FR3096101A1 - Hybrid module for motor vehicle - Google Patents

Abstract

Transmission device for a motor vehicle The invention relates to a hybrid module (1) for a motor vehicle, comprising: - a first sub-assembly (A) with a rotor (30) of an electric machine (32), a drive plate ( 15) and a separating clutch (10) composed of a pressure plate (11) and a reaction plate (12), - a second sub-assembly (B) with a clutch device (50) with at least one clutch (51) composed of a pressure plate (52) and a reaction plate (53), the second sub-assembly (B) being linked directly to the drive plate (15) of the first sub-assembly (A) so as to form a clutch module (2), and - a third sub-assembly (C) with a stator (31) of the electric machine (32) having a retaining housing (40) comprising at least one guide member (41), in which said drive plate (15) ensures the rotational guidance of the clutch module (2) by means of the at least one guide member dage (41) of the third sub-assembly (C). Figure for the abstract: Figure 1

Description

Hybrid module for motor vehicle

The present invention relates to the field of motor vehicle transmissions. It relates in particular to a hybrid module intended to be placed in the traction chain of a motor vehicle, between a combustion engine and a gearbox.

Thus, the invention relates more specifically to a hybrid module for a motor vehicle of the hybrid type in which a rotating electrical machine is arranged in the traction chain.

In the state of the art, hybrid modules are known, arranged between the gearbox and the heat engine and comprising an electric machine and a clutch on the engine side making it possible to couple in rotation the crankshaft of the heat engine to the rotor of the electric machine. Thus, it is possible to cut the heat engine each time the vehicle stops and restart it using the electric machine. The electric machine can also constitute an electric brake or provide a surplus of energy to the internal combustion engine to assist it or prevent it from stalling. The electric machine can also drive the vehicle. When the engine is running, the electrical machine acts as an alternator. Such a transmission assembly can also link the electric machine to the gearbox via two separate torque paths each comprising an output clutch and a gearbox input shaft.

A corresponding hybrid module is known from document US2015024903. This document presents a dual-clutch system for a motor vehicle of the hybrid type, in which an electric machine comprising an internal rotor is arranged between an internal combustion engine and a transmission. The device, similar to a hybrid module, comprises a first sub-assembly with a rotor of the electric machine and a separation clutch arranged axially next to the rotor and a second sub-assembly with a dual-clutch device and at least one cover. clutch rotatably connected to a first and second reaction plate of the clutch device, said clutch cover being also connected to the rotor to rotate therewith. The electric machine axially separates the first sub-assembly from the second sub-assembly causes a significant loss of axial space.

The invention thus aims to make it possible to benefit from a hybrid module making it possible to reconcile the requirements of axial and radial compactness while having a long service life and high efficiency. The invention also aims to make it possible to benefit from a hybrid module allowing reliable and simplified assembly from different sub-assemblies independent of each other during assembly.

In the device of the prior art, the electric machine comprises a stator and a rotor driven in rotation around an axis of rotation X. These components are particularly heavy and include an unbalance related to their manufacture, which is likely to increase the load on the rotor support. Moreover, an acceleration of the vehicle can multiply by 10 or 20, the load on the support of the rotor. It is therefore also necessary to have a hybrid module to support and guide in rotation this rotating electrical machine and in particular the rotor.

• un premier sous-ensemble avec un rotor de machine électrique, une plaque d’entrainement et un embrayage de séparation composé d’une plaque de pression et d’une plaque de réaction,
• un deuxième sous-ensemble avec un dispositif d’embrayage avec au moins un embrayage composé d’une plaque de pression et d’une plaque de réaction, le deuxième sous-ensemble étant lié directement à la plaque d’entrainement du premier sous-ensemble de manière à former un module d’embrayage, et
• un troisième sous-ensemble avec un stator de la machine électrique ayant un carter de maintien comprenant au moins un organe de guidage,

The invention achieves this, according to one of its aspects, thanks to a hybrid module for a motor vehicle, comprising:

• a first subassembly with an electric machine rotor, a drive plate and a separation clutch composed of a pressure plate and a reaction plate,
• a second subassembly with a clutch device with at least one clutch consisting of a pressure plate and a reaction plate, the second subassembly being directly connected to the drive plate of the first subassembly so as to form a clutch module, and
• a third sub-assembly with a stator of the electric machine having a retaining casing comprising at least one guide member,

wherein said drive plate ensures the rotational guidance of the clutch module via the at least one guide member of the third sub-assembly.

