WO2017202413A1 - Module d'entraînement hybride à transmission intégrée dans un agencement axial - Google Patents

Module d'entraînement hybride à transmission intégrée dans un agencement axial Download PDF

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Publication number
WO2017202413A1
WO2017202413A1 PCT/DE2017/100402 DE2017100402W WO2017202413A1 WO 2017202413 A1 WO2017202413 A1 WO 2017202413A1 DE 2017100402 W DE2017100402 W DE 2017100402W WO 2017202413 A1 WO2017202413 A1 WO 2017202413A1
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WO
WIPO (PCT)
Prior art keywords
drive module
hybrid drive
rotor
clutch
carrier
Prior art date
Application number
PCT/DE2017/100402
Other languages
German (de)
English (en)
Inventor
Andreas Trinkenschuh
Stefan Mackowiak
Willi Ruder
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to DE112017002616.4T priority Critical patent/DE112017002616A5/de
Publication of WO2017202413A1 publication Critical patent/WO2017202413A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a hybrid drive module for a drive train of a motor vehicle, such as a car, bus or truck, with a stator and a rotor having electromotive drive unit, a two non-rotatably interconnectable coupling components having separating clutch, wherein a first coupling component with a connecting shaft to the other Rotary coupling is prepared with an output shaft of an internal combustion engine, is rotationally connected and a second coupling component is rotatably coupled on the one hand rotors with the rotor Rotorarm, on the other prepared for rotary coupling with a transmission shaft of a transmission, and an actuator for adjusting the separating clutch between a coupled position (in which the coupling components are rotatably connected to each other) and a disengaged position (in which the coupling components are rotationally decoupled from each other).
  • the hybrid drive module is thus designed in principle as a coupling device in conjunction with an electromotive drive unit.
  • the hybrid drive module (also referred to as hybrid module) is thus designed as a torque transmission device or as a parallel hybrid modules / parallel hybrid drive modules.
  • the invention relates to a drive train of a motor vehicle with this hybrid drive module.
  • WO 2015/172784 A2 discloses a torque transmitting device for mounting in a power train of a hybrid vehicle with an internal combustion engine, transmission and electric machine, wherein the electric machine is disposed in the torque transmitting device and has a rotor rotatable about a central longitudinal axis of the torque transmitting device, the torque transmitting device comprising a disconnect clutch with clutch actuation for decoupling the internal combustion engine from the gearbox and a primary shaft torsional vibration damper on the dome shaft side.
  • a transmission-side secondary torsional vibration damper is directly in the gearbox side Output flange of the torque transmitting device arranged and disposed radially and axially within the rotor.
  • the rotor carrier is supported on a stator of the housing of the hybrid drive module / (rotatably), preferably supported radially and axially / stored. As a result, the rotor is mounted very stable.
  • the rotor carrier is mounted on the housing at at least two axially spaced-apart bearing areas, preferably adjacent to two axial end areas of the rotor. As a result, the stability of the rotor bearing is further improved.
  • the housing of the hybrid drive module is mounted / supported radially outside a sleeve region of the rotor carrier or radially between a sleeve region of the rotor carrier and the connecting shaft on the rotor carrier (radially and axially).
  • the housing of the hybrid drive module is mounted / supported radially outside a sleeve region of the rotor carrier or radially between a sleeve region of the rotor carrier and the connecting shaft on the rotor carrier (radially and axially).
  • the connecting shaft is rotatably supported / supported on the rotor carrier or the housing of the hybrid drive module, i. radially and axially supported / supported.
  • the connecting shaft is mounted robustly relative to the rotor.
  • the connecting shaft is designed as a drive shaft of the drive train of the motor vehicle, which is preferably configured as a hybrid vehicle. As a result, the connecting shaft can be used particularly efficiently.
  • the transmission device is designed as a planetary gear.
