CN113056411A - 在k0结构空间中作为离合器的锥形元件 - Google Patents
在k0结构空间中作为离合器的锥形元件 Download PDFInfo
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- 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
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- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- 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
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- 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
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- 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
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- 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
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- F16D13/22—Friction clutches with axially-movable clutching members
- F16D13/24—Friction clutches with axially-movable clutching members with conical friction surfaces cone clutches
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- 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
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- 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
- F16D25/0632—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 conical friction surfaces, e.g. cone clutches
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- H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
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Abstract
本申请涉及一种用于车辆的混合动力模块,混合动力模块被布置在动力传动系中,被布置在驱动单元、尤其燃烧发动机与从动器之间,其中设置有电动机器,其中电动机器的转子与从动器相连接,并且其中在驱动单元与电动机器之间设置有离合器,其特征在于,离合器被设计为锥形离合器。
Description
本发明涉及一种由燃烧发动机以及电动机器构成的混合动力模块,其中在燃烧发动机与电动机器之间设置有分离离合器,又被称为K0。
在现有技术中已知一种具有K0的混合动力模块,其中K0需要较大的额外的结构空间,这对车辆结构产生不利影响。此外,这些解决方案构造相对复杂并且与高制造成本相关联。
本发明的目的在于提供一种混合动力模块,所述混合动力模块需要相比于现有技术而言更小的结构空间、构造复杂程度更低并且/或者可以更成本有效地制造。
该目的通过以下所描述的实施方式来实现。
