DE102013201194A1 - Powertrain for motor vehicle e.g. passenger car, has circuit unit that is provided to decouple electric machine by flange, and hybrid module that is provided with transducer through gear - Google Patents

Abstract

The powertrain (1) has a hybrid module (2) that is provided with an electric machine (3). A circuit unit (4) is provided between an internal combustion motor-driven flange (34) and a gear box-tied up transducer (18). The circuit unit is provided to decouple electric machine by flange. The hybrid module is provided with a transducer through a gear (20).

Description

The invention relates to a powertrain for a motor vehicle, such as a car or a truck, between an internal combustion engine and a transmission, wherein a hybrid module, comprising an electric machine and a circuit unit between an internal combustion engine drivable stub shaft and a transmission-mounted converter is located, further comprising the circuit unit designed for decoupling the electric machine from the flange shaft.

While an electric machine is understood inter alia to mean an electric motor, a disconnect clutch is also subsumed under a circuit unit. A hybrid module may also be described as a hybrid head.

The invention also relates to the connection of a Verspannringes between the hybrid module and the converter.

Adjacent prior art is from the documents WO 2007/000131 A2 . WO 2007/118449 A2 . EP 1 347 210 B1 and the DE 100 36 504 A1 known.

From the DE 100 36 504 A1 For example, a hybrid powertrain of a motor vehicle is known, which comprises an internal combustion engine, a dual mass flywheel, an electric drive and a transmission, wherein a first separating clutch between the internal combustion engine and the electric drive and a further separating clutch between the electric drive and the transmission are arranged. The motor side arranged first separating clutch is used to decouple the engine from the rest of the drive train to z. B. to drive with the vehicle purely electric. The second separating clutch arranged on the transmission side serves to start the internal combustion engine via the electric drive and decouple the transmission during this starting process. The electric drive and the two separating clutches can be superimposed axially and radially for reasons of space, as in 2 of the DE 100 36 504 A1 shown by the first separating clutch is integrated into the rotor of the electric drive. However, this space-technical reasons mostly necessary integration of the motor side arranged separating clutch in the rotor of the electric machine, however, leads to relatively low friction radii. Due to these lower friction radii, however, the transmittable torque decreases.

From this German patent application, however, only such a hybrid module is known, which has a relatively high space requirement.

An already known attempt to solve this is known by using a special hybrid module, wherein the hybrid module between the engine and the transmission is effective and having an electric drive, a clutch and a freewheel, wherein the separating clutch and the freewheel parallel to each other for Torque transmission from the engine are provided in the direction of the transmission, the freewheel transmits a torque coming from the engine towards the transmission and opens at oppositely directed torque, and transmitted by the freewheel share of the torque generated by the engine by adjusting a transferable from the clutch torque is adjustable so that the vehicle is selectively driven by the internal combustion engine or the electric drive or combined by both at the same time.

With this solution, therefore, the function of the known from the prior art motor-side clutch on two components in the torque flow parallel to each other components, namely a separating clutch and a freewheel is divided. When the clutch is open, the entire torque generated by the engine is transmitted via the freewheel to the transmission. The freewheel should accordingly be designed so that its transmissible torque corresponds to the torque generated by the engine. By contrast, the torque transmission capacity of the separating clutch in the hybrid module according to the invention can be selected to be significantly lower than the torque which can be generated by the internal combustion engine. For example, at a torque of 700 to 800 Nm, which can be generated by the internal combustion engine, the separating clutch should be designed for 100 Nm to 130 Nm, whereas the freewheel should also be designed for 700 Nm to 800 Nm.

If the disconnect clutch is partially closed, the torque transmitted by the freewheel is reduced in accordance with the torque that can be transmitted by the disconnect clutch. In other words, the total torque generated by the internal combustion engine to the freewheel and on the separating clutch, according to the transmitted torque from the separating clutch, which in turn depends on an operating force of the separating clutch.

In this case, the separating clutch in the internal combustion engine operation of the present drive train remain closed or kept closed, so that as a rule, there is a torque distribution on the clutch and freewheel.

