FR3073788A1 - TRANSMISSION DEVICE FOR A HYBRID VEHICLE - Google Patents

Abstract

The invention relates to a torque transmission device, in particular for a motor vehicle, comprising: - a torque input element, adapted to be coupled in rotation to a crankshaft of an internal combustion engine, - an output element of torque, adapted to be coupled in rotation to at least one input shaft of a gearbox and / or to a rotating electrical machine, the torque input element being able to pivot relative to the output element torque around an axis of rotation A, - at least one resilient return member acting against the rotation of the torque output member with respect to the torque input element, - a clutch wet type fed by a first fluid line, selectively coupling and friction torque input and torque output elements, - an intermediate element arranged between the elastic return member and the clutch to transmit the torque, - an actuating member of the clutch comprising a piston fed by a second fluid pipe and moving along an axis B parallel to the axis of rotation A, and - a protective casing arranged to at least partially wrap the element torque input member, the elastic return member the clutch, the intermediate member and the actuating member of the clutch, the first fluid channel and / or the second fluid channel crosses on both sides the protective casing.

Description

The invention relates to a torque transmission device, in particular for a motor vehicle, comprising:

- a torque input element, capable of being coupled in rotation to a crankshaft of an internal combustion engine,

- a torque output element, able to be coupled in rotation to at least one input shaft of a gearbox and / or to a rotary electric machine, the torque input element being able to pivot by ratio of the torque output element around an axis of rotation A,

- at least one elastic return member acting against the rotation of the torque output element relative to the torque input element,

- a wet type clutch supplied by a first fluid line, selectively and frictionally coupling the torque input and torque output elements,

- an intermediate element arranged between the elastic return member and the clutch to transmit the torque,

a clutch actuating member comprising a piston supplied by a second fluid line and moving along an axis B parallel to the axis of rotation A, and

a protective casing arranged to at least partially envelop the torque input element, the torque output element, the elastic return member of the clutch, the intermediate element and the actuation member of the clutch, the first fluid line and / or the second fluid line passes through the protective casing on either side.

Transmission device for hybrid vehicle

The present invention relates to the field of transmissions for motor vehicles. It relates in particular to a torque transmission device intended to be placed in the traction chain of a motor vehicle, between an internal combustion engine and a gearbox.

It relates more precisely to a torque transmission device for a hybrid type motor vehicle in which a rotating electric machine is arranged in the traction chain.

In the prior art, hybrid type motor vehicles are known comprising a torque transmission device disposed between an internal combustion engine and a gearbox, a rotary electrical machine as well as a clutch and a drive member. actuation of this clutch for coupling or uncoupling in rotation a crankshaft of the internal combustion engine to a rotor of the rotary electric machine. Thus, it is possible to shut down the internal combustion engine at each stop of the vehicle and to restart it thanks to the rotating electric machine. The rotating electric machine can also constitute an electric brake or provide additional energy to the internal combustion engine to assist it or prevent it from stalling. When the internal combustion engine is running, the electric machine can act as an alternator. The rotating electric machine can also drive the vehicle independently of the internal combustion engine.

Such a rotary electrical machine can be in line with the torque transmission device, that is to say that the axis of rotation of the rotor of the rotary eclectic machine is coincident with the axis of rotation of the torque transmission device. couple. As a variant, the rotary electric machine can be offset relative to the torque transmission device, that is to say that the axis of rotation of the rotor of the rotary eclectic machine is offset from the axis of rotation of the rotation device. torque transmission.

An internal combustion engine exhibits acyclisms due to the successive explosions in the cylinders of the internal combustion engine, the frequency of acyclisms varying in particular as a function of the number of cylinders and the speed of rotation of the internal combustion engine. In order to filter the vibrations generated by the acyclisms of the internal combustion engine, it is known to integrate torsional vibration dampers with elastic members into the torque transmission devices. In the absence of such shock absorbers, vibrations entering the gearbox would cause particularly undesirable shocks, noises or noise pollution during operation. Such shock absorbers are conventionally arranged between the internal combustion engine and the rotary electric machine and they form with the clutch the torque transmission device. Such a device is for example disclosed in the document FR3015380. The architecture of torque transmitting devices is becoming more and more compact and it is sometimes difficult to house all the components. Thus, due to the presence of the rotary electric machine, it is necessary to position the actuating member of the clutch on the side of the heat engine, which poses a certain number of problems and in particular the supply of the clutch and its actuating member.

In current developments in hybrid vehicles, it is necessary to install the rotary electrical machine on the torque transmission device without, however, this having an impact on the axial and radial compactness. Due to the presence of a wet type clutch, it was necessary to design a torque transmission device making it possible to supply the clutch and its actuating fluid with fluid without modifying the size of the torque transmission device. This search for axial and radial compactness is the basis of the invention.

The invention aims to improve the existing design by benefiting from a torque transmission device making it possible to reconcile the requirements of axial and radial compactness while ensuring a good supply of the clutch and its actuating member.

The invention achieves this, according to one of its aspects, thanks to a torque transmission device, in particular for a motor vehicle, comprising:

- a torque input element, capable of being coupled in rotation to a crankshaft of an internal combustion engine,

- a torque output element, able to be coupled in rotation to at least one input shaft of a gearbox and / or to a rotary electric machine, the torque input element being able to pivot by ratio of the torque output element around an axis of rotation A,

- at least one elastic return member acting against the rotation of the torque output element relative to the torque input element,

- a wet type clutch supplied by a first fluid line, selectively and frictionally coupling the torque input and torque output elements,

- an intermediate element arranged between the elastic return member and the clutch to transmit the torque,

- an actuating member (8) of the clutch comprising a piston fed by a second fluid line and moving along an axis B parallel to the axis of rotation A, and

- a protective casing arranged to at least partially envelop the torque input element, the torque output element, the elastic return member, the clutch, the intermediate element and the actuating member of the clutch, the first fluid line and / or the second fluid line passes on either side of the protective casing.