  • a sun gear of the transmission device / the planetary gear is rotatably connected to the rotor carrier and / or a planet carrier of a planetary gear set of the transmission / Planetary gear is rotatably connected to the second coupling component. This allows a permanent translation stage implement particularly cost. If a ring gear of the transmission device / the planetary gear (preferably axially and radially) is firmly connected to the housing of the hybrid drive module, the transmission device can be made even more robust.
  • the transmission device is arranged either on the side of the internal combustion engine or on the transmission side of the electric motor drive unit (seen in the axial direction).
  • the installation space of the hybrid drive module is even more skilfully adapted to the respective installation space specifications of the drive train. If the separating clutch designed as a multi-plate clutch, the space requirement of the hybrid drive module is further reduced.
  • the first coupling component is an inner disk carrier and the second coupling component is an outer disk carrier.
  • the design of the hybrid drive module is used even more efficient.
  • a power electronics required for the hybrid drive module is preferably provided or accommodated in a housing space which is not required per se for the hybrid drive module, radially above the stator of the electromotive drive unit, preferably integrated into the housing of the hybrid drive module receiving the stator.
  • the installation space obtained by the construction described above can be used advantageously radially over the stator of the electromotive drive unit in order to realize an integration of the power electronics within the hybrid drive module, which was previously arranged outside the housing of the hybrid drive module.
  • the invention relates to a drive train for a motor vehicle / hybrid vehicle with a hybrid drive module according to at least one of the embodiments described above. As a result, the entire powertrain can also be formed particularly efficiently.
  • a rotor carrier of a rotor of the electric machine is mounted on a shaft (connecting shaft), e.g. a drive shaft of a drive train of a hybrid vehicle, supported.
  • a separating clutch and an actuator for these are arranged axially outside the rotor of the electric machine.
  • a gear ratio transmission means, preferably a planetary gear, is provided axially between the separating clutch and the electric machine.
  • FIG. 1 shows a longitudinal section through an inventive hybrid drive module according to a preferred embodiment, in which representation of the structure and the arrangement of the hybrid drive module including electric motor drive unit, transmission device and separating clutch is illustrated,
  • Fig. 2 is a schematic longitudinal sectional view of a drive train having the hybrid drive module according to Fig. 1, wherein the hybrid drive module 3 is a schematic longitudinal sectional view of the drive train, similar to FIG. 2, wherein the drive train is shown in a state in which the transmission exclusively by a torque of Internal combustion engine is driven by the hybrid drive module, Fig. 4 is a schematic longitudinal sectional view of the drive train, similar to the Fign. 2 and 3, wherein the drive train is now shown in a state in which, in comparison to FIG. 3, in addition to the internal combustion engine, the electric motor drive unit transmits torque to the transmission via the hybrid drive module,
  • Fig. 5 is a schematic longitudinal sectional view of the drive train, similar to FIGS. 2 to 4, wherein the drive train is shown in a state in which, compared to FIG. 3, the transmission is exclusively driven by a torque of the electric motor drive unit via the hybrid drive module, and the internal combustion engine is decoupled from the transmission by the disconnect clutch,
  • Fig. 6 is a schematic longitudinal sectional view of the drive train, similar to FIGS. 2 to 5, wherein a recuperation state of the drive train is shown, in which the internal combustion engine is decoupled from the transmission through the disconnect clutch and the transmission drives a rotor of the electric motor drive unit to recover electrical energy
  • 8 shows a detailed, schematic longitudinal sectional illustration of a hybrid drive module according to a further exemplary embodiment, wherein, as an alternative to FIG. 7, the configured bearings are designed such that the housing is mounted radially between a sleeve region of the rotor carrier and the connecting shaft, and
  • Fig. 9 is a schematic longitudinal sectional view of a drive train including a hybrid drive module according to the invention according to a further preferred embodiment, wherein, compared to the embodiment of
  • FIGS. 1 to 6 the separating clutch and the transmission device are arranged relative to the electric motor drive unit on the part of the internal combustion engine, and no longer on the part of the transmission.
