CN112041189A - Transmission for hybrid vehicle - Google Patents

Transmission for hybrid vehicle Download PDF

Info

Publication number
CN112041189A
CN112041189A CN201980026366.7A CN201980026366A CN112041189A CN 112041189 A CN112041189 A CN 112041189A CN 201980026366 A CN201980026366 A CN 201980026366A CN 112041189 A CN112041189 A CN 112041189A
Authority
CN
China
Prior art keywords
clutch
rotor
input
stator
torque
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN201980026366.7A
Other languages
Chinese (zh)
Inventor
T.吉诺特
F.勒博
P.蒂塞朗德
J-C.佩库尔
R.克利萨
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Valeo Embrayages SAS
Original Assignee
Valeo Embrayages SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Valeo Embrayages SAS filed Critical Valeo Embrayages SAS
Publication of CN112041189A publication Critical patent/CN112041189A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B60K6/405—Housings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

The invention relates to a torque transmission device (1), in particular for a motor vehicle, comprising: -a torque input element (2) rotatably coupled to a crankshaft (3) of the internal combustion engine, -a first torque output element (5) rotatably coupled to a first gearbox input shaft (6), -a rotating electrical machine (12) comprising: a stator (14) including a plurality of coils; and a rotor (13) arranged between the input element (2) and the first output element (5) in the direction of torque transmission, the rotor being selectively connectable to an input element by a multi-disc input clutch (15), the rotor being selectively connectable to a first output element (5) by a first multi-disc output clutch (16), the clutches having associated actuating members, a spring stage (31) between the input element and the rotor, an intermediate torque transmitting element between the spring stage (31) and the input clutch (15), characterized in that a transverse partition (50) is arranged axially between the spring stage (31) and the coils of the stator (14), to support and/or center the intermediate element and/or form a sealed barrier, the axial distance and/or material and/or shape of the separator plate being selected to minimize ohmic losses of the stator field within the separator plate.

