WO2016134897A1

WO2016134897A1 - Drive apparatuses for a drive train

Info

Publication number: WO2016134897A1
Application number: PCT/EP2016/051476
Authority: WO
Inventors: Matthias Cudok; Martin Ruider; Michael Pantke; Andreas Füssl
Original assignee: Zf Friedrichshafen Ag
Priority date: 2015-02-26
Filing date: 2016-01-26
Publication date: 2016-09-01
Also published as: DE102015203405A1

Abstract

Drive apparatus (100) for a drive train, in particular for a motor vehicle, comprising at least - an electrical machine (1) as a first drive unit comprising a rotatably mounted rotor (2) and a stator (10) which is arranged coaxially in relation to said rotor, and - an electrically operable clutch (36); characterized in that at least one control device (56) is provided, said control device being designed as a common control device for the electrical machine (1) and the electrically operable clutch (36), and said control device preferably being fitted with a first and a second control unit, wherein the first control unit controls the electrical machine (1) and the second control unit controls the electrically operable clutch (36).

Description

Drive devices for a drive train

The present invention relates to a drive device for a drive train, in particular for a motor vehicle with at least one electric machine as the first drive unit and an electrically actuated clutch.

A generic drive device is known for example from DE 10 2009 002 265. In this document, a hybrid propulsion module is presented having a housing in which a flexible coupling and an electric machine are arranged, the hybrid module being interposed between an internal combustion engine and a transmission to provide hybrid propulsion. A disadvantage of this prior art, however, that the controls for the clutch and the power electronics of the electrical machine are arranged outside the housing, which increases the space requirement and special space requirements. Also from the prior art, for example, the German patent application 10 2014 220 835 is known to arrange an electronic assembly for driving the electric machine in an interior of the electric machine. However, since an actuator must be provided for the clutch, only limited space can be saved. In addition, the clutch actuation requires special space requirements, so that existing drives are not easy to retrofit with the additional drive unit.

Object of the present invention is therefore to provide a drive device for a drive train that can be used without major adjustments to the space constraints of the vehicle in the drive train.

This object is achieved by a drive device according to claim 1, as well as according to claim 3. Advantageous embodiments and further developments of the invention will become apparent from the dependent claims, the description and the drawings.

In the present case, a drive device for a drive train, in particular for a motor vehicle, is proposed, wherein the drive device has at least one electric motor. having machine as the first drive unit. The electric machine comprises a rotatably mounted rotor and a coaxially arranged stator. Furthermore, the drive device has an electrically actuated.

To form a space-saving drive unit, which can be used without much adaptation to the space requirements in the drive train, at least one control device may be provided according to a first aspect, which is designed as a common control device for the electric machine and the electrically actuated clutch. In this case, the common control device preferably carries a first and a second control unit, wherein the first control unit controls the electric machine and the second control unit activates the electrically actuable clutch. The common arrangement of the control units on or within a common control device eliminates the known from the prior art separate space for the control unit of the electric machine and the control unit of the electrically actuated clutch.

Furthermore, the drive device may be arranged in a housing which has at least one axially extending over the electric machine and the electrically actuated clutch circumferential housing. In this case, the common control device can be arranged both inside and outside the housing, wherein the space requirement can be significantly reduced even in an arrangement outside the housing by the common configuration of the control device.

If the common control device, however, provided within the housing, the drive device can be particularly easily installed in existing drive trains.

Alternatively, in order to form a space-saving drive device which can be used without major adjustments to the space requirements in a vehicle, a drive device can be provided which has at least axially over the electric machine and the electrically actuated clutch extending peripheral housing, within which at least a tax direction for the electrical machine and the coupling is formed. Since both control units are arranged within the housing, no special space requirement is given more, so that the drive device can be particularly easily integrated into the drive train.

Since the control device is arranged within the housing, as the alternative drive device shows, the control devices for the electric machine and the clutch may even be formed separately. This is particularly advantageous when the space in the interior of the housing is relatively limited, so that a large, both control units receiving common control device, inside the housing has no place. Thus, in the separate version of the available space inside the housing can be optimally utilized.