  • the figures are merely schematic in nature and are for the sole purpose of understanding the invention. The same elements are provided with the same reference numerals. Also, the different features of the various embodiments can be combined freely with each other.
  • an inventive hybrid drive module 1 according to a preferred (first) embodiment is particularly clearly illustrated. As further seen in Fig. 2, this hybrid drive module 1 is prepared in particular for use in a drive train 20 of a hybrid vehicle.
  • the hybrid drive module 1 serves on the one hand, by means of a clutch 7, for selectively transmitting torque between an internal combustion engine 18 and a transmission 19, on the other hand for selectively transmitting torque between an electric motor drive unit 2 and the transmission 19.
  • the hybrid drive module 1 is designed as a torque transmission device which has a connecting shaft 8 centrally, which is designed, for example, in the form of a solid shaft.
  • the connecting shaft 8 is freely rotatably mounted relative to a housing 12 of the hybrid drive module.
  • the longitudinal axis of the connecting shaft 8 also represents its axis of rotation during operation of the hybrid drive module 1, when the internal combustion engine 18 is switched on, and forms the longitudinal axis of the hybrid drive module 1.
  • the connecting shaft 8 projects out of the housing 12 in the axial direction with a first end region 21.
  • a receiving contour 22 is formed, which serves in operation for rotational connection with an output shaft of the internal combustion engine 18 not shown for clarity.
  • a damping device 23 in the form of a dual mass flywheel with a
  • Rotary member form-fitting (rotationally fixed) attached wherein a further rotary part of the damping device 23 is rotatably connected to the output shaft of the internal combustion engine 18.
  • the connecting shaft 8 is indirectly / indirectly coupled rotatably / non-rotatably to the output shaft of the internal combustion engine via the damping device 23.
  • the connecting shaft 8 is in turn rotatably connected to a first coupling component 5 of a separating clutch 7 of the hybrid drive module 1.
  • a flange 25 is formed on the second end portion 24 of the connecting shaft 8, to which the first coupling component 5 is rotatably attached.
  • the first coupling component 5 is designed as an inner disk carrier and thus substantially pot-shaped.
  • At a radial outer side of a radially extending receiving portion 26 of the first coupling component 5 a plurality of spaced apart in the axial direction and slidably arranged to each other, first Reiblamel- len 27 rotatably mounted.
  • the first friction plates 27 extend away from the receiving region 26 in the radial direction to the outside.
  • the separating clutch 7 may be designed as a normally engaged or a normally disengaged clutch.
  • the separating clutch 7, which is configured as a multi-plate clutch and acts as a friction clutch, has, in addition to the first clutch component 5, a second clutch component 6.
  • the second coupling component 6 is designed as an outer disk carrier.
  • the second coupling component 6 is again substantially pot-shaped, and has a plurality of axially spaced second friction plates 29, which are arranged so as to be displaceable relative to one another in a receiving region 28 extending in the axial direction.
  • the second friction plates 29 extend away from the receiving region 28 in the radial direction inwards.
  • the first and second friction plates 27 and 29 are arranged alternately in the axial direction and displaceable relative to each other by means of a conventional actuator 10 in the form of a release or indentor.
  • the actuator 10 has a displaceably arranged in the housing 12 piston 30, which acts by means of an actuating bearing 31 in the form of a rolling bearing on an adjusting element 32 of the separating clutch 7.
  • the adjusting element 32 is embodied here as a pressure pot and is coupled so as to be non-displaceable with a friction plate arranged on the end side and displaceable, namely one of the second friction plates 29.
  • the separating clutch 7 is adjusted by means of the actuator 10 in an engaged position such that their friction plates 27, 29 are pressed against each other in the axial direction via the adjusting element 32 and abut frictionally against each other.
  • the actuator 10 is again depressurized, so that the actuator 32 rests powerless on the friction plates 27, 29 and spaced therefrom and no torque between the friction plates 27, 29 and thus between the coupling components 5 and 6 is transmitted.
