U.S. patent application number 14/749229 was filed with the patent office on 2018-06-14 for motor coupling device.
The applicant listed for this patent is Hyundai Motor Company. Invention is credited to Myunggyu Kim, Jungwoo Lee, Sangmo Ryu, Hong Seok Yang.
Application Number | 20180163851 14/749229 |
Document ID | / |
Family ID | 55974933 |
Filed Date | 2018-06-14 |
United States Patent
Application |
20180163851 |
Kind Code |
A9 |
Ryu; Sangmo ; et
al. |
June 14, 2018 |
MOTOR COUPLING DEVICE
Abstract
A motor coupling device for connecting a drivetrain of a hybrid
vehicle to a motor and transferring a driving torque of the motor
to the drivetrain, the motor coupling device comprising: a coupling
plate connected to a rotation shaft of the motor and engaging with
a connecting plate of the drivetrain; and a first backlash
compensation unit installed at one surface of the coupling plate,
interfering with the connecting plate, and compensating for
backlash when a motor reverse torque is generated.
Inventors: |
Ryu; Sangmo; (Busan, KR)
; Kim; Myunggyu; (Seoul, KR) ; Yang; Hong
Seok; (Suwon, KR) ; Lee; Jungwoo; (Hwaseong,
KR) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Hyundai Motor Company |
Seoul |
|
KR |
|
|
Prior
Publication: |
|
Document Identifier |
Publication Date |
|
US 20160377171 A1 |
December 29, 2016 |
|
|
Family ID: |
55974933 |
Appl. No.: |
14/749229 |
Filed: |
June 24, 2015 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F16H 55/1820130101; B60K
17/02 20130101; Y10T 74/19902 20150115; F16H 57/12 20130101; F16H
2057/126 20130101 |
International
Class: |
F16H 57/12 20060101
F16H057/12; F16H 55/18 20060101 F16H055/18 |
Foreign Application Data
Date |
Code |
Application Number |
Dec 3, 2014 |
KR |
10-2014-0172126 |
Claims
1. A motor coupling device for connecting a drivetrain of a hybrid
vehicle to a motor and transferring a driving torque of the motor
to the drivetrain, the motor coupling device comprising: a coupling
plate connected to a rotation shaft of the motor and engaging with
a connecting plate of the drivetrain; and a first backlash
compensation unit installed at one surface of the coupling plate,
interfering with the connecting plate, and compensating for
backlash when a motor reverse torque is generated.
2. The motor coupling device of claim 1, wherein the first backlash
compensation unit includes: a first plate rotatably installed at
the one surface of the coupling plate at a predetermined rotation
angle, a portion of the first plate making contact with the
connecting plate; and at least one first spring having one end
supported at the coupling plate between the coupling plate and the
first plate and an opposite end supported at the first plate.
3. The motor coupling device of claim 2, wherein first mounting
grooves for mounting the at least one first spring are formed at
the one surface of the coupling plate and a surface of the first
plate opposite to the one surface of the coupling plate,
respectively.
4. The motor coupling device of claim 2, wherein at least one first
contact protrusion making contact with the connecting plate is
formed in the first plate.
5. The motor coupling device of claim 4, wherein: the coupling
plate includes coupling teeth engaging with connecting teeth of the
connecting plate, the coupling teeth make contact with one side of
the connecting teeth when a motor forward torque is input and
engage with the connecting teeth while forming a predetermined gap
between the coupling teeth and another side of the connecting
teeth, and the at least one first contact protrusion makes contact
with the other side of the connecting teeth.
6. The motor coupling device of claim 5, wherein: the first plate
is rotated in one direction by a predetermined rotation angle when
a reverse torque is generated during motor forward torque drive,
and the at least one first spring is compressed between the
coupling plate and the first plate by the first plate and provides
an elastic force to the connecting plate.
7. The motor coupling device of claim 6, wherein: the coupling
teeth make contact with the other side of the connecting teeth and
engage with the connecting teeth while forming a predetermined gap
between the coupling teeth and the one side of the connecting
teeth, and the at least one first contact protrusion makes contact
with the other side of the connecting teeth.