This configuration makes it possible to manufacture a hybrid module with a reduced axial size by means of a particularly simple assembly. The clutch module and more particularly the rotor is guided in rotation by the drive plate, which makes it possible to have all the guiding and centering part of the actuation device radially inside the rotor. The support diameters of the guide members are also reduced, which makes it possible to reduce the power loss of the hybrid module.

In addition, this configuration makes it possible to support the clutch module from a single piece, in this case the drive plate, which has the effect of considerably reducing the number of guide members compared to d other devices of the prior art and thus leads to a compact and inexpensive hybrid module.

In the remainder of the description and the claims, the terms “front” AV or “rear” AR will be used, without limitation and in order to facilitate understanding, depending on the direction with respect to an axial orientation determined by the axis Main X of rotation of the transmission of the motor vehicle “the rear” designating the part situated to the left of the figures, on the side of the transmission, and the “front” AV designating the right part of the figures, on the side of the engine; and "inside/internal" or "outside/external" with respect to the X axis and in a radial orientation, orthogonal to the said axial orientation, the "inside" designating a proximal part of the longitudinal axis X and "the outside" designating a distal part of the longitudinal axis X.

Advantageously, the drive plate is composed of a web and a hub.

In all of the above, the first subassembly further comprises a rotor support and a diaphragm. Advantageously, the diaphragm of the first subassembly is arranged axially between the drive plate and a transverse partition of the rotor support, preferably between the web of the drive plate and the transverse partition.

In all of the above, the transverse bulkhead of the rotor support extends radially inside the rotor. Advantageously, the transverse partition is arranged so as to serve as a point of support for the diaphragm on its radially outer part.

In all of the above, the holding casing further comprises a system for actuating the separation clutch. Advantageously, the separation clutch actuation system is arranged radially inside the transverse partition of the rotor support.

According to one embodiment, the actuation system comprises a CSC (“Concentric Slave Cylinder”). In the context of the present invention and as is known to those skilled in the art, by CSC type actuation system is meant an actuation member comprising an annular piston mounted to slide axially on the outside of a inner tube. The piston and the tube then form an actuation chamber. Each actuating member comprises a rotating stop carried by the piston and cooperating with a force transmission member. The actuation chamber can be sealed and filled with oil. The piston and the tube are fixed in rotation so that the actuation chamber and the oil do not rotate. The actuation fluid is then supplied to the actuation device through fluid lines located in the crankcase.

In all of the above, the rotating stop may be a bearing, in particular a rolling bearing. The rolling bearing may comprise an inner ring fixed to the piston, an outer ring resting against the force transmission member and rolling bodies interposed between the inner ring and the outer ring. Preferably, the rolling bodies can be balls. Each piston can be of revolution around the axis of rotation.

Advantageously, the CSC of the separation clutch is arranged radially inside the transverse partition of the rotor support.

Advantageously, the holding casing comprises an axial elongation wall extending radially inside the rotor.

Advantageously, the at least one guide member is a rolling member or a bearing, preferably a rolling member.

In all of the above, the retaining casing comprises two rolling members, as a guide member, each rolling member comprising an outer ring in contact with the retaining casing and an inner ring in contact with the base plate. drive, preferably with the drive plate hub. Advantageously, the running gear is in contact with the axial elongation part of the retaining casing.

Advantageously, the at least one rolling member is a bearing with one or two rows of balls.

In all of the above, the inner radial end of the transverse bulkhead of the rotor support is located radially above the axial elongation part of the casing.

In all of the above, the clutch device comprises two clutches. Alternatively the clutch device acts as a simple clutch.

The hybrid module according to the invention makes it possible to couple the motor shaft of a motor vehicle with at least one gearbox input shaft. Each clutch mechanism advantageously comprises a diaphragm intended to cooperate with a pressure plate integral in rotation with the motor shaft. Each diaphragm is movable by means of a corresponding clutch stop between a rest position and an active position. Depending on the type of clutch, the active position corresponds to a coupling or a decoupling of the shafts of the gearbox and the engine and the rest position of the diaphragm corresponds to a decoupling or coupling of these shafts. This is referred to as a normally open and normally closed clutch respectively.

The clutch release bearing is controlled by an actuator controlled by an electronic computer in order to exert a predetermined force on the diaphragm and move it over a given distance.

The pressure plate of each clutch mechanism urged by the corresponding diaphragm, is intended to clamp a friction disc on a corresponding reaction plate. A reaction plate can be provided for each clutch. As a variant, it is possible to use a single reaction plate common to the two clutches of the dual-clutch device, mounted between the two friction discs.

In all of the above, the drive plate and the reaction plate of the first subassembly are linked together, preferably riveted.

In all of the above, the drive plate has slots into which the axial protuberances of the pressure plate of the first subassembly fit.