  • a disk-shaped connecting element 33 is permanently connected in a rotationally fixed manner to the second coupling component 6.
  • This connecting element 33 is on its radially outer side positively connected to the receiving portion 28 of the second coupling component 6 rotatably connected, on a radial inner side of the connecting element 33 again forms a serration 34, which serration 34 is a receiving contour for rotationally fixed connection with a here for clarity not shown in detail transmission shaft of the transmission 19 is formed. In operation, this serration 34 is pushed against rotation on a complementarily designed serration on the transmission shaft.
  • an electromotive drive unit 2 is accommodated in the housing 12.
  • This electromotive drive unit 2 has a stator 3, which is fixedly connected to the housing 12, and a rotor 4 rotatably mounted relative to this stator 3.
  • the rotor 4 is rotatably connected via a rotor carrier 9, which is designed here as a hollow shaft, and in turn rotatably coupled to the second coupling component 6.
  • a transmission device 11 of the hybrid drive module 1 is mounted in the torque flow between the rotor 4 and the second clutch component 6.
  • the electromotive drive unit 2 including stator 3 and rotor 4 is axially adjacent to the disconnect clutch 7, i. the two coupling components 5, 6 and the actuator 32, and the actuator 10 is arranged.
  • the transmission device 11 is arranged axially adjacent to the stator 3 and rotor 4, between the separating clutch 7 and the rotor 4.
  • the transmission device 11 is designed as a planetary gear.
  • a sun gear 14 of the transmission device 11 is rotatably connected to the rotor carrier 9.
  • a ring gear 35 of the transmission device 11 is fixed, ie, axially and radially fixed, connected to the housing 12.
  • a planetary gear 16 has a planet carrier 15 and a plurality of circumferentially distributed on this planet carrier 15 rotatably mounted planetary gears 17.
  • the planet carrier 15 is non-rotatably connected to the second coupling component 6.
  • the planet carrier 15 bearing pin 36, on which the planet gears 17 are rotatably mounted, said bearing pin 36th in a radially extending disc portion of the second coupling component 6, which connects axially to the receiving portion 28, are attached.
  • the rotor carrier 9 is mounted on the housing 12 by two roller bearings 38.
  • a (first) roller bearing 38 is arranged on a first bearing region 39 of a sleeve region 13 of the rotor carrier 9.
  • the first storage area 39 is arranged on a protruding from the rotor 4 in the direction of the internal combustion engine 18 portion of the sleeve portion 13 / rotor carrier 9.
  • Another (second) roller bearing 38 is mounted on a, in the direction of the transmission 19 out of the rotor 4 also extending second storage area 40 of the sleeve portion 13 / rotor carrier 9.
  • the connecting shaft 8 is rotatably mounted on the rotor carrier 9 via a further (third) roller bearing 38.
  • this (third) roller bearing 38 can have two individual partial bearings, which are arranged spaced from one another in the axial direction of the connecting shaft 8, or can be designed as a single roller bearing, which is, for example, a needle bearing.
  • the (third) roller bearing 38 is arranged here on the radial inner side of the sleeve region 13 / rotor carrier 9 and on the radial outer side of the connecting shaft 8.
  • another (fourth) rolling bearing 38 for radial and axial support of the first coupling component 5 relative to the rotor 4 / the sun gear 14 is provided.
  • the (fourth) roller bearing 38 is arranged directly on the sun gear 14 and the first coupling component 5.
  • the electromotive drive unit 2 is preferably integrated radially into the stator housing 3 of the hybrid housing 12 via the stator 3.
  • the installation space obtained by the construction described above can be used advantageously radially over the stator 3 of the electromotive drive unit 2 in order to realize an integration of the power electronics 42 within the hybrid drive module 1, which was previously arranged outside the housing 12 of the hybrid drive module 1.
  • the power electronics 42 serves to control or regulate an operation or an operation of the hybrid drive module 1.