8. A motor coupling device for connecting a drivetrain of a hybrid
vehicle to a motor and transferring a driving torque of the motor
to the drivetrain, the motor coupling device comprising: a coupling
plate connected to a rotation shaft of the motor and engaging with
a connecting plate of the drivetrain; a first backlash compensation
unit installed at one surface of the coupling plate, interfering
with the connecting plate, and compensating for backlash when a
motor reverse torque is generated; and a second backlash
compensation unit installed at an opposite surface of the coupling
plate, interfering with the connecting plate, and compensating for
backlash when a motor forward torque is applied.
9. The motor coupling device of claim 8, wherein the first backlash
compensation unit includes: a first plate rotatably installed at
the one surface of the coupling plate at a predetermined rotation
angle, a portion of the first plate making contact with the
connecting plate; and at least one first spring having one end
supported at the coupling plate between the coupling plate and the
first plate and an opposite end supported at the first plate.
10. The motor coupling device of claim 9, wherein first mounting
grooves for mounting the at least one first spring are formed at
the one surface of the coupling plate and a surface of the first
plate opposite to the one surface of the coupling plate,
respectively.
11. The motor coupling device of claim 9, wherein at least one
first contact protrusion making contact with the connecting plate
is formed in the first plate.
12. The motor coupling device of claim 11, wherein: the coupling
plate includes coupling teeth engaging with connecting teeth of the
connecting plate, the coupling teeth make contact with one side of
the connecting teeth when a motor forward torque is input and
engage with the connecting teeth while forming a predetermined gap
between the coupling teeth and another side of the connecting
teeth, and the at least one first contact protrusion makes contact
with the other side of the connecting teeth.
13. The motor coupling device of claim 12, wherein: the first plate
is rotated in one direction by a predetermined rotation angle when
a reverse torque is generated during motor forward torque drive,
and the at least one first spring is compressed between the
coupling plate and the first plate by the first plate and provides
an elastic force to the connecting plate.
14. The motor coupling device of claim 13, wherein: the coupling
teeth make contact with another side of the connecting teeth and
engage with the connecting teeth while forming a predetermined gap
between the coupling teeth and the one side of the connecting
teeth, and the at least one first contact protrusion makes contact
with the other side of the connecting teeth.
15. The motor coupling device of claim 9, wherein the second
backlash compensation unit includes: a second plate rotatably
installed at an opposite surface of the coupling plate at a
predetermined rotation angle, a portion of the second plate making
contact with the connecting plate; and at least one second spring
having one end supported at the coupling plate between the coupling
plate and the second plate and an opposite end supported at the
second plate.
16. The motor coupling device of claim 15, wherein second mounting
grooves for mounting the at least one second spring are formed at
the opposite surface of the coupling plate and a surface of the
second plate opposite to the opposite surface of the coupling
plate, respectively.
17. The motor coupling device of claim 15, wherein at least one
second contact protrusion making contact with the connecting plate
is formed in the second plate.
18. The motor coupling device of claim 17, wherein: the second
plate is rotated in another direction by a predetermined rotation
angle when a forward torque is applied during motor reverse torque
drive, and the at least one second spring is compressed between the
coupling plate and the first plate by the second plate and provides
an elastic force to the connecting plate.
19. The motor coupling device of claim 18, wherein: the coupling
plate includes coupling teeth engaging with connecting teeth of the
connecting plate, the coupling teeth make contact with one side of
the connecting teeth and engage with the connecting teeth while
forming a predetermined gap between the coupling teeth and another
side of the connecting teeth, and the at least one second contact
protrusion makes contact with the one side of the connecting
teeth.
20. The motor coupling device of claim 8, wherein the motor
coupling device connects a double clutch transmission as the
drivetrain to the motor and transfers a driving torque of the motor
to the double clutch transmission.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application claims priority to and the benefit of
Korean Patent Application No. 10-2014-0172126 filed in the Korean
Intellectual Property Office on Dec. 3, 2014, the entire contents
of which are incorporated herein by reference.
BACKGROUND OF THE DISCLOSURE
[0002] (a) Technical Field
[0003] The present disclosure relates generally to an
environmentally friendly vehicle, and more particularly, to a motor
coupling device which connects a drivetrain of a hybrid vehicle to
a motor, and transfers a driving torque of the motor to the
drivetrain.
[0004] (b) Description of the Related Art
[0005] In general, environmentally-friendly vehicles such as a
hybrid vehicle or an electric vehicle may generate a driving torque
by an electric motor (hereinafter referred to as "drive motor") for
obtaining a rotating force based on electrical energy. For example,
a hybrid vehicle runs in an electric vehicle (EV) mode that is a
pure electric mode using only power of a drive motor or runs in a
hybrid electric vehicle (HEV) mode using driving both torques of an
engine and the drive motor as power. Further, an electric vehicle
runs by only using a torque of the drive motor as power.