In all of the above, the clutch module and the third subassembly are assembled together, preferably by a nut or circlip. The nut or the circlip are used to position the clutch module axially with respect to the third sub-assembly.

In all the above, a torsion damper device is arranged before the separation clutch according to the torque path. Advantageously, the torsion damping device is arranged on the internal combustion engine side with respect to the retaining casing.

The invention will be better understood, and other aims, details, characteristics and advantages thereof will appear more clearly during the following description of several embodiments of the invention, given solely by way of illustration and not limitation, with reference to the appended figures.

represents a view in axial section of a hybrid module according to the invention.

shows an axial section view of the connection between the drive plate and the reaction plate of the first subassembly of the hybrid module of Figure 1.

shows an axial section view of the first subassembly of the hybrid module of Figure 1.

shows an axial section of the clutch module of the hybrid module of Figure 1.

shows an axial section of the third subassembly of Figure 1.

Figures 1 to 4 illustrate a hybrid module 1 and the various elements constituting it according to one embodiment of the invention.

• un premier sous-ensemble A avec un rotor 30 de machine électrique, une plaque d’entrainement 15 et un embrayage de séparation 10,
• un deuxième sous-ensemble B avec un dispositif d’embrayage 50 avec au moins un embrayage 51 composé, et
• un troisième sous-ensemble C avec un stator 31 de la machine électrique ayant un carter de maintien 40.

In relation to Figure 1, there is a hybrid module 1 comprising:

• a first sub-assembly A with an electric machine rotor 30, a drive plate 15 and a separation clutch 10,
• a second subassembly B with a clutch device 50 with at least one clutch 51 composed, and
• a third sub-assembly C with a stator 31 of the electric machine having a holding casing 40.

The first sub-assembly A also comprises a torque input element 8 in rotation around an axis X, able to be coupled in rotation to a crankshaft of a heat engine (not shown).

A torsion damper device 3 can be positioned at the front of the hybrid module on the heat engine side, preferably between the crankshaft of the heat engine and a torque input element 8. Preferably, the damper device torsion 3 is a one- or two-mass flywheel.

In the hybrid module 1, the rotor 30 and the stator 31 are annular in shape and mounted coaxially. They together form an electric machine 32 which serves as a driving machine. Electrical machine 32 is disposed between an internal combustion engine (not shown) and a transmission (also not shown). The stator 31 is fixed and arranged around the rotor 30. The rotor 30 is arranged in the direction of the torque transmission between the separation clutch 10 and the clutch device 50. In the example considered, the rotating electrical machine 32 is a permanent magnet synchronous machine.

The rotor 30 of the rotating electrical machine is selectively connected to the crankshaft of the combustion engine by the separation clutch 10 and to the input shafts of the gearbox by the clutch device 50.

We will now present the first subset A in more detail in relation to FIGS. 1 to 3.

In the example considered, the separation clutch 10 comprises a pressure plate 11 and a reaction plate 12 between which extends a friction disc 13. The pressure plate 11 is coupled in rotation to the reaction plate 12 and is movable in translation with respect to the latter between an engaged position and a disengaged position, in which it clamps the friction disc 13 on the reaction plate 12, or respectively releases the first friction disc 13.

As can be seen in the section plane of Figures 1 to 3, the pressure plate 11 comprises axial protrusions 11a which fit into slots 15a of the drive plate 15. The drive plate is composed of a veil 16 and a hub 17.

In the example considered, the veil 16 and the hub 17 are two independent parts integral with each other. This makes it possible to be able to modify only the profile of the hub 17 according to the constraints while keeping a uniform thickness of the web 16. According to an alternative embodiment the web 16 and the hub 17 are made in one piece.

The reaction plate 12 is fixed, preferably riveted to the drive plate 15, in particular at the level of the veil 16. As can be seen in FIG. 2, at the level of the connection between the reaction plate 12 and the veil 16, said drive plate 15 is stamped to facilitate assembly.

The friction disc 13 is connected in a fixed manner in rotation to the torque input element 8 which extends axially on either side of the rotor. Thus, in the engaged position of the separation clutch 10, the motor shaft is coupled via the torque input element 8, to the drive plate 15.

In the example considered, the first sub-assembly A further comprises a rotor support 33 and a diaphragm 25.

The rotor support 33 is assembled, that is to say screwed, welded or riveted, preferably riveted to the drive plate 15, in particular to the veil 16.

The reaction plate 12 comprises openings 12a distributed circumferentially on the radially outer part. These openings 12a make it possible to pass the tooling in order to assemble the rotor support 33 to the drive plate 15.

