DE102021123334A1 - torque transmission device - Google Patents

Abstract

The invention relates to a torque transmission device (10) for a hybrid or fully electric drive train (11) of a motor vehicle (12), comprising an electric machine (13) with a stator (14) and a rotor (15) which can be rotated relative to the stator (14). , the rotor (15) being connected to an output shaft (17) by means of a rotor carrier (16), the torque transmission device (10) also having a torsional vibration damper (1), with a primary part (5) which on the drive side is connected to the drive train (11 ) can be coupled and a secondary part (6), the primary part (5) and the secondary part (6) being able to rotate relative to one another about a common axis of rotation counter to the action of at least one spring device (7), the secondary part (6) being non-rotatably connected to the rotor carrier ( 16) is connected, with an annular counter-disc (20) rotatably connected to the rotor support (16) which the spring device (7) with a first portion (24) in radial at least partially covered in the inwardly oriented direction and which protrudes with a second portion (25) in the radially outwardly oriented direction from the rotor carrier (16).

Description

The present invention relates to a torque transmission device for a hybrid or all-electric drive train of a motor vehicle, comprising an electric machine with a stator and a rotor that can rotate relative to the stator, the rotor being connected to an output shaft by means of a rotor carrier, the torque transmission device also having a torsional vibration damper , with a primary part, which can be coupled to the drive train on the drive side, and a secondary part, wherein the primary part and the secondary part can be twisted relative to one another about a common axis of rotation against the action of at least one spring device, the secondary part being connected to the rotor carrier in a rotationally fixed manner.

A drive train of a hybrid vehicle includes a combination of an internal combustion engine and an electric motor, and allows - for example in urban areas - a purely electric mode of operation with simultaneous sufficient range and availability, especially when driving overland. In addition, there is the possibility, in certain operating situations, to be driven simultaneously by the internal combustion engine and the electric motor.

How from the EP0773127A1 , DE10018926A1 and US2007/0175726A1 is known, a first clutch arrangement can be arranged between the internal combustion engine and the electric motor in order to separate the internal combustion engine from the electric motor and the remaining drive train of the hybrid vehicle. When driving purely electrically, the first clutch arrangement is then opened and the internal combustion engine is switched off, so that the output torque of the hybrid vehicle is applied solely by the electric motor.

Torsional vibration dampers are often used in the drive train in order to optimize smooth running in hybrid drive trains in motor vehicles. Torsional vibration dampers are known in principle for damping torsional vibrations of a drive shaft of a motor vehicle engine. For example, from the DE 10 2008 004 70 A1 a dual-mass flywheel is known in which, for torsional vibration damping of a crankshaft of an internal combustion engine, a primary flywheel is coupled via an arc spring to a secondary flywheel that can be rotated relative to the primary flywheel. The arc spring is arranged in an arc spring channel, with a channel wall of the arc spring channel being formed by the primary flywheel. A flange of the secondary flywheel protrudes into the arc spring channel and is supported on the channel wall by a friction ring.

Another torsional vibration damper is, for example, from the publication WO14094761A1 known. The torsional vibration damper disclosed there has an input part and an output part which can be rotated to a limited extent against the action of a spring device made up of arc springs distributed over the circumference and which has a retaining shell for the arc springs under the action of centrifugal force. The loading means on the output side of the output part are formed from driver elements which are exposed from the output part.

There is a continuing need to design torque transmission devices for hybrid or all-electric drive trains of motor vehicles that are as compact as possible. It is therefore the object of the invention to provide a torque transmission device that is as compact as possible.

This object is achieved by a torque transmission device for a hybrid or all-electric drive train of a motor vehicle, comprising an electric machine with a stator and a rotor that can rotate relative to the stator, the rotor being connected to an output shaft by means of a rotor carrier, the torque transmission device also having a torsional vibration damper has, with a primary part, which can be coupled to the drive train on the drive side, and a secondary part, wherein the primary part and the secondary part can be twisted relative to one another about a common axis of rotation against the action of at least one spring device, the secondary part being non-rotatably connected to the rotor carrier, with an annular Counter disk is connected to the rotor carrier in a rotationally fixed manner, which at least partially covers the spring device with a first section in the radially inward direction and which with a second section hnitt protrudes out of rotor arm in radial outward direction.

