CN114228464A - Motor vehicle drive train, in particular hybrid drive train - Google Patents
Motor vehicle drive train, in particular hybrid drive train Download PDFInfo
- Publication number
- CN114228464A CN114228464A CN202110943911.8A CN202110943911A CN114228464A CN 114228464 A CN114228464 A CN 114228464A CN 202110943911 A CN202110943911 A CN 202110943911A CN 114228464 A CN114228464 A CN 114228464A
- Authority
- CN
- China
- Prior art keywords
- torque
- friction
- drive train
- clutch
- motor vehicle
- 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
Links
Images
Classifications
-
- 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
- F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
- F16D7/02—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type
- F16D7/024—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces
- F16D7/025—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces with flat clutching surfaces, e.g. discs
- F16D7/027—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces with flat clutching surfaces, e.g. discs with multiple lamellae
-
- 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
- B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
- B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
-
- 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
- B60K6/22—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
-
- 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
- B60K6/44—Series-parallel type
- B60K6/442—Series-parallel switching 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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
-
- 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
- F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
- F16D7/02—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type
-
- 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
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
- F16F15/139—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses characterised by friction-damping 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
- 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
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
- F16F15/133—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses using springs as elastic members, e.g. metallic springs
- F16F15/134—Wound springs
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Operated Clutches (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention relates to a drive train of a motor vehicle, in particular a hybrid drive train, for a motor vehicle, having an input side which can be connected to an internal combustion engine in terms of torque, an output side which can be connected to a transmission in terms of torque, and having an overload clutch which has a pressure means, the clutch input element and the holding element are connected with the input side in a torque manner, the clutch input element is connected with the input side in a torque manner and carries the first friction fitting piece in a torque manner and can move axially, the output side is connected with the second friction fitting piece in a torque manner, the pressure device is arranged between the friction fitting piece and the holding element in an axial direction and permanently provides pressing force, and the pressing force presses the first friction fitting piece on the second friction fitting piece so as to form friction connection between the first friction fitting piece and the second friction fitting piece.
Description
Technical Field
The invention relates to a drive train of a motor vehicle, in particular a hybrid drive train, according to claim 1.
Background
Hybrid drive trains having an internal combustion engine, a torque transmission device arranged downstream of the internal combustion engine, having a torsional vibration damper and a primary flywheel mass, a generator, a claw clutch and an electric machine are known.
Disclosure of Invention
The object of the invention is to provide an improved drive train of a motor vehicle.
This object is achieved by means of a drive train of a motor vehicle according to claim 1. Advantageous embodiments are given in the dependent claims.
It has been found that an improved drive train for a motor vehicle can be provided by providing a drive train for a motor vehicle with an input side which can be connected to an internal combustion engine in a torque-proof manner and is mounted rotatably about a rotational axis, an output side which can be connected to a transmission in a torque-proof manner, and an overload clutch. The overload clutch has a pressure means, a clutch input element, a retaining element and a friction pack comprising at least one first friction partner and at least one second friction partner. The clutch input element and the holding element are connected in a rotationally fixed manner to the input side and the clutch input element carries the first friction fitting in a torque-proof and axially displaceable manner. The output side is torque-connected to the second friction fitting. The pressure means are arranged axially between the friction lamination stack and the holding element and permanently provide a pressing force. The pressing force presses the first friction fitting against the second friction fitting to form a frictional connection between the first friction fitting and the second friction fitting. The frictional connection is such that the input side and the output side are connected in a rotationally fixed manner when the applied torque is below a predetermined overload torque. In the event that the torque to be transmitted between the input side and the output side exceeds a predetermined overload torque, the first friction fitting part has a slip relative to the second friction fitting part.
This embodiment has the advantage that other components arranged in the drive train of the motor vehicle, for example a claw clutch, a shaft or other torque transmission means, are protected against overload by the overload clutch. In addition, other switchable friction clutches, for example, dry clutches, single-plate dry clutches, dual clutches, wet-running dual clutches, torque converters, lock-up clutches for torque converters, etc., can be omitted in the drive train of the motor vehicle. The motor vehicle drive train is thereby particularly simple to construct. The motor vehicle drive train is particularly suitable for a hybrid drive train.
It is particularly advantageous if the drive train of the motor vehicle has a torsional vibration damper and a primary flywheel mass. The primary flywheel mass is connected, preferably non-rotatably, to the input-side torque. The torsional vibration damper is connected with the output side torque. The overload clutch is arranged between the primary flywheel mass and the torsional vibration damper in the torque flow of the torque between the input side and the output side. The overload clutch torque-couples the primary flywheel mass to the torsional vibration damper. The overload clutch prevents the torsional vibration damper from being subjected to impacts, so that damage to the torsional vibration damper, in particular excessive compression of the energy storage element, for example a compression spring or a bow spring, is avoided.
In a further embodiment, the clutch input element and the primary flywheel mass are of one-piece and material-united construction. For example, the clutch input element is arranged at a radially outer side adjacent to the primary flywheel mass. The advantage of this embodiment is that the clutch input element and the primary mass flywheel can be produced together cost-effectively and simply in a press bending method, for example from a sheet metal.