This architecture makes it possible to retain the fluid inside the torque transmission device in order to lubricate and cool the clutch as well as the torque transmission elements, both thermal and electric.

Within the meaning of the invention, the radial succession is understood in terms of radial distance and the axial succession is understood in terms of axial distance.

According to one aspect of the invention, the elastic return member and the clutch can be stacked radially while approaching the axis of rotation A. According to this aspect, there is an axis R perpendicular to the axis of rotation A which cuts both the elastic return member and the clutch. This particular arrangement contributes to the compactness of the torque transmission device.

In an even more particular arrangement, the elastic return member, the clutch and the actuating member can succeed one another radially along the axis R perpendicular to the axis of rotation A. This particular arrangement also contributes to the compactness of the torque transmission device.

According to a feature of the invention, the elastic return member, the clutch and the actuating member can be stacked radially while approaching the axis of rotation A. According to this aspect, there is an axis R perpendicular to the axis of rotation A which cuts at the same time the elastic return member, the clutch and the actuating member.

Such an arrangement makes it possible to have the oscillation filtration function and the selective coupling and uncoupling function in the same axial space, which contributes to the compactness of the torque transmission device.

According to yet another aspect of the invention, the torque input element can be located between the actuating member and the torque output element along the axis B.

This arrangement also contributes to the compactness of the torque transmission device in the case where the actuator is located on the side of the internal combustion engine.

According to another aspect of the invention, the torque input element is capable of being coupled in rotation to a crankshaft of the internal combustion engine by fixing means. The fixing means are preferably screws.

According to one aspect of the invention, the torque input element may include an additional mass of inertia. Advantageously, this additional mass of inertia is located near the elastic return member.

According to another aspect of the invention, the torque output element can include a pendular damping device. This pendulum damping device can also be composed of a support, at least one pendulum body and at least one rolling member.

According to one aspect of the invention, the torque output element may include a torque output hub removably attached to the torque input element and to the torque output element. This removable function facilitates access to the fixing means.

Alternatively, the torque output hub can be integrated with the torque output element, in this case the torque output hub and the torque output element are in one piece. One understands by monoblock the fact that they form only one and the same element or that they form several sub-elements assembled together, for example by welding.

According to one aspect of the invention, a holding bearing can be arranged between the torque output element and the torque input element. This retaining bearing makes it possible to take up the radial and / or axial forces transmitted by the input shaft of the gearbox and / or the rotary electric machine. The retaining bearing is preferably of the double row of balls type.

Optionally, a second holding bearing can be arranged between the torque output element and the torque input element. The second retaining bearing is preferably of the single row of balls type.

According to one aspect of the invention, the retaining bearing can be arranged between the torque output hub and the torque input element.

According to another aspect of the invention, the torque output hub can include an external hub and an internal hub.

According to a characteristic of the invention, the external hub can have at least one groove in which is formed at least one projection of the internal hub. The groove of the external hub may be of complementary shape to the protuberance of the internal hub so that these two elements can be nested one in the other. The protuberance of the internal hub may have a general shape substantially in "Ω". According to the invention, the internal hub can have between one and ten protrusions. The internal hub preferably has eight protrusions. The protrusions can be located on the outer periphery of the inner hub. Consequently, the external hub can have between one and ten grooves. The outer hub preferably has eight grooves. The grooves can be located on the inner periphery of the outer hub. The inner hub is preferably located radially inside the outer hub.

According to another aspect of the invention, the outer hub and the inner hub can be assembled with a radial clearance J. The radial clearance J can be between 0.1 and 1mm. Preferably, the radial clearance J is 0.5mm. This play allows the correction of the radial and / or angular misalignment between the torque input element and the torque output element so that the rotation of the crankshaft around the axis of rotation A is transmitted to the input shaft of the gearbox without constraints.

According to another aspect of the invention, the external hub can be in contact with the torque output element and the holding bearing.

According to another aspect of the invention, the internal hub may be able to receive the input shaft of the gearbox.

According to a characteristic of the invention and in the case of a removable torque outlet hub, the torque outlet member may have at least one notch in which at least one protuberance of the external hub is provided. The notch of the torque output element may be of complementary shape to the protuberance of the external hub so that these two elements can be nested one inside the other without play. According to the invention, the external hub can have between one and fifty protrusions. The outer hub preferably has twenty-two protrusions. The protrusions can be located on the outer periphery of the outer hub. Consequently, the torque output element may have between one and fifty notches. The torque output element preferably has twenty-two notches. The outer hub is preferably located radially inside the torque output element.

According to one aspect of the invention, the torque output hub can comprise a means for compensating for the radial and / or axial and / or angular misalignment between the torque input element and the torque output element so the rotation of the crankshaft around the axis of rotation A is transmitted to the input shaft of the gearbox without constraints.

According to another aspect of the invention, the means for compensating for the radial and / or axial and / or angular misalignment can comprise a compensating ring located between the external hub and the internal hub. The radial clearance J between the outer hub and the inner hub can be carried by the take-up ring.

According to one aspect of the invention, the take-up ring may have three faces including a domed face, a flat face and a cylindrical face. The convex face being able to compensate for the angular misalignment, the planar face and the cylindrical face being able to compensate for the radial and / or axial misalignment.

According to another aspect of the invention, the curved face of the take-up ring can be in contact with the external hub. The flat face can be in contact with the internal hub. The cylindrical face may have a clearance with the internal hub. This play can make it possible to make up for the radial and / or angular misalignment by means of the protuberance of the internal hub and the groove of the external hub.

As a variant, the convex face of the take-up ring may be in contact with the internal hub. The flat face can be in contact with the external hub. The cylindrical face may include a play with the external hub making it possible to make up for the radial and / or angular misalignment.

According to another aspect of the invention, the internal hub can be kept in contact with the flat face of the take-up ring by means of an elastic element.