This achieves the advantage that a mating disk with additional functions can be connected to a rotor carrier.

First, the individual elements of the claimed subject matter of the invention are explained in the order in which they are mentioned in the set of claims, and particularly preferred configurations of the subject matter of the invention are described below.

A torsional vibration damper in the torque transmission device according to the invention can in particular have the task of vibrations between an engine, such as a Ver to damp internal combustion engine or an electric machine and, for example, a transmission within a drive train. Combustion engines in particular do not deliver constant torque. The constantly changing angular speeds of the crankshaft generate vibrations that can be transmitted to the vehicle transmission via the clutch system and the transmission input shaft. Here, these vibrations can cause unwanted rattling noises. Torsional vibration dampers are designed to reduce these vibrations between the engine and transmission.

For the purposes of this application, the drive train of a motor vehicle means all components that generate the power for driving the motor vehicle in the motor vehicle and transmit it to the road via the vehicle wheels. Motor vehicles in the context of this application are land vehicles that are moved by machine power, without being tied to train tracks. A motor vehicle can be selected, for example, from the group of passenger cars (cars), trucks (lorries), mopeds, light motor vehicles, motorcycles, buses (COM) or tractors. A hybrid electric vehicle, also referred to as a hybrid electric vehicle (HEV), is an electric vehicle that is powered by at least one electric motor and another energy converter and draws energy from both its electrical storage (battery) and additional fuel that is carried.

The torsional vibration damper can be designed in particular as a dual-mass flywheel. A torque transmission device embodied as a dual-mass flywheel can in particular comprise a primary flywheel embodied as a primary part, a secondary flywheel embodied as a secondary part, a rotary plain bearing, one or more spring devices and possibly one or more damper devices. With a dual mass flywheel (DMF), the flywheel mass is divided into the primary flywheel mass (primary flywheel) and the secondary flywheel mass (secondary flywheel). A spring device is arranged in the flow of torque between the primary flywheel and the secondary flywheel, which spring device connects the primary flywheel and the secondary flywheel with one another in a torsionally soft manner.

To dampen the torsion between the primary flywheel and the secondary flywheel, a damping device, for example in the form of a friction clutch, can preferably be arranged in the torque flow between the primary flywheel and the secondary flywheel.

The function of the primary flywheel is to couple the drive side of the dual-mass flywheel to the spring device. The primary flywheel can, in particular, be made in several parts and can include a primary flywheel disk, which can be connected to a primary wheel hub, in particular via a primary connecting disk. The primary flywheel and the primary connecting disk can preferably be connected to one another in a torque-proof manner by means of riveted connections. The primary flywheel is preferably made of a metallic material.

The secondary flywheel has the function of coupling the output side of the torsional vibration damper to the spring device. The secondary flywheel can, in particular, be made in several parts and can include a secondary flywheel disk, which can be connected to a secondary wheel hub, in particular via a secondary connecting disk. The secondary flywheel and the secondary connecting disk can preferably be connected to one another in a torque-proof manner by means of riveted connections. The secondary flywheel is preferably made of a metallic material.

The primary flywheel can in particular have a receptacle for the spring device. The receptacle, in particular for an arc spring, is preferably arranged in the form of a channel in the primary flywheel. It is particularly preferred that the receptacle for the spring device is formed monolithically with the primary flywheel.

The torsional vibration damper is intended in particular for use in an all-electric or hybrid drive train of a motor vehicle.

It is particularly preferred to use the torsional vibration damper in a hybrid module. In a hybrid module, structural and functional elements of a hybridized drive train can be spatially and/or structurally combined and preconfigured, so that a hybrid module can be integrated in a particularly simple manner into a drive train of a motor vehicle. In particular, an electric motor and a clutch system, in particular with a separating clutch for coupling the electric motor into and/or decoupling the electric motor from the drive train, can be present in a hybrid module.