In a further embodiment, the primary flywheel mass provides a counter-force opposite to and corresponding to the pressing force in order to press the friction lamination stack to provide the frictional connection. The second friction fitting bears against the first end face of the primary flywheel mass. The advantage of this embodiment is that the overload clutch requires particularly little installation space in the axial direction.
In a further embodiment, the holding element has a fastening section extending in a plane of rotation about the axis of rotation and a holding section connected on the radially inner side of the fastening section. The retaining section is designed to be arched in the axial direction facing away from the friction lamination stack and defines a receiving space on the axial side facing the friction lamination stack in the axial direction. A pressure device is arranged in the receiving space. The pressure means is supported on the retaining section on the side facing away from the friction lamination stack. The fixed section is connected to the primary flywheel mass. The advantage of this embodiment is that the pressure means can be mounted compactly and the force flow in the overload clutch is short. This enables the overload torque to be determined particularly accurately. It is particularly advantageous here if the pressure means have, for example, one or more coil springs.
In a further embodiment, the clutch input element has at least one support bolt, preferably a plurality of support bolts arranged offset from one another in the circumferential direction. The support bolt connects the fixed section with the primary flywheel mass. The supporting bolt has a thickened section arranged axially between the primary flywheel mass and the fastening section, wherein the first friction fitting has at least one opening configured correspondingly to the thickened section, through which the thickened section engages. The advantage of this embodiment is that the radial position of the first friction fitting can be determined in a simple manner by the engagement of the thickened section through the opening. Furthermore, the first friction fitting can thus also be moved in the axial direction.
In a further embodiment, the clutch input element and the primary flywheel mass are of one-piece and material-united construction. The clutch input element has at least one bearing section, preferably a plurality of bearing sections arranged offset in the circumferential direction, wherein the bearing sections extend substantially parallel to the axis of rotation. The support section is configured, for example, as a tab. The first friction fit has at least one opening configured to correspond to the support section, through which the support section is engaged. This embodiment has the advantage that the number of components is particularly low. Furthermore, the clutch input element and the primary flywheel mass can be produced, for example, in a press bending method, wherein the bearing section can be produced by bending. The clutch input element and the primary flywheel mass are thus of one-piece and material-uniform design.
In a further embodiment, the clutch input element has an internal toothing, wherein the first friction fitting has at least one external toothing configured corresponding to the internal toothing. The engagement of the internal and external toothing into one another makes it possible in this way to connect the first friction fitting in a particularly simple and cost-effective manner to the clutch input element in a rotationally fixed manner, but in an axially displaceable manner.
In a further embodiment, the clutch input element is designed in the form of a ring and bears on one end face against the first end face of the primary flywheel mass. It is advantageous here if the clutch input element is arranged radially outside the friction plate stack. This embodiment has the advantage that the clutch input element can be produced particularly simply and cost-effectively.
In a further embodiment, the drive train of the motor vehicle has a claw clutch and a transmission, wherein the claw clutch is arranged between the overload clutch and the transmission in the torque flow. This embodiment has the advantage that overloading of the claw clutch and the transmission can be avoided by the overload clutch.
Drawings
The invention is explained in detail below with reference to the drawings. Shown here are:
FIG. 1 shows a system connection diagram of a drive train of a motor vehicle according to one embodiment of the motor vehicle;
FIG. 2 shows a partial longitudinal half-section of the drive train of the motor vehicle shown in FIG. 1;
fig. 3 shows a detail a of the drive train of the motor vehicle indicated in fig. 2;
fig. 4 shows a detail a, indicated in fig. 2, of a drive train of a motor vehicle according to a second embodiment;
fig. 5 shows a detail a, indicated in fig. 2, of a drive train of a motor vehicle according to a third embodiment;
FIG. 6 shows a cross-sectional view of the motor vehicle drive train shown in FIG. 5 along the cross-sectional plane B-B shown in FIG. 5;
fig. 7 shows a detail a, indicated in fig. 2, of a drive train of a motor vehicle according to a fourth embodiment;
fig. 8 shows a detail a, indicated in fig. 2, of a drive train of a motor vehicle according to a fifth embodiment.
Detailed Description
Fig. 1 shows a system diagram of a drive train 10 of a motor vehicle according to a first embodiment of the motor vehicle.
In the system diagram, the rotating mass is illustrated by a rectangle and the rigid torque transmission element is illustrated by a line.
The motor vehicle drive train 10 is configured, for example, as a hybrid drive train and illustratively has an internal combustion engine 15, a torque transmission device 20, a first electric machine 25, a claw clutch 30, a second electric machine 35 and a transmission 40. Of course, other embodiments of the drive train 10 of the motor vehicle are also possible. In particular, other embodiments not mentioned in detail below are also possible when designing the drive train 10 of a motor vehicle.
The internal combustion engine 15 has a crankshaft 45 having a crankshaft flange 50, wherein the internal combustion engine 15 provides a first torque M during operation on the crankshaft flange 501. During operation of the internal combustion engine 15, the crankshaft 45 rotates about the axis of rotation 100.