Description

Transmission for hybrid vehicle
Technical Field
The present invention relates to the field of transmissions for motor vehicles. The invention relates in particular to a transmission device for arrangement in a drive train of a motor vehicle between an internal combustion engine and a gearbox.
The invention relates in particular to a transmission for a hybrid vehicle, wherein an electric machine is also arranged between the engine and the gearbox.
Background
A transmission assembly is known in the prior art, which is arranged between a gearbox and an internal combustion engine and comprises an electric machine and a clutch on the engine side, which couples the crankshaft of the internal combustion engine rotationally to the rotor of the electric machine. Therefore, it is possible to shut down the internal combustion engine each time the vehicle stops, and restart the vehicle using the motor. The electric machine may also constitute an electric brake or provide power augmentation to the internal combustion engine to assist it or prevent it from stalling. The electric machine may also drive the vehicle. Another possibility is that the electric machine acts as an alternator when the engine is running. Such a transmission assembly may also connect the motor to the gearbox.
Such devices are generally incorporated in very strict environments where mechanical and electrical driving functions, selective coupling functions and damping functions have to be arranged. Such compactness requirements may require sub-optimal placement of certain components, such as placing the filter device close to the axis of rotation, or increasing the complexity of the shape of the clutch actuator, or placing metal components close to the motor, particularly in the residual magnetic field generated by the machine.
There is a particular need to improve the magnetic environment of the machine of such devices so as not to increase losses and therefore reduce its efficiency. The present invention aims to solve this problem.
Disclosure of Invention
According to one aspect of the invention, this object is achieved by a torque transmitting device, in particular for a motor vehicle, comprising:
a torque input element rotatably coupled to a crankshaft of the internal combustion engine,
a torque output element rotatably coupled to the first gearbox input shaft,
a rotating electrical machine, comprising: a stator including a plurality of coils; and a rotor disposed in a torque transmitting direction between the input element and the first output element, the rotor being selectively connected to the input element by a multi-plate input clutch, the rotor being selectively connected to the first output element by a first multi-plate output clutch, the clutch having an associated actuating member,
-a spring stage between the input element and the rotor,
an intermediate torque transmitting element between the spring stage and the input clutch,
characterized in that a transverse diaphragm is arranged axially between the spring stage and the coils of the stator to support and/or center the intermediate element and/or form a sealed barrier, the axial distance and/or the material and/or the shape of said diaphragm being selected to minimize the ohmic losses of the stator field within said transverse diaphragm.
Such transverse partitions defined in this way make it possible to minimize ohmic losses in order to maintain the efficiency at a satisfactory level without adversely affecting the axial volume.
This positioning of the transverse partition between the spring stage and the motor makes it possible to obtain a compact device with satisfactory efficiency.
Within the meaning of the invention, a minimization of the additional ohmic losses is acceptable when the reduction in the efficiency of the motor remains less than 1%, preferably less than 0.75%, preferably less than 0.5%.
At least one criterion chosen among the axial distance, the material and the shape of the transverse partitions is chosen so as to minimize the ohmic losses of the stator fields within said transverse partitions.
Within the meaning of the present application, the coil generates a residual magnetic field.
According to a variant, a transverse partition can be arranged axially between the spring stage and the stator coil to support the intermediate element.
According to a variant, a transverse partition can be arranged axially between the spring stage and the stator coil to center the intermediate element.
According to a variant, a transverse partition can be arranged axially between the spring stage and the stator coil to support and center the intermediate element.
According to a variant, a transverse partition can be arranged axially between the spring stage and the stator coil to form a sealed barrier.
According to a variant, a transverse partition may be arranged axially between the spring stage and the stator coil to support and center the intermediate element and form a sealed barrier.
The axial distance of the transverse partition can be chosen to minimize the ohmic losses of the stator fields within said partition.
The material of the transverse spacers may be selected to minimize ohmic losses of the stator fields within the spacers.
The shape of the spacer may be selected to minimize ohmic losses of the stator field within the spacer.
According to an aspect of the invention, the transverse partition is axially offset with respect to the stator by at least 12mm, in particular at the closest point between said partition and the stator coil. Such a spacing makes it possible to leave the transverse partitions outside the high-strength stator field, which makes it possible to minimize ohmic losses. This separation makes it possible to reduce ohmic losses, so that the motor efficiency decreases by less than 0.5%.
The diaphragm may in particular comprise a recess or a plurality of recesses facing the coils, each recess facing one of the coils, each recess being offset by at least 12mm facing the coils.
The transverse partition plate may be defined such that the partition plate maintains a spacing of at least 12mm from the stator coil.
Other minimum distances may be selected depending on the material of the partition and the characteristics of the stator such that the motor efficiency is reduced by less than 1%, preferably less than 0.5%.
According to another aspect of the invention, the transverse partition may include an opening aligned with each stator coil. The openings may be defined such that no portion of the transverse partition plate is less than 12mm from the stator coil, particularly facing the coil bundle.
In the aforementioned aspect of the invention, the lateral partition walls may be metallic, considering that their shape is chosen so that they are outside the residual stator field.
According to an aspect of the invention, the transverse partition may comprise a non-magnetic material.
Such a material allows the transverse separator plate to reduce ohmic losses therein, particularly regardless of its proximity to the stator coils. Ohmic losses can thus be reduced such that the motor efficiency is reduced by less than 1%, preferably by less than 0.5%.
Within the meaning of the present application, a material is non-magnetic when its relative magnetic permeability is less than 10, preferably less than 1.5.
The non-magnetic material may be a non-magnetic metal, such as 316L, 304 and 304L stainless steel. The non-magnetic metal may achieve the stiffness required for the centering or support function of the transverse partition.
As a variant, the non-magnetic material may be a composite material. The material may be a plastic, for example a plastic of the type PA, PPS or PA66 reinforced with glass fibres.
The transverse partitions may be made entirely of non-magnetic material, for example integrally formed of non-magnetic material, to facilitate the manufacturing method thereof.
According to another aspect of the invention, the transverse partitions may be offset by at least 12mm and comprise non-magnetic material.
Thus, the axial distance and the material are chosen so as to minimize the ohmic losses of the stator field within said transverse partition.
Thus, these effects are combined to reduce ohmic losses, resulting in a reduction of the efficiency of the machine of less than 0.5%, preferably less than 0.25%.
According to an aspect of the invention, only the portion of the transverse partition at the same radial height as the stator is non-magnetic. When the transverse partition has one or more recesses, these may be made of a non-magnetic material.