According to an alternative embodiment and optionally, the torque output hub can comprise a damping device disposed between the external hub and the internal hub. The damping device can comprise a veil provided with at least one opening in which is arranged a deformable member of the spring type. The external hub can be in contact with a first end of the deformable member while the second end of the deformable member can be in contact with the web or directly with the internal hub. The web can be in contact with the inner hub through at least one slot supported by the web and at least one tooth on the inner hub. The slit of the veil may be of complementary shape to the tooth of the internal hub so that these two elements can be nested one in the other. The at least one groove can be located on the inner periphery of the web. The at least one tooth can be located on the outer periphery of the inner hub. The inner hub is preferably located radially inside the web.

According to another aspect of the invention, the clutch may include: - an input disc carrier integral in rotation with the intermediate element,

- an output disc holder integral in rotation with the torque output element,

- A multi-disc assembly comprising at least one friction disc integral in rotation with one of the input and output disc carriers, at least two plates respectively disposed on either side of the friction disc, integral in rotation with the other of the input and output disk carriers, the clutch describing a disengaged position and a engaged position in which said plates pinch the friction disk so as to transmit a torque between the input disk carrier and the disk carrier exit.

The linings can be fixed to the friction discs, in particular by gluing, in particular by riveting, in particular by overmolding. As a variant, the linings are fixed to the plates.

Each input or output disc holder can synchronize in rotation the set of plates or the set of friction discs.

The plates and the discs can cooperate with the entry and exit disc doors along one of their radial peripheries by complementarity of form, the plates and the friction discs can for example be grooved.

According to one aspect of the invention, the plates can be secured in rotation to the input disc holder and the friction discs can be secured to the outlet disc holder. As a variant, the plates can be integral in rotation with the output disc holder. The discs can be joined in rotation to the input disc holder.

According to one aspect of the invention, the plates can be radially inside the input or output disc holder with which they are rotatably attached. The discs can be radially outside the entry or exit disc holder with which they are rotatably attached.

As a variant, the plates can be radially outside the input or output disc holder with which they are rotatably attached.

The discs can be radially inside the entry or exit disc holder with which they are rotatably attached.

The clutch can be wet or dry. The clutch is preferably of the wet type in order to ensure lubrication and cooling thereof.

According to the invention, the wet type clutch can be supplied by a first fluid line.

According to the invention, the clutch can comprise between two and seven friction discs. The clutch preferably has four friction discs.

Such a multi-disc clutch makes it possible to limit the radial height at which it must be disposed and to limit its axial extent. This allows the clutch to be housed in a space inside the elastic return member.

The clutch can be of the "normally closed" type. Alternatively, the clutch may be of the "normally open" type.

According to another aspect of the invention, the clutch actuation member may comprise a piston moving along the axis B parallel to the axis of rotation A, an actuation bearing and a transmission transmission member. force to transmit an actuating force from the piston to the clutch. This actuator is also known as a "CSC" type actuator (Concentric Slave Cylinder).

According to another aspect of the invention, the clutch actuating member can be supplied by a second fluid line.

According to one aspect of the invention, the actuating member of the clutch can be supplied with fluid by an external actuator of the electro-hydraulic or electro-hydrostatic type.

Alternatively, the piston of the clutch actuating member can be supplied with fluid by a hydraulic pressure generator having a pressure generator, a pressure buffer tank and at least one control solenoid valve.

Alternatively, the piston of the clutch actuating member can be replaced by an electric actuator or a mechanical control, for example an actuating fork.

According to one aspect of the invention, the wet type clutch can be powered by a hydraulic pump. Supplying the clutch with fluid allows the cooling of the clutch but also the lubrication of this clutch.

According to one aspect of the invention, the wet type clutch can be powered by natural lubrication, for example by gravity effect.

According to one aspect of the invention, the piston of the clutch actuating member can be controlled by an internal position sensor coming to control the clutch or by measuring the hydraulic pressure when the clutch is closed. or by measuring the volume of fluid injected or by measuring a displacement quantity in the electric motor or by measuring a force quantity or by measuring the current consumed in the electric motor.

According to another aspect of the invention, the force transmission member may include a thrust bushing and a diaphragm.

According to another aspect of the invention, the actuating bearing can be composed of an internal ring in contact with the piston and an external ring in contact with the thrust bushing.

According to another aspect of the invention, the transmission member can be supported on the input disc holder by means of a holding element.

According to another aspect of the invention, the diaphragm can be in contact with the holding element.

According to another aspect of the invention, the actuating bearing can be mounted with a radial clearance making it possible to take up any misalignment between the piston and the diaphragm.

According to another characteristic of the invention, the torque transmission device can comprise a protective casing arranged to at least partially envelop the torque input element, the torque output element, the elastic return member , the clutch, the intermediate element and the clutch actuating member.

According to another aspect of the invention, a first sealing means can be arranged between the torque input element and the protective casing, a second sealing means can be arranged between the torque input element torque and the torque output element and a third sealing means can be arranged between the torque output element and the protective casing.

According to one aspect of the invention, the interior of the protective casing can be "wet", that is to say that the abovementioned wrapped components are in an oil mist or partially immersed in the oil.

Alternatively, the protective casing can be “dry” if the aforementioned wrapped components are greased for life.

Preferably, the first sealing means, the second sealing means and the third sealing means are lip type seals.

According to another aspect of the invention, a support bearing can be positioned between the holding element of the force transmission member and the protective casing in order to take up the actuating force of said actuating member.

According to another aspect of the invention, the support bearing can be composed of an internal ring in contact with the protective casing and an external ring in contact with the element for holding the transmission member.

According to another aspect of the invention, the piston of the clutch actuating member can be placed on the protective casing so as to be guided in axial translation.

According to another aspect of the invention, the piston of the clutch actuating member can be fixed in rotation thanks to an anti-rotation system.

According to another aspect of the invention, the clutch actuating member can be provided with a stopper to limit the exit of the piston.

According to another aspect of the invention, the protective casing can be composed of a front cover located opposite the internal combustion engine, a rear cover located opposite the gearbox and a central element connecting the front cover and the back cover. The front cover, the central element and the rear cover can be fixed together by fixing means, for example of the screw or rivet type. As a variant, the central element can be integrated at least partially into one of the two front or rear covers.