• P0: der Elektromotor ist vor der Brennkraftmaschine angeordnet und beispielsweise über einen Riemen mit der Brennkraftmaschine gekoppelt. Bei dieser Anordnung des Elektromotors wird dieser auch gelegentlich als Riemenstartergenerator (RSG) bezeichnet,
• P1: der Elektromotor ist direkt hinter der Brennkraftmaschine angeordnet. Die Anordnung des Elektromotors kann beispielsweise kurbelwellenfest vor der Anfahrkupplung erfolgen,
• P2: der Elektromotor ist zwischen einer häufig als K0 bezeichneten Trennkupplung und der Anfahrkupplung aber vor dem Fahrzeuggetriebe im Antriebsstrang angeordnet,
• P3: der Elektromotor ist im Fahrzeuggetriebe und/oder der Getriebeausgangswelle angeordnet,
• P4: der Elektromotor ist an einer bestehenden oder separaten Fahrzeugachse angeordnet und
• P5: der Elektromotor ist am oder im Fahrzeugrad angeordnet, beispielsweise als Radnabenmotor.

A hybrid module can be divided into the following categories P0-P4 depending on the point of intervention of the electric motor in the drive train:

• P0: the electric motor is located in front of the internal combustion engine and, for example, above a belt coupled to the engine. With this arrangement of the electric motor, it is also sometimes referred to as a belt starter generator (RSG),
• P1: the electric motor is located directly behind the internal combustion engine. The electric motor can be arranged, for example, on the crankshaft in front of the starting clutch,
• P2: the electric motor is located between a separating clutch, often referred to as K0, and the starting clutch, but in front of the vehicle transmission in the drive train,
• P3: the electric motor is arranged in the vehicle transmission and/or the transmission output shaft,
• P4: the electric motor is arranged on an existing or separate vehicle axle and
• P5: the electric motor is arranged on or in the vehicle wheel, for example as a wheel hub motor.

It is preferable to arrange the torsional vibration damper according to the invention in a P2 hybrid module.

According to a further particularly preferred embodiment of the invention, it can be provided that the spring device is designed as an arc spring. In particular, the spring device can also comprise at least one arc spring and/or at least one compression spring. The spring device can also be formed from a plurality of spring devices acting in parallel and/or in series.

According to an advantageous embodiment of the invention, provision can be made for the rotor carrier to be designed in the manner of a pot, with a casing section running essentially axially and an annular base section running essentially radially.

According to a further preferred further development of the invention, it can also be provided that the rotor carrier has a plurality of rivet pins protruding axially from the casing section at its axially free end of the casing section, to which the counter disk is fixed.

Furthermore, according to a likewise advantageous embodiment of the invention, it can be provided that the second section is configured as an oil baffle and that oil passage openings are provided in the rotor carrier in the area of the second section, so that during operation of the torque transmission device, oil is caused by centrifugal force through and over the oil passage openings the second section is routed to the electrical machine, in particular to the end windings of the electrical machine.

According to a further particularly preferred embodiment of the invention, it can be provided that a centrifugal pendulum is arranged on the second section. A centrifugal pendulum is set up to eliminate rotational irregularities or torsional vibrations in a drive train. If the rotational movement of a drive shaft coupled to the centrifugal pendulum is accelerated, the centrifugal pendulum stores energy. If the shaft is decelerated again, the centrifugal pendulum releases the temporarily stored energy and can thus minimize the rotational irregularities that occur in the drive train. For this purpose, a centrifugal pendulum usually comprises a pendulum flange for connection to the drive shaft and one or more pendulum masses, each of which is attached so that it can be displaced along a pendulum track in the plane of rotation of the pendulum flange. A simple centrifugal pendulum uses aerial tramways that only allow the pendulum masses to be shifted. In a trapezoidal centrifugal pendulum, the pendulum masses are rotated about their own axes in addition to their displacement movement, so that the rotational impulse of the pendulum masses can be used for improved energy storage.

A centrifugal pendulum can also be used, for example, in connection with a single-mass flywheel, a dual-mass flywheel, a floor spring damper, or a clutch disc and preferably form a structural unit with these components.