根据本发明是一种用于车辆的混合动力模块,所述混合动力模块被布置在动力传动系中,被布置在驱动单元、尤其燃烧发动机与从动器之间,其中设置有电动机器,其中所述电动机器的转子与所述从动器相连接,并且其中在所述驱动单元与所述电动机器之间设置有离合器,其特征在于,所述离合器被设计为锥形离合器。
混合动力模块的实施方式的特征在于,在离合器之前并且/或者在该离合器之后,在驱动单元与电动机器之间同样布置有扭转阻尼器。
根据实施方式的混合动力模块的特征在于,锥形离合器在从动侧与变矩器处于操作性连接。
混合动力模块的实施方式的特征在于,锥形离合器仅具有一个摩擦面。
根据实施方式的混合动力模块的特征在于,所述锥形离合器具有至少一个外摩擦环(ARR)以及中间摩擦环(ZRR),并且所述外摩擦环(ARR)与所述转子相连接。
混合动力模块的另外的实施方式的特征在于,所述外摩擦环(ARR)与所述转子的转子载体一体式地形成。
根据优选实施方式的混合动力模块的特征在于,在驱动侧设置有连接板,并且中间摩擦环(ZRR)在周向方向上形状配合地与该连接板相连接并且可以轴向于连接板而运动。
混合动力模块的实施方式的特征在于,锥形离合器具有内摩擦环(IRR),并且外摩擦环(ARR)和内摩擦环(IRR)被布置成相对于彼此防旋转的。
根据实施方式的混合动力模块的特征在于,中间摩擦环(ZRR)被设计成分段的。
混合动力模块的实施方式的特征在于,锥形离合器被实施为常开式的。
在实施方式中,混合动力模块的特征在于,锥形离合器被实施有被置入的至少一个摩擦衬片,该至少一个摩擦衬片并非牢固地与锥形离合器的另一个构件相连接。
混合动力模块的实施方式的特征在于,锥形离合器是可以藉由活塞被致动的,并且该活塞与内摩擦环(IRR)一体式地形成。
混合动力模块的实施方式的特征在于,在常开式地实施的锥形离合器中,锥体朝向活塞致动的方向变窄;而在常闭式地实施的锥形离合器中,该锥体与活塞致动的方向相反地变窄。
根据实施方式的混合动力模块的特征在于,在所述锥形离合器上设置有导油板。
混合动力模块的实施方式的特征在于,为了引导油,一部分油流被引导穿过已断开的锥形离合器并且在致动锥形离合器时这部分油流被中断。
图1示出具有作为湿式片式离合器NO的K0的结构空间
图2示出具有左侧升高的锥体的锥形K0作为NO的实施方案
图3示出具有左侧升高的锥体的锥形K0作为NO的实施方案——碟形弹簧
图4示出具有左侧升高的锥体的锥形K0作为NC的实施方案
图5示出具有左侧升高的锥体的锥形K0作为NC的实施方案——碟形弹簧
图6示出具有右侧升高的锥体的锥形K0作为NO的实施方案
图7示出具有右侧升高的锥体的锥形K0作为NO的实施方案——ARR板设计
图8示出具有右侧升高的锥体的锥形K0实施为仅具有一个摩擦面的NO——没有补偿室的最小化设计
图9示出具有右侧升高的锥体的锥形K0作为NC的实施方案
图10示出具有左侧升高的锥体的锥形K0作为仅具有一个摩擦面的NO的实施方案——没有补偿室的最小化设计
图11示出具有右侧升高的锥体的锥形K0作为NO的实方案——ZRR与扭转阻尼器相连接
图1示出作为K0的湿式片式离合器的结构并且展示了现有技术。内摩擦片载体(ILT)Pos.4藉由铆接连接件Pos.3与输入件Pos.1相连接。内摩擦片Pos.5藉由齿部Pos.6以防旋转、但轴向可移位的方式与ILT相连接。电动机器(EM)Pos.10借助转子载体Pos.8被紧固在外摩擦片载体(ALT)Pos.9上并且这个外摩擦片载体进而被紧固在转换器盖Pos.11上。在此展示为焊接连接件。
因此除了外摩擦片Pos.7的载体功能之外,ALT还承担EM与转换器盖的连接功能并且因此形成转子载体的一部分。片式离合器被实施为“常开式”(NO)系统并且必须藉由致动活塞Pos.12来主动压紧以传递力矩。由于作用于摩擦片的法向力、通过摩擦系数μ在衬片上产生摩擦力,该摩擦力能够与压紧力的强度相对应地实现周向力的传递并且由此能够(取决于摩擦片的平均摩擦半径)实现转矩的传递。
