Power transmission apparatus of hybrid electric vehicle

This application claims priority to and the benefit of Korean Patent Application No. 10-2016-0165930, filed Dec. 7, 2016, which is incorporated herein by reference in its entirety.

The present disclosure relates to a power transmission apparatus of a hybrid electric vehicle.

The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

An environmentally-friendly technology of a vehicle is a core technology which controls survival of a future automobile industry, and advanced car makers have focused their energy on the development of an environmentally-friendly vehicle to comply with environmental and fuel efficiency regulations.

Therefore, car makers have developed an electric vehicle (EV), a hybrid electric vehicle (HEV), a fuel cell electric vehicle (FCEV), and the like, as future vehicle technologies.

Since the future vehicle has various technological restrictions such as a weight and cost, the vehicle makers have paid attention to the hybrid electric vehicle as an alternative of a realistic problem for meeting exhaust gas regulations and improving fuel efficiency performance and have entered into keen competition for commercializing the hybrid electric vehicle.

The hybrid electric vehicle is a vehicle using two or more power sources. Two or more power sources may be combined by various schemes. For example, a gasoline engine or a diesel engine using the existing fossil fuel and a motor/generator driven by electric energy are mixed and used as the power sources.

The hybrid electric vehicle generally uses an engine and a motor/generator, and uses as a secondary power source a motor/generator having a relatively excellent low-speed torque characteristic at a low speed and uses as the primary power source an engine having a relatively excellent high-speed torque characteristic at a high speed.

As a result, the hybrid electric vehicle is excellent in fuel efficiency enhancement and reduction of exhaust gas because an operation of the engine using fossil fuel stops and the motor/generator is used at a low-speed section.

A double clutch transmission (DCT) may be an example of a transmission applicable to such a hybrid electric vehicle. Such a DCT includes two clutches applied to a manual transmission scheme, and thereby enhances efficiency and convenience.

The DCT alternatingly activates odd-numbered shift-stages and even-numbered shift-stages by alternatingly operating two clutches, and thereby improves continuity in torque transmission.

However, we have discovered that the DCT shows relatively high degree of clutch wear and energy loss in starting of a vehicle and rearward slip in starting of a vehicle on a slant. In addition, the DCT is typically controlled with a short shift-control period considering low heat capacity, and thus may easily show a shift shock.

In addition, in order to apply the DCT to a hybrid electric vehicle, an appropriate arrangement of a motor/generator as a power source must be devised.

The above information disclosed in this Background section is only for enhancement of understanding of the background of the present disclosure and therefore it may contain information that does not form the prior art that is already known to a person of ordinary skill in the art.

The present disclosure provides a power transmission apparatus for a hybrid electric vehicle having advantages of smooth starting and shifting of a vehicle and improvement of fuel efficiency and acceleration performance.

As one form of the present disclosure, a power transmission apparatus of a hybrid electric vehicle includes: an input unit, a torque converting unit, and a shifting output unit. The input unit may include a first input shaft selectively connected with an the engine and the motor/generator, a second input shaft selectively connected with the motor/generator, a third input shaft fixedly disposed with at least one input gear, and a fourth input shaft selectively connected with the first input shaft and fixedly disposed with at least one input gear. The torque converting unit may include a planetary gear set having a first rotational element connected with the second input shaft, a second rotational element connected with the third input shaft, and a third rotational element connected with the first input shaft. The shifting output unit may shift torques received from the third and fourth input shafts and output a shifted torque.

The second and third input shafts of the input unit may be formed as a hollows shaft.

The first, second, and third input shafts may be coaxially disposed in an order of the first, second, and third input shafts in a radial direction.

The fourth input shaft may be formed as a hollow shaft, disposed rearward to the second and third input shafts, and coaxially disposed with the first input shaft.

The torque converting unit may be disposed on the first input shaft at a location between the second and third input shafts and the fourth input shaft.

The torque converting unit may be a single pinion planetary gear set having a sun gear as the first rotational element, a planet carrier as the second rotational element, and a ring gear as the third rotational element.

The at least one input gear fixedly disposed on the third input shaft may include a first input gear acting as an input gear for the forward first speed, and a second input gear acting as an input gear for the forward third speed. The input gears fixedly disposed on the first input shaft may include a third input gear acting as an input gear for the forward second speed, and a fourth input gear acting as an input gear for the forward fourth speed. The first, second, third, and fourth input gears may be arranged in the order of the first, second, third, and fourth input gears from upstream to downstream direction.

The shifting output unit may include a first shifting output device, and the first shifting output device may include: a first output shaft disposed in parallel with the first input shaft, forward first and third speed shifting gears externally engaged with the first and second input gears, and selectively synchronized with the first output shaft by a first synchronizer, forward second and fourth speed shifting gears externally engaged with the third and fourth input gears, and selectively synchronized with the first output shaft by a second synchronizer, and a first output gear fixedly disposed at an upstream portion of the first output shaft.

The shifting output unit may further include: a second shifting output device that includes a second output shaft disposed in parallel with the first input shaft; a reverse speed shifting gear rotatably disposed on the second output shaft and selectively synchronized with the second output shaft by the second synchronizer; a reverse speed idle shaft disposed in parallel with the second output shaft; a reverse speed idle gear rotatably disposed on the reverse speed idle shaft and externally engaged with the first input gear and the reverse speed shifting gear; and a second output gear fixedly disposed at an upstream portion of the second output shaft.