According to a further advantageous embodiment, the housing of the drive device has at least a first, preferably a first and a second, radially extending in the direction of the circumferential housing side wall which receive the electric machine and the electrically actuated clutch axially. Through this closed housing, the entire drive unit can be used as a prefabricated component in the drive train of a motor vehicle. This allows a particularly fast and cost-effective installation. Alternatively, however, at least one existing side wall of an adjacent drive train element, such as a gearbox or an internal combustion engine, can be used as a side wall, wherein only the peripheral housing contacts the existing adjacent side walls. At the same time, however, the peripheral housing itself may be wholly or partly formed by an adjacent drive train element, in particular a gear housing cover or a clutch bell. This can save resources and do without duplication, which in turn can save weight.

According to a further advantageous embodiment, the at least one control device is arranged at least partially outside the electric machine. This can for example be realized by the fact that the control However, it is also possible to arrange the control device radially outside of the electric machine. In this case, it is preferred if the control device is still arranged inside the housing surrounding the electrical machine.

Since the electric machine usually has a construction space formed radially on the inside due to its fundamental structural condition, it is furthermore advantageous if the control device is arranged at least partially within the electrical machine. It can be arranged in the space advantageously also the coupling, resulting in a particularly compact drive device.

In this case, it is particularly advantageous if a stator carrier carrying the stator of the electric machine or a rotor carrier carrying the rotor of the electric machine have an axially extending carrier section which forms a central receiving space for the coupling. It is particularly preferred if the central receiving space is sealed fluid-tight, preferably forming the central receiving space axial support portion sealing on one axial side with a side of the carrier arranged bearing shield and on the other side sealed with a rotatably supporting the rotor arm bearing is completed. This makes it possible to fill the receiving space receiving the clutch with a lubricant or coolant, even if the electric machine itself is arranged in a dry area.

This is particularly advantageous for an embodiment in which the electrically actuable clutch, as a disconnect clutch, in particular as an electromagnetically operable positive clutch, e.g. a dog clutch, as in the DE

102013205174 described, is formed. For the exact embodiment of the dog clutch, reference is made to the cited publication, the disclosure content of which is incorporated herein by reference in its entirety. In this case, the coupling is preferably designed such that it can be connected on the input side to an output shaft of a second drive unit, in particular an internal combustion engine, and on the output side to a drive shaft of a power take-off unit, in particular a transmission input shaft. For this purpose, the coupling on the output side can also be rotationally fixed with a rotor. Tornabe be connected, which in turn is rotatably connected to the transmission input shaft.

According to a further advantageous embodiment, the at least one control device is also accommodated in a receiving space, which is defined by a stator carrier carrying the stator or a rotor carrier supporting the rotor and extends axially alongside and / or radially inside the electric machine. This can be created over existing elements of the space required for the at least one control device.

According to a further preferred embodiment, the receiving space may further comprise a radially adjacent to the electrical machine extending receiving space portion in which, for example, a power board of the control device is receivable. On this power supply board, both control units (CPUs) for driving the electric machine and for driving the electrically actuated clutch can be located. However, it is also possible that only one CPU is used, wherein then preferably in the control device, a logic unit is provided which distinguishes and protects the drive signals for the electric machine or the clutch. This also counts among the components or the electronic assemblies of the control device. Furthermore, it is advantageous if the power board is fastened vibration-decoupled in the preferably radially extending receiving space. For such a vibration-decoupled attachment screws with buffer elements are particularly preferred, as described for example in EP 1 746 294. For a detailed description, reference is made to EP 1 746 294.

Further electronic components of the control device, in particular a capacitor, can also be accommodated within the electrical machine. In this case, a common capacitor or separate capacitors for the power supply of the electric machine or the electrically actuated clutch can be provided. As a result, a particularly compact design can be made possible. Furthermore, an embodiment is preferred in which the stator is formed as a system carrier comprising a radially extending radial wall portion, in turn, a first axially extending Statorträgerabschnitt forming the stator and at least a second axially extending control device support portion having a receiving space for an electronic assembly which forms at least one control device connects.

According to a further advantageous embodiment, the at least one control device is arranged within the housing such that a cooling device that cools the stator and / or rotor of the electric machine is at least partially in heat exchange contact with the at least one control device. This eliminates the need for a separate cooling device for the elements of the control device, which in turn reduces the space requirement. The heat exchange contact can take place, for example, in that an at least indirect contact between the cooling device, for example in the form of a component housing or a heat sink associated therewith, and a surface of the control device, is formed. In this case, between the elements heat transfer means for improving the heat transport, such as a thermal paste or thermally conductive films or plates or the like, be sandwiched. Alternatively and / or additionally, a heat exchange contact can also take place by thermal radiation or by convection of the heated ambient air, which can optionally be forced by a fan arrangement.