The diaphragm 25 of the first subassembly A is disposed axially between the drive plate 15 and a transverse partition 34 of the rotor support 33. The diaphragm 25 is preferably disposed axially between the veil 16 and the transverse partition 34. The partition transverse 34 of the rotor support extends radially inside the rotor. The transverse partition 34 is arranged so as to serve as a point of support for the diaphragm 25 on its radially outer part.

The slots 15a of the drive plate 15 are distributed circumferentially around the axis so that the axial protrusions 11a of the pressure plate 11, equally distributed around the circumference, can move axially when the diaphragm 25 exerts pressure. on these protrusions.

Will now be presented in more detail in relation to Figures 1 and 4, the second subassembly B. Figures 1 and 4 illustrate a clutch device 50 according to one embodiment of the invention, namely a double clutch comprising two clutches 51.

The double clutch is intended to couple an engine with a first and a second input shaft of a gearbox. The double clutch comprises a first and second clutch mechanism allowing the passage of ratios of different parities.

Accordingly, the transmission is designed as a dual-clutch transmission, of which only the two transmission input shafts 4, 6 are shown in dotted lines.

The corresponding shafts 4, 6, 8 are here on a common axis X, which constitutes the main axis of the hybrid module 1.

The first clutch mechanism comprises a pressure plate 52 and a reaction plate 53 between which extends a friction disc 54. The pressure plate 52 is coupled in rotation to the reaction plate 53 and is movable in translation relative to the latter between an engaged position and a disengaged position, in which it clamps the friction disc 54 on the reaction plate 53, or respectively releases the first friction disc 54.

The pressure plate 52 is fixed, preferably riveted to a cover (not visible in these figures) coupled to the motor shaft. The friction disc 54 of the first mechanism is coupled to the first input shaft of the gearbox. Thus, in the engaged position of the first clutch mechanism, the drive shaft is coupled to the first gearbox input shaft.

The second clutch mechanism of the clutch device 50 operates identically to the first clutch mechanism. A common reaction plate 53 is used for the two clutch mechanisms, each friction disc 54 of each clutch mechanism being arranged on the side of one of the two radial bearing faces of the reaction plate 53.

The friction disc 54 of the second clutch mechanism is coupled to the second input shaft of the gearbox. Thus, in the engaged position of the second clutch mechanism, the motor shaft is coupled to the second input shaft of the gearbox

The control of the first and second clutch mechanism is conventionally done by means of a CSC type actuation device. A clutch thrust bearing cooperates with the radially inner periphery of a diaphragm for each clutch mechanism.

The first and second clutch mechanisms are advantageously of the normally open type. Thus, in the rest position of the diaphragm, that is to say when the clutch release bearing exerts zero or weak force on the corresponding diaphragm, said diaphragm exerts zero or weak force on the associated pressure plate 52. pressure plate 52 is then moved away from reaction plate 53 by means of appropriate means, such as elastic tabs, so as to release friction disc 54.

The second sub-assembly B is linked directly to the drive plate 15 of the first sub-assembly A so as to form a clutch module 2 that is easily preassembled. Advantageously, the drive plate 15 is linked, preferably riveted, to the reaction plate 53 of the double clutch. The clutch module 2 is therefore guided in rotation by the drive plate 15 via the retaining casing 40 and at least one guide member 41 of the third sub-assembly C.

In the example considered, the connection between the rotor 30 and the second subassembly B for joint rotation is made as an indirect connection between the rotor support 33 and the reaction plate 53 of the clutch device 50 via the plate training 15.

The third subset C will now be detailed using Figures 1 and 5.

In the example considered, the retaining casing 40 comprises an axial elongation wall 45 extending radially inside the rotor. The casing 40 further comprises two guide members 41, preferably two rolling members 41, each rolling member comprising an outer ring 41a in contact with the retaining casing 40 and an inner ring 40b in contact with the drive plate 15, more particularly the hub 17. Advantageously, the rolling members 41, more particularly the outer rings 41a of the rolling members are in contact with the axial elongation part of the retaining casing. A common radially outer ring 41a can be used for the two guide members.

Thus, the drive plate 15 is supported radially by the guide members 41, here rolling members, via the holding casing 40.

The separating clutch 10 is designed as a hydraulically actuable clutch and is actuated by means of an actuating system 46. The holding housing 40, more particularly the axial elongation part 45, comprises the actuating system 46 of the separation clutch. Indeed, the actuation system 46 is integrated in the axial elongation part 45. The actuation system 46 comprises a CSC, said CSC being disposed radially inside the rotor support 33, preferably radially outside the rotor. inside the transverse partition 34 of the rotor support 33.