According to another aspect of the present invention, the lateral partition may be formed of a skeleton for mechanical strength and a portion made of a non-magnetic material.
In this configuration, the transverse partitions may be sealed.
The non-magnetic portion may face the coil such that the armature is held a predetermined distance, for example 12mm, from the coil.
The skeleton may be a metal, preferably made of a non-magnetic metallic material.
The armature may comprise radial arms, each arranged circumferentially between two coils.
The non-magnetic part may be made of a flexible non-magnetic material such as plastic. The presence of the skeleton makes it possible to use non-magnetic materials without mechanical stiffness, since the mechanical strength is provided by the skeleton. The non-magnetic part makes it possible to seal the transverse partition.
The non-magnetic portion may be overmolded onto the armature. The non-magnetic part may be secured by form complementarity. The magnetic portion may be, for example, an insert that fits within a hole in the armature.
According to another aspect of the invention, the device may define a sealed chamber in which all clutches are disposed. The sealed compartment may be defined in part by a sealed partition.
As a variant, only some of the clutches may be arranged in the sealed chamber.
According to an aspect of the invention, the clutch is wet. The sealed chamber may be filled with a fluid, in particular oil.
Having an all-wet clutch in a single chamber can simplify the apparatus, particularly for managing the seal between parts rotating at different speeds.
Within the meaning of the present application, a wet clutch is a clutch suitable for operation in an oil bath.
According to another aspect of the invention, the transverse partition may be rigidly connected to the stator and thus rotationally fixed. The transverse partitions can be fixed, for example screwed, to the rigid connection of the stator. The transverse partition may be fixed by a plurality of fastening members located radially outside the stator.
As a variant, the wall may be movable, rigidly connected to the intermediate element to rotate therewith. A dynamic seal may then be provided between the sealing wall and the stator or a stationary part connected to the stator.
According to a further aspect of the invention, the intermediate element is centered by the transverse partition by means of rolling members, in particular needle bearings, arranged on the radially inner periphery of the fixed wall.
This guiding by the stationary part makes it possible to eliminate the need to guide the rotating parts (input element, output element) subjected to vibrations. This guiding makes it possible to optimally guide the rotor of the electrical machine.
The sealing means may be arranged between the radially inner end of the fixing wall and the intermediate element, in particular radially inwardly with respect to the needle bearing. The sealing means is for example a lip seal.
According to a further aspect of the invention, a rotation guide means (in particular a needle bearing, in particular a ball bearing, in particular a bidirectional ball bearing) is provided to axially clamp the intermediate element to the second output element.
According to another aspect of the invention, the spring stage may comprise two series of springs mounted in series in the torque transmitting direction. Thus, there is a single torque path through the spring.
As a variant, the two series of springs may be at the same radial height. The two series of springs may be at the same radial height as the input clutch.
Each series of springs may comprise 1 to 10 springs, preferably 3 springs.
Preferably, two series of springs are stacked on top of each other. The radially outer series of springs may be radially at the same level as the rotor and optionally the pendulum.
The input element may include a guide washer to drive a radially outer series of springs which in turn drive the drive plate. The opposite is also contemplated.
The drive plate of the outer series of springs may drive the second series of springs. A radially inner series of springs may drive the guide washers belonging to the intermediate element.
According to another aspect of the invention, the radially inner series of springs may be divided into two subgroups of springs, between which the phasing members are arranged. The phasing member is free to rotate and can urge the springs of each subassembly into phase.
Regardless of the number of series springs, a diaphragm may be provided between the guide washer and one or more drive plates or between different guide washers to form a spring cavity. These diaphragms can be fastened to the intermediate element, for example by rivets common to the drive plates, and rub on the guide washer. Grease may be provided in the spring cavity to be useful for satisfactory operation of the spring.
According to another aspect of the invention, the device may comprise a pendulum damping device comprising a pendulum support and at least one pendulum body movable relative to the pendulum support by means of rolling members, in particular two rolling members, engaging at least one rolling track of the support and at least one rolling track of the pendulum body.
Thus, the pendulum damping device is arranged between the spring stage and the rotor in the direction of torque transmission.
According to an aspect of the invention, the pendulum device may be arranged outside the sealed chamber. As a variant, the pendulum damping device may be arranged in a sealed chamber.
The pendulum supports may belong to the intermediate element. The pendulum support may in particular be fastened to one of the guide washers associated with the radially inner series of springs.
The pendulum damping device may comprise a plurality of pendulum bodies arranged evenly around the circumference of the axis of rotation. Each pendulum may be engaged with two rolling members. Each pendulum mass may comprise two pendulum masses arranged on either side of the support.
The pendulum may be arranged at the same radial level as the springs in the radially inner series of springs. The pendulum may be axially disposed between the clutch and the spring.
The pendulum supports may be integrally formed or formed from multiple parts, for example riveted together.
The transverse bulkheads may comprise recesses for receiving the pendulum bodies. The recess associated with the spring and the recess or recesses associated with the stator extend in opposite directions such that the transverse partition is substantially S-shaped. In particular, there may be a plane perpendicular to the axis X, which plane intersects the area defined by the two recesses.
According to another aspect of the invention, the device may comprise a second torque output element rotatably coupled to the second gearbox input shaft, the second output element being arranged parallel to the first output element in the direction of torque transmission.
The rotor may be selectively connectable to the first and second output elements by first and second multi-disc output clutches, respectively, each clutch having an associated actuating member.
According to another aspect of the invention, the input clutch is offset from the output clutch away from the input member. Thus, the input clutch is on the gearbox side and the output clutch is on the internal combustion engine side. The output clutch may be axially between the input member and the input clutch. A plane perpendicular to the axis of rotation leaves the input clutch on the gearbox side and the output clutch on the internal combustion engine side. The plane does not intersect any of the three clutches. This arrangement makes it possible to obtain a radially compact device.
According to another aspect of the invention, the device may comprise a rotor support for radially holding it. The rotor support includes a transverse wall that is on the same axial side as all of the clutches. The wall may also be on the same axial side as the actuator. The rotor support may include both a clutch and an actuator. The rotor support may partially define a sealed chamber.
Thus, such a wall does not have a dedicated opening for the passage of the actuation clutch, since both the clutch and the actuation member are on the same side of the wall. The wall is thus easy to manufacture and strong, since it is not weakened by the perforations. It is not necessary to provide a dedicated component to define the sealed chamber on the transmission side.