Under certain circumstances, however, it may be advantageous in this case to open the clutch at least in part or to keep it open in internal combustion engine operation, for example in train-upshifts or in thrust-upshifts. With this clutch so torque can be transmitted in the direction of the engine. The freewheel opens in this transmission direction of the torque. Accordingly, when the disconnect clutch is closed, towing the combustion engine out of the electric drive, for example at 80 to 130 Nm, and transmitting a thrust torque in the case of a battery with a full charge state, for example up to 90 Nm, can be achieved. The hybrid module according to the invention therefore comprises parallel to one another as described above, a disconnect clutch and a freewheel, wherein the torque of the internal combustion engine in the direction of the driveline exclusively by the freewheel, or freewheel and disconnect clutch together, or possibly exclusively via the disconnect clutch, can be transmitted.

In addition, torques directed by the drive train in the direction of the internal combustion engine are transmitted exclusively via the separating clutch.

Advantageously, the separating clutch is designed as a "normally open" clutch, that is designed to be open in the ground state, and is closed or pressed by a closing force. This is advantageous insofar as the coupling in the present drive train is 70% open in the normal mode of operation of a vehicle equipped with such a hybrid module. The efficiency of the actuator is therefore more favorable under such conditions with a "normally open" clutch, as in a "normally closed" clutch. Preferably, according to a further variant, the separating clutch is designed as a "normally closed" clutch, that is designed to be closed in the ground state, and is opened by an opening force, preferably mounted or pressed. Such a disconnect clutch is used in particular for the drive train of a vehicle when, in the normal mode of operation of the vehicle equipped with this hybrid module, the disconnect clutch is normally closed, preferably closed more than 50% of the time during operation, preferably more than 60 %. The efficiency of the actuator is accordingly more favorable under such boundary conditions with a "normally closed" clutch than with a "normally open" clutch.

However, the known designs which are based on screwed connections have the disadvantage of having to hold a lot of installation space for screws and tools in axial screw connections and / or possibly having to provide additional cutouts in the converter bell for the supply of screws and tools for axial and radial screwing ,

It is the object of the present invention to avoid the disadvantages of the prior art and to allow space-optimized connections of converters of an automatic transmission with a circuit unit of the hybrid module, in particular the separating clutch of the hybrid module, which only by axially joining the hybrid module with the transmission, with the interposition of the converter, can be produced.

This is inventively achieved in that the hybrid module is connected via a toothing with the converter. Such, a form-fitting enabling, preferably axially available connection increases the degree of integration of the hybrid module including the electric machine and the separating clutch, requires less axial space and lowers the installation costs. Also particularly advantageous is the more compact design.

Such a solution according to the invention enables the use of dry and wet separating couplings. The arrangement need not be coaxially disposed within the rotor of the electric machine, although this is advantageous. An axial or axially parallel arrangement is just as possible. Also, the use of different actuation systems, such as hydraulic or electromechanical type, well usable.

Advantageous embodiments are claimed in the subclaims and are explained in more detail below.

Thus, it is advantageous if the toothing is designed as a spline and is used with or without bracing. However, using a brace is beneficial to minimize noise and wear.

It is advantageous if the circuit unit has a freewheel flange, which is in operative relationship with the flange shaft via a freewheel body. In this way, torque can be transmitted from the stub shaft via the freewheel body to the freewheel flange on a first path and then fed to the converter and subsequently to the transmission.

It is also advantageous if the toothing is formed by two mutually at least partially in positive engagement parts, such as at least one toothed plate and a Verzahnungsaußenteil, wherein the one part of the circuit unit non-rotatably, non-rotatably and non-rotatably with the circuit unit is connected and the other part rotationally fixed to the transducer, preferably on a converter housing force, material and / or positively connected. In this way, the two, the teeth enabling parts, namely the toothed plate and the outer tooth part, from stamping, deep-drawing and / or forming parts can be prefabricated, whereby the costs are further minimized. The tying of a toothed element to the separating clutch, so the circuit unit is advantageously via screw, rivet, welded joints or by means of caulking feasible. On the converter side, a corresponding counterpart including a clamping unit is attached, and preferably connected by means of a weld to the converter housing, such as a cover of the converter housing. Alternatively, riveting or caulking at this point are beneficial. It should be noted at this point that the clamping unit circuit unit side and the gear part is mounted converter side. Reversing the attachment and activation principle is quite beneficial in certain powertrain configurations.