The actuation system 46 of the separation clutch 10 is activated using hydraulic lines located in the holding casing 40. These lines are integrated into the holding casing in order to gain axially as much space as possible.

In the example considered, the third subassembly C further comprises a resolver 48. The resolver 48 is arranged radially inside the electric machine 32.

In the example considered, the separation clutch 10 and the double clutch device 50 are located axially next to each other. In other words, there is no axial overlap.

The clutch module 2 and the third sub-assembly C are assembled together, preferably by a nut or circlip 20. More particularly, the clutch module 2 projects axially inside the third sub-assembly C.

1. assemblage de la plaque d’entrainement 15 avec la plaque de réaction 12 de l’embrayage de séparation 10,
2. assemblage du support de rotor et rotor sur la plaque d’entrainement 15 de manière à former le premier sous-ensemble A,
3. le deuxième sous-ensemble B est lié directement à la plaque d’entrainement 15 du premier sous-ensemble A de manière à former un module d’embrayage 2,
4. un couvercle est fixé sur le dispositif d’embrayage 50 du deuxième sous-ensemble B, puis
5. le module d’embrayage 2 et le troisième sous-ensemble C sont assemblés entre eux par l’intermédiaire d’une vis ou écrou de manière à former le module hybride 1.

A brief description will now be given of the assembly steps which make it possible to obtain the hybrid module 1 according to the invention.

1. assembly of the drive plate 15 with the reaction plate 12 of the separation clutch 10,
2. assembly of the rotor support and rotor on the drive plate 15 so as to form the first sub-assembly A,
3. the second sub-assembly B is directly linked to the drive plate 15 of the first sub-assembly A so as to form a clutch module 2,
4. a cover is fixed on the clutch device 50 of the second sub-assembly B, then
5. the clutch module 2 and the third sub-assembly C are assembled together by means of a screw or nut so as to form the hybrid module 1.

Although the invention has been described in connection with several particular embodiments, it is obvious that it is in no way limited thereto and that it includes all the technical equivalents of the means described as well as their combinations if these fall within the scope of the invention.

In the claims, any reference sign in parentheses cannot be interpreted as a limitation of the claim.

Claims (11)

Hybrid module (1) for a motor vehicle, comprising:
- a first subassembly (A) with a rotor (30) of an electric machine (32), a drive plate (15) and a separation clutch (10) composed of a pressure plate (11) and a reaction plate (12),
- a second subassembly (B) with a clutch device (50) with at least one clutch (51) consisting of a pressure plate (52) and a reaction plate (53), the second sub - assembly (B) being linked directly to the drive plate (15) of the first sub-assembly (A) so as to form a clutch module (2), and
- a third sub-assembly (C) with a stator (31) of the electric machine (32) having a retaining casing (40) comprising at least one guide member (41),
characterized in that said drive plate (15) ensures the rotational guidance of the clutch module (2) via the at least one guide member (41) of the third sub-assembly (C). Hybrid module (1) according to Claim 1, characterized in that the first subassembly (A) further comprises a rotor support (33) and a diaphragm (25). Hybrid module (1) according to the preceding claim, characterized in that the said diaphragm (25) is arranged axially between the drive plate (15) and a transverse partition (34) of the rotor support. Hybrid module (1) according to the preceding claim, characterized in that the said transverse partition (34) is arranged so as to serve as a point of support for the diaphragm (25) on its radially outer part. Hybrid module (1) according to any one of Claims 3 to 4, characterized in that the retaining casing (40) further comprises an actuation system (46) for the separation clutch (10), said system actuation (46) being disposed radially inside said transverse partition (34) of the rotor support. Hybrid module (1) according to the preceding claim, characterized in that the actuating device (46) of the separation clutch (10) comprises a CSC. Hybrid module (1) according to any one of the preceding claims, characterized in that the retaining casing (40) comprises two rolling members (41) as guide members, each rolling member (41) comprising a outer ring (41a) in contact with the retaining casing (40) and an inner ring (41b) in contact with the drive plate (15). Hybrid module (1) according to any one of the preceding claims, characterized in that the clutch device (50) comprises two clutches (51). Hybrid module (1) according to any one of the preceding claims, characterized in that the drive plate (15) and the reaction plate (12) of the first sub-assembly A are linked together, preferably riveted. Hybrid module (1) according to any one of the preceding claims, characterized in that the drive plate (15) has slots (15a) into which are inserted axial protrusions (11a) of the pressure plate 11 of the first subset (A). Hybrid module (1) according to any one of the preceding claims, characterized in that the clutch module (2) and the third sub-assembly (C) are assembled together, preferably by a nut or circlip (20) .