DE102017100928A1 - Hybrid module with reduced drag torque and powertrain with hybrid module - Google Patents

Abstract

The invention relates to a hybrid module (1) for a drive train of a motor vehicle, comprising an electric motor (4) having a stator (2) and a rotor (3), and three wet - running clutches (5, 6, 7) arranged in an interior space (11) ), each with a coupling component (8, 9, 10) rotatably coupled to the rotor (3), wherein three in the interior (11) opening fluid supply passages (12, 13, 14) are provided, through each of which a partial fluid stream can be introduced is. The invention also relates to a drive train for a hybrid vehicle with this hybrid module (1).

Description

The invention relates to a hybrid module for a (hybrid) powertrain of a motor vehicle, such as a car, truck, bus or other commercial vehicle, with a stator and a rotor having electric motor and three wet-running and arranged in an interior couplings, each with a coupling component rotatably coupled to the rotor. The invention also relates to a drive train with the hybrid module.

From the prior art generic hybrid modules are known in principle. For instance, the DE 10 2007 008 946 A1 a multiple clutch for a vehicle with a hybrid drive.

From the DE 10 2009 059 944 A1 is a hybrid module for a drive train of a vehicle known in which two multi-plate clutches are arranged radially nested for further axial space reduction.

In the known from the prior art embodiments, it has been found that the efficiency of the electric motor is often adversely affected by the formation of wet-running hybrid modules / clutches. In particular, due to the arrangement of the electric motor radially outside of the couplings, it may happen that fluid penetrates into a gap between the stator and the rotor. This causes increased drag torques, which in turn have an inhibiting effect on the rotor drive.

It is therefore an object of the present invention to overcome these known from the prior art disadvantages and in particular to provide a hybrid module available, which has the highest possible efficiency with the smallest possible space.

This object is achieved in that three opening into the interior Fluidzuführpassagen are provided, through each of which a partial fluid flow can be introduced.

Thus, a fluid supply passage is formed per clutch, whereby fluid at a plurality of spaced-apart areas can be supplied to the interior. As a result, the flow resistance of the fluid is lowered significantly during operation. The three separately formed Fluidzuführpassagen thus serve for introducing already previously divided fluid partial flows, which adapt to the individual versions of the couplings and flow-optimized through the interior in the radial direction are directed outward.

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

It is advantageous if each fluid supply passage is assigned to one of the three clutches (fixed), i. opens into an area of one of the three couplings. A first fluid supply passage is preferably associated with the first clutch, a second fluid supply passage of the second clutch and a third fluid supply passage of the third clutch.

Furthermore, it is advantageous if a first fluid supply passage has at least one through-hole penetrating a coupling component of a coupling and / or one through-hole penetrating an intermediate shaft and / or one through-hole penetrating a housing-fixed bearing region. The respective through hole is preferably formed as a through hole. The first fluid supply passage preferably penetrates the coupling component and / or the intermediate shaft in the radial direction. As a result, the Fluidzuführpassage is particularly compact integrated into existing components of the hybrid module.

If the first fluid supply passage has a plurality of (consecutive / consecutively arranged) through-holes and / or opens into an axial region of a plurality of friction linings of a first clutch, the partial fluid flow conducted through the first fluid supply passage is directed as short as possible to the intended location to be cooled so that the drag torque is further reduced.

This advantage is further enhanced if a second fluid feed passage is implemented by at least one (radial) gap between two transmission input shafts and / or through a through hole in at least one transmission input shaft, wherein the through hole is again preferably implemented as a (radially extending) through-bore, and / or implemented by a passage in a coupling component of a coupling. As a result, the second fluid supply passage takes up as little additional space as possible.

When the second fluid supply passage opens into a region of the interior space between the first clutch and a second clutch, the partial fluid flow supplied via the second fluid supply passage during operation is effectively used to cool the respective clutch, in particular the second clutch.

In this context, it is also expedient if a third Fluidzuführpassage at least one a housing of a Clutch actuator penetrating through hole, which is preferably again designed as a through hole has.

Furthermore, it is advantageous if the third fluid supply passage opens into a region of the interior radially within a third clutch.

It is also advantageous if a fluid catching device is arranged such that a part of the fluid partial flows or a part of a fluid flow formed by the fluid partial flows is specifically diverted. In this case, the fluid-catching device serves in particular for diverting the fluid flow in the axial direction of the hybrid module. In this regard, it is particularly advantageous if the fluid catching device is implemented by one or more blade-like fastening elements, which are preferably arranged on a housing of the hybrid module, alternatively on a rotor carrier of the rotor.