In order to ensure efficient torque transfer, it is advantageous if the freewheel flange rotatably mounted toothed plate has an external toothing, which engages in an internal toothing of the converter housing rotatably mounted on the outer tooth part. As already mentioned, it is also possible if the toothed plate has an internal toothing and the toothed outer part has an external toothing.

To further minimize noise and vibration and at the same time facilitate assembly, it is advantageous if the toothed plate has an opening into which a converter housing section, which is preferably designed as a pilot pin, engages the converter in a radially centering manner.

The converter can also be performed in addition to an axial stop in the direction of the drive, ie in the direction of the circuit unit with the separating clutch. It is advantageous if the toothed plate forms a first stop acting in the axial direction, to which the transducer is in abutment, in particular and preferably with a pin-like projection of its transducer housing to prevent movement of the transducer in a first direction, and / or a spring plate, which is attached to a portion of the circuit unit, forms a second stop, which is in abutment with a portion of the transducer, such as the gear outer part to prevent movement of the transducer in a second direction, wherein the first direction second direction is opposite.

A further advantageous embodiment is characterized in that the spring plate has at least one arm which is performed between a tooth gap, such as the outer toothing of the toothed plate, and a tooth, such as the internal toothing of the outer tooth part, the toothed plate at least partially engaging behind. Thus, a "slipping out" of the transducer is prevented from the toothing. The assembly and disassembly of the converter to the hybrid module are made possible by axial displacement. In this case, acts as a ring plate to be designated spring plate as a kind of snap connection. The axial fixation is made possible.

In order to facilitate the assembly, it is advantageous if the spring plate is configured radially springing and acts verspannend on the circuit unit and the converter.

The force distribution is improved when four arms is guided past each of a radially inwardly projecting tooth of the outer tooth part, which tooth is formed shorter than its adjacent teeth of the outer tooth part. The spring plate may also be referred to as a ring plate and may, for example, have five webs.

In order to cause even less noise and wear, it is advantageous if a Verspannblech is attached to the converter housing, which is arranged in the tangential direction so spring biased to the outer tooth part and geometrically designed so that it minimizes play on the teeth.

The invention will be explained in more detail below with the aid of a drawing. In the drawing, a first embodiment is shown. Show it:

1 a cross section through the region of the transducer connection via a spline according to a first embodiment of the invention in a schematic representation,

2 a perspective view of the circuit unit with attached toothed plate when looking in the direction of an internal combustion engine,

3 a view of the transducer in the direction of the transmission, with a mounted on the transducer outer gear and axially offset in the direction of the internal combustion engine Verspannblech and

4 an enlarged section of the representation of the area IV of Ausführungsbeipiels 3 ,

The figures are merely schematic in nature and are only for the understanding of the invention. The same elements are provided with the same reference numerals.

In 1 is a section of a drive train according to the invention 1 shown. This drive train according to the invention 1 finds application in a motor vehicle, such as a car or a truck, both an unillustrated internal combustion engine, as well as a hybrid module 2 , which uses an electric machine and a circuit unit.

The electric machine, which is designed as an electric motor is denoted by the reference numeral 3 Mistake. The circuit unit has the reference numeral 4 on and is designed as a clutch.

The electric machine 3 has a stator 5 and a rotor 6 on. The rotor 6 is about a pen 7 on a tubular component 8th tethered. The tubular component 8th supports itself via a connecting flange 9 at a central warehouse 10 from. The central warehouse 10 is designed as a rolling bearing. The central warehouse 10 is in a sleeve-shaped component 11 , the part of an actuation system of the circuit unit 4 is used.