The torque transmission device 20 has, for example, an input side 55, a primary flywheel mass 60, an overload clutch 65, a torsional vibration damper 70 and an output side 75. Furthermore, a housing (not shown in fig. 1) of the torque transmission device 20 may be at least partially filled with a cooling fluid, for example oil. The input side 55 is connected to the crankshaft flange 50 in a rotationally fixed manner. The primary flywheel mass 60 is connected to the input side 55 in a rotationally fixed manner and is subject to a first torque M1Is arranged downstream of the input side 55 in the torque flow from the crankshaft flange 50 to the transmission 40. At a first torque M1The overload clutch 65 is arranged between the primary mass flywheel 60 and the torsional vibrator 70. First torque M of torsional vibration device 70 with respect to internal combustion engine 151Is coupled upstream of the output side 75 of the torque transmitting device 20. In this embodiment, the torsional vibration damper 70 is configured as a simple damper. It is also possible to configure the torsional vibration damper as a series damper, a double damper or another type. Additionally, the torque transmitting device 20 may also have other components not shown in FIG. 1. Thus, for example, torque transmission devices20 may have a rotational speed adaptive damper.
The output side 75 of the torque transmission device 20 is connected in a rotationally fixed manner to a first rotor 80 of the first electric machine 25. Additionally, the first motor 25 has a first stator 85. In this embodiment, the first rotor 80 is at a first torque M1Is arranged downstream of the output side 75 in the torque flow up to the transmission 40. Dog clutch 30 relates to a first torque M1Is arranged downstream of the first rotor 80, up to the transmission 40.
The second electric machine 35 is related to the first torque M1Is arranged between the transmission 40 and the claw clutch 30, up to the transmission 40. The second electric machine 35 has a second rotor 90 and a second stator 95, the second rotor 90 being, for example, directly at the first torque M1Is arranged between the dog clutch 30 and the transmission 40. In this embodiment, the first motor 25 and/or the second motor 35 are illustratively configured as inner rotors.
The dog clutch 30 has only one open state and one closed state. In the open state, the first torque M1The torque transmission between the first rotor 80 and the second rotor 90 is interrupted. In the closed state of the claw clutch 30, the first rotor 80 is connected to the second rotor 90 in a rotationally fixed manner. Due to the design of the claw clutch 30, no slip is involved in the claw clutch 30 in the closed state. Slip of the dog clutch 30 occurs only when the teeth of the dog clutch 30 are damaged or improperly engaged with each other.
The motor vehicle drive train 10 can be operated in different operating states, of which only some possible operating states are discussed below by way of example.
In the electric-only driving mode of the motor vehicle drive train 10, the claw clutch 30 is disengaged. Furthermore, in the electric-only driving mode, the electrical energy of the second electric machine 35 is provided, for example, by an electrical energy accumulator (not shown). The second motor 35 provides a second torque M2To drive the transmission 40.
In a first hybrid driving mode, the internal combustion engine 15 is activated, the claw clutch 30 being disengaged and the first electric machine 25 being switched to generate electric powerThe machine is in operation. Internal combustion engine 15 utilizes a first torque M via a torque transmission device 201Only the first motor 25 is driven to generate electric power. This embodiment has the advantage that the internal combustion engine 15 can be operated with low expenditure. The generated electrical energy is used for charging the electrical energy store and/or for driving the second electrical machine 35.
In the second hybrid driving mode, the claw clutch 30 is closed and the first torque M is applied1Via the torque transfer device 20, the first rotor 80, the closed dog clutch 30 and the second rotor 90 to the transmission 40. If the second electric machine 35 is activated and electrical energy is supplied, the first torque M1And a second torque M2Combined total torque M on the second rotor 90G. If the second electric machine 35 is stopped, the first torque M1And continues to be transmitted to the transmission 40. In the second hybrid driving mode, the first electric machine 25 can be switched to generator mode or can be switched off.
The overload clutch 65 has a predetermined overload torque. For example, the predetermined overload torque is in the range of 600 to 900Nm, preferably in the range of 650 to 750 Nm. The overload torque is greater than, for example, the maximum first torque M that can be provided by the internal combustion engine 151And a second torque M which can be provided by means of a second electric machine 352The sum of (a) and (b). Below a predetermined overload torque, the overload clutch 65 is closed without slip and in a rotationally fixed manner, so that the first torque M1The torque transmission between the torsional vibration damper 70 and the primary flywheel mass 60 takes place substantially 100 percent.
If a torque M higher than a predetermined overload torque is introduced due to a faultSThe overload clutch 65 slips so that only the torque M applied to the overload clutch 65 isSCan be transmitted via the overload clutch 65 with the maximum value of the magnitude of its maximum overload torque. The slipping of the overload clutch 65 above the overload torque has the advantage that the torque M is passedSPreventing overloading of the motor vehicle drive train 10. This prevents, for example, the torsional vibration damper 70 from being bumped or the claw clutch 30 from being overloaded. Overloading of the shaft of the torque transmitting device 20 is also prevented. This prevents shaft breakage, for example of the transmission input shaft of the transmission 40And (4) breaking.
Fig. 2 shows a detail of a longitudinal half-section of the drive train 10 of the motor vehicle shown in fig. 1. The torque transmitting device 20 is labeled in fig. 2 by means of a dashed-dotted line.
The torque transfer device 20 is arranged axially beside the internal combustion engine 15. The housing of the torque transmission device 20 can be fixed in a fluid-tight manner on the internal combustion engine 15, wherein the housing interior is sealed in a fluid-tight manner with respect to the internal combustion engine 15.