[0006] The drive motor may be connected to a drivetrain of the
vehicle, e.g., a double clutch transmission (DCT). The drive motor
is connected to the drivetrain through a coupling, the coupling is
connected to the drive motor, and is connected to a coupling plate
of the drivetrain by engagement of a gear form so that a driving
torque of the drive motor may be transferred to the drivetrain.
[0007] However, in conventional systems, when rotation angular
acceleration of the driver motor is changed (e.g., upon
regenerative braking) while a driving torque of the drive motor is
transferred to the drivetrain through a coupling, a nonlinear
behavior may be generated due to an inertia difference between the
drive motor and the drivetrain. When a direction of the driving
torque is changed, impact or excessive noise or vibration may be
generated.
[0008] In order to solve these problems, conventional systems apply
control by reducing a torque change rate around backlash generation
or applying an additional damping element. However, such systems
rely on backlash through a proper mechanical design of an element
to fundamentally connect the drive motor to the drivetrain such as
through a coupling.
[0009] The above information disclosed in this Background section
is only for enhancement of understanding of the background of the
disclosure and therefore it may contain information that does not
form the related art that is already known in this country to a
person of ordinary skill in the art.
SUMMARY OF THE DISCLOSURE
[0010] The present disclosure has been made in an effort to provide
a motor coupling device having advantages of connecting a
drivetrain of a hybrid vehicle to a drive motor, and compensating
for backlash generated upon change of a direction of a driving
torque by a simple configuration. Embodiments of the present
disclosure provide a motor coupling device for connecting a
drivetrain of a hybrid vehicle to a motor and transferring a
driving torque of the motor to the drivetrain, the motor coupling
device including: a coupling plate connected to a rotation shaft of
the motor and engaging with a connecting plate of the drivetrain;
and a first backlash compensation unit installed at one surface of
the coupling plate, interfering with the connecting plate, and
compensating for backlash when a motor reverse torque is
generated.
[0011] The first backlash compensation unit may include: a first
plate rotatably installed at the one surface of the coupling plate
at a predetermined rotation angle, a portion of the first plate
making contact with the connecting plate; and at least one first
spring having one end supported at the coupling plate between the
coupling plate and the first plate and an opposite end supported at
the first plate.
[0012] First mounting grooves for mounting the at least one first
spring may be formed at the one surface of the coupling plate and a
surface of the first plate opposite to the one surface of the
coupling plate, respectively.
[0013] At least one first contact protrusion may make contact with
the connecting plate may be formed in the first plate.
[0014] The coupling plate may include coupling teeth engaging with
connecting teeth of the connecting plate, the coupling teeth may
make contact with one side of the connecting teeth when a motor
forward torque is input and engage with the connecting teeth while
forming a predetermined gap between the coupling teeth and another
side of the connecting teeth, the at least one first contact
protrusion may make contact with the other side of the connecting
teeth.
[0015] The first plate may be rotated in one direction by a
predetermined rotation angle when a reverse torque is generated
during motor forward torque drive, and the at least one first
spring may be compressed between the coupling plate and the first
plate by the first plate and provide an elastic force to the
connecting plate.
[0016] The coupling teeth may make contact with the other side of
the connecting teeth and engage with the connecting teeth while
forming a predetermined gap between the coupling teeth and the one
side of the connecting teeth, and the at least one first contact
protrusion may make contact with the other side of the connecting
teeth.
[0017] Furthermore, according to embodiments of the present
disclosure, a motor coupling device for connecting a drivetrain of
a hybrid vehicle to a motor and transferring a driving torque of
the motor to the drivetrain includes: a coupling plate connected to
a rotation shaft of the motor and engaging with a connecting plate
of the drivetrain; a first backlash compensation unit installed at
one surface of the coupling plate, interfering with the connecting
plate, and compensating for backlash when a motor reverse torque is
generated; and a second backlash compensation unit installed at an
opposite surface of the coupling plate, interfering with the
connecting plate, and compensating for backlash when a motor
forward torque is applied.
