DE102021126147A1 - 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, wherein the rotor support (16) is pot-shaped, with a substantially axially extending casing section (21) and an annular, substantially wheel ial running base section (22), wherein the spring device (7) bears against a spring channel (18) of the torsional vibration damper (1) in the radial direction, and the spring channel (18) is accommodated and centered in the pot-like rotor support (16) in the radial direction.

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, the primary part and the secondary part being rotatable relative to one another about a common axis of rotation counter to 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 for cross-country trips. 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 W014094761A1 known. The torsional vibration damper disclosed there has an input part and an output part that can be rotated to a limited extent against the action of a spring device made up of arc springs distributed over the circumference, which output part 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 and easy to assemble. It is therefore the object of the invention to provide a torque transmission device which is as compact as possible and easy to assemble.

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, the primary part and the secondary part being rotatable 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, the rotor carrier is pot-shaped, with a substantially axially extending shell portion and an annular, substantially radially extending bottom portion, wherein the spring device in the radial direction on a Fed erkanal of the torsional vibration damper is applied, and the spring channel is accommodated and centered in the radial direction in the pot-like rotor carrier.

This achieves the advantage that a torque transmission device is made available in which the torsional vibration damper can be connected to and centered on the rotor carrier in a simple manner.

The torsional vibration damper is thus used as a separate component in the rotor carrier as a whole and centered, which is particularly easy to assemble. In this case, the torsional vibration damper can preferably be inserted into the rotor carrier already balanced. Since the imbalance requirement is very high, centering must be carried out the components can also be carried out very precisely, which can be guaranteed with the torque transmission device according to the invention.

Another advantage of this solution is that no distance for tolerances between the rotor carrier and the outer diameter of the torsional vibration damper has to be maintained, which means that the torsional vibration damper can be slightly larger and thus provides better vibration damping.

In addition, the spring duct can be made very thin and thus inexpensive, since the centrifugal forces are absorbed by the rotor carrier, on which the spring duct can rest.

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 damping vibrations between an engine, such as an 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 is understood to mean 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. For the purposes of this application, motor vehicles are land vehicles that are moved by machine power without being tied to railroad 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 known 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 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 monolithically formed 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 arranged in front of the internal combustion engine and is coupled to the internal combustion engine via a belt, for example. 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, it can be provided that the spring channel rests with a radially outer casing section on the radially inner casing section of the rotor carrier. Centering via dowel pins when screwing can be dispensed with here, so that a very simple assembly can be realized without additional centering pins and bores in the rotor arm.

According to a further preferred further development of the invention, it can also be provided that the torsional vibration damper is designed as an arc spring damper and the spring device is an arc spring.

Furthermore, according to a likewise advantageous embodiment of the invention, provision can be made for the spring channel to be designed in the manner of a pot. As a result, the bow spring in particular can be fitted well into the spring channel. According to a further embodiment of the invention, which is particularly preferred in this context, it can be provided that the spring channel has a cylindrical receptacle for the spring device.

Furthermore, the invention can also be further developed such that the radially inner jacket section is machined, in particular turned, but not hardened. As a result, no additional effort is actually required to adapt the rotor carrier in order to enable the torsional vibration damper to be centered.

In a likewise preferred embodiment variant of the invention, it can also be provided that the spring channel is hardened on its radially outer jacket section. As a result, the torsional vibration damper can be centered in the inner diameter of the rotor carrier via the radial outer diameter of the spring channel. Since the inner diameter of the rotor carrier is usually turned and not hardened, which means that there are no hardening distortions, it is comparatively easy to produce a diameter with a small tolerance. The curved channel would either be turned on the outside after hardening or - if possible - hardened straight away into a mold so that the outer diameter has a high component accuracy. This outer diameter can also be used as centering for balancing the torsional vibration damper.

It can also be advantageous to further develop the invention in such a way that the spring channel rests with its radially outer casing section essentially along a closed annular line on the axially running casing section of the rotor carrier.

According to a further preferred embodiment of the subject matter of the invention, it can be provided that the spring duct has at least one radial recess, so that an oiling duct through which hydraulic fluid can flow is formed between the axially running casing section of the rotor carrier and the radially outer casing section of the spring duct. As a result, the hydraulic fluid, for example for an electric machine of a hybrid module, can flow through the centering. It would also be possible, alternatively or additionally, for the rotor carrier to have slots on the inside through which the hydraulic fluid can pass.

Finally, the invention can also be implemented in an advantageous manner in that the torque transmission device is arranged in a hybrid drive train of a motor vehicle.

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

• 1 eine Drehmomentübertragungseinrichtung in einer Axialschnittansicht,
• 2 einen Drehschwingungsdämpfer in einer ersten perspektivischen Ansicht,
• 3 einen Drehschwingungsdämpfer in einer zweiten perspektivischen Ansicht,
• 4 einen Drehschwingungsdämpfer in einer Axialschnittansicht,
• 5 einen Drehschwingungsdämpfer in einer Detail-Axialschnittansicht,
• 6 einen Federkanal eines Drehschwingungsdämpfers in einer perspektivischen Ansicht,
• 7 ein Kraftfahrzeug mit einer Drehmomentübertragungseinrichtung in einer schematischen Blockschaltdarstellung.