活塞处的力由于作用于活塞面的油压而产生。在转换器盖、活塞与毂Pos.30之间形成压力室。对压力室的密封在径向外部藉由活塞密封件Pos.13来进行并且在径向内部藉由轴密封环Pos.20来进行。经由受控的油通道Pos.19来供应油。如果形成压力,则活塞抵抗复位弹簧Pos.15的弹簧力向左移位并且压到右边的外摩擦片上。这个外摩擦片藉由ALT中的齿部向左移位并且使得摩擦片组压到一起。摩擦片组由交替布置的外摩擦片和内摩擦片形成。藉由较厚的外摩擦片(所谓的末端摩擦片Pos.17)来实现到固定环(卡紧环)Pos.18的力支撑,该固定环位于外摩擦片载体的凹槽中。由于ALT牢固地与转换器盖相连接,因此力流在此闭合。为了使构件的变形保持得尽可能小,在该设计中必须注意足够的刚度。转换器盖与毂相焊接并且形成从动器Pos.2。为了补偿转速对始终被填充的活塞室中的油压的影响,存在补偿室Pos.21。这个补偿室由密封板Pos.16和密封件Pos.14形成。补偿室同样经由油通道被供应油。然而,该补偿室并没有被施加以压力。此外,补偿室在径向外部在活塞密封件的高度处仅具有一个密封件。在径向内部存在有溢流通道,以在进行活塞致动时将油挤出。如果切断油腔中的油压,那么复位弹簧可以将活塞室中的油经过油通道Pos.19压回。
图2示出呈NO设计的、作为具有左侧升高的锥体的锥形离合器的K0的实施方案。与图1中的片式离合器相比,在此活塞室和补偿室Pos.21互换。因此也必须对油通道进行互换。在此,向右进行活塞致动。
锥形元件与输入件Pos.1的连接藉由载体板Pos.22来进行,该载体板例如被铆接或者被焊接或以其他方式防旋转地连接并且被固定以防轴向移位。这个载体板具有凹口,中间摩擦环(ZRR)Pos.24的卡爪Pos.23接合到这些凹口中。藉由这些卡爪插接连接件,一方面传递转矩并且另一方面能够实现径向补偿和轴向补偿。为了进行径向误差补偿,在卡爪与凹口之间在周向方向和径向方向上都必须存在间隙。
替代于有间隙的卡爪插接连接件,也可以通过将锥形元件连接至在上游或下游连接的弹簧组(扭转阻尼器)来进行误差补偿。由于这种结构,扭转阻尼器通过藉由弹性的弹簧元件将输入件和输出件分开而允许输入件与输出件之间进行径向相对运动以及轴向相对运动。为了可以使不平衡保持得尽可能小,便利的是使用锥形元件(ZRR)和阻尼器的相应更轻的一侧来进行误差补偿(不进行支承)。
在活塞Pos.12致动时,ZRR被夹持在外摩擦环(ARR)Pos.26与内摩擦环(IRR)Pos.27之间。藉由锥角来传送活塞的压紧力,从而使得到摩擦衬片Pos.25上的法向力增强。由此,与片式离合器相比,可以在压紧力相同、平均摩擦半径相同、并且摩擦比(摩擦系数)相同的情况下产生更高的摩擦力,因此在这种应用中两个摩擦面就足够。通过所需的较少数量的摩擦面以及因此随之而来的较小的气隙来补偿与片式离合器相比更大的致动路径。限制为两个摩擦面能够省却内摩擦片载体的齿部和外摩擦片载体的齿部。在内摩擦环与外摩擦环之间仅须形成能够轴向移位的防旋转的连接件Pos.28。
在这个图示中,ARR由转子载体Pos.8的一部分形成。替代性地,外摩擦环还可以是单独的部件,使得与转子载体防旋转地相连接并且是轴向固定的。
IRR在此是致动活塞Pos.12的一部分。通过将内摩擦环或外摩擦环牢固地连接至活塞,可以省去内摩擦环与外摩擦环之间的分离弹簧。活塞的分离与复位由复位弹簧Pos.15承担。这个复位弹簧可以如所展示地被实施为螺旋压力弹簧(SDF)组或碟形弹簧Pos.34,如在图3中示出的。
内摩擦环与外摩擦环之间的防旋转件Pos.28在此借助在转子载体上的栓形件Pos.28或可移位的形状配合元件来确保,该栓形件接合到内摩擦环处的凹口Pos.29中且允许轴向移位。替代于此,IRR与ARR或转子载体的连接还可以藉由以下项来进行:
-切向板簧
-活塞与毂之间的滑动齿部(例如花键轴齿部)
-碟形弹簧(作为复位弹簧),该碟形弹簧防旋转地(形状配合)被安置在IRR处或者被安置在毂或转换器盖处并且因此可以传递转矩。
毂牢固地与形成从动器的转换器盖相连接。转子载体同样牢固地与转换器盖相连接。在此,这个连接件被展示为藉由转换器盖处的经注塑成型的铆钉实现的铆接连接件Pos.36。铆钉头也可以完全地埋入转子载体板中。
为了进行活塞致动,经由受控的油通道Pos.19将油压引入到活塞室Pos.31中。这个油压在活塞面上引起抵抗复位弹簧Pos.15而工作的力,使活塞以及因此使IRR向右移位,并且将ZRR夹持在IRR与ARR之间。活塞室由密封板Pos.32、活塞和毂Pos.30形成。在此在密封板与毂之间使用静态密封件;并且在密封板与活塞之间、以及在活塞与毂Pos.20之间使用两个运动密封件(活塞密封件Pos.13)。