[0018] The first backlash compensation unit may include: a first
plate rotatably installed at the one surface of the coupling plate
at a predetermined rotation angle, a portion of the first plate
making contact with the connecting plate; and at least one first
spring having one end supported at the coupling plate between the
coupling plate and the first plate and an opposite end supported at
the first plate.
[0019] First mounting grooves for mounting the at least one first
spring may be formed at the one surface of the coupling plate and a
surface of the first plate opposite to the one surface of the
coupling plate, respectively.
[0020] At least one first contact protrusion may make contact with
the connecting plate may be formed in the first plate.
[0021] The coupling plate may include coupling teeth engaging with
connecting teeth of the connecting plate, the coupling teeth may
make contact with one side of the connecting teeth when a motor
forward torque is input and engage with the connecting teeth while
forming a predetermined gap between the coupling teeth and another
side of the connecting teeth, and the at least one first contact
protrusion may make contact with the other side of the connecting
teeth.
[0022] The first plate may be rotated in one direction by a
predetermined rotation angle when a reverse torque is generated
during motor forward torque drive, and the at least one first
spring may be compressed between the coupling plate and the first
plate by the first plate and provide an elastic force to the
connecting plate.
[0023] The coupling teeth may make contact with another side of the
connecting teeth and engage with the connecting teeth while forming
a predetermined gap between the coupling teeth and the one side of
the connecting teeth, and the at least one first contact protrusion
may make contact with the other side of the connecting teeth.
[0024] The second backlash compensation unit may include: a second
plate rotatably installed at an opposite surface of the coupling
plate at a predetermined rotation angle, a portion of the second
plate making contact with the connecting plate; and at least one
second spring having one end supported at the coupling plate
between the coupling plate and the second plate and an opposite end
supported at the second plate.
[0025] Second mounting grooves for mounting the at least one second
spring may be formed at the opposite surface of the coupling plate
and a surface of the second plate opposite to the opposite surface
of the coupling plate, respectively.
[0026] At least one second contact protrusion may make contact with
the connecting plate may be formed in the second plate.
[0027] The second plate may be rotated in another direction by a
predetermined rotation angle when a forward torque is applied
during motor reverse torque drive, and the at least one second
spring may be compressed between the coupling plate and the first
plate by the second plate and provide an elastic force to the
connecting plate.
[0028] The coupling plate may include coupling teeth engaging with
the connecting teeth of the connecting plate, the coupling teeth
may make contact with one side of the connecting teeth and engage
with the connecting teeth while forming a predetermined gap between
the coupling teeth and another side of the connecting teeth, and
the at least one second contact protrusion may make contact with
the one side of the connecting teeth.
[0029] The motor coupling device may connect a double clutch
transmission as the drivetrain to the motor and transfer a driving
torque of the motor to the double clutch transmission.
[0030] Accordingly, embodiments of the present disclosure may
reduce impact or excessive noise and vibration due to motor
bi-direction (+)(-) backlash and may smoothly transmit power
between the motor and the drivetrain by compensating for the
bi-direction (+)(-) backlash of a motor through first and second
backlash compensation units having a simple configuration.
BRIEF DESCRIPTION OF THE DRAWINGS
[0031] In the following detailed description, only certain
embodiments of the present disclosure have been shown and
described, simply by way of illustration.
[0032] FIG. 1 is a block diagram illustrating an example of a motor
coupling device in accordance with embodiments of the present
disclosure;
[0033] FIG. 2A and FIG. 2B are a perspective front view and a
perspective rear view illustrating the motor coupling device in
accordance with embodiments of the present disclosure,
respectively;
[0034] FIG. 3A and FIG. 3B are a perspective front view and a
perspective rear view illustrating the motor coupling device in
accordance with embodiments of the present disclosure,
respectively;
[0035] FIG. 4 is a view illustrating a first backlash compensation
unit of the motor coupling device in accordance with embodiments of
the present disclosure;
[0036] FIG. 5 is a view illustrating a second backlash compensation
unit of the motor coupling device in accordance with embodiments of
the present disclosure;
[0037] FIG. 6 is a view illustrating an operation of the first
backlash compensation unit of the motor coupling device in
accordance with embodiments of the present disclosure;
[0038] FIG. 7 is a view illustrating an operation of the second
backlash compensation unit of the motor coupling device in
accordance with embodiments of the present disclosure; and
[0039] FIG. 8 is a graph illustrating operational effects of the
motor coupling in accordance with embodiments of the present
disclosure.