According to a further advantageous embodiment, a stator supporting the stator of the electric machine is further provided which has at least one fluid cooling arrangement, in particular at least one fluid cooling channel, which is in heat exchange contact with the stator and / or the at least one control device. As a result, both the stator and the control device can be acted upon with effective cooling, so that heat loss can be better dissipated. In this case, preferably further elements associated with the control device, such as, for example, semiconductors (MOSFETs), can be in heat exchange contact with the cooling device via, for example, a thermal paste (Gap Filier). For improved heat transfer, other elements of the control device, such as the capacitor, may be thermally connected to the stator support or the cooling device via a gap filier. Furthermore, it can be ensured by a suitable choice of material of the stator support itself, for example by choosing a particularly thermally conductive material such as aluminum, that the heat is better transported away. In principle, such a heat exchange could also be provided via the rotor carrier. In this case, however, further adjustments for the coolant supply to the rotor carrier are necessary.

If, as mentioned above, the stator carrier is also designed as a system carrier, it is particularly preferred if both the stator carrier section and the control device carrier section form a fluid cooling arrangement which provides separate cooling for the stator or the control device, but preferably via a common coolant supply feature. Since both elements to be cooled are directly in heat exchange contact with their own fluid cooling arrangements, a particularly good dissipation of the lost heat is ensured. Such a system carrier is described in German Patent Application 10 2014 220 835, the disclosure content of which is hereby fully encompassed. In addition, the system carrier can also have the axial support section forming the central recess, the advantages of which will be discussed in greater detail below. Also, the axial support portion may be equipped with a fluid-cooling arrangement, with both a radially outwardly disposed control device and a radially inwardly disposed coupling is coolable.

Furthermore, the electric machine can be designed in external rotor design or Innenläuferbau- art. If the electric machine is designed as an external rotor, then it is particularly advantageous to carry out integrally the stator carrier section and the control device carrier section and to supply the stator and the control device with a common cooling device. For example, in this embodiment, the stator may be located radially outward of the carrier and the controller radially in the carrier with the carrier formed on the cooling channel in heat exchange contact.

If the electric machine is designed as an internal rotor, it is advantageous if the stator carrier section and the control device carrier section are radially spaced apart from one another via the radial wall section. In addition to the separate cooling of the stator and the control device, this embodiment has the advantage that the cooling provided by the second fluid cooling arrangement assigned to the control device support section can also act on the rotor components. In principle, however, it would also be possible to arrange the control device in a receiving space formed by the stator carrier section and the control device carrier section in addition to the stator and the rotor, so that the control device carrier section is simultaneously designed as an axial carrier section and defines the central recess.

According to a further advantageous embodiment, the fluid cooling arrangements are designed as annular channels. The coolant channel itself can be configured in one or more parts, wherein, for example, in the case of a two-part coolant channel, the coolant channel can be formed by the system carrier and the housing surrounding the electric machine. In the case of one-part cooling channels, the system carrier itself is at least partially hollow and designed to accommodate a cooling medium.

According to a further advantageous embodiment, a coolant channel, in particular at least one coolant supply channel, which leads coolant to the fluid cooling arrangements, and at least one coolant discharge channel, which discharges coolant from the fluid cooling arrangements, can also be formed in the radial wall section of the system carrier. In this case, separate coolant supply and discharge channels can be provided for each fluid cooling arrangement, but it is also possible to form a central coolant supply channel and a central coolant discharge channel, which distribute the coolant into the corresponding fluid cooling arrangements. With regard to the various embodiments, reference is made to the German patent application 10 2014 220 835, the disclosure of which is fully is included. Depending on the configuration of the coolant channels, in particular their diameter, it is also possible to address the various cooling requirements of the elements to be cooled.

As already mentioned above, not only the control device and the stator, but also the electromagnetic components of the rotor can be cooled by the cooling device. In order to increase this cooling effect, at least one air guide element, which is designed to direct heated air from the electromagnetic rotor components to the fluid cooling arrangements, can additionally be arranged on the rotor carrier or on the region of the system carrier opposite to the rotor, wherein the at least one Air guide is supported by the rotor carrier and / or the system carrier. Such air guide elements may be formed, for example, via a structure in the form of wave blades or projections, which allow air circulation between the rotor carrier and the system carrier. As a result, actively heated air is brought to the fluid cooling arrangements, so that the waste heat of the electromagnetic rotor components can be transported away better.