Furthermore, it is advantageous if at least one coupling component, preferably a coupling component of the first coupling, has a jacket insert favoring the fluid flow line. This jacket insert is used for collecting / collecting and then for forwarding the fluid. The jacket insert is used in combination with the fluid capture device or alternatively to the fluid capture device. This results in various ways to conduct the fluid flow cleverly through the interior.

In addition, the invention relates to a drive train for a hybrid vehicle with the hybrid module according to the invention according to at least one of the embodiments described above.

In other words, a drag torque in a triple clutch is thus reduced by means of the hybrid module according to the invention. For this purpose, three separate / separately formed Fluidzuführpassagen are provided. A first fluid supply passage is implemented by an inner bore (through hole) of an intermediate shaft of the hybrid module. A second fluid supply passage is implemented by a gap between a first transmission input shaft and a second transmission input shaft. A third fluid supply passage is reacted through a bore (through hole) in a housing of a concentric slave cylinder.

The invention will now be explained in more detail with reference to figures, in which context also different embodiments are described.

• 1 eine Längsschnittdarstellung eines erfindungsgemäßen Hybridmoduls nach einem ersten Ausführungsbeispiel, wobei je Kupplung des Hybridmoduls eine Fluidzuführpassage ausgebildet ist,
• 2 eine Längsschnittdarstellung eines erfindungsgemäßen Hybridmoduls nach einem zweiten Ausführungsbeispiel, das sich insbesondere von dem ersten Ausführungsbeispiel dadurch unterscheidet, dass zusätzlich eine Fluidfangvorrichtung vorgesehen ist, die einen Fluidstrom teilweise umleitet, und
• 3 eine Längsschnittdarstellung eines erfindungsgemäßen Hybridmoduls nach einem dritten Ausführungsbeispiel, in dem gegenüber dem Ausführungsbeispiel nach 2 auf die Fluidfangvorrichtung verzichtet ist, wiederum jedoch ein Manteleinsatz an einem zweiten Kupplungsbestandteil einer ersten Kupplung vorgesehen ist.

Show it:

• 1 3 is a longitudinal sectional view of a hybrid module according to the invention according to a first embodiment, wherein each coupling of the hybrid module, a fluid supply passage is formed,
• 2 a longitudinal sectional view of a hybrid module according to the invention according to a second embodiment, which differs in particular from the first embodiment in that in addition a fluid catching device is provided which partially diverts a fluid flow, and
• 3 a longitudinal sectional view of a hybrid module according to the invention according to a third embodiment, in which compared to the embodiment according to 2 is dispensed with the fluid-catching device, in turn, however, a jacket insert is provided on a second coupling component of a first clutch.

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

In 1 is the basic structure of a hybrid module according to the invention 1 illustrated. The hybrid module 1 is as a clutch system, comprising an electric motor 4 (including stator 2 and rotor 3 ) as well as several couplings 5 . 6 . 7 educated. The couplings 5 . 6 . 7 of the hybrid module 1 are all in each case as a separating clutch, namely as a friction clutch in the form of a friction disk clutch / multi-plate clutch is formed. The hybrid module 1 has a total of three couplings 5 . 6 . 7 on that in 1 are clearly recognizable. The couplings 5 . 6 . 7 together form a triple clutch / triple clutch; are thus each formed as partial clutches of a triple clutch.

A first clutch 5 is with their friction linings 25 radially within the friction linings 25 a second clutch 6 arranged. The two clutches 5 and 6 are with their friction linings 25 axially next to the friction linings 25 a third clutch 7 arranged. All three clutches 5 . 6 . 7 are all radially within the rotor 3 (/ a rotor coil 16 ) / within one of the rotor 3 (/ a rotor coil 16 ) enclosed space arranged. Every clutch 5 . 6 . 7 Each is a clutch actuator 24 for actuating the respective clutch 5 . 6 . 7 associated with at least two of the clutch actuation devices 24 axially on one side of the rotor 3 are arranged. The clutch actuators 24 the second clutch 6 and the third clutch 7 have a slave cylinder 31 on. The slave cylinder 31 is a concentric slave cylinder 1 executed. In particular, the slave cylinder 1 as a double slave cylinder 1 executed, which is why he a housing 23 and two independently controllable piston 33 and 34 having. Every piston 33 and 34 is for actuating one of the two clutches 6 or 7 prepared and connected.