The shifting output unit may include first and second shifting output devices. The first shifting output device may include: a first output shaft disposed in parallel with the first input shaft; forward first and third speed shifting gears rotatably disposed on the first output shaft, externally engaged with the first and second input gears, and selectively synchronized with the first output shaft by a first synchronizer; a forward second speed shifting gear rotatably disposed on the first output shaft, externally engaged with the third input gear, and selectively synchronized with the first output shaft by a second synchronizer; and a first output gear fixedly disposed at an upstream portion of the first output shaft. The second shifting output device may include: a second output shaft disposed in parallel with the first input shaft; a reverse speed shifting gear rotatably disposed on the second output shaft and selectively synchronized with the second output shaft by a third synchronizer; a reverse speed idle shaft disposed in parallel with the second output shaft; a reverse speed idle gear rotatably disposed on the reverse speed idle shaft and externally engaged with the first input gear and the reverse speed shifting gear; a forward second speed shifting gear rotatably disposed on the second output shaft, externally engaged with the third input gear on the fourth input shaft, and selectively synchronized with the second output shaft by a fourth synchronizer; and a second output gear fixedly disposed at an upstream portion of the second output shaft.

A power transmission apparatus of a hybrid electric vehicle according to an exemplary form of the present disclosure shows effective improvement of fuel consumption by realizing four shift-stages in a fixed gear ratio mode by using the engine ENG as a primary power source and the motor/generator as an auxiliary power source, two shift-stages in a variable gear ratio mode enabling electronic continuously variable shifting by using the engine ENG and the motor/generator as power sources, and four shift-stages in an EV mode by only using the motor/generator.

In particular, a driving efficiency may be enhanced by operating a power transmission apparatus in the variable gear ratio mode for city driving, and in the fixed gear ratio mode for high speed driving.

In addition, smooth starting of a vehicle may be achieved by the engine ENG and the motor/generator connected with respective rotational elements of the planetary gear set.

When the motor/generator fails, a vehicle may be driven by the torque of the engine ENG.

In the fixed gear ratio mode, the torque of the motor/generator may be used as an auxiliary power source, thereby improving an acceleration performance.

The reverse speed driving may be achieved by reversely driving the motor/generator MG. In addition, a reverse speed shifting device is separately included such that the reverse speed may be realized also in the fixed gear ratio and the variable gear ratio mode as well as the EV mode.

Further, effects that can be obtained or expected from exemplary forms of the present disclosure are directly or suggestively described in the following detailed description. That is, various effects expected from exemplary forms of the present disclosure will be described in the following detailed description.

Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.

In order that the disclosure may be well understood, there will now be described various forms thereof, given by way of example, reference being made to the accompanying drawings, in which:

FIG. 1 is a schematic diagram of a power transmission apparatus of a hybrid electric vehicle according to a first exemplary form of the present disclosure;

FIG. 2 is an operational chart for respective shift-stages of a power transmission apparatus of a hybrid electric vehicle according to a first exemplary form of the present disclosure;

FIG. 3 is a schematic diagram of a power transmission apparatus of a hybrid electric vehicle according to a second exemplary form of the present disclosure;

FIG. 4 is an operational chart for respective shift-stages of a power transmission apparatus of a hybrid electric vehicle according to a second exemplary form of the present disclosure;

FIG. 5 is a schematic diagram of a power transmission apparatus of a hybrid electric vehicle according to a third exemplary form of the present disclosure; and

FIG. 6 is an operational chart for respective shift-stages of a power transmission apparatus of a hybrid electric vehicle according to a third exemplary form of the present disclosure.

The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

In this detailed description, front or upstream of the transmission is referred to as a side close to the engine, and rear or downstream of the transmission is referred to as a side distal to the engine.

In the following description, dividing names of components into first, second and the like is to divide the names because the names of the components are the same as each other and an order thereof is not particularly limited.

FIG. 1 is a schematic diagram of a power transmission apparatus of a hybrid electric vehicle according to a first exemplary form of the present disclosure.

Referring to FIG. 1 , a power transmission apparatus of a hybrid electric vehicle utilizes an engine ENG and a motor/generator MG as power sources, and includes an input unit, a torque converting unit, and a shifting output unit.

The engine ENG is a primary power source and a gasoline engine or a diesel engine using the existing fossil fuel may be used as the engine ENG.

The motor/generator MG is an electric supplementary drive unit (ESDU), and functions as a motor that generates a driving torque and also as a generator that generates electric energy producing mechanical reactive force. The motor/generator MG includes a stator ST fixed to a transmission housing H and a rotor RT rotatable inside the stator, where the rotor RT is directly connected with a motor output shaft MOS.

The input unit includes first, second, third, and fourth input shafts IS 1 , IS 2 , IS 3 , and IS 4 .

The first input shaft IS 1 is formed as a solid shaft, and disposed at a same axis with an engine output shaft EOS. An upstream portion of the first input shaft IS 1 is selectively connected with the engine output shaft EOS and the motor output shaft MOS respectively.