In the following, the invention will be described with reference to examples shown in the drawings. The illustrated embodiments are purely exemplary in nature and are not intended to define the scope of the application. This is defined by the appended claims.

Show it:

1 shows a schematic sectional view through a first preferred embodiment of the drive device according to the invention;

FIG. 2 shows a schematic spatial sectional view of the exemplary embodiment according to FIG. 1 without the electrical components of the electrical machine; FIG.

FIG. 3 is a schematic sectional view of the embodiment shown in FIG. 2; FIG.

4 shows a schematic spatial sectional view through a further preferred embodiment of the drive device according to the invention; and 5 shows a schematic plane sectional view of a third preferred embodiment.

In the following, identical and functionally equivalent elements are identified by the same reference numerals.

1, 4 and 5 show schematic sectional views through a drive device 100 for a motor vehicle drive train with an electric machine 1, wherein Fig. 1 shows an electric machine 1 in the outer rotor type and Fig. 4 and 5 as an inner rotor. The electric machine 1 itself comprises a rotor 2, which is rotatably mounted about an axis A and by a rotor carrier 4, which is rotatably connected to a rotor hub 6, is worn. On the rotor arm 4 while the electromagnetic rotor components 8 are arranged in the form of rotor magnets. The rotor hub 6 itself can in turn be connected to a transmission input shaft 7 (only shown in FIG. 1).

Radially inside (see FIG. 1) or radially outward (see FIGS. 4 and 5) of the rotor 2, a stator 10 is arranged which has electromagnetic stator components in the form of coils 16 arranged on a laminated core 14. In this case, the laminated stator core 14 is supported by a stator carrier 18, which is designed as a stator carrier section 18 of a system carrier 20.

As can be seen in all FIGS. 1 to 5, the system carrier 20 has, in addition to the stator carrier section 18, a radial wall section 22 formed integrally with the stator carrier section 18. In addition, integrally formed on the system carrier 20 is a control device carrier section 24 which is formed integrally with and in FIGS. 1 and 3 radially spaced from the stator carrier 18 in FIGS. In this case, the system carrier 20 forms a receiving space 26, in which the electric machine 1 is at least partially accommodated, wherein the control device carrier portion 24 is arranged radially in relation to the axis of rotation A within the electric machine 1. A further axial system carrier section 30 is arranged at a distance radially inwardly over a further radial wall section 28, so that the control device carrier section 24 and the axial system carrier section 30 have between them a pot-shaped Form receiving space 32, which is adapted to receive at least one electronic assembly for a control device. This recording room will be discussed in more detail below.

Furthermore, it can be seen from FIGS. 1 to 5 that the axial system carrier section 30 forms radially inwardly a central receiving space 34 in which an electrically actuatable clutch 36 is arranged. In this case, the axial system carrier section 30 extends axially from a first end shield 38, which is arranged laterally of the system carrier 20 and terminates radially outwardly therefrom, with a bearing 40, which in turn rotatably supports the rotor carrier 4. In this case, the axial system support portion 30 is sealingly closed both on the bearing plate 38 and on the bearing 40, so that the central receiving space 34 is completed substantially fluid-tight. As a result, lubricants or coolants for the separating clutch 36 can also be accommodated in the receiving space 34, without the electric machine 1 also having to be arranged in a wet space.

The coupling 36 is preferably designed as a dog clutch and has a connecting element 42 and an electrical actuating device 44 in the form of an electromagnet. In this case, the connecting element 42 is axially displaceable to an output shaft 46 of an internal combustion engine (not shown) and the rotor hub 6 is arranged. Thereby connecting the connecting element 42 in a first axial end position, the output shaft 46 and the transmission input shaft rotationally together, while in a second axial end position separates them from each other, so that only the rotor hub 6 is connected to the transmission input shaft. 1, 4 and 5 show a first embodiment of the coupling 36, while Fig. 2 and 3 show a second embodiment. The difference between the two exemplary embodiments lies in particular in the arrangement and configuration of the connecting element 42.