The electric motor 4 has a housing fixed, ie fixed to a housing of the hybrid module 1 connected stator 2 on. In an interior 11 the sake of clarity not shown here housing are the couplings 5 . 6 . 7 arranged. Also, the electric motor 4 one rotatable to this stator 2 mounted rotor 3 in particular with regard to its rotor coil 16 radially inside the stator 2 is arranged and from the stator 2 drivable or in a Rekuperationszustand for generating a current at the stator 2 is trained. The rotor 3 points next to the rotor coil 16 one the rotor coil 16 receiving / carrying rotor carrier 15 on, which is rotatably mounted.

With the rotor 3 , in particular the rotor carrier 15 , are each first coupling components 8th . 9 . 10 the respective couplings 5 . 6 . 7 rotatably connected. In addition, the respective couplings have 5 . 6 . 7 second clutch components 26 . 27 . 28 on, in an engaged / closed position of the respective clutch 5 . 6 . 7 with the first coupling component 8th . 9 . 10 are rotatably connected. Also, the second clutch components 26 . 27 . 28 each coupled with other waves rotatably. The second clutch components 27 . 28 the second and third clutch 6 . 7 are each with a different transmission input shaft 20 . 21 a transmission of the drive train rotatably coupled, while the second clutch component 26 the first clutch 5 is further rotationally coupled to an output shaft of an internal combustion engine of the drive train. In particular, the second coupling component 26 over an intermediate shaft 18 rotationally coupled to the output shaft. The intermediate shaft 18 can therefore as part of the second coupling component 26 be considered.

The hybrid module 1 thus has three clutches 5 . 6 . 7 on, each with their first coupling component 8th . 9 . 10 rotorfest, ie fixed to the rotor 3 are connected.

In particular, these are coupling components 8th . 9 . 10 with the rotor carrier 15 of the rotor 3 connected.

The hybrid module according to the invention 1 is typically used in a powertrain of a hybrid vehicle. The hybrid module 1 is arranged in principle in the drive train between the engine and the transmission. The further basic structure of the hybrid module 1 corresponds to the structure of the with DE 10 2009 059 944 A1 disclosed hybrid module, which is why its training for the hybrid module 1 as incorporated herein.

The couplings 5 . 6 . 7 are all running wet running. For this purpose, the couplings 5 . 6 . 7 in a common interior 11 , which is designed as a wet room arranged. A multiple fluid supply passages 12 . 13 . 14 having fluid control system is specifically designed so that a generated during operation by the acting centrifugal force fluid flow, such as a stream of hydraulic fluid, such as oil, from a radial inner side near the longitudinal axis 32 / Rotary axis of the hybrid module 1 is transported in the radial direction to the outside. Thus, during operation, a fluid flow, which is preferably designed as a type of mist / vapor stream, forms, which moves from a radial inner side to a radial outer side of the housing.

There are three in total in the interior 11 opening fluid supply passages 12 . 13 . 14 provided, through which in each case a partial fluid flow is introduced during operation.

A first fluid supply passage 12 has three consecutive through holes in series 17a . 17b . 17d on or is through these three through holes 17a , 17b, 17d formed. At one of the friction linings 25 the first clutch 5 facing side is a first through hole 17a the first fluid supply passage 12 in the first coupling component 8th attached, wherein the first coupling component 8th integral part of the rotor carrier 15 is. On one of the longitudinal axis 32 facing side of the first fluid supply passage 12 is a second through hole 17b the first fluid supply passage 12 in the intermediate shaft 18 educated. A third through hole 17c the first fluid supply passage 12 is in the radial direction between the first and second through holes 17a . 17b in a housing-fixed journal area 35 / Storage area trained. The three through holes 17a . 17b . 17c the first fluid supply passage 12 each extend substantially in the radial direction and close to each other in the radial direction. The first fluid supply passage 12 opens at its radial outside in the interior 11 in the axial region of the friction linings 25 the first clutch 5 one. Thus, the first fluid supply passage 12 is the first clutch 5 assigned.

