions and press the hub ridge <NUM> toward the hub snap ring <NUM>. However, this configuration is provided for the convenience of description, and the elastic body <NUM> may include only any one of the first to fourth elastic bodies <NUM>, <NUM>, <NUM>, and <NUM>. Of course, the elastic body <NUM> may include two or more elastic bodies <NUM> among the first to fourth elastic bodies <NUM>, <NUM>, <NUM>, and <NUM>.

The first elastic body <NUM> and/or the second elastic body <NUM> provide an elastic force in a direction in which the first elastic body <NUM> and/or the second elastic body <NUM> is expanded in the axial direction.

First, the first elastic body <NUM> may be configured to elastically press the hub ridge <NUM> forward from a front side of the rotor <NUM> and push the hub ridge <NUM> toward the hub snap ring <NUM>. The second elastic body <NUM> may be configured to elastically press the rotor <NUM> and the hub ridge <NUM> forward from a rear side of the rotor <NUM> and push the hub ridge <NUM> toward the hub snap ring <NUM>.

Therefore, the hub ridge <NUM> is pressed against the hub snap ring <NUM> by the first elastic body <NUM> and/or the second elastic body <NUM>, and thus the hub ridge <NUM> does not vibrate or rattle. In addition, the rotor <NUM> may also be securely supported in the axial direction between the axial support portion <NUM> and the radius extension portion <NUM>.

Next, the elastic body <NUM> may be configured to elastically press the piston installation portion <NUM> forward from the engine clutch <NUM> and push the hub ridge <NUM> toward the hub snap ring <NUM>. The third elastic body <NUM> and the fourth elastic body <NUM> illustrated in <FIG> correspond to this configuration.

The third elastic body <NUM> may be interposed between the front end of the first carrier <NUM> and the hub ridge <NUM>. Further, the third elastic body <NUM> provides an elastic force that elastically restore the third elastic body <NUM> in a direction in which the third elastic body <NUM> expands in the axial direction. Therefore, the first carrier <NUM> and the hub ridge <NUM> are elastically pressed by the third elastic body <NUM> in a direction in which the first carrier <NUM> and the hub ridge <NUM> move away from each other. Therefore, the hub ridge <NUM> is pushed against the hub snap ring <NUM>.

The fourth elastic body <NUM> may be installed on the first clutch pack <NUM>. The fourth elastic body <NUM> may serve as a return spring for the first piston plate <NUM>. The fourth elastic body <NUM> is disposed between the plurality of clutch plates and spreads the clutch plates in a direction in which the first clutch pack <NUM> is spread in the axial direction. The elastic force of the fourth elastic body <NUM> pushes the first piston plate <NUM> against the hub ridge <NUM>. Then, the hub ridge <NUM> is elastically pressed against the hub snap ring <NUM>.

The elastic bodies <NUM>, i.e., the first to fourth elastic bodies <NUM>, <NUM>, <NUM>, and <NUM> may each be an annular disk spring or a wave washer. However, the type of spring is not limited thereto.

A back cover <NUM> is fixed to the axial support portion <NUM> of the rotor holder <NUM> by bolts <NUM>. The back cover <NUM> extends radially inward from the rotor holder <NUM>. A radial inner end of the back cover <NUM> is connected to an oil pump of the transmission. An impeller <NUM> is provided on a front surface of the back cover <NUM>.

The output member <NUM> is provided between the hub plate <NUM> and the back cover <NUM>. A spline is formed on an inner peripheral surface of the output member <NUM> and connected to a non-illustrated input shaft of the transmission. The output member <NUM> is integrally connected to a turbine plate <NUM>. The turbine plate <NUM> extends in the radial direction. A turbine <NUM> is provided on a rear surface of the turbine plate <NUM> and faces the impeller <NUM> in the axial direction.

A fixed end <NUM> is disposed between the back cover <NUM> and the output member <NUM>. A spline is formed on an inner peripheral surface of the fixed end <NUM> and connected to a non-illustrated fixed shaft of the transmission.

A reactor <NUM> is disposed between the impeller <NUM> and the turbine <NUM>. The reactor <NUM> is connected to the fixed end <NUM> through a one-way clutch <NUM>. The impeller <NUM>, the turbine <NUM>, and the reactor <NUM> constitute a torque converter configured to boost torque of the motor <NUM> and transmit the torque to the output member <NUM>.