The protective casing can be fixed to the internal combustion engine by means of fixing means, for example of the screw or rivet type. Advantageously, the front cover can be fixed to the internal combustion engine by means of fixing means, for example of the screw or rivet type.

According to another aspect of the invention, a fourth sealing means can be arranged between the front cover and the central element. A fifth sealing means can be arranged between the rear cover and the central element.

Preferably, the fourth sealing means and the fifth sealing means are O-ring seals or else deposited seals or alternatively shaped seals.

According to another aspect of the invention, the piston of the clutch actuating member can be arranged on the front cover of the protective casing.

According to another aspect of the invention, the first fluid line and / or the second fluid line can pass on either side of the protective casing.

According to another aspect of the invention, the first fluid line and / or the second fluid line can pass through the front cover on either side.

According to another aspect of the invention, the first fluid line and / or the second fluid line can pass on either side of the front cover and the rear cover.

According to another aspect of the invention, the front cover of the protective casing may have a general shape substantially in "L" shape, the base of the "L" being situated on the side of the axis of rotation A.

According to another aspect of the invention, the piston of the clutch actuating member can be arranged substantially at the base of the "L" of the front cover of the protective casing.

According to another aspect of the invention, the front cover of the protective casing may have an external wall located opposite the internal combustion engine and an internal wall situated opposite the clutch, the piston of the actuating member. of the clutch which can be arranged on this internal wall.

According to another aspect of the invention, the internal wall of the protective casing may comprise two annular walls between which is housed the piston of the clutch actuating member, the piston and the two annular walls of the protective casing can form an actuation chamber adapted to be supplied with fluid for the axial displacement of the piston. The operating chamber can be sealed and filled with oil. The piston can be moved axially by varying the oil pressure in the actuation chamber.

According to another aspect of the invention, the piston may have a general shape substantially in a "U" shape.

The invention also relates to a hybrid transmission module for a motor vehicle, the hybrid transmission module can comprise a torque transmission device according to one of the above-mentioned characteristics, the torque output element being able to be connected to the rotary electric machine so that the axis of rotation of the rotary electric machine is offset from the axis of rotation A of the torque transmission device.

This architecture makes it possible to offset the source of electric torque as a function of the space available in the vehicle's traction chain.

According to another aspect of the invention, the hybrid transmission module can comprise an electrical torque supply capable of being coupled to the rotary electrical machine, the electrical torque supply is connected to the torque output element of the transmission of torque by a first connecting means. The first connecting means can for example be of the belt or chain or gear type. Preferably, the first connecting means is a chain.

According to another characteristic of the invention, the hybrid transmission module can comprise a connection means capable of being coupled to an air conditioning compressor, the connection means being engaged with the arrival of electric torque by means of a second connecting means. The second connecting means can for example be of the belt or chain or gear type. Preferably, the second connecting means is a chain.

According to another aspect of the invention, the first connecting means can absorb a torque which can be positive or negative depending on the use of the rotary electric machine.

According to one aspect of the invention, the rotary electric machine can be fixed to the protective casing or to the internal combustion engine or to the gearbox.

According to another aspect of the invention, the first connecting means can be housed inside the protective casing.

According to another aspect of the invention, the second connecting means can be housed inside the protective casing.

According to the invention, the first and second connecting means can be adjusted in tension by means of a tensioning device. The tensioning device may for example be of the type with eccentric bearing or bearing on arm / spring or with a controlled hydraulic piston system. Preferably, the first connecting means is adjusted in tension by means of an arm / spring bearing device. Preferably, the second connecting means is adjusted in tension by means of an eccentric bearing device. The tension adjustment of the first connection means makes it possible to absorb changes in the direction of the torque and in particular the torque surges.

According to another aspect of the invention, the tensioning device is housed inside the protective casing.

As a variant, the hybrid transmission module may comprise a torque transmission device according to one of the aforementioned characteristics, the torque output element being connected to the rotary electric machine so that the axis of rotation of the electric machine rotating is concentric with the axis of rotation A of the torque transmission device.

The invention will be better understood, and other objects, details, characteristics and advantages thereof will appear more clearly during the following description of a particular embodiment of the invention, given solely by way of illustration and not limiting, with reference to the appended figures.

- Figure 1 is a sectional view of the torque transmission device according to the invention,

FIG. 2 is a sectional view of the torque transmission device according to the invention focused on the clutch in the engaged position,

FIG. 3 is a sectional view of the torque transmission device according to the invention focused on the clutch in the disengaged position,

FIG. 4 is a sectional view of the torque transmission device according to the invention focused on the supply of fluid to the actuation chamber,

FIG. 5 is a sectional view of the torque transmission device according to the invention focused on the supply of fluid to the clutch,

FIG. 6 is a sectional view of the torque transmission device according to an alternative embodiment of the supply of fluid to the actuation chamber,

FIG. 7 is a sectional view of the torque transmission device according to an alternative embodiment of the clutch fluid supply,

FIG. 8 is an exploded perspective view of the torque outlet hub according to the invention,

FIG. 9 is a sectional view of the torque transmission device according to the invention focused on the means for compensating for the radial and / or axial and / or angular misalignment in the radially offset position,

FIG. 10 is a sectional view of the torque transmission device according to the invention focused on the means for compensating for the radial and / or axial and / or angular misalignment in the angularly offset position,

- Figure 11 is a view of the assembly between the outer hub and the inner hub,

FIG. 12 is a sectional and perspective view according to an alternative embodiment of the torque outlet hub,

FIG. 13 is a perspective view, taken from the internal combustion engine side, of the hybrid transmission module,

- Figure 14 is a perspective view, taken from the gearbox side, of the hybrid transmission module, without the rear cover.