Preferably, the rotor support does not comprise any other transverse wall, so that the rotor support has a simple structure.
According to another aspect of the invention, the intermediate element may comprise:
a splined hub for transmitting torque between the inside and the outside of the sealed chamber,
a cylindrical skirt for driving the input clutch,
-a connection portion between the splined hub and the cylindrical skirt.
The connecting portion may be welded to the splined hub.
A cylindrical skirt may extend radially between the rotor and the output clutch. The cylindrical skirt makes it possible to transmit torque from the internal combustion engine side to the gear box side.
According to a first constructive variant of the intermediate element, the connecting portion and the cylindrical skirt are integrally formed. The pendulum supports may be riveted to the connecting portion. Such a variant has a simple structure.
According to a second constructional variant of the intermediate element, the pendulum supports and the connecting portions are integrally formed. Thus, the pendulum supports are directly fixed to the splined hub, e.g. by welding. The cylindrical skirt may then be fastened to the connecting portion, for example by riveting. Thus, there are no fastening tolerances to be considered for the pendulum supports, in particular riveting tolerances. The pendulum supports are firmly fixed.
Finally, according to a third constructive variant of the intermediate element, a cylindrical skirt is arranged between the pendulum support and the connecting portion. Thus, the pendulum supports are connected to the connecting portion by the cylindrical skirt, e.g. the pendulum supports and the connecting portion are welded to the cylindrical skirt.
According to an aspect of the invention, the rotor support may further comprise an inner sleeve for arranging the clutch actuation member.
Such a rotor support may eliminate the need for separate components for arranging the actuating member and for supporting the rotor. The radial retention is shared by the actuating member and the rotor.
According to another aspect of the invention, each actuation member may include an actuation chamber defined in part by the inner sleeve and a force transfer member axially movable relative to the inner sleeve and engageable with the associated clutch. Each force transmitting member is movable under the pressure of the fluid in the actuation chamber. These actuating members are also referred to as "piston" actuating members.
In association with the actuation chamber, each actuation member, in particular the actuation member other than the input clutch actuation member, may comprise a compensation chamber which is defined in part by the force transmission member and the inner sleeve. The chamber may also be sealed.
The force transfer member may form a barrier between the two chambers. The compensation chamber is adapted to resist effects related to the hydrodynamic oil pressure of the actuation chamber on the transmission member. Thus, the force transmitting member can be moved axially by varying the relative oil pressures of the actuation chamber and the compensation chamber.
The wall of the rotor support may be assembled with the inner sleeve, for example by welding. As a variant, the wall and the inner sleeve may be integrally formed.
The rotor support may also include a splined outer sleeve that engages the rotor. The outer sleeve may be formed integrally with the wall or assembled with the wall, in particular by welding.
According to another aspect of the invention, the inner sleeve may be radially retained by the fixed distributor. The dispenser may comprise a fluid network for supplying each actuating member. The dispenser advantageously makes it possible to have only one fluid inlet for all actuating members, which simplifies the device. The fluid network is made of rotationally fixed parts, the construction and operation of which is simplified compared to fluid inlets in rotating parts, such as the gearbox shaft. This arrangement makes it possible to have only one fluid inlet for actuating the clutch, which simplifies the manufacture of the arrangement.
According to one aspect of the invention, the side is crowded and difficult to access compared to the side facing the internal combustion engine, the fluid network being open to the accessible environment on the gearbox side.
According to an aspect of the invention, the rotor may be radially retained, in particular only by the distributor. Bearings, in particular needle bearings, are provided between the sleeve and the distributor. Preferably, two bearings are provided, each bearing being located at one end of the sleeve. The rolling members may be at the same radial height. Thus, the radial support function is shared by the actuating member and the rotor.
Within the meaning of the present application, there is no torque transmission at the interface when one part is held by another.
According to one aspect of the invention, the fluid network of the distributor may comprise, for each actuation chamber, a first series of axial channels comprising at least one channel, and preferably two channels offset in the circumferential direction, leading into the same circumferential groove also provided in the distributor, to provide the actuation chamber with fluid.
Facing each circumferential groove, an opening is provided in the sleeve for passing fluid to the actuation chamber.
The fluid network may also include a second series of axial passages including at least one passage opening into the same circumferential groove and preferably two passages offset in the circumferential direction to pass clutch cooling fluid.
For each actuation chamber it comprises at least one passage opening into the same circumferential groove and preferably two passages offset in the circumferential direction to provide fluid to the compensation chamber. The cooling fluid and the compensation fluid may be the same.
For each clutch, the fluid network may include a single series of axial passages for cooling and supplying fluid to the compensation chamber.
Preferably, the fluid network may comprise a single series of axial channels for cooling the output clutch and supplying fluid to the compensation chamber of the output clutch.
According to one aspect of the invention, it is possible that the compensation chamber, in particular the compensation chamber of the input clutch, is not supplied with fluid.
The series of axial passages may be offset circumferentially two-by-two.
Sealing rings, for example made of plastic, may be provided on either side of each circumferential groove.
Thus, the dispenser has a notched outer periphery formed by a series of circumferential grooves.
According to an aspect of the invention, the rolling members of the sleeve may surround the circumferential groove.
According to another aspect of the invention, the actuating member may be continuously axially positioned. The actuating members are all disposed near the axis of rotation, and the clutch may be disposed in a space between the rotor and the actuator. The supply of fluid to the actuating member is also simplified.
According to another aspect of the invention, the output clutches may be radially stacked to minimize the axial space allocated to the clutches.
As a variant, the output clutches can also be positioned axially one after the other. Thus, there is an axis parallel to the axis of rotation that intersects each clutch. All clutches can be positioned axially one after the other. This arrangement makes it possible to have a very compact device in the radial direction and to optimize the use of the internal space of the machine. Such an arrangement makes it possible to provide identical clutches, thereby improving the industrial production of the device.
According to another aspect of the invention, each clutch of the device may comprise:
an input disc carrier rotated by an input element associated with the input clutch and rigidly connected to a rotor support associated with the first output clutch and the second output clutch, so as to rotate therewith,
an output disc carrier rigidly connected to the rotor support associated with the input clutch for rotation therewith and rigidly connected to one of the first and second output elements, respectively the first and second output clutches,