The output member <NUM> is supported to be rotatable relative to the fixed end <NUM> by a fourth bearing B4. The back cover <NUM> is supported to be rotatable relative to the fixed end <NUM> by a fifth bearing B5. Further, the hub plate <NUM> and the output member <NUM> are supported to be rotatable relative to each other by a sixth bearing B6.

A lock-up clutch <NUM> is installed rearward of the hub plate <NUM> and provided on an inner peripheral surface of the rotor holder <NUM>. An output plate <NUM> is integrally connected to the output member <NUM> and rotates integrally with the output member <NUM>. The output plate <NUM> extends radially from the output member <NUM> to the lock-up clutch <NUM>.

The lock-up clutch <NUM> includes a second clutch pack <NUM> having a friction plate or a friction member. The second clutch pack <NUM> is disposed between the rotor hub <NUM> and the output plate <NUM>.

A second piston plate <NUM> is disposed at an axial front side of the second clutch pack <NUM>. When the second piston plate <NUM> presses the second clutch pack <NUM> in the axial direction, the rotor hub <NUM> and the output plate <NUM> are connected so that the mutual rotations thereof are restricted. Therefore, a rotational force of the rotor hub <NUM> may be transmitted to the output plate <NUM> and the output member <NUM> via the lock-up clutch <NUM>. When the second piston plate <NUM> does not press the second clutch pack <NUM>, the mutual rotations of the rotor hub <NUM> and the output plate <NUM> are not restricted. Therefore, a rotational force of the rotor hub <NUM> is transmitted to the output member <NUM> through the torque converter.

The second piston plate <NUM> extends in the radial direction. An outer peripheral surface of a radial outer side of the second piston plate <NUM> and the inner peripheral surface of the rotor holder <NUM> face each other and slidably adjoin each other in the axial direction. An inner peripheral surface of a radial inner side of the second piston plate <NUM> and an outer peripheral surface of the output member <NUM> face each other and slidably adjoin each other in the axial direction.

As indicated by the "inlet" route illustrated in <FIG>, when the fluid is introduced into a rear space A3 of the second piston plate <NUM> through the transmission, the second piston plate <NUM> moves axially forward relative to the rotor holder <NUM> and does not press the second clutch pack <NUM>.

As indicated by the "L/up clutch actuating" route illustrated in <FIG>, when the fluid is introduced into a front space A4 of the second piston plate <NUM> through the transmission, the first piston plate <NUM> moves axially backward relative to the rotor holder <NUM> and presses the second clutch pack <NUM>.

Hereinafter, a driving operation of the hybrid driving module will be described with reference to <FIG>.

First, the engine clutch <NUM> does not transmit power between the input plate <NUM> and the first carrier <NUM> when the motor <NUM> provides driving power but the engine does not provide driving power. When it is necessary to boost torque of the motor <NUM> and transmit the torque to the transmission, i.e., when a rotational speed of the motor <NUM> is higher than a rotational speed of the output member <NUM>, the torque of the motor <NUM> is boosted by the torque converter and transmitted to the output member <NUM>. Therefore, when the rotational speed of the output member <NUM> becomes close to the rotational speed of the motor <NUM>, the lock-up clutch <NUM> operates, and the rotor hub <NUM> and the output member <NUM> are connected directly to each other.

Meanwhile, when the engine provides driving power or when the engine and the motor <NUM> provide driving power, the engine clutch <NUM> transmits power between the input plate <NUM> and the first carrier <NUM>. Then, the torque of the engine and the torque of the motor <NUM> are combined and transmitted to the output member <NUM> through the torque converter. The torque of the engine and the torque of the motor <NUM> may be boosted by the torque converter and transmitted to the output member <NUM>. When a speed ratio (SR) between the rotor hub <NUM> and the output member <NUM> is <NUM>:<NUM>, the rotor hub <NUM> and the output member <NUM> are connected directly to each other by the lock-up clutch <NUM>. That is, the torque converter and the lock-up clutch <NUM> constitute a power transmission part configured to transmit power between the rotor hub <NUM> and the output member <NUM>.