In relation to FIG. 1, there is a torque transmission device 1 comprising a torque input element 2, coupled in rotation to a crankshaft V of an internal combustion engine (not shown), an output element of torque 3, coupled in rotation to an input shaft of a BV gearbox. The torque input element 2 is coupled in rotation to the crankshaft V of the internal combustion engine by fixing means 30 in the form of screws. Ten screws are required to attach the torque input element 2 to the crankshaft V of the internal combustion engine. The torque output element 3 is also coupled to a rotary electrical machine via a first connecting means 102 in the form of a chain. The torque output element 3 has a ring gear 50 on its outer periphery. The ring gear 50 is in contact with the chain. The torque input element 2 pivots relative to the torque output element 3 about an axis of rotation A. An elastic return member 5 acts against the rotation of the output element torque 3 relative to the torque input element 2. The elastic return member 5 is a helical spring. A clutch 6 selectively and frictionally couples the torque input 2 and torque output elements 3. The operation of the clutch will be described in relation to FIGS. 2 and 3. An intermediate element 7 is arranged between the 'elastic return member 5 and the clutch 6 for transmitting the torque. An actuating member 8 of the clutch 6 moves along an axis B parallel to the axis of rotation A. The operation of this actuating member 8 will be described in relation to FIGS. 2 and 3.

The elastic return member 5 and the clutch 6 succeed one another radially along an axis R perpendicular to the axis of rotation A. The actuating member 8, the torque input element 2 and the torque output 3 follow one another axially along the axis B. The elastic return member 5 and the clutch 6 are stacked radially, approaching the axis of rotation A. The axis R is perpendicular to the axis of rotation A and cuts both the elastic return member 5 and the clutch 6. The elastic return member 5, the clutch 6 and the actuating member 8 follow one another radially along the axis R. L elastic return member 5, the clutch 6 and the actuating member 8 are stacked radially as they approach the axis of rotation A. The axis R is perpendicular to the axis of rotation A and cuts at the times the elastic return member 5, the clutch 6 and the actuating member 8. The entry element Torque level 2 is located between the actuating member 8 and the torque output element 3 along the axis B. The torque input element 2 comprises an additional mass of inertia 49. This mass d additional inertia 49 is located near the elastic return member 5.

The torque output element 3 includes a torque output hub 4 removably attached to the torque input element 2 and to the torque output element 3. This removable function allows easy access to the fixing means 30. A holding bearing 31 is disposed between the torque output element 3 and the torque input element 2. The holding bearing 31 allows the radial forces transmitted by the shaft to be taken up input of the gearbox BV and / or the rotating electric machine. The holding bearing 31 is of the double row of balls type. More specifically, the retaining bearing 31 is disposed between the torque outlet hub 4 and the torque inlet member 2. The torque outlet hub 4 comprises an outer hub 32 and an inner hub 33.

The retaining bearing 31 is composed of an internal ring 62 in contact with the external hub 32 and an external ring 63 in contact with the torque input element 2. The retaining bearing 31 is axially blocked by two retaining rings 64, 65 and two shoulders 66, 67. The internal ring 62 of the retaining bearing is blocked by the circlip 64 and the shoulder 66 of the external hub 32. The external ring 63 of the retaining bearing is blocked by the retaining ring 65 and the shoulder 67 of the torque input element.

The torque output hub 4 comprises a means 36 for compensating for the radial and / or axial and / or angular misalignment between the torque input element 2 and the torque output element 3 so that the rotation from the crankshaft around the axis of rotation A is transmitted to the input shaft of the gearbox BV without constraints. The take-up means 36 of the radial and / or axial and / or angular misalignment comprises a take-up ring 44 situated between the external hub 32 and the internal hub 33. The operation of the take-up means 36 of the radial and / or axial misalignment and / or angular will be described in Figures 9 and 10. The internal hub 33 has a grooved orifice to receive the input shaft of the gearbox BV.

The torque transmission device 1 comprises a protective casing 22 arranged to at least partially envelop the torque input element 2, the torque output element 3, the elastic return member 5, the clutch 6 , the intermediate element 7 and the clutch actuating member 8. A first sealing means 39 is arranged between the torque input element 2 and the protective casing 22, a second means of sealing 40 is arranged between the torque input element 2 and the torque output element 3 and a third sealing means 41 is disposed between the torque output element 3 and the protective casing 22. The protective casing 22 is wet, that is to say that the aforementioned wrapped components are in an oil mist or partially submerged. The first sealing means 39, the second sealing means 40 and the third sealing means 41 are dynamic lip type seals. The protective casing 22 is composed of a front cover 25 located opposite the internal combustion engine, a rear cover 26 situated opposite the gearbox BV and a central element 27 connecting the front cover 25 and the rear cover 26. The front cover 25, the central element 27 and the rear cover 26 are fixed to each other by fixing means, for example of the screw or rivet type visible in FIGS. 13 and 14. As a variant, the central element 27 can be integrated at least partially into one of the two covers. The protective casing 22 is fixed to the internal combustion engine by means of fixing means, for example of the screw or rivet type. Advantageously, the front cover 25 can be fixed to the internal combustion engine by means of fixing means, for example of the screw or rivet type visible in FIG. 13. A fourth sealing means 42 is arranged between the front cover 25 and the central element 27. A fifth sealing means 43 is disposed between the rear cover 26 and the central element 27. The fourth sealing means 42 and the fifth sealing means 43 are type seals toric or deposited or reported. The front cover 25 of the protective housing 22 has a general shape substantially in "L", the base of the "L" is located on the side of the axis of rotation A. The piston 15 of the actuator 8 of the clutch is disposed substantially at the base of the "L" of the front cover 25 of the protective casing 22.