In this embodiment, the primary flywheel mass 60 is screwed to the crankshaft flange 50 by means of a screw connection 105. For example, primary flywheel mass 60 has an input side 55. The primary flywheel mass 60 is configured as a disc. With regard to the rotational axis 100, on the side facing away from the internal combustion engine 15 in the axial direction, the overload clutch 65 is arranged radially on the outside adjacent to the primary flywheel mass 60 and the torsional vibration damper 70 is arranged radially on the inside of the overload clutch 65. An overload clutch 65 is arranged axially between the primary flywheel mass 60 and the first electric machine 25, for example.
The torsional vibration damper 70 has a driver part 110, an energy storage element 115 and an output part 120, as well as a positioning element 125. The driver element 110 is suspended in the positioning element 125 and is connected to the positioning element 125 in a rotationally fixed manner. The driver element 110 rests with a second end face 135 on the first end face 130 of the primary flywheel mass 60. The energy storage element 115 is arranged axially on the side of the driver part 110 facing away from the primary flywheel mass 60. The positioning element 125 is arranged radially outside with respect to the driver part 110 and the energy accumulating element 115. The positioning element 125 is designed to support the energy storage element 115 in the radial direction. In particular, radially on the outside, the energy storage element 115 rests against the radially inner side of the positioning element 125 under the influence of centrifugal force. The positioning element 125 can be configured, for example, in the form of a pot, in order to ensure the axial position of the energy storage element 115 on the side facing away from the driver part 110. The output part 120 has an output side 75 of the torque transmission device 20 and is connected on the output side 75 by means of a first riveted connection 40 to a rotor flange 141 of the first electric motor 25 in a rotationally fixed manner. In the circumferential direction, the driver part 110 bears against a first end of the energy storage element 115. The output part 120 bears against a second end of the energy storage element 115, which is arranged offset in the circumferential direction from the first end of the energy storage element 115. The driver part 110 can be rotated about the axis of rotation 100 relative to the output part 120 against the action of the energy storage element 115.
In order to keep the frictional contact between the energy storage element 115 and the positioning element 125 and the wear of the energy storage element 115 on the positioning element 125 low, the housing of the torque transmission device 20 is filled at least partially with a coolant.
Fig. 3 shows a detail a-a, indicated in fig. 2, of the drive train 10 of the motor vehicle.
The overload clutch 65 has a clutch input member 145, a holding member 150, a pressure device 155 and a friction pack 160. Furthermore, the overload clutch 65 has a clutch input side 180 and a clutch output side 185.
The friction pack 160 has at least one first friction partner 164 and at least one second friction partner 170. Additionally, the friction pack 160 can have a third friction fit 175. In the first embodiment, the first friction partner 165 is designed as a clutch disk without a lining. For example, the first friction fitting 165 can be configured as a steel sheet. In this embodiment, the second friction partner 170 and/or the third friction partner 175 are designed as clutch plates with linings. The first 165, second 170 and third 175 friction fit members are arranged in a stacked manner as a friction lamination stack 160. Here, a plurality of first to third friction fittings 165, 170, 175 may be arranged alternately next to one another in the axial direction. For example, the second friction fitting 170 is arranged on the side facing the first end side 130 and bears against the first section 176 of the primary flywheel mass 60. The first section 176 extends in a plane of rotation about the axis of rotation 100. A first friction fitting 165 is arranged between the second friction fitting 170 and the third friction fitting 175. The third friction fitting 175 has on the radial inside preferably a plurality of web sections 190 running parallel to the axis of rotation 100 in the axial direction. On the side facing the end face 130, the tab sections 190 engage in a respective one of the recesses 195 of the second friction fitting 170, so that the second friction fitting 170 and the third friction fitting 175 are connected to one another in a rotationally fixed manner. The second friction fit 170 forms a clutch output side 185 radially inward of the notch 195. On the clutch output 185, the second friction partner 170 is connected to the positioning element 125 in a rotationally fixed manner. In this embodiment, the positioning element 125 and the second friction fitting 170 are made, for example, from a common plate, wherein the friction linings 200 are mounted on both sides of the second friction fitting 170 radially on the outside in order to form the second friction fitting 170 on the common plate. Axially opposite the first end side 130, the friction pack 160 is closed by a first friction fitting 165. On a third end side 205 of the first friction fitting 165 facing away from the first end side 130, the pressure means 155 bears with the third end 156 in the axial direction against the first friction fitting 165.
In this embodiment, the pressure means 155 has at least one coil spring 206 or an assembly of stacked coil springs 206. Other designs of the pressure means 155 are also conceivable. Thus, for example, instead of the spiral spring 206 shown in fig. 3, at least one assembly of a plurality of compression springs can be provided, wherein the compression springs are arranged offset from one another in the circumferential direction.
The first friction fit 165 also has an external toothing 210. The external toothing 210 can be designed to encircle the axis of rotation 100. The clutch input member 145 is disposed radially outward of the friction pack 160. The clutch input element 145 is annular and bears with a fourth end side 215 of the first end side 130 against the second section 211 of the primary flywheel mass 60. The second section 211 extends in a rotation plane about the rotation axis 100. The primary flywheel mass 60 has a step 220 radially outside the friction pack 160 and the first section 176. The second radially outer section 221 of the primary flywheel mass 60 is thereby arranged closer to the holding element 150 in the axial direction than the first section 176 of the primary flywheel mass 60 arranged radially inward with respect to the step 220 and the second section 221.