如所展示地,补偿室由活塞、毂和转换器盖形成。密封件Pos.14径向向外对补偿室进行密封。在使用碟形弹簧作为复位弹簧的情况下,补偿室可以在活塞、毂与碟形弹簧之间形成。于是在碟形弹簧与活塞之间必须以与活塞密封件相同的直径来安置密封件Pos.14。
在具有碟形弹簧(图3)作为复位弹簧的变体中,冷却油流的油引导件可以在转换器盖与碟形弹簧之间径向向外被引导穿过碟形弹簧的内直径处的开口Pos.35并且因此直接被引导到锥体上。锥形元件还可以直接被用于控制油。因此,例如冷却油可能在离合器断开的状态下被分配成使得一部分向左流过锥体并且另一部分向右流过孔Pos.44。在闭合的状态下,锥体对向左的油流进行密封并且全部的油都被向右引导穿过孔Pos.44。
锥形离合器的这个连接变体提供附加的并行摩擦配合的可能性并且因此提供提高可传递的力矩。通过对应地设计密封板Pos.32的刚度,自某一油压起可以在密封板Pos.32与载体板Pos.22之间进行附加的摩擦接触。为此,密封板Pos.32必须防旋转地与毂相连接。
图4示出作为“常闭式”(NC)系统的锥形离合器的同一构造。在此,补偿室与压力室再次以与图1相当的方式布置。所展示的弹簧组Pos.37在此并不用于复位,而是必须施加所需的最大闭合力。这个闭锁弹簧还可以被实施为碟形弹簧Pos.39,如在图5中示出的。在此优点在于,将碟形弹簧在径向靠内部支撑在补偿室的密封板Pos.16处。由此不必将密封板设计成实心的。如果碟形弹簧Pos.39共同承担这个功能并且如已经在上文所描述地对碟形弹簧与活塞之间的补偿室Pos.14进行密封,那么可能甚至完全省去密封板。
藉由导油板Pos.38(图5)可以将冷却油引导至锥体,例如被挂接或者被焊接到IRR中。
图6示出具有由右侧升高的锥体的实施变体。由此与左侧升高的锥体相比使致动方向反向。所展示的变体示出NO设计。压力室位于右侧,而补偿室位于左侧。
在活塞致动时,活塞与IRR被向左挤压并且将ZRR夹持在IRR与ARR之间。ARRPos.26在轴向上藉由置入在转子载体Pos.8中的固定环Pos.40进行支撑。在图7中展示了呈板状设计的ARR的替代性实施方式。转子载体与载体板Pos.41例如相焊接,使得进而例如被铆接在转换器盖上。载体板Pos.41包含凹口Pos.29,ARR的卡爪Pos.28和IRR的卡爪以形状配合的方式接合到这些凹口中并且被固定以防旋转。保持确保轴向可移位能力。这种插接连接应如以在更上文所描述地以尽可能大的直径进行,以使在力矩下抵抗轴向移位的摩擦力保持得较小。
图8示出具有右侧升高的锥体的锥形K0作为NO设计的实施方案,如图6,仅具有一个摩擦面并且没有补偿室并且展示针对小转矩的最小化设计。所引入的力矩不再藉由ZRR被传递到两个路径ARR和IRR上。在此不存在ZRR。先前的ZRR承担IRR Pos.42的功能。活塞在此压到被实施为碟形弹簧Pos.34的复位弹簧上。由于在这个示例中已经省去补偿室,因此必须将复位弹簧设计成足够坚固以使得在最大转速下在活塞室中产生的油压不会使离合器闭合。碟形弹簧Pos.34在此还承担将力从活塞传递到IRR Pos.42的功能并且形成杠杆机构。藉由杠杆比降低活塞到IRR上的致动力。因此有利的是,尽可能远地在径向外部将活塞连接至碟形弹簧。在活塞连接的直径大于IRR时,将发生省力传动然而这与锥体的尽可能大的摩擦半径相违背。
由于在这个实施例中仅具有一个摩擦面的实施方案并不允许在活塞与IRR之间进行直接联接,因此必须借助附加的弹簧Pos.43来确保摩擦面在无压力的状态(NO)下分离。在此ARR也藉由固定环Pos.40支撑在转子载体上。在向右进行装配时固定环确保离合器的可装配性。载体板Pos.22借助预先置入的分离弹簧Pos.43被装配(例如被铆接)在输入件Pos.1上。碟形弹簧、IRR和ARR在传动装置侧被置入并且藉由固定环Pos.40被固定。在将传动装置组装到马达上时,通过将IRR Pos.42插入到载体板Pos.22处的凹口中来使离合器完备。在此,分离弹簧Pos.43确保IRR与ARR之间的气隙。为了防止在断开的状态下产生牵引力矩而应注意到的是,在断开的状态下在碟形弹簧与IRR之间存在第二气隙。
在这个实施例中,转子载体与载体板Pos.41相焊接并且载体板进而与转换器盖相焊接。
图9示出具有右侧升高的锥体的锥形K0作为NC的实施方案。