With reference to FIGS. 2 and 3, the clutch 6 comprises an input disk carrier 9 integral in rotation with the intermediate element 7, an output disk carrier 10 integral in rotation with the torque output element 3, a multi-disc assembly 11 comprising at least one friction disc 12 integral in rotation with one of the inlet 9 and outlet 10 disc carriers, at least two plates 13 respectively disposed on either side of the friction disc 12, integral in rotation of the other of the inlet 9 and outlet disc carriers 10. The friction disc has on each of its sides friction linings 14. The clutch 6 also includes a friction disc 12. In FIG. 2, the clutch 6 has a engaged position in which said plates 13 pinch the friction disc and its friction linings 14 so as to transmit a torque between the carrier input disc 9 and the output disc holder 10. In FIG. 3, the clutch 6 has a disengaged position in which said plates 13 do not pinch the friction disc 12 and its friction linings 14 so as not to transmitting a torque between the input disc holder 9 and the output disc holder 10. The linings 14 are fixed to the friction discs 12 by gluing, riveting or overmolding. In a variant not shown, the linings 14 are fixed on the plates 13. Each input 9 or output 10 disc holder can synchronize in rotation all of the plates 13 or all of the friction disks 12. The plates 13 and the discs 12 can cooperate with the input and output disc carriers 9 along one of their radial peripheries by complementarity of shape, the plates 13 and the friction discs 12 can for example be grooved. The plates 13 can be fixed in rotation to the input disc holder 9 and the friction discs 12 can be fixed to the output disc holder 10. As a variant, the plates 13 can be fixed to rotate the output disc holder 10 and the friction discs 12 can be integral in rotation with the input disc carrier 9. The plates 13 are radially inside the input disc carrier 9 with which they are integral in rotation. The friction discs 12 are radially outside the outlet disc holder 10 with which they are rotatably attached. The clutch has between two and seven friction discs 12. The clutch preferably has four friction discs. Clutch 6 is of the "normally closed" type. The clutch 6 is of the wet type and is supplied with fluid. The fluid supply of the clutch 6 will be described with reference to FIGS. 4 to 7. The clutch 6 is supplied by a hydraulic pump (not shown).

The actuating member 8 of the clutch 6 comprises a piston 15 moving along the axis B which is parallel to the axis of rotation A, an actuating bearing 16 and a force transmission member 17 for transmitting an actuation force from the piston 15 to the clutch 6. The piston 15 is supplied with fluid. The fluid supply to the piston 15 will be described with reference to FIGS. 4 to 7. The piston 15 of the actuating member 8 of the clutch 6 is supplied with fluid by an external actuator of the electro-hydraulic or electro-hydraulic type. hydrostatic (not shown). The piston 15 of the actuating member 8 of the clutch 6 is controlled in position by force measurement through the current consumption of the electric motor of the external actuator. The force transmission member 17 comprises a thrust bushing 18 and a diaphragm 19. The actuating bearing 16 is composed of an internal ring 20 in contact with the piston 15 and an external ring 21 in contact with the thrust bushing 18. The actuating bearing 16 is supported by a cup fixed to the piston 15. The force transmission member 17 can be supported on the input disc holder 9 by means of a holding 23. The diaphragm 19 is in contact with the holding element 23. A support bearing 24 can be positioned between the holding element 23 of the force transmitting member 17 and the protective casing in order to resume the actuating force of said actuating member 8. The support bearing 24 is composed of an internal ring 47 in contact with the protective casing 22 and an external ring 48 in contact with the holding element 23 of the organ of t force transmission 17. The support bearing 24 is locked axially by a circlip in contact with the internal ring 47.

The piston 15 of the actuating member 8 of the clutch 6 is disposed on the protective casing 22. The piston 15 of the actuating member 8 of the clutch 6 is fixed in rotation by means of an anti-system -rotation (not shown). The actuating member 8 of the clutch 6 is provided with a stop (not shown) to limit the output of the piston 15. The piston 15 of the actuating member 8 of the clutch 6 is disposed on the front cover 25 of the protective casing 22. The front cover 25 of the protective casing 22 has an external wall 25a situated opposite the internal combustion engine and an internal wall 25b situated opposite the clutch 6, the piston 15 of the actuating member 8 of the clutch 6 is disposed on this internal wall 25. The internal wall 25b of the protective casing 22 may comprise two annular walls 28a, 28b between which the piston 15 of the actuating member is housed 8 of the clutch 6. The piston 15 and the two annular walls 28a, 28b of the protective casing 22 form an actuation chamber 29 capable of being supplied with fluid for the displacement of the piston 15. The actuation chamber 29 is waterproof and filled with oil Isle. The piston 15 comprises two seals in order to ensure the tightness of the actuation chamber 29. The piston 15 is moved axially by variation of oil pressure in the actuation chamber 29. The piston has a general shape substantially in "U".

Referring to Figures 4 to 7 are shown the various means for supplying fluid to the actuating member 8 and the clutch 6. The clutch 6 is supplied by a first fluid line 37. The member d actuation 8 is supplied by a second fluid line 38.

Figures 4 and 5 show a first embodiment of the fluid supply to the actuating member 8 and the clutch 6 in the case where the sources of fluid are located on the side of the gearbox BV. The first fluid line 37 and the second fluid line 38 pass on either side of the protective casing 22. More precisely, the first fluid line 37 and the second fluid line 38 pass through on either side another, the front cover 25 of the protective casing 22. Even more precisely, the first fluid pipe 37 and the second fluid pipe 38 pass through the front cover 25 and the rear cover 26 on either side.

Figures 6 and 7 show an alternative embodiment of the supply of fluid to the actuating member 8 and the clutch 6 in the case where the sources of fluid are located on the side of the internal combustion engine. A receiver 60 for the first fluid line 37 is positioned on the internal combustion engine. A second receiver 61 for the second fluid line 38 is positioned on the internal combustion engine. In this embodiment, the first fluid line 37 and the second fluid line 38 pass on either side of the front cover 25 of the protective casing 22.