a multi-disk assembly comprising: at least one friction plate rigidly connected to one of the output disc carrier and the output disc carrier for rotation therewith; at least two plates, disposed on either side of each friction disc, respectively, and rigidly connected to the other of the input and output disc supports for rotation therewith; and a friction lining disposed between the plate and the friction disc, the clutch defining a disengaged position and an engaged position in which the plate and the friction disc sandwich the friction lining to transmit torque between the output disc carrier and the output disc carrier.
The lining can be fixed to the friction disk, in particular by adhesion, in particular by riveting, in particular by overmolding. Alternatively, the lining is fixed to the plate.
Each disc carrier may synchronize the rotation of all plates or all friction discs. The disc holder may comprise a cylindrical skirt on which the plate and friction disc are mounted.
The plate and disc may engage the disc holder along one of its radial peripheries by being complementarily shaped. For example, the cylindrical skirt, plate and friction disc may be splined.
According to another aspect of the invention, the output disc carrier of the first output clutch is radially inward and the output disc carrier of the second output clutch is radially outward.
Preferably, the clutch comprises two to seven friction discs, preferably three, four or five friction discs.
The clutch may be of the "normally open" type and must be applied by a force transmitting member to transmit torque.
The force transmitting member may exert an axial force on the multi-disk assembly to move the plate towards the disk, in particular on an end plate of the multi-disk assembly. Thus, the actuation is of the "push" type.
According to an aspect of the invention, all clutches may be held by the rotor support, so that it is not necessary to provide a specific radial guidance. The fixed distributor supports the rotor and all the actuating members and clutches.
According to one aspect of the invention, the input disc carrier of the output clutch may extend from a secondary diaphragm that extends radially from the inner sleeve. The rotor support thus rotates the output clutch, in particular via its inner sleeve and the secondary diaphragm.
The input disc carrier may extend on the same axial side when the output clutches are radially stacked. The secondary diaphragm may define a compensation chamber of one of the actuating members.
The cylindrical skirt of the drive element may be rigidly connected to the disc carrier of the input clutch. The cylindrical skirt may in particular be integrally formed with the disc holder or assembled therewith, in particular by welding.
The invention also relates to an assembly comprising a stationary housing and a device as described above, which is arranged inside the housing. The stator may be rigidly connected to the housing.
Drawings
The invention will be better understood and other objects, details, characteristics and advantages thereof will become more apparent from the following description of particular embodiments thereof, given by way of non-limiting illustration only, with reference to the accompanying drawings. In the drawings:
fig. 1 is an axial cross-section of an example of a device according to the invention, in which the spring stage comprises two series of springs,
fig. 2a and 2b are schematic views of structural variants of the transverse partitions.
Detailed Description
Referring to fig. 1, a torque transmitting device 1 is shown, comprising:
a torque input element 2 rotatably coupled to a crankshaft of the internal combustion engine,
a first torque output element 5 rotatably coupled to a first gearbox input shaft 6,
a second torque output element 8 rotatably coupled to a second gearbox input shaft 9,
in the example considered, the second output element 8 is arranged parallel to the first output element 5 in the direction of torque transmission. Each of these elements rotates about the axis of rotation X of the device.
The arrangement further comprises a rotating electrical machine 12 comprising a rotor 13 arranged between the input element 2 and the first and second output elements 5, 8 in the torque transmission direction. The device 1 further comprises a rotor support 10 for radially holding it.
In the example considered, the rotor 13 selectively:
connection to the input member 2 by means of a multi-plate input clutch 15
Connected to the first output member 5 by means of a first multi-disc output clutch 16, an
Connected to the second output member 8 by means of a second multi-plate output clutch 17. Each of the clutches 15, 16, 17 has an associated actuating member.
When the first clutch 15 and the first output clutch 16 are configured in the so-called engaged position, the first gearbox input shaft 6 is rotationally coupled to the crankshaft 3 and rotated by the crankshaft 3. In this configuration, the rotor 13 may also provide power lift to the gearbox.
When the first clutch 15 is configured in the so-called disengaged position and the first output clutch 16 is configured in the engaged position, the first gearbox input shaft 6 is rotationally coupled to and rotated by the rotor 13. The first gearbox shaft is then driven by the rotor only. In this configuration, the electric machine may also act as a brake and be in an energy recovery mode.
Similarly, when the first clutch 15 and the second output clutch 17 are configured in the so-called engaged position, the second gearbox input shaft 9 is rotationally coupled to the crankshaft 3 and rotated by the crankshaft 3.
When the first clutch 15 is configured in the so-called disengaged position and the second output clutch 17 is configured in the engaged position, the second gearbox input shaft 9 is rotationally coupled to the rotor 13 and is rotated by the rotor 13. The second gearbox shaft is then driven only by the rotor.
When the first and second output clutches 16, 17 are in a disengaged configuration and the input clutch is in an engaged configuration, the rotor 13 may be driven by the internal combustion engine. The electric motor is then in an energy recovery mode.
In the example shown in fig. 1, the first output clutch 16 is for example arranged to engage the odd gears of the gearbox, while the second output clutch 17 is for example arranged to engage the even gears and the reverse gear of the gearbox. Alternatively, the gears operated by the first output clutch 16 and the second output clutch 17, respectively, may be inverted.
The clutches are arranged to transmit so-called input power (torque and rotational speed) from the internal combustion engine alternately to one of the two gearbox input shafts, according to the respective configuration of each output clutch 16, 17 and input clutch 15. The device is then in a so-called "direct" mode. The input clutch 15 may also transmit torque to the internal combustion engine, and the device is then in a so-called "reverse" mode.
The output clutches 16, 17 are arranged such that they are not simultaneously in the same engaged configuration. Rather, they may be deployed in the disengaged position simultaneously.
In the example shown in fig. 1, the first and second output members 5, 8 comprise first and second drive plates 25, 28, respectively, which first and second drive plates 25, 28 are connected to the first and second gearbox input shafts 6, 9, respectively, by a splined connection. The second gearbox input shaft 9 is hollow and surrounds the first gearbox input shaft 6.
In the example considered, the electrical machine comprises a fixed stator 14 arranged around the rotor 13. The stator 14 comprises a plurality of coils, the bundle 20 of which is visible in fig. 1.
In the example considered, the device 1 also comprises a spring stage 31 between the input element and the rotor 12.
In the example considered, the spring stage 31 comprises two series of springs 85, 86 mounted in series in the torque transmission direction. Each series of springs may comprise 1 to 10 springs, preferably 3 springs.
Two series of springs 85, 86 are stacked on top of each other. The radially outer series of springs 85 may be located radially at the same level as the rotor 13.
In the example considered, the input element 2 comprises a guide washer 36 to drive a radially outer series of springs 85, which radially outer series of springs 85 in turn drive the drive plate 37. The drive plate 37 in turn drives a radially inner series of springs 86.