A pendulum mass can preferably be designed as a disk body in the shape of a segment of a ring. A pendulum mass preferably has a link guide, via which the disk body can be moved in relation to the pendulum flange on a defined pendulum track.

For this purpose, one or more guide channels can be formed in the pendulum mass, into which a corresponding pendulum mass guide element formed on the pendulum flange engages axially, so that the pendulum mass is movably guided in a slotted guide assigned to it along a pendulum track relative to the pendulum flange. Alternatively or additionally, it is also possible for the pendulum flange to have one or more guide channels into which a corresponding pendulum mass guide element formed on the pendulum mass engages axially, so that the pendulum mass is movably guided in a link guide assigned to it along a pendulum track relative to the pendulum flange.

It is also preferred that a plurality of pendulum masses are distributed over the circumference of the pendulum flange. In this context, it is also preferred that the pendulum masses are of essentially identical design. It is very particularly preferred that the pendulum masses are arranged equidistantly over the circumference of the pendulum flange. It is further preferred that a pendulum mass is formed from sheet metal.

Furthermore, the invention can also be further developed such that the second section forms a flange of the centrifugal pendulum, on which centrifugal pendulum masses are arranged axially on both sides.

In a likewise preferred embodiment variant of the invention, it can also be provided that the centrifugal pendulum has a sandwich construction or a U-construction.

It can also be advantageous to further develop the invention such that the centrifugal pendulum masses are designed as ring segments, with adjacent centrifugal pendulum masses being supported on a spring element in the circumferential direction.

According to a further preferred embodiment of the subject matter of the invention, it can be provided that the second section is designed as a propeller, which cools the electric machine by means of an air flow.

Finally, the invention can also be advantageously implemented such that the counter disk is fixed to the rotor carrier by caulking the rivet pins and/or by means of a riveted connection running through the rivet pins and/or by means of a screw connection running through the rivet pins.

The invention will be explained in more detail below with reference to figures without restricting the general inventive idea.

• 1 eine erste Ausführungsform einer Drehmomentübertragungseinrichtung in einer schematischen Axialschnittansicht,
• 2 zwei perspektivische Ansichten auf einen freigestellten Rotorträger,
• 3 eine zweite Ausführungsform einer Drehmomentübertragungseinrichtung in einer schematischen Axialschnittansicht,
• 4 eine dritte Ausführungsform einer Drehmomentübertragungseinrichtung in einer schematischen Axialschnittansicht,
• 5 verschiedene Ausführungsformen eines mit der Gegenscheibe verbundenen Fliehkraftpendels in jeweils einer Axialschnitdarellung,
• 6 eine Frontansicht auf ein Fliehkraftpendel einer Gegenscheibe,
• 7 eine vierte Ausführungsform einer Drehmomentübertragungseinrichtung in einer schematischen Axialschnittansicht,
• 8 ein Kraftfahrzeug mit einer Drehmomentübertragungseinrichtung in einer schematischen Blockschaltansicht

It shows:

• 1 a first embodiment of a torque transmission device in a schematic axial sectional view,
• 2 two perspective views of an isolated rotor carrier,
• 3 a second embodiment of a torque transmission device in a schematic axial sectional view,
• 4 a third embodiment of a torque transmission device in a schematic axial sectional view,
• 5 various embodiments of a centrifugal pendulum connected to the counter disk, each in an axial section depiction,
• 6 a front view of a centrifugal pendulum of a counter disk,
• 7 a fourth embodiment of a torque transmission device in a schematic axial sectional view,
• 8th a motor vehicle with a torque transmission device in a schematic block diagram

The figure shows a torque transmission device 10 for a hybrid or fully electrically operable drive train 11 of a motor vehicle 12, as is also an example in FIG 8th is sketched.

Torque transmission device 10 includes an electric machine 13 with a stator 14 and a rotor 15 that can rotate relative to stator 14 . Rotor 15 is connected to an output shaft 17 by means of a rotor carrier 16 . The rotor carrier 16 is pot-shaped, with a substantially axially running shell portion 21 and an annular, substantially radially extending bottom portion 22, which is also clear from the synopsis of FIG 1 with 2 emerges.