According to the hybrid driving module according to the embodiment, the torque of the engine is transmitted to the rotor hub <NUM> through the input plate <NUM>, the engine clutch <NUM>, and the first carrier <NUM>, and the hub ridge <NUM> is not in the torque transmission route.

In the case of the rotor hub <NUM> and the hub ridge <NUM>, which have been described above, the possibility that a clearance occurs in the axial direction on the housing <NUM> and the input member <NUM> cannot be ruled out. The embodiment provides the structure for preventing the axial clearance.

In particular, to provide the clearance prevention structure of the present invention, a mounting structure of the third bearing B3 for supporting the relative rotation between the rotor hub <NUM> and the input member <NUM> is used or a mounting structure of the second bearing B2 for supporting the relative rotation between the hub ridge <NUM> and the housing <NUM> is used. Therefore, a separate additional thrust bearing element is not required.

As axial movement prevention parts for preventing the rotor hub <NUM> (the concept including the hub ridge) from moving in the axial direction because a clearance occurs in the axial direction on the housing <NUM> (the concept including the input member), a first embodiment illustrated in <FIG> and <FIG> and second to fourth embodiments respectively illustrated in <FIG> will be described.

The axial movement prevention part prevents the rotor hub <NUM> from moving forward or rearward relative to the housing <NUM>. That is, the axial movement prevention part may remove or minimize the axial clearance of the rotor hub <NUM> with respect to the housing <NUM>.

With reference to <FIG> and <FIG>, the axial movement prevention part according to the first embodiment is applied to a structure for installing the third bearing B3.

The third bearing B3 includes an annular third inner race B31 disposed at a radial inner side, a third outer race B32 configured to face the third inner race B31 in the radial direction and spaced radially outward apart from the third inner race B31, and a third rolling element B33 interposed between the third inner race B31 and the third outer race B32. The third rolling element B33 may be a ball body, and the third bearing B3 may be a ball bearing. The third bearing B3 may support the rotations in the radial direction and the axial direction.

The central axis extension portion <NUM> of the hub plate <NUM> of the rotor hub <NUM> extends axially forward from the hub plate <NUM>. The central axis stepped portion <NUM> is provided on the outer peripheral surface of the central axis extension portion <NUM>. Based on the central axis stepped portion <NUM>, a front diameter of the central axis extension portion <NUM> is smaller than a rear diameter of the central axis extension portion <NUM>.

An inner peripheral surface of the third inner race B31 and an outer peripheral surface of the central axis extension portion <NUM> adjoin each other while facing each other in the radial direction. Further, a rear end of the third inner race B31 adjoins the central axis stepped portion <NUM> while facing the central axis stepped portion <NUM> in the axial direction.

In the state in which the third inner race B31 adjoins the central axis stepped portion <NUM>, a central axis snap ring <NUM> is installed at a side positioned forward of the third inner race B31. A first central axis ring groove <NUM> is formed in a portion of the outer peripheral surface of the central axis extension portion <NUM> that is disposed immediately forward of the third inner race B31. The central axis snap ring <NUM> is inserted into the first central axis ring groove <NUM>. That is, a position at the rear side of the third inner race B31 is restricted by the central axis stepped portion <NUM>. A position at the front side of the third inner race B31 is restricted by the first central axis ring groove <NUM> and the central axis snap ring <NUM>.

A hollow portion is provided at a rear side of the input member <NUM>. Further, the central axis extension portion <NUM> is accommodated in the hollow portion provided at the rear side of the input member <NUM>. An inner peripheral surface, which defines the hollow portion, is provided at the rear side of the input member <NUM>. The second input member stepped portion <NUM> is provided on the inner peripheral surface of the input member <NUM>. Based on the second input member stepped portion <NUM>, a front inner diameter of the input member <NUM> is smaller than a rear inner diameter of the input member <NUM>.

The outer peripheral surface of the third outer race B32 and the inner peripheral surface of the input member <NUM> adjoin each other while facing each other in the radial direction. Further, the front end of the third outer race B32 and the second input member stepped portion <NUM> adjoin each other while facing each other in the axial direction.