In the example considered, the radially inner series of springs 86 drives the guide washer 38 belonging to the intermediate element. These guide washers 38 are connected to each other by a fastening member which also fastens it to the rest of the intermediate element.
In the example considered, the radially inner series of springs 86 may be divided into two subgroups of springs between which a phasing member, here a phasing plate 39, is arranged. The phasing plate 39 is free to rotate and can urge the springs of each subassembly into phase.
In the example considered, a diaphragm 40 is provided to form a spring chamber. These diaphragms 40 can be fixed to the intermediate element, for example by means of rivets which are common to the guide washer 38, and they rub against the guide washer. Grease may be provided in the spring cavity to be useful for satisfactory operation of the spring.
In the considered example, the device 1 further comprises a pendulum damping device 70 comprising a pendulum support 71 and at least one pendulum body 72 movable relative to the pendulum support by means of rolling members, in particular two rolling members, engaging with at least one rolling track of the support and at least one rolling track of the pendulum body.
The pendulum damping device 70 may comprise a plurality of pendulum bodies arranged evenly around the circumference of the axis X. Each pendulum mass may comprise two pendulum masses 73 arranged on either side of the support.
In the example considered, the pendulum support is fastened to one of the guide washers 38. The pendulum supports thus belong to the intermediate element.
In the example considered, the pendulum 72 is arranged at the same radial height as the springs in the radially inner series of springs 86. The pendulum 72 may be axially disposed between the clutch and the spring.
In the example considered, the transverse partition 50 comprises a recess 105 for accommodating the pendulum 72.
In the example considered, the device 1 also comprises an intermediate torque-transmitting element between the spring stage 31 and the input clutch 15.
In the example considered, the device 1 defines a sealed chamber 45 filled with oil, all the clutches being arranged in this sealed chamber 45. Thus, the clutches are all wet.
In the example considered, the sealing chamber 45 is defined in part by the rotor support 10, the intermediate element and the transverse partition 50, forming a hermetic barrier.
In the example considered, the pendulum device 70 is arranged outside the sealed chamber 45.
The partition 50 is here rigidly connected to the stator 14 and is therefore rotationally fixed. The diaphragm 50 is rigidly connected to the stator by a housing 100 to which the diaphragm 50 is screwed. The housing 100 is integral with the device 1. A transverse partition 50 extends axially between the spring stage 31 and the clutches 15, 16, 17. A seal 101 is mounted between the housing 100 and the partition 50 to ensure sealing of the chamber 45.
In the example considered, the intermediate element is centered on the transverse partition 50 by means of a needle bearing 51 arranged on the radially inner periphery of the transverse partition.
In addition, a sealing means, here a lip seal 52, is provided between the radially inner end of the fixed wall and the radially inner intermediate element of the needle bearing 51 to ensure sealing of the chamber 45.
A rotation guide means, here again a needle bearing 53, is provided to axially clamp the intermediate element to the second output element. The same guiding means are provided between the two output elements 5 and 8.
In the example considered, the input clutch 15 is offset from the output clutches 16, 17 away from the input member 2.
In the example considered, the rotor support 10 comprises a transverse wall 60, which is on the same axial side as all the clutches 15, 16, 17. The wall may also be on the same axial side as the actuator. The rotor support includes both a clutch and an actuator.
In the example considered, the intermediate element is also radially retained by the rotor support 10 by means of rolling members, here needle bearings, which are arranged between the radially extending ring gear 61 and the rotor support 10. The annular ring gear 61 is arranged axially between the input clutch 15 and the output clutches 16, 17.
For more details regarding the clutches 15, 16, 17 and the associated actuators, reference may be made to french patent application No. 1756978 filed on 21/7/2017 in the name of Valeo Embrayages.
In the example considered, the intermediate elements comprise:
a splined hub 75 for transmitting torque between the inside and the outside of the sealed chamber,
a cylindrical skirt 76 for driving the input clutch 15,
a connecting portion 77 between the splined hub and the cylindrical skirt.
A cylindrical skirt 76 extends radially between the rotor 13 and the output clutches 16, 17. The cylindrical skirt makes it possible to transmit torque from the internal combustion engine side to the gear box side.
In the example considered, the fixed distributor 80, which holds the rotor support 10 and defines in part the actuating member, is fastened to a casing 100, which in turn can be fastened to the gearbox.
In the example considered, the axial distance and shape of the transverse partition 50 are chosen so as to minimize the ohmic losses of the stator field inside said transverse partition 50.
In the example considered, the transverse partition 50 is axially offset by at least 12mm with respect to the stator in line with the stator 14.
More specifically, the diaphragm includes a recess 106 facing the coil. The bottom of the recess 106 is axially offset from the coil by a distance d, which is greater than 12 mm. The transverse partitions 50, in particular the recesses 106, are defined such that they are at a distance of at least 12mm from the coils of the stator 14.
Thus, in the example considered, the transverse diaphragm 50 comprises two recesses 105, 106, one for housing the pendulum and the other for minimizing ohmic losses. These recesses 105, 106 extend in opposite directions so that the transverse partition 50 is substantially S-shaped.
In particular, there is a plane perpendicular to the axis X, which plane intersects the area defined by the two recesses 105, 106.
In the example considered, the transverse partition 50 may be formed integrally, for example of metal. As a modification, the lateral partition 50 may include a non-magnetic material and be integrally formed of the non-magnetic material.
Within the meaning of the present application, a material is non-magnetic when its relative magnetic permeability is less than 10, preferably less than 1.5.
In the example considered, the non-magnetic material may be a non-magnetic metal, such as 316L, 304, and 304L stainless steel.
Fig. 2a and 2b are schematic views of axial views of examples of transverse partitions that may replace the transverse partitions described in the example of fig. 1.
In the example considered, the transverse partition 50 comprises an opening 110 aligned with each stator coil, in particular with each stator coil bundle 20.
The openings may be defined such that there is no portion of the transverse partition less than 12mm from the coils of the stator 14. Each coil may provide one opening. The example in fig. 2a and 2b does not provide a barrier function of sealing but only a middle part support function.
In the example shown in fig. 2b, in order to maintain the sealing barrier function of the transverse partition, the transverse partition may be formed of a skeleton 112 having mechanical strength and a portion made of a non-magnetic material 111.
The skeleton may be defined by the structure in the example in fig. 2a, wherein a portion of non-magnetic material is attached into the opening 110. The transverse partition 50 in fig. 2b is thus sealed.
In the example considered, the non-magnetic part 111 may face the coil so that the armature is kept at a predetermined distance from the coil, for example 12 mm.
The backbone 112 may be a metal, preferably made of a non-magnetic metallic material.
The backbone may comprise radial arms 113, each arranged circumferentially between two coils.
The non-magnetic part may be made of a flexible non-magnetic material such as plastic.
The non-magnetic portion 111 may be overmolded onto the armature 112. The non-magnetic part may be secured by form complementarity. The magnetic portion may be, for example, an insert that fits within a hole in the frame 112.