The second rivet 225 connects the holding element 150 and the clutch input element 145 in a rotationally fixed manner to the second section 221 of the primary flywheel mass 60. For example, the clutch input element 145 is arranged axially between the fastening section 230 of the holding element 150 and the primary flywheel mass 60.
The clutch input element 145 has an inner toothing 235 on the radially inner side. The inner tooth system 235 and the outer tooth system 210 are configured complementary to one another, preferably correspondingly. In the installed state of the overload clutch 65, the outer toothing systems 210 of the first friction partners 165 engage in the inner toothing systems 235, respectively, so that the first friction partners 165 are connected to the clutch input element 145 in a rotationally fixed manner, but axially displaceable manner.
The holding element 150 has a holding section 240 in addition to the fastening section 230. The holding section 240 is connected at a radially inner side of the fixing section 230. The fixing section 230 extends in a rotation plane perpendicular to the rotation axis 100.
The retaining section 240 has a radial overlap with respect to the friction pack 160. A radial overlap is understood here to mean that, when two components, for example the retaining section 240 and the friction plate package 160, are projected in the axial direction into a projection plane perpendicular to the axis of rotation 100, in which the two components, for example the retaining section 240 and the friction plate package 160, overlap. Retaining section 240 is configured to bow in an axial direction away from friction pack 160. For example, the retaining section 240 can have an annular elevation 245 formed around the axis of rotation 100, which extends in a direction away from the axis of rotation 100. The elevations 245 define, together with the friction lamination pack 160, a receiving space 250 in the axial direction, wherein the pressure means 155 are arranged in the receiving space 250. The pressure means 155 is supported on the fourth end 157 of the holding section 240 in the elevation 245. For example, fourth end 157 may be disposed radially outward of third end 156 of pressure device 155.
The pressure means 155 provide a pressing force F acting in the axial directionP. Pressing force FPIs introduced into friction pack 160 via third end 156. The primary flywheel mass 60 provides a compressive force FPCounter-force F of opposite and corresponding designGWherein the pressing force F is appliedPSum reaction force FG Compression friction fittings 165, 170, 175. The friction partners 165, 170, 175 in the friction packet 160 are thus frictionally connected, so that the clutch input side 180 and the clutch output side 185 are subjected to a predetermined overload torqueThe following are connected in a rotationally fixed manner.
In the event of wear of the friction linings 200, the friction disk stack 160 is shorter in the axial direction and moves in the axial direction towards the primary flywheel mass 60 from the third end side relative to the shape shown in fig. 3. But the pressing force F can be applied by the coil spring 206PSubstantially maintained at the same level during the service life of the overload clutch 65 so that the predetermined overload torque is substantially constant during the service life of the overload clutch 65.
On the rear side, the pressure means 155 bear on the holding section 240 to provide a pressing force FP. The force flow between primary flywheel mass 60 and retaining section 240 passes through fastening section 230 and second riveted connection 225 to primary flywheel mass 60.
The design of the overload clutch 65 with the friction disk pack 160 has the advantage that the overload clutch 65 is particularly compact and particularly well suited for the motor vehicle drive train 10 shown in fig. 1 and 2, which is configured as a hybrid drive train. In particular, it is thereby ensured that the internal combustion engine 15 is rigidly connected to the torsional vibration damper 70 below a predetermined overload torque. The motor vehicle drive train 10 is protected against overload by the overload clutch 65.
The overload protection is implemented in such a way that a torque M exceeding a predetermined overload torque occurs in the drive train 10 of the motor vehicleSCausing the overload clutch 65 to slip. Although the clutch input side 180 is torque-connected to the clutch output side 185, the clutch input side 180 applies a torque MSAnd can rotate relative to the clutch output side 185. Here, the pressure means 155 also provide a pressing force FPAnd the friction fits 165, 170, 175 rub against each other. Thus, the first friction fit 165 has a sliding friction with respect to the second and third friction fits 170, 175. Wear of the friction linings 200 occurs when the overload clutch 65 slips. Resulting from slip of the overload clutch 65, torque MSIs not applied to the drive train 10 of the motor vehicle, but only a predetermined overload torque at maximum. Thereby avoiding the need for a maximum torque MMAXThe vehicle drive train 10 is loaded. This prevents the drive train 10 of the motor vehicle from being usedSuch as mechanical damage to the dog clutch 30 and/or the torsional vibration damper 70. Furthermore, the arrangement of further clutches, for example a double clutch, a single-plate dry clutch, a multi-plate clutch and/or a hydrodynamic converter, in the motor vehicle drive train 10 can be dispensed with, so that the motor vehicle drive train 10 is particularly light and cost-effective. Furthermore, the installation space requirement is particularly low.
Fig. 4 shows a detail a, indicated in fig. 2, of a drive train 10 of a motor vehicle according to a second embodiment.
The motor vehicle drive train 10 is constructed essentially identically to the first embodiment of the motor vehicle drive train 10 mentioned in fig. 1 to 3. Only the differences of the second embodiment shown in fig. 4 from the first embodiment shown in fig. 1 to 3 will be discussed below.