DETAILED DESCRIPTION OF THE EMBODIMENTS
[0040] The present disclosure will be described more fully
hereinafter with reference to the accompanying drawings, in which
embodiments of the disclosure are shown. As those skilled in the
art would realize, the described embodiments may be modified in
various different ways, all without departing from the spirit or
scope of the present disclosure.
[0041] Parts irrelevant to the description are omitted to clearly
illustrate the present disclosure, and like reference numbers
designate like constituent elements through the specification.
Further, the size and thickness of each configuration shown in the
drawings are arbitrarily illustrated for better understanding and
ease of description, so the present disclosure is not limited to
shown drawings, and thicknesses are exaggerated for clarity of a
plurality of parts and regions.
[0042] In the following detailed description, the terms "first" and
"second" will be used to discriminate one component from another
component, but the components may not be limited to the above
terms. In addition, unless explicitly described to the contrary,
the word "comprise" and variations such as "comprises" or
"comprising" will be understood to imply the inclusion of stated
elements but not the exclusion of any other elements. Also, the
suffixes ".about. unit", ".about. means", ".about. part", and
".about. member" mean a unit of a general configuration to perform
at least one function or operation.
[0043] It is understood that the term "vehicle" or "vehicular" or
other similar term as used herein is inclusive of motor vehicles in
general such as passenger automobiles including sports utility
vehicles (SUV), buses, trucks, various commercial vehicles,
watercraft including a variety of boats and ships, aircraft, and
the like, and includes hybrid vehicles, electric vehicles, plug-in
hybrid electric vehicles, hydrogen-powered vehicles and other
alternative fuel vehicles (e.g., fuels derived from resources other
than petroleum). As referred to herein, a hybrid vehicle is a
vehicle that has two or more sources of power, for example both
gasoline-powered and electric-powered vehicles.
[0044] Referring now to the disclosed embodiments, FIG. 1 is a
block diagram illustrating an example of a motor coupling device in
accordance with embodiments of the present disclosure.
[0045] As shown in FIG. 1, the motor coupling device 100 is
applicable to an environmentally friendly vehicle such as an
electric vehicle or a hybrid vehicle using a drive motor 1 for
generating a driving torque based on electrical energy. For
example, the motor coupling device 100 is applied to a hybrid
vehicle and connects a drivetrain 3 of the vehicle to the drive
motor 1, and transfers a driving torque of the drive motor 1 to the
drivetrain 3. Further, the motor coupling device 100 connects the
drive motor 1 to a double clutch transmission (DCT) being the
drivetrain 3 of the hybrid vehicle and may transfer a driving
torque of the drive motor 1 to the DCT.
[0046] Hereinafter, a configuration of the motor coupling device
100 will be described as an example of a power transmission device
for connecting the drive motor 1 to the DCT being the drivetrain 3
of the hybrid vehicle. However, the scope of the present disclosure
is not limited to the motor coupling device for connecting the
drive motor 1 to the drivetrain 3 of the hybrid vehicle. That is,
the motor coupling device 100 may be configured in any suitable
manner as would be understood by a person of ordinary skill in the
art.
[0047] Illustratively, the motor coupling device 100 is connected
to a rotation shaft of the drive motor 1 by a connecting plate 5
(e.g., see FIG. 4) of the drivetrain 3 and engagement of a gear
form. In this case, the connecting plate 5 is formed therein with
connecting teeth 7 (e.g., see FIG. 4) which may engage with the
motor coupling device 100.
[0048] The motor coupling device 100 connects the drive motor 1 to
the drivetrain 3 of the hybrid vehicle, and may compensate for
backlash generated upon change in a direction of the driving torque
by a simple configuration. That is, embodiments of the present
disclosure provide a motor coupling device capable of reducing
impact or excessive noise and vibration due to backlash by
compensating for motor bi-direction (e.g., forward direction and
reverse direction) backlash. Furthermore, embodiments of the
present disclosure may provide a motor coupling device that
compensates for backlash when a reverse (-) torque is generated
(e.g., upon regenerative braking) during motor forward (+) torque
drive and may compensate for backlash when the forward (+) torque
is applied (e.g., upon vehicle acceleration) during reverse (-)
torque drive.
[0049] FIG. 2A and FIG. 2B are a perspective front view and a
perspective rear view illustrating the motor coupling device in
accordance with embodiments of the present disclosure,
respectively, and FIG. 3A and FIG. 3B are a perspective front view
and a perspective rear view illustrating the motor coupling device
in accordance with embodiments of the present disclosure,
respectively.