The second input shaft IS 2 is formed as a hollow shaft, and rotatably coaxially disposed on an external circumference of the first input shaft IS 1 . An upstream portion of the second input shaft IS 2 is selectively connected with the motor output shaft MOS.

The third input shaft IS 3 is formed as a hollow shaft, and rotatably coaxially disposed on an external circumference of the second input shaft IS 2 .

The fourth input shaft IS 4 is formed as a hollow shaft, and rotatably coaxially disposed on an external circumference of the first input shaft IS 1 . An upstream portion of the fourth input shaft IS 4 is selectively connected with the first input shaft IS 1 .

First and second input gears G 1 and G 2 are fixedly disposed on the third input shaft IS 3 , and third and fourth input gears G 3 and G 4 are fixedly disposed on the fourth input shaft IS 4 .

The first, second, third, and fourth input gears G 1 , G 2 , G 3 , and G 4 act as input gears for respective shift-stages, where the first input gear G 1 acts as an input gear for realizing the forward first speed and the reverse speed (EV mode R: when the motor is reversely driven), the second input gear G 2 as an input gear for realizing the forward third speed, the third input gear G 3 as an input gear for realizing the forward second speed, and the fourth input gear G 4 as an input gear for realizing the forward fourth speed.

A clutch unit including an engine clutch ECL and first, second, and third clutches CL 1 , CL 2 , and CL 3 is disposed between first, second, and fourth input shafts IS 1 , IS 2 , and IS 4 and the power sources of the engine ENG and the motor/generator MG.

The engine clutch ECL is disposed between the engine output shaft EOS and the first input shaft IS 1 , and selectively transmits torque from the engine ENG to the first input shaft IS 1 .

The first clutch CL 1 is disposed between the motor output shaft MOS and the first input shaft IS 1 , and selectively transmits torque from the motor/generator MG to the first input shaft IS 1 .

The second clutch CL 2 is disposed between the motor output shaft MOS and the second input shaft IS 2 , and selectively transmits torque from the motor/generator MG to the second input shaft IS 2 .

The third clutch CL 3 is disposed between the first input shaft IS 1 and the fourth input shaft IS 4 , and selectively transmits torque from the first input shaft IS 1 to the fourth input shaft IS 4 .

The engine clutch ECL and the first, second, and third clutches CL 1 , CL 2 , and CL 3 may be realized as multi-plate hydraulic pressure friction devices that are frictionally engaged by hydraulic pressure.

The torque converting unit is formed as a planetary gear set PG that is a single pinion planetary gear set having three rotational elements.

The three rotational elements of the planetary gear set PG include first, second, and third rotational elements N 1 , N 2 , and N 3 , where the first rotational element N 1 is a sun gear, the second rotational element N 2 is a planet carrier PC that rotatably supports one or more pinion gears externally engaged with the sun gear S, and the third rotational element N 3 is a ring gear R engaged with the one or more pinion gears.

The first rotational element N 1 is directly connected with the second input shaft IS 2 , the second rotational element N 2 is directly connected with the third input shaft IS 3 , and the third rotational element N 3 is directly connected with the first input shaft IS 1 .

When torques of the engine ENG and the motor/generator MG are selectively transmitted to the first rotational element N 1 and the third rotational element N 3 through the first and second input shafts IS 1 and IS 2 , such input torques are converted and output to the third input shaft IS 3 through the second rotational element N 2 .

The shifting output unit includes a first shifting output device OUT 1 that receives torques from the first, second, third, and fourth input gears G 1 , G 2 , G 3 , and G 4 on the third and fourth input shafts IS 3 and IS 4 and outputs shifted torques.

The first shifting output device OUT 1 includes a first output shaft OS 1 and forward first speed, second speed, third speed, and fourth speed shifting gears D 1 , D 2 , D 3 , and D 4 . The first output shaft OS 1 is disposed in parallel with the first input shaft IS 1 , and the forward first speed, second speed, third speed, and fourth speed shifting gears D 1 , D 2 , D 3 , and D 4 are externally engaged with the first, second, third, and fourth input gears G 1 , G 2 , G 3 , and G 4 respectively.

The forward first speed, third speed, second speed, and fourth speed shifting gears D 1 , D 3 , D 2 , and D 4 are rotatably disposed on the first output shaft OS 1 .

The first shifting output device OUT 1 further includes first and second synchronizers SL 1 and SL 2 . The first synchronizer SL 1 is disposed on the first output shaft OS 1 and selectively synchronizes the forward first speed and third speed shifting gears D 1 and D 3 to the first output shaft OS 1 . The second synchronizer SL 2 is disposed on the first output shaft OS 1 and selectively synchronizes the forward second speed and fourth speed shifting gears D 2 and D 4 to the first output shaft OS 1 .

The forward first speed shifting gear D 1 is externally engaged with the first input gear G 1 , and the forward third speed shifting gear D 3 is externally engaged with the second input gear G 2 .

The forward second speed shifting gear D 2 is externally engaged with the third input gear G 3 , and the forward fourth speed shifting gear D 4 is externally engaged with the fourth input gear G 4 .