Furthermore, FIGS. 1 to 5 show that the electromagnetic actuator 44 has a magnetic yoke 50 accommodating a coil 48, wherein the magnetic yoke 50 is secured in a rotationally fixed manner, for example, to the axial system carrier section 30 via a spring-groove connection. To actuate the clutch, the electromagnet acts on an anchor element 52, which is connected to the connecting element 42 for common axial displacement and whose different configuration is adapted to the differently configured connecting elements 42. In order to enable the anchoring element 52 to return, a spring element 54 is furthermore provided, which is supported on the anchoring element 52 and the magnetic yoke 50 and is biased such that the anchoring element 52 and the magnet yoke 50 are pushed away from one another.

The spring element 54 may either be located axially between the magnetic yoke 50 and the anchor element 52 as described above (see FIGS. 1, 4 and 5), but it is also possible for it to be radially inward therefrom (see FIGS. 2 and 3) and / or arranged axially overlapping with both.

Further embodiments with regard to the elements and the mode of operation of the dog clutch are set forth in DE 102013205174 and are herewith included in the disclosure of the present application in its entirety.

The couplings 36 shown here are designed as a normally closed coupling. This means that in a non-actuated state, that is, when the electromagnet 44 is not energized, the clutch 36 is closed and a rotary connection between the output shaft 46 and the rotor hub 6 is given. In this case, the spring 54 arranged between the armature element 52 and the magnetic yoke 50 presses the armature element 52 and the magnet yoke 50 away from one another and thus brings the connecting element 42 into engagement with the rotor hub 6 or the transmission input shaft. To open the clutch 36, the electromagnet 44 is energized, whereby the armature element 52 is attracted against the action of the spring force of the spring element 54 and brought out of engagement with the connecting element 42, so that the clutch is open. The output shaft 46 and thus the engine are separated in this way from the rest of the drive train and there is the pure electric drive. In order to provide this control, a control device 56 is provided which is accommodated within the receiving space 32 formed by the system carrier 20. 1, 4 and 5, the control device 56 is designed as a common control unit, which serves both to control the electric machine 1 and the clutch 36. Instead of the illustrated common control unit but also two separate control units can be accommodated in the receiving space 32, which thus together form the control device 56.

In this case, a separate control unit in the form of an electronic circuit arrangement, for example, with a central processing unit (CPU) is provided for driving the clutch 36 and the electric machine 1 on a common power board 57 (circuit carrier). In principle, it would also be possible to control the coupling 36 via the same electronic circuit arrangement or central processor unit (CPU), which calculates the control signals for the electric machine 1. In this case, however, should continue to be provided for safety reasons in the control device 56, a separate logic unit which separates the two Ansteuersig- signals from each other. The receiving space 32 itself is further adapted to receive one or more capacitors 58 which supply both the electric machine 1 and the electrically operable coupling 36 with an operating voltage.

Alternatively, the control device or parts thereof could also be arranged outside the electrical machine. Thus, for example, as shown in Fig. 5, radially outside the machine, a further receiving space 59 are created in which the control device 56 is at least partially receivable. This can thus be arranged inside or outside a housing 66 surrounding the electrical machine. In Fig. 5, the embodiment is shown in which the housing 66 surrounds the space 59.

In the exemplary embodiments illustrated in FIGS. 1 to 4, the control device 56 is accommodated within the electrical machine in the receiving space 32, which accommodates both the capacitor 48 and the common or separate control unit 56 for the clutch 36 and the electric machine 1. In the in the Figures illustrated embodiments, the control device 56 is formed as a common power board 57, which carries a computing unit (not shown) for the electric machine and a computing unit (not shown) for the clutch. The power board 57, in turn, is arranged lowered in a recess 60 formed on the radial wall section 22 and, in addition to the capacitor 58, also carries other components which protrude into the receiving space 32 or are arranged between the power board 57 and the system carrier 20, such as diverse semiconductors (MOSFETs). , Between power board 57 and the elements carried by the control device 56 and the system support 20, in particular the radial wall portion 22 and the control device support portion 24 may further be provided a thermal grease (Gapfilier), the electronic assemblies in direct thermal contact with the system carrier 20 and thus with the system carrier 20, in particular on the stator or power electronics carrier section 24, arranged fluid cooling arrangements 62, 64 brings, which will be described in detail below.