In fig. 4, the clutch input element 145 is designed in multiple parts and has one, preferably a plurality of support bolts 255 arranged offset to one another in the circumferential direction. The support bolt 255 has a thickened section 265, which is connected to the primary flywheel mass 60 in the axial direction. The thickened section 265 is formed wider in the radial direction than the rivet sections 270 arranged on both sides of the thickened section 265. On the first axial side 260, a rivet section 270 is riveted to the primary flywheel mass 60. Axially opposite, the support bolt 255 is riveted to the fastening section 230 on a second axial side 280 at a further rivet section 270.
The first friction fitting 165 is formed wider in the radial direction than in fig. 3 and the external toothing 210 is omitted on the first friction fitting 165. The clutch input member 145 also lacks the internal teeth 235. Alternatively, the first friction fitting 165 has an opening 275 which is configured substantially corresponding to the thickened section 265 and extends in the axial direction. The number of openings 275 in the first friction fitting 165 corresponds to the number of support bolts 255 of the clutch input member 145. The support bolts 255 are each engaged with a thickened section 265 through a corresponding opening 275, so that the first friction fitting 165 is connected in a torque-proof manner to the primary flywheel mass 60 via the support bolts 255. The first friction partner 165 can be moved axially by engagement by means of the thickened section 265 through the opening 275, so that the first friction partner 165 can be moved by the pressure means 155 in the direction of the primary flywheel mass 60 when the friction lining 200 is worn.
The embodiment shown in fig. 4 has the advantage that it is particularly simple and cost-effective to construct. Furthermore, the mass of the overload clutch 65 is reduced compared to the embodiments shown in fig. 1 to 3.
Fig. 5 shows a detail a, indicated in fig. 2, of a drive train 10 of a motor vehicle according to a third embodiment.
The vehicle drive train 10 shown in fig. 5 is constructed essentially identically to the second embodiment shown in fig. 4. Only the differences of the third embodiment shown in fig. 5 from the second embodiment shown in fig. 4 will be discussed below.
With respect to the embodiment shown in fig. 4, pressure means 155 is arranged oppositely in fig. 5, so that fourth end 157 is arranged radially inside with respect to third end 156. The third side 156, as in fig. 1 to 4, rests against the first friction partner 165 essentially in the radial center of the friction lining 200.
Instead of the supporting screw 255, the clutch input element 145 has at least one bearing section 285, wherein the bearing section 285 is designed as a tab. The bearing section 285 extends substantially parallel to the axis of rotation 100. The bearing section 285 is connected to the primary flywheel mass 60 at a fixed end 290. The bearing section 285 is riveted to the fastening section 230 of the holding element 150 on the side facing away from the fastening end 290 (this side is the second axial side 280 in fig. 4). Preferably, the bearing section 285 of the clutch input element 145 and the primary flywheel mass 60 are of one-piece and material-united construction. In this case, for example, the primary flywheel mass 60 and the clutch input element 145 can be produced in a press bending method.
Fig. 6 shows a sectional view through the motor vehicle drive train 10 shown in fig. 5 along the sectional plane B-B shown in fig. 5.
Preferably, the clutch input element 145 has a plurality of bearing segments 285 arranged spaced apart from one another in the circumferential direction, which are arranged on a common circular path about the axis of rotation 100. The support section 285 is partially annular. For example, an opening 275, which is configured corresponding to the bearing section 285, is provided in each bearing section 285 in the first friction fitting 165. Each support section 285 engages through a corresponding opening 275. The first friction partner 165 is thereby fixed to the clutch input element 145 in a rotationally fixed but axially displaceable manner. The embodiments shown in fig. 5 and 6 have the advantage that the number of components is particularly low. Furthermore, the motor vehicle drive train 10 can be installed particularly simply and cost-effectively.
Fig. 7 shows a detail a, indicated in fig. 2, of a drive train 10 of a motor vehicle according to a fourth embodiment.
The motor vehicle drive train 10 is constructed substantially identically to the second embodiment of the motor vehicle drive train 10 shown in fig. 4. Only the differences between the motor vehicle drive train 10 shown in fig. 7 and the motor vehicle drive train 10 shown in fig. 4 will be discussed below.
In addition to the embodiment of the motor vehicle drive train 10 shown in fig. 4, the retaining element 150 has an axial section 295, wherein the axial section 295 is arranged radially outside the fastening section 230. For example, the axial section 295, the fastening section 230 and the retaining section 240 can be of one-piece and material-uniform construction. For example, the holding element 150 can be produced from one sheet material in a press bending process.
The axial section 295 extends from the fastening section 230 in the direction of the primary flywheel mass 60 and terminates radially outside the primary flywheel mass 60. For example, radially on the outside, the axial section 295 passes over the friction lamination pack 160 and the support bolt 255.
Fig. 8 shows a detail a, indicated in fig. 2, of a drive train 10 of a motor vehicle according to a fifth embodiment.
The motor vehicle drive train 10 is constructed substantially identically to the motor vehicle drive train 10 shown in fig. 1 to 3. Only the differences of the fifth embodiment shown in fig. 8 from the first embodiment shown in fig. 1 to 3 will be discussed below.
In fig. 8, the clutch input element 145 is formed integrally and materially integrally with the primary flywheel mass 60. The clutch input member 145 forms the step 220 of the primary flywheel mass 60 together with the first and second sections 176, 221. An inner toothing 235 is arranged on the inside of the clutch input element 145. In contrast to fig. 1 to 3, the holding element 150 can be of simplified design, so that the region 315 shown in fig. 1 to 3, which extends axially in the direction of the primary flywheel mass 60 (shown in fig. 3), can be dispensed with.