[0050] As shown in FIG. 2A and FIG. 3B, the motor coupling device
100 includes a coupling plate 10, a first backlash compensation
unit 30, and a second backlash compensation unit 60.
[0051] The coupling plate 10 is connected to a rotation shaft of
the drive motor 1 (hereinafter referred to as "motor" for
convenience). The coupling plate 10 engages with the connecting
plate 5 of the drivetrain 3. Accordingly, the coupling plate 10 is
formed therein with coupling teeth 11 engaging with connecting
teeth 7 of the connecting plate 5 as described above.
[0052] The first backlash compensation unit 30 absorbs impact due
to backlash caused upon generation of reverse (-) torque during
motor forward (+) torque drive, for example, upon regenerative
braking of the hybrid vehicle. Upon motor forward (+) torque input,
the coupling teeth 11 of the coupling plate 10 may make contact
with one side of the connecting teeth 7 as shown in FIG. 4, and may
engage with the connecting teeth 7 while forming a predetermined
gap (i.e., tolerance) between the coupling teeth 11 and another
side of the connecting teeth 7.
[0053] Referring to FIG. 4 together with FIG. 2A to FIG. 3B, a
configuration of the first backlash compensation unit 30 is
illustrated. The first backlash compensation unit 30 is provided at
one side of the coupling plate 10, i.e., a front surface of the
coupling plate 10, as illustrated in FIG. 2A and FIG. 3A, and may
be installed to interfere with the connecting plate 5 of the
drivetrain 3. The first backlash compensation unit 30 includes a
first plate 31 and a first spring 33.
[0054] The first plate 31 has a disk shape, and is rotatably
installed at one surface of the coupling plate 10 at a
predetermined rotation angle. Further, a portion of the first plate
31 makes contact with the connecting teeth 7 of the connecting
plate 5. A contact structure of the connecting plate 5 of the first
plate 31 will be described below together with a mounting structure
of the first spring 33.
[0055] The first spring 33 compensates for backlash through spring
stiffness when the reverse (-) torque is generated during motor
forward (+) torque drive, and is installed between the coupling
plate 10 and the first plate 31. A plurality of first springs 33
are spaced apart from each other by a predetermined interval
between the coupling plate 10 and the first plate 31. One end of
the first spring 33 is supported at the coupling plate 10, and an
opposite end of the first spring 33 is supported at the first plate
31.
[0056] To this end, first mounting grooves 21 for mounting the
first spring 33 are formed at one surface of the coupling plate 10
and an opposite surface of the first plate 31 opposite to the one
surface of the coupling plate 10, respectively.
[0057] The first mounting groove 21 formed at the coupling plate 10
is recessed in one surface of the coupling plate 10. The first
mounting groove 21 formed at the first plate 31 is recessed in an
opposite surface of the first plate 31 opposite to the one surface
of the coupling plate 10 and protrudes in a forward direction of
the coupling plate 10. As described above, a portion of the first
plate 31 makes contact with the connecting teeth 7 of the
connecting plate 5. The first plate 31 is integrally formed with at
least one first contact protrusion 35 making contact with the
connecting plate 5.
[0058] A plurality of first contact protrusions 35 are integrally
connected to a formation portion of the first mounting groove 21 of
the first plate 31 and extend between coupling teeth 11 of the
coupling plate 10. In addition, the first contact protrusion 35
extends between coupling teeth 7 of the coupling plate 10 and makes
contact with another side of the connecting teeth 7 of the
connecting plate 5. For example, when the forward (+) torque is
applied during the motor reverse (-) torque drive, the second
backlash compensation unit 60 compensates for backlash generated
upon accelerating the vehicle to absorb the impact due to the
backlash.
[0059] Referring to FIG. 5 together with FIG. 2A to FIG. 3B, a
configuration of the second backlash compensation unit 60 is
described. The second backlash compensation unit 60 is provided at
an opposite surface of the coupling plate 10, i.e., a rear surface
of the coupling plate 10, as illustrated in FIG. 2A and FIG. 3A,
and may be installed to interfere with the connecting plate 5. The
second backlash compensation unit 60 includes a second plate 61 and
a second spring 63.