The torque shifted at the first shifting output device OUT 1 is transmitted to a differential device DIFF through a first output gear OG 1 fixed to an upstream portion of the first output shaft OS 1 .

The first and second synchronizers SL 1 and SL 2 may be formed as a known scheme, and the first and second sleeves SLE 1 and SLE 2 applied to the first and second synchronizers SL 1 and SL 2 may be operated by an actuator (not shown) that may be controlled by a transmission control unit.

A power transmission apparatus of a hybrid electric vehicle of such a scheme may enable a fixed gear ratio mode that simulates a double clutch transmission, a variable gear ratio mode (eCVT mode), and electric vehicle mode (EV mode).

FIG. 2 is an operational chart for respective shift-stages of a power transmission apparatus of a hybrid electric vehicle according to a first exemplary form of the present disclosure, and shifting operation of the power transmission apparatus is hereinafter described in detail with reference to FIG. 2 .

[Engine Starting]

In an engine starting mode, while the forward first speed shifting gear D 1 is synchronized to the first output shaft OS 1 by operating the first sleeve SLE 1 of the first synchronizer SL 1 , the engine clutch ECL and the first clutch CL 1 are operated.

Then, a driving torque of the motor/generator MG is transmitted to the engine ENG through the motor output shaft MOS, the first clutch CL 1 , the first input shaft IS 1 , the engine clutch ECL, and the engine output shaft EOS, and the engine ENG is started.

[Neutral]

In a neutral mode, while the forward first speed shifting gear D 1 is synchronized to the first output shaft OS 1 by operating the first sleeve SLE 1 of the first synchronizer SL 1 , the engine clutch ECL is operated.

In this case, although the torque of the engine ENG is supplied to the third rotational element N 3 of the planetary gear set PG through the first input shaft IS 1 , the first rotational element N 1 is freely rotatable. Thus, the second rotational element N 2 does not output any driving torque and therefore a neutral position is enabled.

[Neutral Position Battery Charging]

A neutral position battery charging mode is enabled while the engine ENG is started and running. While the forward first speed shifting gear D 1 is synchronized to the first output shaft OS 1 by operating the first sleeve SLE 1 of the first synchronizer SL 1 , the engine clutch ECL and the second clutch CL 2 is operated.

Then, the torque of the engine ENG is input to the third rotational element N 3 of the planetary gear set PG through the first input shaft IS 1 , and the second rotational element N 2 acts as a fixed element by being connected to the first output shaft OS 1 due to the operation of the first synchronizer SL 1 .

In this case, the first rotational element N 1 reversely rotates at a high speed, and drives the motor/generator MG through second clutch CL 2 to generate electricity and thereby enable electric charging.

[Fixed Gear Ratio Mode 1]

In a fixed gear ratio mode, the engine ENG supplies a primary drive-torque and the motor/generator MG supplies an auxiliary drive-torque.

In a fixed gear ratio mode 1, the forward first speed shifting gear D 1 is synchronized to the first output shaft OS 1 by operating the first sleeve SLE 1 of the first synchronizer SL 1 , and the engine clutch ECL and the first and second clutches CL 1 and CL 2 are operated.

By such a control, the torque of the engine ENG and a part of the torque of the motor/generator MG are input to the third rotational element N 3 of the planetary gear set PG, and a part of the torque of the motor/generator MG is input to the first rotational element N 1 of the planetary gear set PG through the second input shaft IS 2 .

Consequently, torques are simultaneously input to the first and third rotational elements N 1 and N 3 of the planetary gear set PG, and the planetary gear set PG integrally rotates, thereby outputting a same input torque to the third input shaft IS 3 through the second rotational element N 2 .

Then, the torque is shifted while being transmitted to the first output shaft OS 1 through the forward first speed shifting gear D 1 externally engaged with the first input gear G 1 on the third input shaft IS 3 , and the shifted torque is transmitted to the differential DIFF through the first output gear OG 1 on the first output shaft OS 1 .

[Fixed Gear Ratio Mode 2]

For the fixed gear ratio mode 2 from the fixed gear ratio mode 1, the synchronous connection of the forward first speed shifting gear D 1 to the first output shaft OS 1 is released by releasing the first sleeve SLE 1 of the first synchronizer SL 1 , the forward second speed shifting gear D 2 is synchronously connected to first output shaft OS 1 by operating the second sleeve SLE 2 of the second synchronizer SL 2 , the second clutch CL 2 is released, and the third clutch CL 3 is operated.

By such a control, the torque of the engine ENG and a part of the torque of the motor/generator MG is input to the third rotational element N 3 of the planetary gear set PG and at the same time, to the fourth input shaft IS 4 .

Then, a shifted torque is transmitted to the first output shaft OS 1 through the forward second speed shifting gear D 2 externally engaged with the third input gear G 3 on the fourth input shaft IS 4 , and transmitted to the differential DIFF through the first output gear OG 1 on the first output shaft OS 1 .

In this case, the planetary gear set PG does not affect to a shifting of the power transmission apparatus since the first and second rotational elements N 1 and N 2 may freely rotate.