A third bearing groove B34 is formed in an outer peripheral surface of the third outer race B32. Further, a third input member ring groove <NUM> is formed in a portion where the inner peripheral surface of the input member <NUM> faces the third bearing groove B34 in the state in which the third outer race B32 adjoins the second input member stepped portion <NUM>. Therefore, the third bearing groove B34 and the third input member ring groove <NUM> are connected to communicate with each other in the radial direction.

A clearance prevention ring RR is fitted with the third bearing groove B34 and the third input member ring groove <NUM>. The clearance prevention ring RR may be a C-ring that may be elastically deformed so that a radius thereof increases or decreases.

A depth of the third input member ring groove <NUM>, which is measured in the radial direction, may be equal to or larger than a height h of the clearance prevention ring RR that is measured in the radial direction. In contrast, a depth of the third bearing groove B34 may be smaller than the height of the clearance prevention ring RR.

The process of installing the third bearing B3 to which the axial movement prevention part is applied will be described with reference to <FIG>.

First, the third inner race B31 of the third bearing B3 is externally inserted into the outer peripheral surface of the central axis extension portion <NUM> until the third inner race B31 reaches the central axis stepped portion <NUM>. Further, the central axis snap ring <NUM> is inserted into the first central axis ring groove <NUM> disposed immediately forward of the third inner race B31.

Next, the clearance prevention ring RR is fitted into the third input member ring groove <NUM> provided in the inner peripheral surface of the input member <NUM>. During the process of fitting the clearance prevention ring RR into the third input member ring groove <NUM>, the clearance prevention ring RR is elastically deformed so that an outer diameter thereof decreases. At the moment when the clearance prevention ring RR reaches the third input member ring groove <NUM>, the clearance prevention ring RR is elastically restored so that the outer diameter thereof increases, such that the clearance prevention ring RR is fitted with the third input member ring groove <NUM>. In the state in which the clearance prevention ring RR is fitted with the third input member ring groove <NUM>, a radial inner end of the clearance prevention ring RR further protrudes radially inward than the inner peripheral surface of the input member <NUM>.

In this state, the input member <NUM> is externally inserted into the outer peripheral surface of the central axis extension portion <NUM>. Then, the third outer race B32 of the third bearing B3 elastically deforms the clearance prevention ring RR so that a radius thereof increases. Because the depth of the third input member ring groove <NUM> is equal to or larger than the height of the clearance prevention ring RR, the clearance prevention ring RR may be completely inserted into the third input member ring groove <NUM>. To implement a more smooth assembling process, an edge portion between the front surface and the outer peripheral surface of the third outer race B32 may have a tapered shape or a chamfer shape.

The clearance prevention ring RR with the increased radius is elastically restored at the moment when the clearance prevention ring RR reaches the third bearing groove B34, and an inner diameter thereof decreases, such that the clearance prevention ring RR is fitted with the third bearing groove B34. In the state in which the clearance prevention ring RR is fitted with the third bearing groove B34, the radial outer end of the clearance prevention ring RR is kept fitted with the third input member ring groove <NUM>.

Then, as illustrated in <FIG>, the installation of the third bearing B3 is completed.

In this case, even in a case in which hydraulic pressure is supplied to the first space A1 to operate the engine clutch <NUM>, the first piston plate <NUM> receives pressure to the rear side, and the rotor hub <NUM> is intended to move rearward, the central axis snap ring <NUM> interferes with the third inner race B31, the third inner race B31 interferes with the third rolling element B33, the third rolling element B33 interferes with the third outer race B32, the third outer race B32 interferes with the clearance prevention ring RR, and the clearance prevention ring RR interferes with the input member <NUM>, such that the rearward movement of the rotor hub <NUM> is prevented.

Meanwhile, even in a case in which hydraulic pressure is supplied to the fourth space A4 to operate the lock-up clutch <NUM>, and the rotor hub <NUM> is intended to move forward, the central axis stepped portion <NUM> interferes with the third inner race B31, the third inner race B31 interferes with the third rolling element B33, the third rolling element B33 interferes with the third outer race B32, the third outer race B32 interferes with the clearance prevention ring RR, and the clearance prevention ring RR interferes with the input member <NUM>, such that the forward movement of the rotor hub <NUM> is prevented.

As described above, the clearance prevention ring RR, the third bearing groove B34, and the third input member ring groove <NUM> serve as the axial movement prevention parts and prevent the forward/rearward clearance of the rotor hub <NUM>.