The torque transmission device 10 also has a torsional vibration damper 1 with a primary part 5, which can be coupled to the drive train 11 on the drive side, and a secondary part 6, with the primary part 5 and the secondary part 6 being able to rotate relative to one another about a common axis of rotation counter to the action of at least one spring device 7 and that Secondary part 6 is non-rotatably connected to the rotor carrier 16 . The drive side of the primary part 5 is, for example, a crankshaft of an internal combustion engine (not shown). A counter disk 20 is arranged on the rotor carrier 16, which encloses the spring element 7 and guides it axially.

The secondary part 6 is non-rotatably connected to the rotor carrier 16 by means of riveted connections. The spring device 7 embodied as an arc spring rests in the circumferential direction at least in sections radially on the inner lateral surface of a spring channel of the secondary part 6 . The radially outer lateral surface of the spring channel is supported on the rotor carrier 16 in the radial direction. Due to this radial support of the spring duct on the rotor carrier 16, the secondary part 6 or the spring duct then consists of a comparatively thin Sheet metal can be formed, which saves weight on the one hand and costs on the other. The centrifugal force of the spring element 7 (arc spring) is thus mainly supported in the radial direction on the more massive rotor carrier 16 . The effective radius of the torsional vibration damper 1 designed as a spring damper is thus defined by the inner diameter of the rotor carrier 16 .

The secondary part 6 has spring actuating elements which extend in the axial direction and by means of which the spring device 7 acting in the circumferential direction of the torsional vibration damper 1 can be compressed.

The ring-shaped counter disk 20 is also connected in a rotationally fixed manner to the rotor carrier 16, which at least partially covers the spring device 7 with a first portion 24 in a direction oriented radially inwards. A second portion 25 of counter disk 20 protrudes from rotor carrier 16 in a radially outward direction. Formed on the first section 24 are also spring actuating elements which extend in the axial direction and by means of which the spring device 7 acting in the circumferential direction of the torsional vibration damper 1 can be compressed.

At its axially free end of the jacket section 21 , the rotor carrier 16 has a plurality of rivet pins 23 which protrude axially out of the jacket section 21 and to which the counter disk 20 is fixed. Counter disk 20 can be fixed to rotor carrier 16 by caulking rivet pins 23 and/or by means of a riveted connection running through rivet pins 23 and/or by means of a screw connection running through rivet pins 23 . For this purpose it is conceivable to reshape the rivet pins 23 into a radially extending position.

Like in the 3 shown, the second portion 25 may be configured as an oil baffle. For this purpose, oil passage openings 26 are provided in the rotor carrier 16 in the region of the second section 25, so that when the torque transmission device 10 is in operation, oil 27 is caused by centrifugal force through the oil passage openings 26 and via the second section 25 to the electrical machine 13, in particular to the end windings 28 the electrical machine 13 is conducted. As a result, counter disk 20 can convey as much oil 27 as possible to stator 14 of electrical machine 13 for cooling.

The 4 shows a further embodiment in which a centrifugal pendulum 29 is arranged on the second section 25 . In this case, the second section 25 serves as a flange 30 of the centrifugal pendulum 29, on which centrifugal pendulum masses 31 are arranged axially on both sides.

The centrifugal pendulum 29 is placed axially next to the electrical machine 13 . Furthermore, it would in principle be possible to also place the centrifugal pendulum 29 within the connection, that is to say on the section 24 of the counter disk 20 .

As in the embodiments of 5 shown, the centrifugal pendulum 29 can also have a sandwich structure or a U-structure.

In the 6 1 shows that the centrifugal pendulum masses 31 can be designed as ring segments 32 , with centrifugal pendulum masses 31 adjacent in the circumferential direction being supported on a spring element 33 .

Another embodiment is in the 7 shown, in which the second section 25 is designed as a propeller 34, which cools the electric machine 13 by means of an air flow. The blades of the propeller 34 can, for example, be attached to the counter disk 20 as additional components, or can be connected to the rotor carrier 16 as a separate component.