图10示出具有左侧升高的锥体的锥形K0作为仅具有一个摩擦面的NO的实施方案。补偿室在此可以由具有附加的密封元件的碟形弹簧形成,或者如在图8中所展示地,完全省去该补偿室。为了使摩擦面分开,同样必须使用附加的弹簧Pos.43。在装配时应注意的是,分离弹簧被预先装配在IRR上并且在将传动装置组装到马达上时将IRR插入到载体板Pos.22处的凹口中,其中分离弹簧在载体板处被卡入并且在朝向载体板的方向上拉动IRR。
在图11中藉由扭转阻尼器来固持ZRR并且可以通过扭转阻尼器的弹簧组来在轴向方向和径向方向上补偿误差。然而,在另外的实施方式中,扭转阻尼器也可以被布置在其他位置。替代性地,也可以通过另外的扭转阻尼器在其他位置处执行误差补偿。
在ZRR上粘合有摩擦衬片Pos.25。可能的是,这些摩擦衬片还可以以简单的方式仅被置入ZRR与IRR、以及ZRR与ARR之间。然而,于是刚度和强度必须大到足以经受在滑转状态下(从最初摩擦接触开始到离合器完全同步并且闭合为止,离合器闭合而ZRR与内摩擦环和外摩擦环之间存在转速差的状态)所产生的拉力和压力。
替代于有间隙的卡爪插接连接件,也可以通过将锥形元件连接至在上游或在下游连接的弹簧组(扭转阻尼器)来进行径向误差补偿(偏置/角度偏差)。由于这种结构,扭转阻尼器通过藉由弹性的弹簧元件将输入件和输出件分开而允许输入件与输出件之间进行径向相对运动以及轴向相对运动。为了可以使不平衡保持得尽可能小,便利的是使用锥形元件(ZRR)和阻尼器的相应更轻的一侧来进行误差补偿(不进行支承)。
如果这并不是期望的,则必须藉由对应的支承方案来限制自由度。
省去外摩擦片载体的齿部和内摩擦片载体的齿部,这是因为这个离合器仅具有2个摩擦面并且因此仅具有两个力矩路径就足够了。内摩擦环和外摩擦环的联接藉由以下项进行:
ο转子载体与IRR之间的形状配合件,该形状配合件是具有轴向移位可能性的防旋转的连接件——在理想的情况下以较大的直径将摩擦力保持得较小
ο切向板簧,这些切向板簧在周向方向上可以沿拉伸方向传递力矩并且允许由于变形而引起的轴向移位。由此在接触时没有产生额外的、抵抗致动的摩擦力。推动方向可以附加地藉由止挡部来限制,以保护切向板簧以防弯折
ο活塞与毂之间的呈滑动齿部形式的形状配合件,其中毂牢固地与转换器盖相连接并且这个转换器盖牢固地与转子载体/ARR相连接——缺点在于连接直径小并且因此与之相关地摩擦力大
ο碟形弹簧(作为复位弹簧),该碟形弹簧防旋转地(形状配合)被安置在IRR处或者被安置在毂或转换器盖处并且因此可以传递转矩。
ARR是转子载体的一部分或者被实施为单独的部件,使得尽可能无间隙地置入该转子载体中并且是防旋转地并且轴向地被固定。
IRR被实施为致动活塞的部件。
在密封板与载体板之间进行附加的并行摩擦接触,以提高可传递的力矩。
碟形弹簧(无论是复位弹簧还是闭锁弹簧)承担密封板功能。
用于补偿室的密封件被安置或者被放置在碟形弹簧上。
在内直径处的带有孔的碟形弹簧,该孔用于在活塞致动时对冷却油流的油引导并且用于溢流
锥形元件被用于控制冷却油流或者使其转向。
锥体开=管路开放/锥体关=管路密封
在仅具有一个摩擦面的实施方案中,分离弹簧例如被挂接在载体板中。
中间摩擦环并不是被实施为闭合的环,而是以分段的方式补偿了误差。
并不是粘合、而是仅置入摩擦衬片。由于锥形形状,衬片不会向外移出。有利的是,在此节省了粘合处理。然而在这种实施方式中必须考虑以下内容:
ο摩擦衬片必须足够坚硬,以使其在接触时不会起皱。
ο摩擦衬片必须具有足够的强度,以使其不会撕裂。
ο在断开的状态下离合器的牵引力矩可能由于外摩擦环与内摩擦环之间的摩擦衬片接触而提高。
针对仅具有一个摩擦面的锥形离合器的较小转矩的最小化实施方案,图8和图10。
本发明并不局限于所描述的实施方案。可以以如上文所述的方式实施,还可以仅提供单独的有利特征,或者可以将不同示例的各个特征相互组合。
附图标记清单
Pos.1 输入件/驱动器
Pos.2 输出件/从动器
Pos.3 连接元件(在此为铆钉)
Pos.4 内摩擦片载体(ILT)
Pos.5 内摩擦片
Pos.6 ILT的齿部
Pos.7 外摩擦片
Pos.8 转子载体
Pos.9 外摩擦片载体(ALT)
Pos.10 电动机器
Pos.11 转换器盖
Pos.12 致动活塞
Pos.13 活塞密封件
Pos.14 补偿室的密封件
Pos.15 复位弹簧-螺旋压力弹簧(SDF)组
Pos.16 密封板-补偿室
Pos.17 末端摩擦片
Pos.18 固定环
Pos.19 受控的油通道