The description will be focused on a difference between the first and second embodiments.

With reference to <FIG>, unlike the first embodiment in which the first central axis ring groove <NUM> and the central axis snap ring <NUM> are applied as bearing fixing parts, there is a difference in that a caulking part <NUM>, which is a plastic processing part, is applied as a bearing fixing part in the second embodiment.

In the state in which the third inner race B31 adjoins the central axis stepped portion <NUM>, the caulking part <NUM> is processed at a position positioned forward of the third race. The caulking part <NUM> eventually increases the outer diameter of the central axis extension portion <NUM>. Therefore, a position at the front side of the third inner race B31 is restricted by the plastic processing part, i.e., the caulking part <NUM>.

A difference between the first and second embodiments in terms of the method of installing the third bearing B3 to which the axial movement prevention part is applied to will be described.

The second embodiment differs from the first embodiment in that the third inner race B31 of the third bearing B3 is externally inserted into the outer peripheral surface of the central axis extension portion <NUM> until the third inner race B31 reaches the central axis stepped portion <NUM>, and then the central axis extension portion <NUM> positioned immediately forward of the third inner race B31 is caulking-processed, such that the front side of the third inner race B31 is fixed.

According to the second embodiment, even in a case in which hydraulic pressure is supplied to the first space A1 to operate the engine clutch <NUM>, the first piston plate <NUM> receives pressure to the rear side, and the rotor hub <NUM> is intended to move rearward, the caulking part <NUM> interferes with the third inner race B31, the third inner race B31 interferes with the third rolling element B33, the third rolling element B33 interferes with the third outer race B32, the third outer race B32 interferes with the clearance prevention ring RR, and the clearance prevention ring RR interferes with the input member <NUM>, such that the rearward movement of the rotor hub <NUM> is prevented.

With reference to <FIG>, there is a greatest difference between the first and third embodiments in that the clearance prevention ring RR is applied to the third inner race B31. Furthermore, there are subsidiary differences that result from the above-mentioned difference. Hereinafter, the third embodiment will be described, focusing on the difference.

In the state in which the third outer race B32 adjoins the second input member stepped portion <NUM>, a second input member snap ring <NUM> is installed at a side positioned rearward of the third outer race B32. A second input member ring groove <NUM> is formed at a portion of the inner peripheral surface of the input member <NUM> that is positioned immediately rearward of the third outer race B32, and the second input member snap ring <NUM> is inserted into the second input member ring groove <NUM>. That is, a position at the front side of the third outer race B32 is restricted by the second input member stepped portion <NUM>, and a position at the rear side of the third outer race B32 is restricted by the second input member ring groove <NUM> and the second input member snap ring <NUM>. Of course, similar to the second embodiment, the front end of the input member <NUM> may be caulking-processed to form the bearing fixing part.

The third bearing groove B34 is formed in the inner peripheral surface of the third inner race B31. Further, a second central axis ring groove <NUM> is formed in a portion where the outer peripheral surface of the central axis extension portion <NUM> faces the third bearing groove B34 in the state in which the third inner race B31 adjoins the central axis stepped portion <NUM>. Therefore, the third bearing groove B34 and the second central axis ring groove <NUM> are connected to communicate with each other in the radial direction.

The clearance prevention ring RR is fitted with the third bearing groove B34 and the second central axis ring groove <NUM>.

A depth of the second central axis ring groove <NUM>, which is measured in the radial direction, may be equal to or larger than the height h of the clearance prevention ring RR that is measured in the radial direction. In contrast, a depth of the third bearing groove B34 may be smaller than the height of the clearance prevention ring RR.

The process of installing the third bearing B3 to which the axial movement prevention part is applied will be described below.

First, the third outer race B32 of the third bearing B3 is internally inserted into the inner peripheral surface of the input member <NUM> until the third outer race B32 reaches the second input member stepped portion <NUM>. Further, the second input member snap ring <NUM> is inserted into the second input member ring groove <NUM> positioned immediately rearward of the third outer race B32.