One from the electric machine 3 generated torque is transmitted through the tubular member 8th to a pot 12 passed on, over a connection, like a screw 13 with a freewheel flange 14 is firmly connected. The torque is then transmitted through a gearing plate 15 to a gear outer part 16 passed. The gear outer part 16 is with a cover of a converter housing 17 a converter 18 by means of a weld 19 connected. The transfer of torque from the toothed plate 15 on the Verzahnungsaußenteil via a toothing 20 , for example, a spline 21 ,

The toothing is characterized by an external toothing 22 with an internal toothing 23 educated. The internal toothing 23 is at the gear outer part 16 whereas the external teeth are 22 at the gearing plate 15 located. The gearing plate 15 forms a stop surface 24 out with a lead 25 of the converter housing 17 is in axial contact. The interaction of the stop surface 24 with the lead 25 forms a first stop 26 out. A second stop 27 is due to the interaction of a spring plate 28 with the gear outer part 16 in the region of a particularly short tooth of the internal toothing 23 educated. The two attacks 26 and 27 are thus in opposite directions of the axial position of the transducer 18 relative to the hybrid module 2 firmly.

The radial position is over a Pilotzapfen 29 in interaction with the gearing plate 15 established. The pilot cone 29 is an integral part of the converter housing 17 and has a conical outer shape, at least in one area. Due to the conical outer shape, it is particularly easy in a hole formed by the toothed plate 30 insertable. The hole 30 can also be referred to as an opening.

Coming back to the axial fixation of the transducer 18 , is also still to be carried out that the spring plate 28 at least four arms 31 which has the second stop 27 enable. The poor 31 are bevelled at a distal end, the insertability of the spring plate 28 in the internal toothing 23 to facilitate, and have a shoulder in at least partially engaging behind engagement with the outer gear part 16 arrives.

As tangential damping device is also a Verspannblech 32 at the converter housing 17 slidably disposed in the circumferential direction and via tangentially arranged compression springs relative to the outer toothing part 16 biased. As in the 3 and especially 4 is clearly visible, the clamping plate 32 a plurality of torque transmitting protrusions 33 on that can absorb a small amount of torque when in abutment with the external teeth 22 of the gearing plate 15 reach. If the torque is too high, compress the compression springs, so that the clamping plate 32 relative to the gear outer part 16 turns and the flanks of the internal teeth 23 relatively noiseless in contact with the flanks of the external toothing of the Verzahnbleches 15 reach.

An alternative torque transmission path extends from the internal combustion engine, not shown, to a flange shaft 34 and then to a freewheel 35 , who is next to a rolling bearing 36 between one over a rivet 37 at the flange threshold 34 attached toothed plate 38 and the gearing plate 15 is located. The freewheel 35 has a freewheel body 39 on, the torque with the freewheel flange 14 acts. However, the freewheel is 35 designed so that torque is not in the opposite direction, namely the freewheel flange 14 on the flange threshold 13 can be transferred.

The toothed plate 38 is via a spline with a clutch disc 40 connected, the only indicated actuators on the pot 12 can be pressed. When in plant with the pot 12 located clutch discs 40 can torque from the electric machine 3 over the flange threshold 34 are transmitted to the internal combustion engine for starting the same. The clutch disc 40 includes at least one carrier and friction discs.

In 2 is the view on the circuit breaker comprising a separating clutch 4 with the over a variety of screws 13 attached gearing plate 15 shown. The external toothing 22 the Verzahnbleches 15 is configured axially beveled.

The 3 and 4 give a view on the converter 18 with attached outer gear part 16 again. In principle, rivet or Schraublösungen for attaching the outer tooth part 16 at the converter housing 17 practical.

The spring plate 28 has five webs, which secure it to the converter housing 17 acts.