A second fluid supply passage 13 is has a radial gap 19 between the two transmission input shafts 20 and 21 on. This is the case with the second coupling component 27 the second clutch 6 connected first transmission input shaft 20 formed on the one hand as a solid shaft. On the other hand, with the second coupling component 28 the third clutch 7 connected second transmission input shaft 21 is formed as a hollow shaft. The first transmission input shaft 20 is radially within the second transmission input shaft 21 arranged. Both transmission input shafts 20 , 21 are concentric with each other / to the longitudinal axis 32 arranged and in the radial direction to form the gap 19 kept apart from each other. In addition, the second fluid supply passage 13 a passage 22 that is in the second clutch component 27 the second clutch 6 on. gap 19 and passage 22 connect to each other. The second fluid supply passage 13 flows into an area of the interior 11 between the first clutch 5 and the second clutch 6 one. In particular, the second fluid supply passage opens 13 in an axially between the second clutch components 26 and 27 arranged space area in the interior 11 one. Thus, the second fluid supply passage is 13 the second clutch 5 assigned, since after entry of the fluid through the Fluidzuführpassage 13 this in the radial direction outwards to the friction linings 25 the second clutch 6 essentially flows.

A third fluid supply passage 14 has the housing 23 the clutch confirmation device 24 / the slave cylinder 31 penetrating (fifth) through hole 17e on. The third fluid supply passage 14 therefore flows into an area of the interior 11 radially inside the third clutch 7 one. Thus, the third fluid supply passage is 14 the third clutch 7 assigned.

Each fluid supply passage 12 . 13 . 14 is assigned a separate valve. Every through hole 17a -c, 17e is formed as a through hole.

Combined with 2 illustrates a second embodiment, which substantially corresponds to the first embodiment. Therefore, only the differences between these embodiments will be discussed below. A fluid catching device 29 is here in principle arranged so that a part of the fluid streams is diverted targeted. The fluid catching device 29 is on the rotor carrier 15 trained / attached. The fluid catching device 29 has a plurality of individual elements distributed circumferentially or is formed along the circumference as a (annular) element throughout. The fluid catching device 29 is thus designed as a catch pan or as a vane. In particular, the fluid catching device has a wing 36 on, which partially diverts the fluid streams / the fluid flow. The fluid catching device 29 is form-fitting (other (positive and / or cohesive) joint connections alternatively or additionally implemented) on the rotor arm 15 attached. The fluid catching device 29 is in one or more continuous mounting holes 37 Snapped / engaged with trained on her Halteklipsen. The fluid catching device 29 is even designed so that the fluid flow partially through the respective mounting hole 37 through passes.

In addition, points in 2 the second fluid supply passage 13 another (fourth) through hole 17d on, which in turn is formed as a through hole. This through hole 17d may additionally or alternatively to the gap 19 be provided.

In the second coupling component 26 is in 2 in addition, a jacket insert having an improved fluid flow conduit 30 appropriate. This jacket insert 30 is on a radial outside / outer shell side of a sleeve area 38 of the second coupling component 26 mounted and used in operation for collecting and forwarding the fluid.

According to the third embodiment according to 3 , which in turn largely corresponds to the second embodiment, the fluid catching device 29 also be omitted.

In other words, the drag torque is reduced by a separate oil guide. There is the possibility of a demand-based cooling by using three cooling oil feeds (Fluidzuführpassagen 12 . 13 . 14 ). Also, oil baffles (fluid catching device 29 ) providable, so that the main cooling flow is diverted. The reduction of the drag torque is therefore due to individual cooling oil ducts 12 . 13 . 14 with three cooling oil valves instead. Thus, a separate cooling oil supply is possible in each case; over the inner bore (through hole 17b ), about the game (split 19 ) of the two transmission input shafts 20 . 21 and through the hub of the inner disk carrier K1 (second coupling component 27 ), and over the hole (fifth through hole 17e ) in the CSC housing 23 / Casing 23 of the concentric slave cylinder 31 ,

Also, the reduction of drag torque by separate oil guide with oil catcher 29 be implemented. The oil catcher 29 is preferred over holes 37 in the rotor bar 15 assembled. The attachment via clips or via plug connection or other connecting and joining options, preferably simultaneously over several holes 37 , which are introduced over the circumference. These holes 37 not only serve for mounting the oil catcher 29 , but also for transporting / diverting the cooling fluid through the central web 15 serves. Especially is the conception of the oil catcher 29 as an oil trapping shell, as in 2 implemented. This is the shell 29 over the entire circumference with locally attached retaining clips, which also serve as an oil line, so that the fluid over the middle bridge 15 can be removed, attached. In addition, a coat can 30 be pressed on the outer disk carrier of the coupling to catch the oil / fluid directly after the ejection and redirect. The forwarding of the oil takes place directly into the oil catching device 29 into or over the central pier 15 and a deeper stop of the radially nested disk set, along the outer contour of the stator 2 over, instead. Also can be provided to reduce the drag torque Ölleitbleche.