The friction packet 160 is also of simplified design with respect to fig. 1 to 3 and has only a first friction partner 165 and a second friction partner 170. In this embodiment, the third friction fit 175 and/or the plurality of first friction fits 165 are exemplary eliminated. Furthermore, the pressure means 155 has only one disc spring 206. The advantage of this embodiment is that the number of components is reduced. Furthermore, the predetermined overload torque is lower than in fig. 1 to 3. The number of components of the overload clutch 65 is reduced relative to fig. 1-3.
List of reference numerals
10 motor vehicle drive train
15 internal combustion engine
20 Torque transmitting device
25 first electric machine
30 jaw clutch
35 second electric machine
40 driving device
45 crankshaft
50 crankshaft flange
55 input side
60 primary flywheel mass
65 overload clutch
70 torsional vibration damper
75 output side
80 first rotor
85 first stator
90 second rotor
95 second stator
100 axis of rotation
105 spiral connecting piece
110 driving part
115 energy storage element
120 output component
125 positioning element
130 first end side
135 second end side
140 first riveted connection
141 rotor flange
145 Clutch input element
150 holding element
155 pressure device
156 third end portion
157 fourth end portion
160 friction lamination stack
165 first friction fitting
170 second friction fitting
175 third friction fitting
176 first section
180 clutch input side
185 Clutch output side
190 connecting piece section
195 notch
200 friction lining
205 third end side
206 coil spring
210 external tooth portion
215 fourth end side
220 step part
221 second section
225 second riveted connection
230 fixed section
235 internal tooth part
240 holding section
245 bump part
250 accommodating space
255 support bolt
260 first axial side
265 thickened section
270 rivet section
275 opening (c)
280 second axial side
290 fixed end portion
295 axial section
300 holding the inner end of the element
315 region
Claims (10)
1. Motor vehicle drive train (10), in particular hybrid drive train, for a motor vehicle
Having an input side (55) which can be connected in a torque manner to the internal combustion engine (15) and is mounted in a rotatable manner about a rotational axis (100), an output side (75) which can be connected in a torque manner to the transmission (40), and an overload clutch (65),
-wherein the overload clutch (65) has a pressure means (155), a clutch input element (145), a retaining element (150) and a friction pack (160) comprising at least one first friction fitting (165) and at least one second friction fitting (170),
-wherein the clutch input element (145) and the holding element (150) are torque-connected with the input side (55) and the clutch input element (145) carries the first friction fitting (165) torque-connected and axially movable,
-wherein the output side (75) is torque-connected with the second friction fitting (170),
-wherein the pressure means (155) are arranged axially between the friction pack (160) and the retaining element (150) and permanently provide a pressing force (F)P) Said pressing force pressing said first friction fitting (165) against said second friction fitting (170) so as to form a frictional connection between said first friction fitting (165) and said second friction fitting (170),
-wherein the frictional connection is such that the input side (55) and the output side (75) are connected non-rotatably in case the applied torque is below a predetermined overload torque,
-wherein the first friction fitting (165) has a slip relative to the second friction fitting (170) in case the torque to be transmitted between the input side (55) and the output side (75) exceeds a predetermined overload torque.
2. Motor vehicle drive train (10) according to claim 1, which is a hybrid drive train
-having a torsional vibration damper (70) and a primary flywheel mass (60),
-wherein the primary flywheel mass (60) is torque-connected, preferably non-rotatably connected, with the input side (55) and the torsional vibration damper (70) is torque-connected with the output side (75),
-wherein the overload clutch (65) is arranged between the primary flywheel mass (60) and the torsional vibration damper (70) in a torque flow of torque between the input side (55) and the output side (75), and the primary flywheel mass (60) is torque-connected with the torsional vibration damper (70).
3. Motor vehicle drive train (10) according to claim 2,
-wherein the clutch input element (145) and the primary flywheel mass (60) are constructed in one piece and material-united,
-wherein the clutch input element (145) is arranged radially outside adjacent to the primary flywheel mass (60).
4. Motor vehicle drive train (10) according to claim 2 or 3,
-wherein the primary flywheel mass (60) provides a compressive force (F) with the primary flywheel massP) Opposite and corresponding to the pressing force (F)P) Corresponding counter force (F)G) In order to compress the friction pack (160) to provide the friction connection,
-wherein the second friction fitting (170) bears against the first end side (130) of the primary flywheel mass (60).
5. Motor vehicle drive train (10) according to any of claims 2 to 4,
-wherein the holding element (150) has a fixing section (230) extending in a plane of rotation about the axis of rotation (100) and a holding section (240) connected on a radially inner side of the fixing section (230),
-wherein the retaining section (240) is designed to be arched in an axial direction away from the friction lamination stack (160) and defines a receiving space (250) in the axial direction on an axial side facing the friction lamination stack (160),
-wherein a pressure means (155) is arranged in the receiving space (250),
-wherein the pressure means (155) are supported on the holding section (240) on a side facing away from the friction lamination stack (160),
-wherein the stationary section (230) is connected with the primary flywheel mass (60).