[Fixed Gear Ratio Mode 3]

For the fixed gear ratio mode 3 from the fixed gear ratio mode 2, the synchronous connection of the forward second speed shifting gear D 2 to the first output shaft OS 1 is released by releasing the second sleeve SLE 2 of the second synchronizer SL 2 , the forward third speed shifting gear D 3 is synchronized to the first output shaft OS 1 by operating the first sleeve SLE 1 of the first synchronizer SL 1 , the third clutch CL 3 is released, and the second clutch CL 2 is operated.

By such a control, the torque of the engine ENG and a part of the torque of the motor/generator MG is input to the third rotational element N 3 of the planetary gear set PG, and a part of the torque of the motor/generator MG is input to the first rotational element N 1 of the planetary gear set PG through the second input shaft IS 2 .

Consequently, the torque of the motor/generator MG is simultaneously input to the first and third rotational elements N 1 and N 3 of the planetary gear set PG, and the planetary gear set PG integrally rotates, thereby outputting a same torque of the motor/generator MG to the third input shaft IS 3 through the second rotational element N 2 .

Then, a shifted torque is transmitted to the first output shaft OS 1 through the forward third speed shifting gear D 3 externally engaged with the second input gear G 2 on the third input shaft IS 3 , and transmitted to the differential DIFF through the first output gear OG 1 on the first output shaft OS 1 .

[Fixed Gear Ratio Mode 4]

For the fixed gear ratio mode 4 from the fixed gear ratio mode 3, the synchronous connection of the forward third speed shifting gear D 3 to the first output shaft OS 1 is released by releasing the first sleeve SLE 1 of the first synchronizer SL 1 , the forward fourth speed shifting gear D 4 is synchronously connected to the first output shaft OS 1 by operating the second sleeve SLE 2 of the second synchronizer SL 2 , the second clutch CL 2 is released, and the third clutch CL 3 is operated.

By such a control, the torque of the engine ENG and a part of the torque of the motor/generator MG is input to the third rotational element N 3 of the planetary gear set PG, and also to the fourth input shaft IS 4 .

Then, a shifted torque is transmitted to the first output shaft OS 1 through the forward fourth speed shifting gear D 4 externally engaged with the fourth input gear G 4 on the fourth input shaft IS 4 , and transmitted to the differential DIFF through the first output gear OG 1 on the first output shaft OS 1 .

In this case, the planetary gear set PG does not affect to a shifting of the power transmission apparatus since the first and second rotational elements N 1 and N 2 may freely rotate.

[Variable Gear Ratio Mode 1]

In a variable gear ratio mode, the torque of the motor/generator MG is used as a driving power source as well as the torque of the engine ENG.

It is notable that the motor/generator MG may rotate at a different speed from the engine ENG, and in this case, the different speeds of the motor/generator MG and the engine ENG may be input to the planetary gear set PG such that the planetary gear may output a variable gear ratio thereby achieving an electronic continuously variable transmission (eCVT) control.

That is, in a variable gear ratio mode 1, the forward first speed shifting gear D 1 is synchronized to the first output shaft OS 1 by operating the first sleeve SLE 1 of the first synchronizer SL 1 , and the engine clutch ECL and the second clutch CL 2 are operated.

In this case, by the operation of the engine clutch ECL, the torque of the engine ENG is input to the third rotational element N 3 through the first input shaft IS 1 of the planetary gear set PG, and by the operation of the second clutch CL 2 , the torque of the motor/generator MG is input to the first rotational element N 1 through the second input shaft IS 2 .

Consequently, torques input to the first rotational element N 1 and the third rotational element N 3 react at the planetary gear set PG, and a shifted torque is output to the third input shaft IS 3 through the second rotational element N 2 .

Then the shifted torque is transmitted to the first output shaft OS 1 through the forward first speed shifting gear D 1 externally engaged with the first input gear G 1 on the third input shaft IS 3 , and transmitted to the differential DIFF through the first output gear OG 1 on the first output shaft OS 1 .

[Variable Gear Ratio Mode 2]

For the variable gear ratio mode 2 from the variable gear ratio mode 1, the synchronous connection of the forward first speed shifting gear D 1 to the first output shaft OS 1 is released by operating the first sleeve SLE 1 of the first synchronizer SL 1 , and the first output shaft OS 1 and the forward third speed shifting gear D 3 are connected.

A shifting from the variable gear ratio mode 1 to the variable gear ratio mode 2 is not directly performed and achieved by intermediately operating the clutches CL 1 , CL 2 , and CL 3 in a state of the fixed gear ratio mode 2, so as to reduce or prevent a shift shock.

Here, the first, second, and third clutches CL 1 , CL 2 , and CL 3 are firstly operated from the state of the variable gear ratio mode 1 to the state of the fixed gear ratio mode 2. Subsequently, the synchronous connection of the first output shaft OS 1 and the forward first speed shifting gear D 1 is released by releasing the first synchronizer SL 1 , and the first output shaft OS 1 and the forward third speed shifting gear D 3 are synchronized by operating the first synchronizer SL 1 .

When the first output shaft OS 1 and the forward third speed shifting gear D 3 are synchronized, the operation of the first clutch CL 1 and the third clutch CL 3 are released, and the second clutch CL 2 is operated.