The hybrid module 1 has an electric machine 4 with a rotor 3 , as well as a first part clutch (second clutch 6 ) and a second part clutch 7 (third clutch 7 ) of a multiple clutch device, in particular a dual clutch device, with which torque from the rotor 3 and / or of the separating clutch (first clutch 5 ) is transferable to a drive train. The separating clutch, the first part clutch and the second part clutch are inside of the rotor 3 enclosed space arranged. Every clutch 5 . 6 . 7 is each an actuation system 24 for actuating the respective clutch 5 . 6 . 7 associated with at least two of the actuation systems 24 axially on one side of the rotor 3 are arranged. The separating clutch of the hybrid module 1 is for mechanical and releasable coupling of the drive unit, which may be in particular an internal combustion engine / engine, provided. The one from the rotor 3 the electric machine 4 enclosed space is essentially a cylindrical space that is radial from the rotor 3 is limited. The couplings 5 . 6 . 7 of the hybrid module 1 are preferably friction clutches, which optionally have adjusting means to compensate for the wear occurring over the life. The for the actuation of the clutches 5 . 6 . 7 used actuation systems 24 are preferably electrical or hydraulic systems or optionally a combination of electrical and hydraulic function.

LIST OF REFERENCE NUMBERS

1

hybrid module

2

stator

3

rotor

4

electric motor

5

first clutch

6

second clutch

7

third clutch

8th

first coupling component of the first clutch

9

first coupling component of the second clutch

10

first coupling component of the third clutch

11

inner space

12

first fluid supply passage

13

second fluid supply passage

14

third fluid supply passage

15

rotorarm

16

rotor coil

17a

first through hole

17b

second through hole

17c

third through hole

17d

fourth through hole

17e

fifth through hole

18

intermediate shaft

19

gap

20

first transmission input shaft

21

second transmission input shaft

22

passage

23

casing

24

Clutch actuator

25

friction lining

26

second coupling component of the first clutch

27

second coupling component of the second clutch

28

second coupling component of the third clutch

29

Fluid catching device

30

shell insert

31

slave cylinder

32

longitudinal axis

33

first piston

34

second piston

35

Zapf area

36

wing

37

mounting hole

38

sleeve region

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

• DE 102007008946 A1 [0002]
• DE 102009059944 A1 [0003, 0029]

Claims (10)

Hybrid module (1) for a drive train of a motor vehicle, comprising a stator (2) and a rotor (3) having electric motor (4) and three wet-running and in an interior (11) arranged clutches (5, 6, 7), respectively with a coupling component (8, 9, 10) rotatably coupled to the rotor (3), characterized in that three in the interior (11) opening fluid supply passages (12, 13, 14) are provided through each of which a partial fluid flow can be introduced , Hybrid module (1) according to Claim 1 , characterized in that a first Fluidzuführpassage (12) at least one coupling component (8) of a coupling (5) penetrating through hole (17a) and / or an intermediate shaft (18) penetrating through hole (17b). Hybrid module (1) according to Claim 2 , characterized in that the first Fluidzuführpassage (12) has a plurality of through holes (17a, 17b, 17c) and / or in an axial region of a plurality of friction linings (25) of a first clutch (5) opens. Hybrid module (1) according to one of Claims 1 to 3 , characterized in that a second fluid supply passage (13) through at least one gap (19) between two transmission input shafts (20, 21) and / or through a through hole (17d) in at least one transmission input shaft (20) and / or through a passage (22 ) is reacted in a coupling component (27) of a coupling (6). Hybrid module (1) according to Claim 4 , characterized in that the second fluid supply passage (13) opens into a region of the inner space (11) between the first clutch (5) and a second clutch (6). Hybrid module (1) according to one of Claims 1 to 5 , characterized in that a third Fluidzuführpassage (14) at least one a housing (23) of a clutch confirmation device (24) penetrating through hole (17e). Hybrid module (1) according to Claim 6 , characterized in that the third Fluidzuführpassage (14) opens into a region of the inner space (11) radially within a third coupling (7). Hybrid module (1) according to one of Claims 1 to 7 , characterized in that a fluid catching device (29) is arranged so that a part of the fluid streams is diverted specifically. Hybrid module (1) according to one of Claims 1 to 8th , characterized in that at least one coupling component (26) has a jacket insert (30) which promotes the fluid flow line. Drive train for a hybrid vehicle with a hybrid module (1) according to one of Claims 1 to 9 ,

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