Claims (10)

1. A torque-transmitting device (1), in particular for a motor vehicle, comprising:
a torque input element (2) rotatably coupled to a crankshaft (3) of the internal combustion engine,
a first torque output element (5) rotatably coupled to a first gearbox input shaft (6),
a rotating electrical machine (12) comprising: a stator (14) including a plurality of coils; and a rotor (13) arranged in the direction of torque transmission between the input element (2) and the first output element (5), the rotor being selectively connected to the input element by a multi-disc input clutch (15), the rotor being selectively connected to the first output element (5) by a first multi-disc output clutch (16), the clutch having an associated actuating member,
a spring stage (31) between the input element and the rotor,
an intermediate torque-transmitting element between the spring stage (31) and the input clutch (15),
characterized in that a transverse diaphragm (50) is arranged axially between the spring stage (31) and the coils of the stator (14) to support and/or centre the intermediate element and/or form a sealed barrier, the axial distance and/or the material and/or the shape of the diaphragm being selected to minimize the ohmic losses of the stator field within the transverse diaphragm.
2. The device (1) according to claim 1,
the transverse partition (50) is axially offset with respect to the stator (14) by at least 12 mm.
3. The device (1) according to any one of the preceding claims,
the transverse partition (50) includes an opening (110) aligned with each of the stator coils.
4. Device (1) according to claim 3,
the transverse partition (50) comprises a non-magnetic material.
5. Device (1) according to the combined claims 2 and 3,
the transverse partition (50) is offset by at least 12mm and comprises a non-magnetic material.
6. Device (1) according to the combined claims 3 and 4,
the transverse partition (50) is formed by a skeleton (112) for mechanical strength and a portion made of a non-magnetic material (111).
7. The device (1) according to claim 1,
the device defines a sealed chamber (45) in which all clutches (15, 16, 17) are arranged, a sealing diaphragm (50) partially defining said sealed chamber.
8. The device (1) according to claim 7,
the intermediate element is centered by the transverse partition (50) by means of rolling members (51) arranged on the radially inner periphery of the fixed wall, in particular needle bearings.
9. The device (1) according to any one of the preceding claims,
the spring stage (31) comprises two series of springs (85, 86) mounted in series in the torque transmitting direction.
10. The device (1) according to any one of the preceding claims,
the device comprises a pendulum damping device (70) comprising a pendulum support (71) and at least one pendulum mass (72) movable relative to the pendulum support by rolling members, in particular two rolling members, engaging with at least one rolling track of the carrier and at least one rolling track of the pendulum mass, the pendulum support belonging to an intermediate element, the pendulum mass or masses being arranged in a recess of the transverse partition (50).
CN201980026366.7A 2018-02-20 2019-02-20 Transmission for hybrid vehicle Pending CN112041189A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR1851452A FR3078122B1 (en) 2018-02-20 2018-02-20 HYBRID VEHICLE TRANSMISSION DEVICE
FR1851452 2018-02-20
PCT/EP2019/054162 WO2019162300A1 (en) 2018-02-20 2019-02-20 Transmission device for a hybrid vehicle