In this case, the torque of the engine ENG is input to the third rotational element N 3 of the planetary gear set PG through the first input shaft IS 1 by the operation of the engine clutch ECL, and the torque of the motor/generator MG is input to the first rotational element N 1 through the second input shaft IS 2 by the operation of the second clutch CL 2 .

Consequently, torques input to the first rotational element N 1 and the third rotational element N 3 react at the planetary gear set PG, and a shifted torque is output to the third input shaft IS 3 through the second rotational element N 2 .

Then, a shifted torque is transmitted to the first output shaft OS 1 through the forward third speed shifting gear D 3 externally engaged with the second input gear G 2 on the third input shaft IS 3 , and transmitted to the differential DIFF through the first output gear OG 1 on the first output shaft OS 1 .

[EV Mode 1]

In an electric vehicle mode (EV mode), the engine ENG is stopped, and only the torque of the motor/generator MG is used to drive a vehicle.

In an EV mode 1, the forward first speed shifting gear D 1 is synchronized to the first output shaft OS 1 by operating the first sleeve SLE 1 of the first synchronizer SL 1 , and the first and second clutches CL 1 and CL 2 are operated.

By such a control, the torque of the motor/generator MG is simultaneously input to the third rotational element N 3 and the first rotational element N 1 through the first input shaft IS 1 and the second input shaft IS 2 .

Consequently, the torque of the motor/generator MG is simultaneously input to the first and third rotational elements N 1 and N 3 of the planetary gear set PG, and the planetary gear set PG integrally rotates, thereby outputting a same torque of the motor/generator MG to the third input shaft IS 3 through the second rotational element N 2 .

Then, a shifted torque is transmitted to the first output shaft OS 1 through the forward first speed shifting gear D 1 externally engaged with the first input gear G 1 on the third input shaft IS 3 , and transmitted to the differential DIFF through the first output gear OG 1 on the first output shaft OS 1 .

In such an EV mode 1, a gear ratio of the first input gear G 1 and the forward first speed shifting gear D 1 is activated.

[EV Mode 2]

For the EV mode 2 from the EV mode 1, the second clutch CL 2 is released, the synchronous connection of the forward first speed shifting gear D 1 to the first output shaft OS 1 is released by releasing the first sleeve SLE 1 of the first synchronizer SL 1 , the forward second speed shifting gear D 2 is synchronously connected to the first output shaft OS 1 by operating the second sleeve SLE 2 of the second synchronizer SL 2 , and the third clutch CL 3 is operated.

By such a control, the torque of the motor/generator MG is only input to the first input shaft IS 1 .

Then, a shifted torque is transmitted to the first output shaft OS 1 through the forward second speed shifting gear D 2 externally engaged with the third input gear G 3 on the fourth input shaft IS 4 , and transmitted to the differential DIFF through the first output gear OG 1 on the first output shaft OS 1 .

In this case, the planetary gear set PG does not affect to a shifting of the power transmission apparatus since the first and second rotational elements N 1 and N 2 may freely rotate.

[EV Mode 3]

For the EV mode 3 from the EV mode 2, the third clutch CL 3 is released, the synchronous connection of the forward second speed shifting gear D 2 to the first output shaft OS 1 is released by releasing the second sleeve SLE 2 of the second synchronizer SL 2 , the forward third speed shifting gear D 3 is synchronized to the first output shaft OS 1 by operating the first sleeve SLE 1 of the first synchronizer SL 1 , and the second clutch CL 2 is operated.

By such a control, the torque of the motor/generator MG is simultaneously input to the third rotational element N 3 and the first rotational element N 1 through the first input shaft IS 1 and the second input shaft IS 2 .

Consequently, the torque of the motor/generator MG is simultaneously input to the first and third rotational elements N 1 and N 3 of the planetary gear set PG, and the planetary gear set PG integrally rotates, thereby outputting a same torque of the motor/generator MG to the third input shaft IS 3 through the second rotational element N 2 .

Then, a shifted torque is transmitted to the first output shaft OS 1 through the forward third speed shifting gear D 3 externally engaged with the second input gear G 2 on the third input shaft IS 3 , and transmitted to the differential DIFF through the first output gear OG 1 on the first output shaft OS 1 .

[EV Mode 4]

For the EV mode 4 from the EV mode 3, the second clutch CL 2 is released, the synchronously connection of the forward third speed shifting gear D 3 to the first output shaft OS 1 by releasing the first sleeve SLE 1 of the first synchronizer SL 1 , the first output shaft OS 1 is synchronously connected to the forward fourth speed shifting gear D 4 by operating the second sleeve SLE 2 of the second synchronizer SL 2 , and the third clutch CL 3 is operated.

By such a control, the torque of the motor/generator MG is input to the fourth input shaft IS 4 through the first input shaft IS 1 .

Then, a shifted torque is transmitted to the first output shaft OS 1 through the forward fourth speed shifting gear D 4 externally engaged with the fourth input gear G 4 on the fourth input shaft IS 4 , and transmitted to the differential DIFF through the first output gear OG 1 on the first output shaft OS 1 .

In this case, the planetary gear set PG does not affect to a shifting of the power transmission apparatus since the first and second rotational elements N 1 and N 2 may freely rotate.