[0060] The second plate 61 has a disk shape, and is rotataly
installed at an opposite surface of the coupling plate 10 at a
predetermined rotation angle. Further, a portion of the second
plate 61 makes contact with connecting teeth 7 of the connecting
plate 5. A contact structure of the connecting plate 5 of the
second plate 61 will be described later together with a mounting
structure of the second spring 63.
[0061] The second spring 63 compensates for backlash through spring
stiffness when the forward (+) torque is generated during motor
reverse (-) torque drive, and is installed between the coupling
plate 10 and the second plate 61. A plurality of second springs 63
are spaced apart from each other by a predetermined interval
between the coupling plate 10 and the second plate 61. One end of
the second spring 63 is supported at the coupling plate 10, and an
opposite end of the second spring 63 is supported at the second
plate 61.
[0062] To this end, second mounting grooves 51 for mounting the
second spring 63 are formed at one surface of the coupling plate 10
and an opposite surface of the second plate 61 opposite to the one
surface of the coupling plate 10, respectively. The second mounting
groove 51 formed at the coupling plate 10 is recessed in one
surface of the coupling plate 10. The second mounting groove 51
formed at the second plate 61 is recessed in an opposite surface of
the second plate 61 opposite to the one surface of the coupling
plate 10, and protrudes in a reward direction of the coupling plate
10.
[0063] As described above, a portion of the second plate 61 makes
contact with the connecting teeth 7 of the connecting plate 5. The
second plate 61 is integrally formed with at least one second
contact protrusion 65 making contact with the connecting plate 5. A
plurality of second contact protrusions 65 are integrally connected
to a formation portion of the second mounting groove 51 of the
second plate 61, and extend between coupling teeth 11 of the
coupling plate 10. In addition, the second contact protrusion 65
extends between coupling teeth 11 of the coupling plate 10, and
makes contact with one side of the connecting teeth 7 of the
connecting plate 5.
[0064] Hereinafter, an operation of the motor coupling device 100
in accordance with embodiments of the present disclosure configured
as above will be described in detail with reference to the
accompanying drawings.
[0065] First, in the motor coupling device 100, a drivetrain 3 such
as a double clutch transmission of a hybrid vehicle is connected to
a rotation shaft of a motor 1, and a driving torque of the motor 1
is transferred to the drivetrain 3. A coupling plate 10 of the
motor coupling device 100 engages with a connecting plate 5 of the
drivetrain 3 while being connected to the rotation shaft of the
motor 1, and coupling teeth 11 of the coupling plate 10 engage with
the connecting teeth 7 of the connecting plate 5.
[0066] As described above, upon motor forward (+) torque input
while transferring the driving torque of the motor 1 to the
connecting plate 5 through the coupling plate 10, the coupling
teeth 11 of the coupling plate 10 make contact with one side of the
connecting teeth 7, as shown in FIG. 4, and engage with the
connecting teeth 7 while forming a predetermined gap (i.e.,
tolerance) between the coupling teeth 11 and another side of the
connecting teeth 7. A first contact protrusion 35 of a first plate
31 of a first backlash compensation unit 30 makes contact with the
other side of the connecting teeth 7, and a first spring 33 of the
first backlash compensation unit 30 does not represent an elastic
force. In addition, a second contact protrusion 65 of a second
plate 61 of a second backlash compensation unit 60 makes contact
with one side of the connecting teeth 7, and a second spring 63 of
the second backlash compensation unit 60 does not represent the
elastic force.
[0067] Meanwhile, the first and second springs 33 and 63 of the
first and second backlash compensation units 30 and 60 represent
stiffness of 8.86 NM/deg, and the motor 1 represents shaft
distortion stiffness of 483.878 NM/deg. In this state, for example,
when a reverse (-) torque is generated during motor forward (+)
torque drive upon regenerative braking of the hybrid vehicle,
non-linear action is generated due to an inertia difference between
the coupling plate 10 and the connecting plate 5, and backlash is
generated due to change in a direction of the driving torque.
[0068] As described above, since the first contact protrusion 35 of
the first plate 31 makes contact with the other side of the
connecting teeth 7, as shown in FIG. 6, the first plate 31 is
rotated in one direction by a predetermined rotation angle (e.g., a
backlash compensation angle of 0.65.degree.) due to an inertial
force of the connecting plate 5. That is, the first plate 31 is
rotated in one direction by a gap between the coupling teeth 11 of
the coupling plate 10 and other side of the connecting teeth 7.