Publications (1)

Publication Number Publication Date
CN112041189A true CN112041189A (en) 2020-12-04

Family

ID=62597623

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201980026366.7A Pending CN112041189A (en) 2018-02-20 2019-02-20 Transmission for hybrid vehicle

Country Status (4)

Country Link
EP (1) EP3755563A1 (en)
CN (1) CN112041189A (en)
FR (1) FR3078122B1 (en)
WO (1) WO2019162300A1 (en)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030024749A1 (en) * 1997-09-12 2003-02-06 Honda Giken Kogyo Kabushiki Kaisha Hybrid vehicle propulsion apparatus
EP1541401A1 (en) * 2003-12-13 2005-06-15 BorgWarner Inc. Two-clutch transmission element for motor vehicle hybrid drivetrain, assembly method and motor vehicle equipped with such an element
US20110088958A1 (en) * 2009-10-15 2011-04-21 Zf Friedrichshafen Ag Drive Unit For A Hybrid Vehicle
US20110259698A1 (en) * 2009-01-19 2011-10-27 Schaeffler Technologies Gmbh & Co. Kg Hybrid module for a drive train of a vehicle
US20150239334A1 (en) * 2012-09-25 2015-08-27 Valeo Equipements Electriques Moteur Device for a hybrid vehicle with a dust ring between an electric machine and a reaction plate
CN105485309A (en) * 2014-10-02 2016-04-13 博格华纳公司 Torque transmission device and transmission system having the same for automobile
US20170050506A1 (en) * 2014-05-16 2017-02-23 Schaeffler Technologies AG & Co. KG Torque transmission device for a hybrid vehicle

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012083912A2 (en) * 2010-12-21 2012-06-28 Schaeffler Technologies AG & Co. KG Hybrid module for a drive train of a vehicle

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030024749A1 (en) * 1997-09-12 2003-02-06 Honda Giken Kogyo Kabushiki Kaisha Hybrid vehicle propulsion apparatus
EP1541401A1 (en) * 2003-12-13 2005-06-15 BorgWarner Inc. Two-clutch transmission element for motor vehicle hybrid drivetrain, assembly method and motor vehicle equipped with such an element
US20110259698A1 (en) * 2009-01-19 2011-10-27 Schaeffler Technologies Gmbh & Co. Kg Hybrid module for a drive train of a vehicle
US20110088958A1 (en) * 2009-10-15 2011-04-21 Zf Friedrichshafen Ag Drive Unit For A Hybrid Vehicle
US20150239334A1 (en) * 2012-09-25 2015-08-27 Valeo Equipements Electriques Moteur Device for a hybrid vehicle with a dust ring between an electric machine and a reaction plate
US20170050506A1 (en) * 2014-05-16 2017-02-23 Schaeffler Technologies AG & Co. KG Torque transmission device for a hybrid vehicle
CN105485309A (en) * 2014-10-02 2016-04-13 博格华纳公司 Torque transmission device and transmission system having the same for automobile

Also Published As

Publication number Publication date
FR3078122B1 (en) 2020-09-04
EP3755563A1 (en) 2020-12-30
FR3078122A1 (en) 2019-08-23
WO2019162300A1 (en) 2019-08-29

Similar Documents

Publication Publication Date Title
US8905210B2 (en) Parallel dual clutch device
CN105485309B (en) Torque transmitting device and driveline
US8322504B2 (en) Combined power transmission, drive unit and drive train for a hybrid system
CN109890639B (en) Transmission for hybrid vehicle
EP3543556B1 (en) Triple clutch and actuator thereof
CN113412372B (en) Clutch device for a motor vehicle drive train
CN104040205B (en) Double clutch
KR20210029708A (en) Hybrid module
CN218971699U (en) Oil supply hub for assembly of a three-wet clutch and three-wet clutch for a torque transfer system
US20180238401A1 (en) Clutch device for a hybrid drive system
CN110546393A (en) Multi-clutch assembly, double-clutch transmission assembly and motor vehicle
CN113439170A (en) Triple clutch for an axis-parallel hybrid module with rotationally induced actuation of three clutches on the transmission side
US20210394608A1 (en) Hybrid dual clutch transmission
CN111163963B (en) Compound transmission and hybrid powertrain with compound transmission
CN104024699A (en) Drive force transmission device for electric vehicle
US20050087420A1 (en) Powertrain
JP7122397B2 (en) hybrid drive
CN113939420A (en) Hybrid clutch module and powertrain for a vehicle having a hybrid clutch module
CN112041189A (en) Transmission for hybrid vehicle
CN111556818A (en) Transmission for hybrid vehicle
CN111902306A (en) Transmission device for hybrid vehicle
WO2020145292A1 (en) Hybrid drive device
CN112334348A (en) Transmission for hybrid vehicle
CN112901671A (en) Torque transmission device
CN113202881A (en) Clutch device and hybrid module

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
WD01 Invention patent application deemed withdrawn after publication
WD01 Invention patent application deemed withdrawn after publication

Application publication date: 20201204