Next, the clearance prevention ring RR is fitted into the second central axis ring groove <NUM> provided in the outer peripheral surface of the central axis extension portion <NUM>. During the process of fitting the clearance prevention ring RR into the second central axis ring groove <NUM>, the clearance prevention ring RR is elastically deformed so that an inner diameter thereof increases. At the moment when the clearance prevention ring RR reaches the second central axis ring groove <NUM>, the clearance prevention ring RR is elastically restored so that the inner diameter thereof decreases, such that the clearance prevention ring RR is fitted with the second central axis ring groove <NUM>. In the state in which the clearance prevention ring RR is fitted with the second central axis ring groove <NUM>, the radial outer end of the clearance prevention ring RR further protrudes radially outward than the outer peripheral surface of the central axis extension portion <NUM>.

In this state, the input member <NUM> is externally inserted into the outer peripheral surface of the central axis extension portion <NUM>. Then, the third inner race B31 of the third bearing B3 elastically deform the clearance prevention ring RR so that a radius thereof decreases. Because the depth of the second central axis ring groove <NUM> is equal to or larger than the height of the clearance prevention ring RR, the clearance prevention ring RR may be completely inserted into the second central axis ring groove <NUM>. To implement a more smooth assembling process, an edge portion between the rear surface and the inner peripheral surface of the third inner race B31 may have a tapered shape or a chamfer shape.

The clearance prevention ring RR with the decreased radius is elastically restored at the moment when the clearance prevention ring RR reaches the third bearing groove B34, and an outer diameter thereof increases, such that the clearance prevention ring RR is fitted with the third bearing groove B34. In the state in which the clearance prevention ring RR is fitted with the third bearing groove B34, the radial inner end of the clearance prevention ring RR is kept fitted with the second central axis ring groove <NUM>.

In this case, even in a case in which hydraulic pressure is supplied to the first space A1 to operate the engine clutch <NUM>, the first piston plate <NUM> receives pressure to the rear side, and the rotor hub <NUM> is intended to move rearward, the central axis extension portion <NUM> interferes with the clearance prevention ring RR, the clearance prevention ring RR interferes with the third inner race B31, the third inner race B31 interferes with the third rolling element B33, the third rolling element B33 interferes with the third outer race B32, and the third outer race B32 interferes with the second input member snap ring <NUM>, such that the rearward movement of the rotor hub <NUM> is prevented.

Meanwhile, even in a case in which hydraulic pressure is supplied to the fourth space A4 to operate the lock-up clutch <NUM>, and the rotor hub <NUM> is intended to move forward, the central axis extension portion <NUM> interferes with the clearance prevention ring RR, the clearance prevention ring RR interferes with the third inner race B31, the third inner race B31 interferes with the third rolling element B33, the third rolling element B33 interferes with the third outer race B32, and the third outer race B32 interferes with the second input member stepped portion <NUM>, such that the forward movement of the rotor hub <NUM> is prevented.

As described above, the clearance prevention ring RR, the third bearing groove B34, and the second central axis ring groove <NUM> serve as the axial movement prevention parts and prevent the forward/rearward clearance of the rotor hub <NUM>.

The first to third embodiments have been described on the assumption that the outer peripheral surface of the central axis extension portion <NUM> is disposed at a side positioned radially inward of the inner peripheral surface of the input member <NUM>.

However, the present invention is not limited thereto. The present invention may, of course, be applied to a structure in which a hollow portion may be provided in the central axis extension portion <NUM>, and a rear end of the input member <NUM> is fitted into the hollow portion of the central axis extension portion <NUM>, such that the outer peripheral surface of the input member <NUM> may be disposed at a side positioned radially inward of the inner peripheral surface of the central axis extension portion <NUM>.

With reference to <FIG>, the axial movement prevention part according to the fourth embodiment is applied to a structure for installing the second bearing B2.

The second bearing B2 includes an annular second inner race B21 disposed at a radial inner side, a second outer race B22 configured to face the second inner race B21 in the radial direction and spaced radially outward apart from the second inner race B21, and a second rolling element B23 interposed between the second inner race B21 and the second outer race B22. The second rolling element B23 may be a ball body, and the second bearing B2 may be a ball bearing. The second bearing B2 may support the rotations in the radial direction and the axial direction.