Pos.20 轴密封环
Pos.21 补偿室
Pos.22 ZRR的载体板
Pos.23 卡爪/插接连接件
Pos.24 中间摩擦环(ZRR)
Pos.25 摩擦衬片
Pos.26 外摩擦环(ARR)
Pos.27 内摩擦环(IRR)
Pos.28 防旋转的连接件/栓形件
Pos.29 凹口/插接连接件
Pos.30 毂
Pos.31 活塞室
Pos.32 密封板-活塞室
Pos.33 附加的摩擦元件/摩擦锥体
Pos.34 复位弹簧-碟形弹簧
Pos.35 用于冷却油的开口
Pos.36 ROT与转换器盖的连接件
Pos.37 闭锁弹簧-SDF组
Pos.38 导油板
Pos.39 闭锁弹簧-碟形弹簧
Pos.40 固定环
Pos.41 转子载体的载体板
Pos.42 仅具有一个摩擦面的实施方案中的IRR
Pos.43 分离弹簧
Pos.44 冷却油孔-转子载体
Pos.45 中间摩擦环
Claims (15)
1.一种用于车辆的混合动力模块,所述混合动力模块被布置在动力传动系中,被布置在驱动单元、尤其燃烧发动机与从动器之间,其中设置有电动机器,其中所述电动机器的转子与所述从动器相连接,并且其中在所述驱动单元与所述电动机器之间设置有离合器,其特征在于,所述离合器被设计为锥形离合器。
2.根据权利要求1所述的混合动力模块,其特征在于,在离合器之前并且/或者在该离合器之后,在驱动单元与电动机器之间同样布置有扭转阻尼器。
3.根据权利要求1或2所述的混合动力模块,其特征在于,锥形离合器在从动侧与变矩器处于操作性连接。
4.根据前述权利要求之一所述的混合动力模块,其特征在于,锥形离合器仅具有一个摩擦面。
5.根据前述权利要求之一所述的混合动力模块,其特征在于,所述锥形离合器具有至少一个外摩擦环(ARR)以及中间摩擦环(ZRR),并且所述外摩擦环(ARR)与所述转子相连接。
6.根据权利要求5所述的混合动力模块,其特征在于,所述外摩擦环(ARR)与所述转子的转子载体一体式地形成。
7.根据权利要求5或6之一所述的混合动力模块,其特征在于,在驱动侧设置有连接板,并且中间摩擦环(ZRR)在周向方向上形状配合地与该连接板相连接并且可以轴向于连接板而运动。
8.根据权利要求5至7之一所述的混合动力模块,其特征在于,锥形离合器具有内摩擦环(IRR),并且外摩擦环(ARR)和内摩擦环(IRR)被布置成相对于彼此防旋转的。
9.根据权利要求5至8之一所述的混合动力模块,其特征在于,中间摩擦环(ZRR)被设计成分段的。
10.根据前述权利要求之一所述的混合动力模块,其特征在于,锥形离合器被实施为常开式的。
11.根据前述权利要求之一所述的混合动力模块,其特征在于,锥形离合器被实施有被置入的至少一个摩擦衬片,该至少一个摩擦衬片并非牢固地与锥形离合器的另一个构件相连接。
12.根据前述权利要求之一所述的混合动力模块,其特征在于,锥形离合器是可以藉由活塞被致动的,并且该活塞与内摩擦环(IRR)一体式地形成。
13.根据前述权利要求之一所述的混合动力模块,其特征在于,在常开式地实施的锥形离合器中,锥体朝向活塞致动的方向变窄;而在常闭式地实施的锥形离合器中,该锥体与活塞致动的方向相反地变窄。
14.根据前述权利要求之一所述的混合动力模块,其特征在于,在所述锥形离合器上设置有导油板。
15.根据前述权利要求之一所述的混合动力模块,其特征在于,为了引导油,一部分油流被引导穿过已断开的锥形离合器并且在致动锥形离合器时这部分油流被中断。
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US20220009334A1 (en) | 2022-01-13 |
EP3880545B1 (de) | 2022-12-14 |
CN113056411B (zh) | 2023-03-28 |
WO2020099627A1 (de) | 2020-05-22 |
US11524565B2 (en) | 2022-12-13 |
WO2020099626A1 (de) | 2020-05-22 |
US20210402866A1 (en) | 2021-12-30 |
EP3880545A1 (de) | 2021-09-22 |
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