It shows:

• 1 a torque transmission device in an axial section view,
• 2 a torsional vibration damper in a first perspective view,
• 3 a torsional vibration damper in a second perspective view,
• 4 a torsional vibration damper in an axial section view,
• 5 a torsional vibration damper in a detailed axial section view,
• 6 a spring channel of a torsional vibration damper in a perspective view,
• 7 a motor vehicle with a torque transmission device in a schematic block diagram.

the 1 shows a torque transmission device 10 for a hybrid or fully electrically operable drive train 11 of a motor vehicle 12, as an example in the 7 is shown. The torque transmission device 10 is arranged in a hybrid drive train 11 of a motor vehicle 12 .

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 being connected to an output shaft 17 by means of a rotor carrier 16 . 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. It also has a secondary part 6 , the primary part 5 and the secondary part 6 being rotatable 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 is connected to the rotor carrier 16 in a torque-proof manner.

The rotor carrier 16 is pot-shaped, with a casing section 21 running essentially axially and an annular, essentially radially running bottom section 22. The spring device 7 rests in the radial direction on a spring channel 18 of the torsional vibration damper 1 and the spring channel 18 is in the radial direction added to the pot-like rotor carrier 16 and centered. The spring channel 18 rests with a radially outer jacket section 23 on the radially inner jacket section 21 of the rotor support 16 .

The radially outer lateral surface of the spring channel is therefore supported on the rotor carrier 16 in the radial direction. This radial support of the spring duct on the rotor carrier 16 then allows the secondary part 6 or the spring duct to be formed from a comparatively thin sheet metal, 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. Spring actuating elements 9 engaging in the spring device 7 are arranged on the counter disk 24 in the axial direction. These spring actuation elements 9 are formed in one piece, in particular monolithically, with counter disk 24 .

The ring-shaped counter disk 24 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 section in a radially inward-oriented direction. Also formed on the first section are spring actuating elements 9 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.

In the embodiment shown, the torsional vibration damper 1 is designed as a bow spring damper and the spring device 7 is a bow spring that is inserted into the pot-like spring channel 18 . For this purpose, the spring channel 18 has a corresponding cylindrical ring-shaped receptacle for the spring device 7 . The radially inner jacket section 21 is machined, in particular turned, but not hardened, while the spring channel 18 is hardened on its radially outer jacket section 23 . In the in the 5 In the embodiment shown, the material section 23 has a pointed roof-like contour which bears against the inner casing section 21 of the rotor carrier 16 and thereby causes the torsional vibration damper 1 to be centered in the rotor carrier 16 .

The spring channel 18 bears with its radially outer casing section 23 essentially along a closed circular ring line on the axially running casing section 21 of the rotor carrier 16 and has a plurality of radial recesses 19 distributed over the circumference, so that an oiling channel 20 through which hydraulic fluid can flow between the axially running jacket section 21 of the rotor carrier 16 and the radially outer jacket section 23 of the spring channel 18 is formed. This is good from the 6 to recognize.

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

9

spring actuators

10

torque transmission device

11

powertrain

12

motor vehicle

13

electric machine

14

stator

15

rotor

16

rotor carrier

17

output shaft

18

spring channel

19

return

20

lubrication channel

21

coat section

22

bottom section

23

coat section

24

counter washer

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]
• US 2007/0175726 A1 [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 the rotor carrier (16) is pot-shaped, with a substantially axially extending shell portion (21) and an annular, substantially radial extending base section (22), the spring device (7) bearing in the radial direction against a spring channel (18) of the torsional vibration damper (1), and the spring channel (18) being accommodated and centered in the pot-like rotor carrier (16) in the radial direction. Torque transmission device (10) after claim 1 , characterized in that the spring channel (18) rests with a radially outer jacket section (23) on the radially inner jacket section (21) of the rotor carrier (16). Torque transmission device (10) according to one of the preceding claims, characterized in that the torsional vibration damper (1) is designed as a curved spring damper and the spring device (7) is a curved spring. Torque transmission device (10) according to one of the preceding claims, characterized in that the spring channel (18) is constructed in the manner of a pot. Torque transmission device (10) according to one of the preceding claims, characterized in that the spring channel (18) has a cylindrical ring-shaped receptacle for the spring device (7). Torque transmission device (10) according to one of the preceding claims, characterized in that the radially inner casing section (21) is machined, in particular turned, but not hardened. Torque transmission device (10) according to one of the preceding claims, characterized in that the spring channel (18) is hardened on its radially outer casing section (23). Torque transmission device (10) according to one of the preceding claims, characterized in that the spring channel (18) bears with its radially outer casing section (23) essentially along a closed annular line on the axially running casing section (21) of the rotor carrier (16). Torque transmission device (10) according to one of the preceding claims, characterized in that the spring channel (18) has at least one radial recess (19), so that a hydraulic fluid can flow through an oiling channel (20) between the axially running jacket section (21) of the rotor carrier ( 16) and the radially outer casing section (23) of the spring channel (18). Torque transmission device (10) according to one of the preceding claims, characterized in that the torque transmission device (10) is arranged in a hybrid drive train (11) of a motor vehicle (12).

Images