The axial extension portion <NUM> of the hub ridge <NUM> of the rotor hub <NUM> extends axially rearward from the hub ridge <NUM>. The ridge stepped portion <NUM> is provided on the inner peripheral surface of the axial extension portion <NUM>. Based on the ridge stepped portion <NUM>, a front inner diameter of the axial extension portion <NUM> is larger than a rear inner diameter of the axial extension portion <NUM>.

The outer peripheral surface of the second outer race B22 and the inner peripheral surface of the axial extension portion <NUM> adjoin each other while facing each other in the radial direction. Further, a rear end of the second outer race B22 adjoins the ridge stepped portion <NUM> while facing the ridge stepped portion <NUM> in the axial direction.

In the state in which the second outer race B22 adjoins the ridge stepped portion <NUM>, a ridge snap ring <NUM> is installed at a side positioned forward of the second outer race B22. A ridge ring groove <NUM> is formed in a portion of the inner peripheral surface of the axial extension portion <NUM> that is disposed immediately forward of the second outer race B22, and the ridge snap ring <NUM> is inserted into the ridge ring groove <NUM>. That is, a position at the rear side of the second outer race B22 is restricted by the ridge stepped portion <NUM>, and a position at the front side of the second outer race B22 is restricted by the ridge ring groove <NUM> and the ridge snap ring <NUM>.

The second axial protruding portion <NUM> includes a portion further extending radially inward in the axial direction than the axial extension portion <NUM>. Therefore, at least a partial section of the outer peripheral surface of the second axial protruding portion <NUM> faces at least a partial section of the inner peripheral surface of the axial extension portion <NUM> in the radial direction. The housing stepped portion <NUM> is provided on the outer peripheral surface of the second axial protruding portion <NUM>. Based on the housing stepped portion <NUM>, a rear outer diameter of the second axial protruding portion <NUM> is smaller than a front outer diameter of the second axial protruding portion <NUM>.

The inner peripheral surface of the second inner race B21 and the outer peripheral surface of the second axial protruding portion <NUM> adjoin each other while facing each other in the radial direction. Further, the front end of the second inner race B21 and the housing stepped portion <NUM> adjoin each other while facing each other in the axial direction.

A second bearing groove B24 is formed in the inner peripheral surface of the second inner race B21. Further, a housing ring groove <NUM> is formed in a portion where the outer peripheral surface of the second axial protruding portion <NUM> faces the second bearing groove B24 in the state in which the second outer race B22 adjoins the housing stepped portion <NUM>. Therefore, the second bearing groove B24 and the housing ring groove <NUM> are connected to communicate with each other in the radial direction.

The clearance prevention ring RR is fitted with the second bearing groove B24 and the housing ring groove <NUM>. The clearance prevention ring RR may be a C-ring that may be elastically deformed so that a radius thereof increases or decreases.

A depth of the housing ring groove <NUM>, which is measured in the radial direction, may be equal to or larger than the height h of the clearance prevention ring RR that is measured in the radial direction. In contrast, a depth of the second bearing groove B24 may be smaller than the height of the clearance prevention ring RR.

The process of installing the second bearing B2 to which the axial movement prevention part is applied will be described below.

First, the second outer race B22 of the second bearing B2 is internally inserted into the inner peripheral surface of the axial extension portion <NUM> until the second outer race B22 reaches the ridge stepped portion <NUM>. Further, the ridge snap ring <NUM> is inserted into the ridge ring groove <NUM> disposed immediately forward of the second outer race B22.

Next, the clearance prevention ring RR is fitted into the housing ring groove <NUM> positioned in the outer peripheral surface of the second axial protruding portion <NUM>. During the process of fitting the clearance prevention ring RR into the housing ring groove <NUM>, the clearance prevention ring RR is elastically deformed so that an inner diameter thereof increases. At the moment when the clearance prevention ring RR reaches the housing ring groove <NUM>, the clearance prevention ring RR is elastically restored so that the inner diameter thereof decreases, such that the clearance prevention ring RR is fitted with the housing ring groove <NUM>. In the state in which the clearance prevention ring RR is fitted with the housing ring groove <NUM>, the radial outer end of the clearance prevention ring RR further protrudes radially outward than the outer peripheral surface of the second axial protruding portion <NUM>.