The invention is not limited to the embodiments shown in the figures. The foregoing description is therefore not to be considered as limiting but as illustrative. The following patent claims are to be understood in such a way that a mentioned feature is present in at least one embodiment of the invention. This does not exclude the presence of other features. If the patent claims and the above description define 'first' and 'second' feature, this designation serves to distinguish between two similar features without establishing a ranking.

Reference List

1

torsional vibration damper

5

primary part

6

abutment

7

spring device

10

torque transmission device

11

powertrain

12

motor vehicle

13

electric machine

14

stator

15

rotor

16

rotor carrier

17

output shaft

20

counter washer

21

coat section

22

bottom section

23

rivet pin

24

Section

25

Section

26

oil passage openings

27

oil

28

winding heads

29

centrifugal pendulum

30

flange

31

centrifugal pendulum masses

32

ring segments

33

spring element

34

propeller

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was 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.

Patent Literature Cited

• EP 0773127 A1 [0003]
• DE 10018926 A1 [0003]
• US20070175726A1 [0003]
• DE 10200800470 A1 [0004]
• WO 14094761 A1 [0005]

Claims (10)

Torque transmission device (10) for a hybrid or all-electric drive train (11) of a motor vehicle (12), comprising an electric machine (13) with a stator (14) and a rotor (15) rotatable relative to the stator (14), the rotor (15) is connected to an output shaft (17) by means of a rotor carrier (16), the torque transmission device (10) also having a torsional vibration damper (1), with a primary part (5) which can be coupled to the drive train (11) on the drive side and a secondary part (6), wherein the primary part (5) and the secondary part (6) can be twisted relative to one another about a common axis of rotation against the action of at least one spring device (7), the secondary part (6) being non-rotatably connected to the rotor carrier (16). , characterized in that an annular counter disk (20) is connected to the rotor carrier (16) in a rotationally fixed manner, which the spring device (7) with a first section (24) in radially nac h at least partially covered in the inwardly oriented direction and which protrudes with a second section (25) in the radially outwardly oriented direction from the rotor carrier (16). Torque transmission device (10) after claim 1 , characterized in that the rotor support (16) is pot-shaped, with a substantially axially extending shell portion (21) and an annular, substantially radially extending bottom portion (22). Torque transmission device (10) according to one of the preceding claims, characterized in that the rotor support (16) has a plurality of rivet pins (23) which protrude axially from the casing section (21) at its axially free end of the casing section (21) and on which the Counter disk (20) is fixed. Torque transmission device (10) according to one of the preceding claims, characterized in that the second section (25) is configured as an oil baffle and in the rotor carrier (16) in the region of the second section (25) oil passage openings (26) are provided, so that during operation of the torque transmission device (10), oil (27) is conducted by centrifugal force through the oil passage openings (26) and via the second section (25) to the electrical machine (13), in particular to the end windings (28) of the electrical machine (13). . Torque transmission device (10) according to one of the preceding claims, characterized in that a centrifugal pendulum (29) is arranged on the second section (25). Torque transmission device (10) after claim 5 , characterized in that the second section (25) forms a flange (30) of the centrifugal pendulum (29), on which centrifugal pendulum masses (31) are arranged axially on both sides. Torque transmission device (10) according to any one of the preceding Claims 5 - 6 , characterized in that the centrifugal pendulum (29) has a sandwich structure or a U-structure. Torque transmission device (10) according to any one of the preceding Claims 5 - 7 , characterized in that the centrifugal pendulum masses (31) are designed as ring segments (32), adjacent centrifugal pendulum masses (31) being supported on a spring element (33) in the circumferential direction. Torque transmission device (10) according to one of the preceding claims, characterized in that the second section (25) is designed as a propeller (34) which cools the electric machine (13) by means of an air flow. Torque transmission device (10) according to one of the preceding claims, characterized in that the counter disk (20) is attached to the rotor carrier (16) by caulking the rivet pins (23) and/or by means of a rivet connection running through the rivet pins (23) and/or by means of a through the rivet pin (23) extending screw connection is fixed.

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