Referring to Figure 8 is shown an exploded perspective view of the torque outlet hub 4 according to the invention. The torque output hub 4 comprises an external hub 32 and an internal hub 33. The external hub 32 has at least one groove 51 in which at least one projection 52 of the internal hub 33 is formed. The groove 51 of the external hub 32 is of complementary shape to the projection 52 of the internal hub 33 so that these two elements overlap one another. The projection 52 of the internal hub 33 has a general shape substantially in "Ω". The inner hub 33 has between one and ten protrusions 52. The inner hub 33 preferably has eight protrusions 52. The protrusions 52 are located on the outer periphery of the inner hub 33. Consequently, the outer hub has between one and ten grooves 51 The outer hub 32 preferably has eight grooves 51. The grooves 51 are located on the inner periphery of the outer hub 32. The inner hub 33 is located radially inside the outer hub 32. The outer hub 32 and the inner hub 33 are assembled with a radial clearance J. The radial clearance J is between 0.1 and 1mm. Preferably, the radial clearance J is 0.5mm. The external hub 32 is in contact with the torque output element 3 and the holding bearing 31. The radial clearance J between the external hub 32 and the internal hub 33 is carried by the take-up ring 44. The internal hub 33 is suitable for receiving the input shaft of the gearbox BV. The torque output element 3 has at least one notch 34 in which is formed at least one protuberance 35 of the external hub 32. The notch 34 of the torque output element 3 is of complementary shape to the protrusion 35 of the outer hub 32 so that these two elements fit into each other without play. The outer hub 32 has between one and fifty protrusions 35. The outer hub 32 preferably has twenty-two protrusions 35. The protrusions 35 are located on the outer periphery of the outer hub 32. Consequently, the torque output element 3 has between one and fifty notches 34. The torque output element 3 preferably has twenty-two notches 34. The outer hub 32 is located radially inside the torque output element 3.

Referring to Figures 9 and 10 are shown two sectional views of the take-up means 36 of the radial and / or axial and / or angular misalignment between the torque input element 2 and the torque output element 3 so that the rotation of the crankshaft around the axis of rotation A is transmitted to the input shaft of the gearbox BV without constraints. FIG. 9 shows the axis of rotation of the internal hub 33, offset radially with respect to the axis of rotation A, by a distance E identical to the radial clearance J between the external hub 32 and the internal hub 33. This difference E is between 0.1mm and 1mm and corresponds to the value of the radial misalignment between the axis of rotation of the crankshaft and the axis of rotation of the input shaft of the gearbox BV. FIG. 10 shows the axis of the internal hub 33 angularly offset relative to the axis of rotation A by an angle a, this angle is between 0.1 ° and 1 ° and corresponds to the value of the angular misalignment between the axis of rotation of the crankshaft and the axis of rotation of the input shaft of the gearbox BV. The take-up ring 44 located between the outer hub 32 and the inner hub 33 has three faces including a convex face 45a, a flat face 45b and a cylindrical face 45c. The convex face 45a makes it possible to compensate for the angular misalignment, the planar face 45b and the cylindrical face 45c make it possible to compensate for the radial and / or axial misalignment. The convex face 45a of the take-up ring 44 is in contact with the external hub 32. The flat face 45b is in contact with the internal hub 33. The cylindrical face 45c has a clearance J ′ with the internal hub 33 making it possible to catch the radial misalignment. The retaining bearing 31 also serves to take up the axial force of the input shaft of the gearbox BV, the force transits from the internal hub 33 to the external hub 32 thanks to the flat face 45b of the ring 44. The axial force is then transmitted to the holding bearing by the shoulder 66 of the external hub 32. The axial force then exits the holding bearing 31 by the shoulder 67 of the torque input element 2 and is transmitted to the crankshaft V. The internal hub 33 is kept in contact with the flat face 45b of the take-up ring 44 by means of an elastic element 46 in the form of an elastic washer. The elastic washer is supported both on the internal hub 33 and a circlip 53 mounted in the external hub 32.

Referring to Figure 11 is shown is a view of the assembly between the outer hub 32 and the inner hub 33 of the torque outlet hub 4. This Figure 11 shows a groove 51 of the outer hub 32 in which is formed at least a protrusion 52 of the internal hub 33. The radial clearance J which is 0.5mm is located around the entire periphery of the shape in substantially "Ω" form the protrusion 52 of the internal hub 33. This clearance J makes it possible to compensate for the misalignment radial and / or angular between the torque input element 2 and the torque output element 3 so that the rotation of the crankshaft around the axis of rotation A is transmitted to the input shaft of the BV gearbox without constraints. The clearance J allows the projection 52 of the inner hub 33 to move by the amount of the misalignment in order to come into contact with the groove 51 of the outer hub. During the torque shift, three balance points are formed. In this figure 4 is also visible the assembly between the external hub 32 and the torque output element 3. This assembly by complementarity of shape is carried out without play.

Referring to Figure 12 is shown an alternative embodiment of a torque output hub 4 'adapted to be placed radially inside the torque output element 3, the torque output hub 4' can comprise a damping device 54 disposed between an external hub 32 'and an internal hub 33'. The damping device 54 may comprise a web 55 provided with at least one opening 56 in which is arranged a deformable member 57 of the spring type. A cylindrical rivet 68 is disposed between the external hub 32 'and the web 55. A clearance J ”is present between the cylindrical rivet 68 and the web 55 in order to ensure that the radial and / or axial and / or angular misalignment between the the torque input element 2 and the torque output element 3 so that the rotation of the crankshaft around the axis of rotation A is transmitted to the input shaft of the gearbox BV without constraints. The external hub 32 ′ can be in contact with a first end of the deformable member 57 while the second end of the deformable member 57 can be in contact with the web 55. The web 55 can be in contact with the internal hub 33 'via at least one slot 58 supported by the web 55 and at least one tooth 59 on the internal hub 33'. The slot 58 of the web 55 is of complementary shape to the tooth 59 of the internal hub 33 ’so that these two elements overlap one another. The at least one slot 58 can be located on the internal periphery of the web 55. The at least one tooth 59 can be located on the external periphery of the internal hub 33 ’. The inner hub 33 'is preferably located radially inside the web 55. The inner hub 33' has a grooved orifice for receiving the input shaft of the gearbox BV.