In this state, the second axial protruding portion <NUM> is internally inserted into the inner peripheral surface of the axial extension portion <NUM>. Then, the second inner race B21 of the second bearing B2 elastically deform the clearance prevention ring RR so that a radius thereof decreases. Because the depth of the housing ring groove <NUM> is equal to or larger than the height of the clearance prevention ring RR, the clearance prevention ring RR may be completely inserted into the housing ring groove <NUM>. To implement a more smooth assembling process, an edge portion between the front surface and the inner peripheral surface of the second inner race B21 may have a tapered shape or a chamfer shape.

The clearance prevention ring RR with the decreased radius is elastically restored at the moment when the clearance prevention ring RR reaches the second bearing groove B24, and an outer diameter thereof increases, such that the clearance prevention ring RR is fitted with the second bearing groove B24. In the state in which the clearance prevention ring RR is fitted with the second bearing groove B24, the radial inner end of the clearance prevention ring RR is kept fitted with the housing ring groove <NUM>.

As illustrated in <FIG>, the installation of the second bearing B2 is completed through the above-mentioned processes.

In this case, even in a case in which hydraulic pressure is supplied to the first space A1 to operate the engine clutch <NUM>, the first piston plate <NUM> receives pressure to the rear side, and the rotor hub <NUM> is intended to move rearward, the ridge snap ring <NUM> interferes with the second outer race B22, the second outer race B22 interferes with the second rolling element B23, the second rolling element B23 interferes with the second inner race B21, the second inner race B21 interferes with the clearance prevention ring RR, and the clearance prevention ring RR interferes with the second axial protruding portion <NUM>, such that the rearward movement of the rotor hub <NUM> is prevented.

Meanwhile, even in a case in which hydraulic pressure is supplied to the fourth space A4 to operate the lock-up clutch <NUM>, and the rotor hub <NUM> is intended to move forward, the ridge stepped portion <NUM> interferes with the second outer race B22, the second outer race B22 interferes with the second rolling element B23, the second rolling element B23 interferes with the second inner race B21, the second inner race B21 interferes with the clearance prevention ring RR, and the clearance prevention ring RR interferes with the second axial protruding portion <NUM>, such that the forward movement of the rotor hub <NUM> is prevented.

As described above, the clearance prevention ring RR, the second bearing groove B24, and the housing ring groove <NUM> serve as the axial movement prevention parts and prevent the forward/rearward clearance of the rotor hub <NUM>.

Like the second and third embodiments that are modified examples of the first embodiment, even in the fourth embodiment, the plastic processing part <NUM>, such as the caulking part, may be formed as a substitute for the ridge ring groove <NUM> and the ridge snap ring <NUM>, or the second bearing groove B24 may be provided in the second outer race B22 instead of the second inner race B21.

Claim 1:
A hybrid driving module, which has a motor <NUM> including a rotor <NUM> and a stator <NUM>, the hybrid driving module comprising:
a housing <NUM> in which the stator <NUM> is installed;
a rotor hub <NUM> on which the rotor <NUM> is installed, the rotor hub <NUM> being configured to be rotatably supported by the housing <NUM>;
an axial movement prevention part configured to restrict forward and rearward movements of the rotor hub <NUM> relative to the housing <NUM> between the housing <NUM> and the rotor hub <NUM>;
wherein the axial movement prevention part is provided in a bearing B2 or B3 interposed between the housing <NUM> and the rotor hub <NUM> and configured to support a rotation of the rotor hub <NUM> relative to the housing <NUM>; and
wherein the bearing is interposed between a peripheral surface at a side of the housing <NUM> and a peripheral surface at a side of the rotor hub <NUM> that face each other in a radial direction,
wherein the bearing comprises:
a first race configured to adjoin a first peripheral surface that is one surface selected from the peripheral surface at the side of the housing <NUM> and the peripheral surface at the side of the rotor hub <NUM>;
a second race configured to adjoin a second peripheral surface that is the other surface selected from the peripheral surface at the side of the housing <NUM> and the peripheral surface at the side of the rotor hub <NUM>; and
a rolling element interposed between the first race and the second race, and
wherein the axial movement prevention part comprises:
a bearing groove provided in a surface of the first race facing the first peripheral surface;
a peripheral surface groove provided in the first peripheral surface and disposed at a position corresponding to the bearing groove; and
a clearance prevention ring RR inserted across the peripheral surface groove and the bearing groove.