4 and 5 show that the fluid cooling arrangements 62, 64 are formed both in the stator support section 18 and in the control device support section 24 as coolant channels 62, 64, which can be acted upon by a fluid coolant and for cooling the electromagnetic stator components (coolant channel 64 ) or the control device (coolant channel 62) are designed. If stator carrier section 18 and control device carrier section 24 coincide, as shown in FIGS. 1-3, only one cooling channel 62 may be present. The coolant channels 62, 64 are preferably arranged annularly and formed integrally in the stator support section 18 and the control device support section 24, respectively. Alternatively, however, it is also possible, as shown in Fig. 4, the coolant channel 64 radially inwardly by the stator support portion 18 and radially outwardly by a, the electric machine 1 receiving housing 66 to limit.

To direct a coolant into the cooling channels 62, 64, one or more coolant inlet channels and coolant outlet channels may be arranged in the radial wall section 22 of the system carrier 20, which supply the coolant channel 62 and the coolant channel 64 with fluid coolant. Since the coolant inlet and the coolant telablauf do not lie in the sectional plane view of the figures, they are not shown. With regard to the supply of coolant, reference is made to the German patent application 10 2014 220 835, the disclosure of which is fully incorporated herein by reference.

The cooling is mainly via heat exchange contact. In this case, in the region of the control device 56, the heat exchange can be further increased via the above-mentioned gap fillers. In addition, the system support 20 itself may be made of a thermally conductive material, such as aluminum, which increases the heat exchange between the cooling channels 62, 64 and the elements to be cooled.

In addition to the cooling channels 62, 64, a cooling channel can also be arranged in the axial system support section 30, which cools both the control device 56 or the condenser 58 and the electrically actuatable coupling 36. For this purpose, the support portion 30 may be equipped with a cooling channel, but it is also possible to dissipate the heat of the coupling to the cooling channel 62 only via a direct contact surface between the magnetic yoke 50 and the inner region of the axial system support section 30.

Furthermore, the drive unit 100 described above can be accommodated in a housing 66 which surrounds the electrical machine 1 radially on the outside. For this purpose, for example, the side walls 38 and 68 can be covered circumferentially with a peripheral housing 66. In this case, a fluid cooling arrangement, for example in the form of a coolant channel, may also be provided in the circumferential housing 66 itself, which cools the control device, the rotor or the stator. The side walls 38, 68 may be present as separate components, but it is also possible to use elements of the adjacent components, such as a transmission or a clutch. If the side walls are formed as independent side parts, then it has the advantage that the entire drive device 100 can be fitted as a prefabricated unit in a drive train. Special requirements for the installation space are not to be considered, since all for the operation of the Drive device necessary components are arranged within the housing and are controlled.

With the proposed drive device, a self-sufficient hybrid module can be created, which can be used simply as an extension of a conventional drive to create a parallel hybrid. There are no special requirements for the space, so that existing drive units can be retrofitted with the drive device according to the invention. As a result, different driving modes can be met. If the coupling element is closed and the internal combustion engine coupled to the electric machine and the remaining drive train, the vehicle can be driven with a combination of internal combustion engine and electric machine. In addition, when the clutch is closed, a start of the internal combustion engine by the electric machine. If the clutch is open, however, there is no rotational connection between the drive shaft and the transmission, so that the internal combustion engine is separated from the rest of the drive. If the internal combustion engine is to be switched on from such a vehicle state, the rotational speed of the rotor shaft is dimensioned, and the internal combustion engine is started and brought to the rotational speed of the rotor hub, wherein a certain rotational speed difference is allowed. If the combustion engine is at the adjusted rotational speed, the clutch receives the command from the control to close, so that the vehicle is again driven jointly by the internal combustion engine and the electric motor.

Since in particular the control units for clutch and electric machine are distributed as shared elements or particularly space-saving in the existing space, a particularly compact drive module can be provided, which can be integrated without special space requirements in the drive train. Designation drive device

electric machine

rotor

rotorarm

rotor hub

Transmission input shaft

electromagnetic rotor components

stator

electromagnetic stator components

teeth

Do the washing up

stator

system support

Radial wall section

Controller support section

Recording room for electric machine

Radial wall section

axial system carrier section

pot-shaped receiving space

central recording room

clutch

end shield

camp

Connecting element (claw)

electromagnetic actuator electromagnet output shaft (combustion engine)

Kitchen sink

yoke

anchor member

spring element

control device Power board

capacitor

Recess radial wall section, 64 fluid cooling arrangements

casing

Side wall

axis of rotation

Claims

claims

1 . Drive device (100) for a drive train, in particular for a motor vehicle, with at least

- An electric machine (1) as a first drive unit comprising a rotatably mounted rotor (2) and a coaxially arranged stator (10), and

- An electrically actuated clutch (36);

characterized in that

at least one control device (56) is provided, which is designed as a common control device for the electric machine (1) and the electrically actuatable clutch (36) and which preferably carries a first and a second control unit, wherein the first control unit controls the electric machine ( 1) and the second control unit activates the electrically actuatable clutch (36).