LIST OF REFERENCE NUMBERS

1

 powertrain

2

 hybrid module

3

 electric machine

4

 circuit assembly

5

 stator

6

 rotor

7

 pen

8th

 tubular component

9

 connecting flange

10

 central warehouse

11

 sleeve-shaped component

12

 pot

13

 screw

14

 Freilaufflansch

15

 toothed sheet

16

 Toothed outer part

17

 converter housing

18

 converter

19

 Weld

20

 gearing

21

 splines

22

 external teeth

23

 internal gearing

24

 stop surface

25

 head Start

26

 first stop

27

 second stop

28

 spring plate

29

 pilot pins

30

 hole

31

 poor

32

 Verspannblech

33

 Torque transmission lead

34

 flange

35

 freewheel

36

 roller bearing

37

 rivet

38

 dental plate

39

 Freewheel body

40

 clutch disc

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• WO 2007/000131 A2 [0004]
• WO 2007/118449 A2 [0004]
• EP 1347210 B1 [0004]
• DE 10036504 A1 [0004, 0005, 0005]

Claims (10)

Powertrain ( 1 ) for a motor vehicle, such as a car or a truck, between an internal combustion engine and a transmission, wherein a hybrid module ( 2 ) comprising an electric machine ( 3 ) and a circuit unit ( 4 ), between an internal combustion engine driven flange shaft ( 34 ) and a gear-mounted converter ( 18 ) is located, further wherein the circuit unit ( 4 ) for decoupling the electric machine ( 3 ) from the flange shaft ( 34 ), characterized in that the hybrid module ( 2 ) via a toothing ( 20 ) with the converter ( 18 ) connected is. Powertrain ( 1 ) according to claim 1, characterized in that the circuit unit ( 4 ) a freewheel flange ( 14 ), which via a freewheel body ( 39 ) with the flange shaft ( 34 ) is in operative relationship. Powertrain ( 1 ) according to one of claims 1 or 2, characterized in that the toothing ( 20 ) by two mutually at least partially in positive engagement parts, such as at least one toothed plate ( 15 ) and a gearing outer part ( 16 ), wherein the one part on the circuit unit ( 4 ) force, material and / or positive fit with the circuit unit ( 4 ) is rotatably connected and the other part rotationally fixed to the converter ( 18 ), preferably on a converter housing ( 17 ) is non-positively, material and / or positively connected. Powertrain ( 1 ) according to claim 3, characterized in that the freewheel flange ( 14 ) non-rotatably mounted toothed plate ( 15 ) an outer toothing ( 22 ), which in an internal toothing ( 23 ) of the converter housing ( 17 ) non-rotatably mounted outer gear part ( 16 ) attacks. Powertrain ( 1 ) according to one of claims 3 or 4, characterized in that the toothed plate ( 15 ) an opening ( 30 ), in which a preferably as Pilotzapfen ( 29 ) formed converter housing section, the converter ( 18 ) engages centering. Powertrain ( 1 ) according to one of claims 3 to 5, characterized in that the toothed plate ( 15 ) a first axially acting stop ( 26 ) to which the converter ( 18 ) is in abutment, preferably with a pin-like projection ( 25 ) of its converter housing ( 17 ) to detect a movement of the transducer ( 18 ) in a first direction, and / or a spring plate ( 28 ) connected to a portion of the circuit assembly ( 4 ), a second stop ( 27 ) which is in contact with a section of the converter ( 18 ), such as the outer gear part ( 16 ) to detect a movement of the transducer ( 18 ) in a second direction, the first direction being opposite to the second direction. Powertrain ( 1 ) according to claim 6, characterized in that the spring plate ( 28 ) at least one arm ( 31 ), which between a tooth gap, such as the external toothing ( 22 ) of the toothed plate ( 15 ), and a tooth, such as the internal toothing ( 23 ) of the outer toothing part ( 16 ) at least partially intervening, is carried out. Powertrain ( 1 ) according to claim 6, characterized in that the spring plate ( 28 ) is designed radially springing and bracing on the circuit unit ( 4 ) and the converter ( 18 ) acts. Powertrain ( 1 ) according to claim 7 or 8, characterized in that four arms ( 31 ) to a respective radially inwardly projecting tooth of the outer tooth part ( 16 ) is passed, wherein the respective tooth shorter than its adjacent teeth of the outer tooth part ( 16 ) is trained. Powertrain ( 1 ) according to one of claims 4 to 9, characterized in that on the converter housing ( 17 ) a clamping plate ( 32 ) is mounted in the tangential direction so spring-biased to the outer tooth part ( 16 ) is arranged and formed so geometrically that it minimizes play on the toothing ( 20 ) acts.

Images