Referring to Figures 13 and 14 is shown a hybrid transmission module 100 according to the invention. The hybrid transmission module 100 comprises a torque transmission device 1 described above, an electrical torque supply 101 capable of being coupled to a rotary electrical machine (not shown). The electrical torque input 101 is connected to the ring gear 50 of the torque output element 3 of the torque transmission device 1 by a first connecting means 102. The first connecting means 102 is a chain. The rotary electrical machine can be fixed to the protective casing 22 or to the internal combustion engine or to the gearbox BV. The first connecting means 102 can absorb a torque which can be positive or negative depending on the use of the rotary electric machine. The hybrid transmission module 100 comprises a connection 103 to an air conditioning compressor (not shown) engaged with the arrival of electrical torque 101 via a second connection means 104. The second connection means 104 is a chain. The first 102 and the second 104 connecting means can be adjusted in tension by means of a tensioning device. The tensioning device can for example be of the type with eccentric bearing 105a or with bearing on arm / spring 105b. The first connecting means 102 is adjusted in tension by means of an arm / spring bearing device 105b or by a hydraulic system. The second connecting means 104 is adjusted in tension by means of an eccentric bearing device 105a. The tension adjustment of the first connecting means 102 makes it possible to absorb changes in the direction of the torque and in particular the torque surges.

Claims (14)

1. Torque transmission device (1), in particular for a motor vehicle, comprising: - a torque input element (2), capable of being coupled in rotation to a crankshaft (V) of an internal combustion engine, - a torque output element (3), capable of being coupled in rotation to at least one input shaft of a gearbox (BV) and / or to a rotary electric machine, the input element of torque (2) being able to pivot relative to the torque output element (3) about an axis of rotation A, - at least one elastic return member (5) acting against the rotation of the torque output element (3) relative to the torque input element (2), - a wet type clutch (6) supplied by a first fluid line (37), selectively and frictionally coupling the torque input elements (2) and torque output elements (3), - an intermediate element (7) arranged between the elastic return member (5) and the clutch (6) to transmit the torque, - an actuating member (8) of the clutch (6) comprising a piston (15) supplied by a second fluid line (38) and moving along an axis B parallel to the axis of rotation A, and - a protective casing (22) arranged to at least partially envelop the torque input element (2), the torque output element (3), the elastic return member (5), the clutch (6), the intermediate element (7) and the actuating member (8) of the clutch (6), characterized in that the first fluid line (37) and / or the second line (38) of fluid crosses on both sides the protective casing (22). 2. Torque transmission device (1) according to claim 1, characterized in that the protective casing (22) is composed of a front cover (25) located opposite the internal combustion engine, of a rear cover (26) located opposite the gearbox (BV) and a central element (27) connecting the front cover (25) and the rear cover (26). 3. Torque transmission device (1) according to claim 2, characterized in that the first fluid line (37) and / or the second (38) fluid line passes through the front cover on both sides. ). 4. Torque transmission device (1) according to claim 3, characterized in that the first fluid line (37) and / or the second fluid line (38) passes through the front cover (25) ) and the rear cover (26). 5. Torque transmission device (1) according to one of claims 2 to 4, characterized in that the front cover (25) of the protective casing (22) has a generally substantially "L" shape, the base of the "L" being located on the side of the axis of rotation A. 6. Torque transmission device (1) according to claim 5, characterized in that the piston (15) of the clutch actuating member (6) is disposed substantially at the base of the "L" of the front cover (25) of the protective casing (22). 7. Torque transmission device (1) according to one of claims 2 to 6, characterized in that the front cover (25) of the protective casing has an external wall (25a) located opposite the internal combustion engine and an internal wall (25b) located opposite the clutch (6), the piston (15) of the actuating member (8) of the clutch (6) being disposed on this internal wall (25b). 8. Torque transmission device (1) according to claim 7, characterized in that the internal wall (25b) of the protective casing comprises two annular walls (28a, 28b) between which is housed the piston (15) of the actuator (8) of the clutch (6), the piston (15) and the two annular walls (28a, 28b) of the protective casing (22) forming an actuation chamber (29) capable of being supplied in fluid for the displacement of the piston (15). 9. Torque transmission device (1) according to claim 8, characterized in that the piston (15) has a general shape substantially in "U". 10. Torque transmission device (1) according to one of the preceding claims, the clutch comprising: - an input disc holder (9) integral in rotation with the intermediate element (7), - an output disc holder (10) integral in rotation with the torque output element (3), - a multi-disc assembly (11) comprising at least one friction disc (12) integral in rotation with one of the inlet (9) and outlet (10) disc holders, at least two plates (13) respectively arranged on either side of the friction disc (12), integral in rotation with the other of the inlet (9) and outlet (10) disc holders, the clutch (6) describing a disengaged position and a engaged position wherein said plates (13) pinch the friction disc (12) so as to transmit a torque between the inlet disc holder (9) and the outlet disc holder (10). 11. Hybrid transmission module (100) for a motor vehicle, characterized in that the hybrid transmission module (100) comprises a torque transmission device (1) according to one of claims 1 to 10, the output element of torque (3) being able to be connected to the rotary electric machine so that the axis of rotation of the rotary electric machine is offset from the axis of rotation A of the torque transmission device (1). 12. Hybrid transmission module (100) according to claim 11, characterized in that the hybrid transmission module (100) comprises an electrical torque supply (101) capable of being coupled to the rotary electrical machine, the torque supply electric (101) is connected to the torque output element (3) of the torque transmission device (1) by a first connecting means (102). 13. Hybrid transmission module (100) according to the preceding claim, characterized in that the hybrid transmission module (100) comprises a connection means (103) able to be coupled to an air conditioning compressor, the connection means (103 ) being engaged with the arrival of electrical torque (101) via a second connecting means (104). 14. Hybrid transmission module (100) for a motor vehicle, characterized in that the hybrid transmission module (100) comprises a torque transmission device (1) according to one of claims 1 to 10, the output element of torque (3) being connected to the rotary electrical machine so that the axis of rotation of the rotary electrical machine is concentric with the axis of rotation A of the torque transmission device (1).