Second drive device (100) according to claim 1, characterized in that the drive device (100) in a housing (66; 38; 68) is arranged, the at least one axially via the electric machine (1) and the electrically actuated clutch ( 36) extending peripheral housing (66), and the common control device (56) outside, in particular radially outside, of the housing (66; 38; 68) is arranged.

Third drive device (100) for a drive train, in particular for a motor vehicle, with at least

- An electrically actuated clutch (36) having an input element and an output element, wherein

the drive device (100) is arranged in a housing (66) which has at least one peripheral housing (66) extending axially over the electric machine (1) and the electrically actuable coupling (36);

characterized in that within the housing at least one control device (56) is arranged, with which the electrical machine (1) and the electrically actuated coupling (36) are controllable.

4. Drive device (100) according to claim 3, characterized in that a first control device (56) is provided with a first control unit and a second control device with a second control unit, wherein the first control device, the electric machine (1) and the second control device electrically actuated coupling (56) controls.

5. Drive device (100) according to one of the preceding claims, characterized in that the at least one control device (56) is arranged at least partially outside the electric machine (1).

6. Drive device (100) according to one of claims 1 to 4, characterized in that the at least one control device (56) at least partially within the electrical machine (1), in particular in one of the electrical machine (1) provided space (32, 60, 34) is arranged.

7. Drive device (100) according to claim 6, characterized in that the at least one control device (56) in a receiving space (32, 60) is received, the radially adjacent (60) and / or axially within (32) of the electric machine (1), wherein preferably the receiving space (32, 60) is defined by a stator carrier (18) carrying the stator (10) or a rotor carrier (4) carrying the rotor (2).

8. Drive device (100) according to claim 7, characterized in that the stator carrier (18) as a system carrier (20) is formed, which comprises a radially extending radial wall portion (22) having a first axially extending stator support portion (18) forming the stator support (18), and at least one second axially extending control device support section (24) forming an electronics compartment receiving space (32) of the at least one control device (56).

9. Drive device (100) according to any one of the preceding claims, characterized in that the electrically actuated coupling (36) within the electrical machine, in particular in one of the electrical machine (1) provided space (34) is arranged.

10. Drive device (100) according to claim 9, wherein the rotor of the electric machine (1) by a rotatable rotor carrier (4) and the stator (10) of the electric machine (1) by a stationary stator (18) are supported, wherein the Rotor carrier (4) or the stator (18) have an axial support portion which is adapted to design a central receiving space (34) within the electrical machine (1) in which the electrically actuated clutch (36) is arranged.

1 1. Drive device (100) according to claim 10, wherein the central receiving space (34) is formed fluid-tight.

12. Drive device (100) according to any one of claims 1 or 3 to 1 1, characterized in that the at least one control device (56) is arranged within the housing (66) such that one of the stator (10) and / or rotor ( 2) of the electric machine (1) cooling cooling device (62, 64) is at least partially in heat exchange contact with the at least one control device (56).

13. Drive device (100) according to claim 12, characterized in that the cooling device as at least one fluid cooling arrangement (62, 64), in particular at least one fluid cooling channel is formed, which is formed in a stator (10) supporting the stator and is in heat exchange contact with the stator (10) and / or the at least one control device (56).

14. Drive device (100) according to one of the preceding claims, characterized in that the coupling is designed to connect to an output shaft (46) of a second drive unit, in particular an internal combustion engine. to be bar, and is adapted to be connectable to a drive shaft of an output unit, in particular a transmission input shaft.

15. Drive device (100) according to any one of the preceding claims, characterized in that the coupling (36) is an electromagnetically actuated dog clutch.

1 6. Drive device (100) according to any one of the preceding claims, characterized in that the housing (66, 38, 68) at least a first, preferably a first and a second, radially in the direction of the peripheral housing (66) extending side wall (38, 68) axially receiving the electric machine (1) and the electrically operable coupling (36).

17. Drive device (100) according to one of the preceding claims, characterized in that the peripheral housing (66) is at least partially formed by an adjacent drive train element, in particular by a gear housing cover and / or a clutch bell.