[EV Mode R (Reverse Speed; Motor is Reversely Driven)]

In an EV mode R, only a reversal torque of the motor/generator MG is used to drive a vehicle while the engine ENG is stopped.

In the EV mode R, while, the engine ENG is stopped, the forward first speed shifting gear D 1 is synchronized to the first output shaft OS 1 by operating the first sleeve SLE 1 of the first synchronizer SL 1 , and the first and second clutches CL 1 and CL 2 are operated.

By such a control, a reversal torque of the motor/generator MG is simultaneously input to the third rotational element N 3 and the first rotational element N 1 through the first input shaft IS 1 and the second input shaft IS 2 .

Consequently, the torque of the motor/generator MG is simultaneously input to the first and third rotational elements N 1 and N 3 of the planetary gear set PG, and the planetary gear set PG integrally rotates reversely, thereby outputting a same torque of the motor/generator MG to the third input shaft IS 3 through the second rotational element N 2 .

Then, a shifted torque is transmitted to the first output shaft OS 1 through the forward first speed shifting gear D 1 externally engaged with the first input gear G 1 on the third input shaft IS 3 , and transmitted to the differential DIFF through the first output gear OG 1 on the first output shaft OS 1 .

Shifting operation has been described above with reference to a case of sequential upshifting, and it will be understood that shifting operation of sequential downshifting may be achieved by an opposite control.

In addition, the reverse speed has not been described in connection with the fixed gear ratio mode and the variable gear ratio mode, which is because a separate reverse speed shifting device is not included.

Thus, the reverse speed may be achieved only in the EV mode of a power transmission apparatus of a hybrid electric vehicle according to a first exemplary form of the present disclosure.

FIG. 3 is a schematic diagram of a power transmission apparatus of a hybrid electric vehicle according to a second exemplary form of the present disclosure.

Referring to FIG. 3 , a power transmission apparatus of a hybrid electric vehicle further includes second shifting output device OUT 2 for shifting to a reverse speed, in comparison with a power transmission apparatus of a hybrid electric vehicle according to a first exemplary form of the present disclosure.

The second shifting output device OUT 2 includes a second output shaft OS 2 disposed in parallel with the first input shaft IS 1 , a reverse speed shifting gear RG rotatably disposed on the second output shaft OS 2 , and a third synchronizer SL 3 for selectively synchronizing the reverse speed shifting gear RG to the second output shaft OS 2 .

The second shifting output device OUT 2 further includes a reverse speed idle shaft RIS disposed in parallel with the second output shaft OS 2 and a reverse speed idle gear RIG disposed on the reverse speed idle shaft RIS and externally engaged the reverse speed shifting gear RG and first input gear G 1 .

The reverse speed idle gear RIG is rotatably disposed on the reverse speed idle shaft RIS, and transmits a torque received from the first input gear G 1 to the reverse speed shifting gear RG in a reverse rotation.

The torque shifted at the second shifting output device OUT 2 is transmitted to the differential device DIFF disposed at an upstream portion of the second output shaft OS 2 , through a second output gear OG 2 .

The third synchronizer SL 3 may be formed as a known scheme, and the third sleeve SLE 3 applied to the third synchronizer SL 3 may be operated by an actuator (not shown) that may be controlled by a transmission control unit.

FIG. 4 is an operational chart for respective shift-stages of a power transmission apparatus of a hybrid electric vehicle according to a second exemplary form of the present disclosure.

Referring to FIG. 4 , a power transmission apparatus of a hybrid electric vehicle further provides reverse speeds in the fixed gear ratio mode and variable gear ratio mode respectively, in comparison with the first exemplary form.

Therefore, reverse speeds in such fixed gear ratio mode and variable gear ratio mode are hereinafter described in detail.

[Fixed Gear Ratio Mode R (Reverse Speed)]

In the fixed gear ratio mode R, the reverse speed shifting gear RG is synchronized to the second output shaft OS 2 by operating the third sleeve SLE 3 of the third synchronizer SL 3 , and then the engine clutch ECL and the first and second clutches CL 1 and CL 2 are operated.

By such a control, the torque of the engine ENG and a part of the torque of the motor/generator MG is input to the third rotational element N 3 of the planetary gear set PG, and a part of the torque of the motor/generator MG is input to the first rotational element N 1 of the planetary gear set PG through the second input shaft IS 2 .

Consequently, torques are simultaneously input to the first and third rotational elements N 1 and N 3 of the planetary gear set PG, and the planetary gear set PG integrally rotates, thereby outputting a same torque of the motor/generator MG to the third input shaft IS 3 through the second rotational element N 2 .

Then, the reverse speed shifting gear RG synchronized to the second output shaft OS 2 receives a reverse torque from the first input gear G 1 through the reverse speed idle gear RIG, and the reverse torque is output to the differential DIFF through the second output gear OG 2 of the second output shaft OS 2 .

[Variable Gear Ratio Mode R (Reverse Speed)]

In the variable gear ratio mode R, the reverse speed shifting gear RG is synchronized to the second output shaft OS 2 by operating the third sleeve SLE 3 of the third synchronizer SL 3 , and then the engine clutch ECL and the second clutch CL 2 are operated.