6. Motor vehicle drive train (10) according to claim 5,
-wherein the clutch input element (145) has at least one support bolt (255), preferably a plurality of support bolts (255) arranged offset from each other in the circumferential direction,
-wherein the stay bolt (255) connects the fixing section (230) with the primary flywheel mass (60),
-wherein the stay bolt (255) has a thickened section (265) arranged axially between the primary flywheel mass (60) and the fixing section (230),
-wherein the first friction fit (165) has at least one opening (275) configured in correspondence with the thickened section, through which opening the thickened section (265) engages.
7. Motor vehicle drive train (10) according to claim 5,
-wherein the clutch input element (145) and the primary flywheel mass (60) are configured integrally and materially unitarily with each other,
-wherein the clutch input element (145) has at least one bearing section (285), preferably a plurality of bearing sections (285) arranged offset in the circumferential direction,
-wherein the bearing section (285) extends substantially parallel to the axis of rotation (100) and is configured as a tab-like,
-wherein the first friction fit (165) has at least one opening (275) configured correspondingly to the bearing section (285), through which opening the bearing section (285) engages.
8. Motor vehicle drive train (10) according to any of the preceding claims,
-wherein the clutch input element (145) has an internal toothing (235),
-wherein the first friction fit (165) has at least one external toothing (210) configured correspondingly to the internal toothing (235),
-wherein the inner teeth (235) and the outer teeth (210) engage into each other.
9. Motor vehicle drive train (10) according to claim 8 and claim 2,
-wherein the clutch input element (145) is configured in a ring shape and bears at one end against a first end face (130) of the primary flywheel mass (60).
10. Motor vehicle drive train (10) according to any of the preceding claims,
the motor vehicle drive train has a claw clutch (30) and a transmission (40),
-wherein the dog clutch (30) is arranged between the overload clutch (65) and the transmission (40) in the torque flow.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102020123463.5A DE102020123463B4 (en) | 2020-09-09 | 2020-09-09 | Motor vehicle powertrain, in particular hybrid powertrain |
| DE102020123463.5 | 2020-09-09 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114228464A true CN114228464A (en) | 2022-03-25 |
Family
ID=80266625
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110943911.8A Pending CN114228464A (en) | 2020-09-09 | 2021-08-17 | Motor vehicle drive train, in particular hybrid drive train |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN114228464A (en) |
| DE (1) | DE102020123463B4 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102022119297A1 (en) * | 2022-08-02 | 2024-02-08 | Schaeffler Technologies AG & Co. KG | Torsional vibration damper system for a drive train and drive train |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104066635B (en) | 2013-01-21 | 2017-11-03 | 丰田自动车株式会社 | The control device of vehicle |
| JP6376074B2 (en) | 2015-08-10 | 2018-08-22 | トヨタ自動車株式会社 | Vehicle power transmission device |
-
2020
- 2020-09-09 DE DE102020123463.5A patent/DE102020123463B4/en active Active
-
2021
- 2021-08-17 CN CN202110943911.8A patent/CN114228464A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| DE102020123463B4 (en) | 2023-12-07 |
| DE102020123463A1 (en) | 2022-03-10 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108138900B (en) | Torsional vibration damper and hybrid drive train | |
| US7264101B2 (en) | Start-up clutch and torsional-vibration damper assembly | |
| CN108367665B (en) | Separating clutch for a motor vehicle | |
| CN113412372B (en) | Clutch device for a motor vehicle drive train | |
| CN109072988B (en) | Clutch with distribution device for partially intensified torque flow | |
| CN105299134B (en) | Rotating assembly and torque transmission device for a clutch and/or damper device | |
| CN112585369B (en) | Friction clutch | |
| CN108290490B (en) | Separating clutch for a motor vehicle | |
| US20090050437A1 (en) | Clutch device | |
| KR20080065646A (en) | Multi-plate clutch and hydrodynamic torque converter device having said multi-plate clutch | |
| CN110740891B (en) | Hybrid module, hybrid unit and method of assembling hybrid module | |
| CN112424497B (en) | Hybrid module with axis of rotation for a drive train of a motor vehicle | |
| CN113439170A (en) | Triple clutch for an axis-parallel hybrid module with rotationally induced actuation of three clutches on the transmission side | |
| CN105090266B (en) | Wet type multi-clutch device for vehicle and torque transmission device | |
| CN113614405B (en) | Multi-plate clutch with optimized moving friction; hybrid module, double clutch device and power assembly | |
| CN113677551A (en) | Hybrid module for motor vehicle and power assembly | |
| CN114228464A (en) | Motor vehicle drive train, in particular hybrid drive train | |
| US11280375B2 (en) | Torsion damping assembly and motor vehicle | |
| CN111615596A (en) | Friction clutch for a motor vehicle drive train and having at least one leaf spring for increasing the contact pressure of a spring device | |
| CN112833109B (en) | Torque limiter and torsional vibration damper | |
| KR20180005836A (en) | Damper of Toque Convertor For Vehicle | |
| CN217761888U (en) | Clutch device for a hybrid module for the vibration-damped coupling of an internal combustion engine to a drive train of a motor vehicle | |
| CN111630290B (en) | Friction clutch for motor vehicle power assembly system | |
| CN220742699U (en) | Hybrid power module | |
| CN220742700U (en) | Mixed motion 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 |