[0069] Accordingly, the first spring 33 is compressed between the
coupling plate 10 and the first plate 31 by the first plate 31. The
first spring 33 may compensate for backlash of reverse (-) torque
generation with spring stiffness of 8.86 NM/deg by providing the
generated elastic force (i.e., spring stiffness) to the connecting
plate 5. When the first plate 31 is rotated, the coupling teeth 11
of the plate 10 make contact with the other side of the connecting
teeth 7 while forming a predetermined gap between the one side of
the connecting teeth 7 and the other side of the connecting teeth
7. Further, the first contact protrusion 35 of the first plate 31
makes contact with the other side of the connecting teeth 7.
[0070] Accordingly, embodiments of the present disclosure may
reduce impact or excessive noise and vibration due to the backlash
by compensating for the backlash through the first backlash
compensation unit 30 when the reverse (-) torque is generated
during motor forward (+) torque drive. For example, the non-linear
action is generated due to an inertia difference between the
coupling plate 10 and the connecting plate 5 by applying a forward
(+) torque during motor reverse (-) torque drive upon vehicle
acceleration during regenerative braking of the hybrid vehicle, and
the backlash is generated due to a change in the direction of the
driving torque.
[0071] As described above, since the second contact protrusion 65
of the second plate 61 makes contact with one side of the
connecting teeth 7 of the connecting plate 5, the second plate 61
is rotated in another direction by a predetermined rotation angle
(for example, a backlash compensation angle of 0.65.degree.) due to
an inertial force of the connecting plate 5, as shown in FIG. 7.
That is, the second plate 61 is rotated in another direction by a
gap formed between one side the coupling teeth 11 of the coupling
plate 10 and one side of the connecting teeth 7. Accordingly, the
second spring 63 is compressed between the coupling plate 10 and
the second plate 61 by the second plate 61. The second spring 63
may compensate for the backlash of forward (+) torque applied
during motor reverse (-) torque drive with spring stiffness of 8.86
NM/deg by providing the generated elastic force (i.e., spring
stiffness) to the connecting plate 5.
[0072] When the second plate 61 is rotated, the coupling teeth 11
of the plate 10 make contact with the other side of the connecting
teeth 7 while forming a predetermined gap between the one side of
the connecting teeth 7 and the other side of the connecting teeth
7. Further, the second contact protrusion 65 of the second plate 31
makes contact with the one side of the connecting teeth 7.
[0073] Accordingly, embodiments of the present disclosure may
reduce impact or excessive noise and vibration due to the backlash
by compensating for the backlash through the second backlash
compensation unit 60 when the forward (+) torque is applied during
motor reverse (-) torque drive.
[0074] In accordance with the motor coupling device 100, as shown
in FIG. 8, when a reverse (-) torque is generated during motor
forward (+) torque drive, the backlash is compensated with spring
stiffness of 8.86 NM/deg to 0.65.degree. by the first backlash
compensation unit 30, and the motor 1 represents shaft distortion
stiffness of 483.878 NM/deg afterward. In addition, when a forward
(+) torque is applied during motor reverse (-) drive, the backlash
is compensated to 0.65.degree. with the spring stiffness of 8.86
NM/deg by the second backlash compensation unit 60, and the motor 1
represents the shaft distortion stiffness of 483.878 NM/deg
afterwards. Accordingly, impact or excessive noise and vibration
due to bi-direction backlash may be reduced and power may be
smoothly transmitted between the motor 1 and the drivetrain 3 by
compensating for motor bi-direction (+) (-) backlash through the
first and second backlash compensation units 30 and 60.
[0075] Embodiments of the present disclosure are disclosed herein,
but the present disclosure is not limited to the disclosed
embodiments. On the contrary, the present disclosure is intended to
cover various modifications and equivalent arrangements included
within the appended claims and the detailed description and the
accompanying drawings of the present disclosure.
TABLE-US-00001 <Description of symbols> 1 . . . drive motor 3
. . . drivetrain 5 . . . connecting plate 7 . . . connecting teeth
10 . . . coupling plate 11 . . . coupling teeth 21 . . . first
mounting groove 30 . . . first backlash compensation unit 31 . . .
first plate 33 . . . first spring 35 . . . first contact protrusion
51 . . . second mounting groove 60 . . . second backlash 61 . . .
second plate compensation unit 63 . . . second spring 65 . . .
second contact protrusion
* * * * *