By such a control, the torque of the engine ENG is input to the third rotational element N 3 of the planetary gear set PG through the first input shaft IS 1 by the operation of the engine clutch ECL, and the torque of the motor/generator MG is input to the first rotational element N 1 through the second input shaft IS 2 by the operation of the second clutch CL 2 .

Consequently, torques input through the first rotational element N 1 and the third rotational element N 3 reacts at the planetary gear set PG, and a shifted torque obtained thereby is output to the third input shaft IS 3 through the second rotational element N 2 .

Then, the reverse speed shifting gear RG synchronized to the second output shaft OS 2 receives a reverse torque from the first input gear G 1 through the reverse speed idle gear RIG, and the reverse torque is output to the differential DIFF through the second output gear OG 2 of the second output shaft OS 2 .

[EV Mode R (Reverse Speed; Motor-Driven)]

In an EV mode R (motor-driven), only a torque of the motor/generator MG is used to drive a vehicle while the engine ENG is stopped.

In the EV mode R (motor-driven), while the engine ENG is stopped, the reverse speed shifting gear RG is synchronized to the second output shaft OS 2 by operating the third sleeve SLE 2 of the third synchronizer SL 2 , and the first and second clutches CL 1 and CL 2 are operated.

By such a control, the torque of the motor/generator MG is simultaneously input to the third rotational element N 3 and the first rotational element N 1 through the first input shaft IS 1 and the second input shaft IS 2 .

Consequently, the torques of the motor/generator MG is simultaneously input to the first and third rotational elements N 1 and N 3 of the planetary gear set PG, and the planetary gear set PG integrally rotates reversely, thereby outputting a same torque of the motor/generator MG to the third input shaft IS 3 through the second rotational element N 2 .

Then, the reverse speed shifting gear RG synchronized to the second output shaft OS 2 receives a reverse torque from the first input gear G 1 through the reverse speed idle gear RIG, and the reverse torque is output to the differential DIFF through the second output gear OG 2 of the second output shaft OS 2 .

FIG. 5 is a schematic diagram of a power transmission apparatus of a hybrid electric vehicle according to a third exemplary form of the present disclosure. FIG. 6 is an operational chart for respective shift-stages of a power transmission apparatus of a hybrid electric vehicle according to a third exemplary form of the present disclosure.

Referring to FIG. 5 and FIG. 6 , the forward fourth speed shifting gear D 4 is fixedly disposed on the second output shaft OS 2 , while the forward fourth speed shifting gear D 4 is disposed on the first output shaft OS 1 in the second exemplary form of the present disclosure.

Accordingly, the forward fourth speed shifting gear D 4 is synchronously connected with the second output shaft OS 2 by operating a fourth sleeve SLE 4 of a fourth synchronizer SL 4 arranged on the second output shaft OS 2 .

Therefore, the third exemplary form only differs from the second exemplary form, in addition to the different location of the forward fourth speed shifting gear D 4 , in that the forward fourth speed shifting gear D 4 is synchronously connected to the second output shaft by operating the newly employed fourth synchronizer SL 4 , not by operating the second synchronizer SL 2 , in the fixed gear ratio mode 4 and the EV mode 4, and other arrangements and shifting operations are the same.

As described above, power transmission apparatus of a hybrid electric vehicle according to an exemplary form of the present disclosure shows effective improvement of fuel consumption by realizing four shift-stages in a fixed gear ratio mode by using the engine ENG as a primary power source and the motor/generator as an auxiliary power source, two shift-stages in a variable gear ratio mode enabling electronic continuously variable shifting by using the engine ENG and the motor/generator as power sources, and four shift-stages in an EV mode by only using the motor/generator.

In particular, a driving efficiency may be enhanced by operating a power transmission apparatus in the variable gear ratio mode for city driving, and in the fixed gear ratio mode for high speed driving.

In addition, smooth starting of a vehicle may be achieved by the engine ENG and the motor/generator connected with respective rotational elements of the planetary gear set.

When the motor/generator fails, a vehicle may be driven by the torque of the engine ENG.

In the fixed gear ratio mode, the torque of the motor/generator may be used as an auxiliary power source, thereby improving an acceleration performance.

The reverse speed driving may be achieved by reversely driving the motor/generator MG. In addition, a reverse speed shifting device is separately included such that the reverse speed may be realized also in the fixed gear ratio and the variable gear ratio mode as well as the EV mode.

While this present disclosure has been described in connection with what is presently considered to be practical exemplary forms, it is to be understood that the present disclosure is not limited to the disclosed forms, but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.

ENG: engine

CL 1 , CL 2 , CL 3 : first, second, and third clutches

ECL: engine clutch

D 1 ,D 2 ,D 3 ,D 4 : forward first, second, third, and fourth speed shifting gears

EOS: engine output shaft

G 1 , G 2 , G 3 , G 4 : first, second, third, and fourth input gears

MG: motor/generator

MOS: motor output shaft

IS 1 , IS 2 , IS 3 , IS 4 : first, second, third, and fourth input shafts

OS 1 ,OS 2 : first and second output shafts

OUT 1 , OUT 2 : first and second shifting output device

PG: planetary gear set

SL 1 ,SL 2 ,SL 3 ,SL 4 : first, second, third, and fourth synchronizer