  • a pure combustion engine drive of the transmission 19 / the transmission input shaft is first implemented.
  • the clutch 7 is spent in its engaged position and when the internal combustion engine 18 is a drive torque corresponding to the arrows from the internal combustion engine 18 via the damping device 23, the connecting shaft 8, the first coupling component 5 and the second coupling component 6 introduced into the transmission 19.
  • a so-called boost operation is illustrated, in which, in addition to the internal combustion engine 18, the electric motor drive unit 2 is operated to drive in addition to the drive torque generated by the internal combustion engine 18, an electrically generated drive torque in the transmission 19th initiate.
  • the stator 3 drives the rotor 4 in the usual manner in the drive direction, so that according to FIG. 3, a torque flux is introduced via the rotor carrier 9, the gear device 11 and the second clutch component 6 into the transmission 19.
  • FIG. 5 for the sake of clarity, a purely electromotive drive of the transmission 19 is illustrated, the internal combustion engine 18 being switched off or being decoupled from the first clutch component by the already disengaged / opened separating clutch 7.
  • FIG. 7 again shows the bearing of the rotor carrier 9, which has already been converted in FIGS. 2 and 1, radially between the housing 12 and the connecting shaft 8.
  • FIG. 8 an alternative storage possibility for this purpose is illustrated.
  • this bearing it is also possible to easily modify this bearing and correspondingly to support / support the housing 12 radially between the rotor carrier 9 and the connecting shaft 8.
  • the two (first and second) roller bearings 38 for supporting the rotor carrier 9 are arranged on the housing 12 radially between the rotor carrier 9 and a sleeve-shaped support region 41 of the housing 12.
  • the (third) rolling bearing 38 for supporting / supporting the connecting shaft 8 relative to the housing 12 is inserted between this supporting portion 41 and the connecting shaft 8.
  • a drive module for a hybrid vehicle consisting of a radially inwardly arranged electric machine 2 (electromotive drive unit / electric motor).
  • the rotor 4 of the electric machine / electric machine is mounted 2 on the rotor carrier 9 from both sides in the housing 12.
  • a planetary gear is arranged axially adjacent to the E-machine 2.
  • the planetary gear is integrated between the drive of the electric motor 2 and the separating clutch 7.
  • An advantageous embodiment with respect to an increased ratio in the planetary gear provides the following arrangement whose gears / wheels: drive means of the sun gear 14, output by means of the planetary carrier 15 and the ring gear 35 is fixed.
  • the sun gear 14 as a drive of the planetary gear set 16 is by means of the rotor carrier 9 with the rotor 4th
  • the electric machine 2 is connected as a fixed member to the housing 12 of the drive module 1.
  • the planet carrier 15 as an output is connected to the outer disk carrier 6 of the separating clutch 7.
  • the outer disk carrier 6 forms over the output flange of the drive - Module 1 a radially soft connection and at the same time an axially fixed bearing on the drive shaft (connecting shaft 8) by means of a bearing 38.
  • the drive shaft 8 is a connection to the engine 18 and is mounted radially and axially in the rotor carrier 9 (Fig To decouple the storage of the drive shaft 8 of the high speed ranges of the smaller electric machine 2, the housing 12 of the drive module 1 radially between the rotor carrier 9 and the drive shaft 8 is arranged (Fig. 8th). Thus, the rotor carrier 9 and the stub shaft are mounted on this housing 12 radially and axially.
  • the drive shaft 8 is connected to the inner disk carrier 5 of the separating clutch 7 connected (Fig.
  • the traction torque of the internal combustion engine 18 is introduced to the closed separating clutch 7 by means of the drive shaft 7 and by means of the inner disk carrier 5 connected to the drive shaft 7.
  • the closed separating clutch 7 which is designed as normally closed and / or normally open, the tensile torque is transmitted directly by means of the output flange to the transmission of the vehicle (Fig. 3).
  • boost mode an additional torque of the electric motor 2 is switched on to the traction torque of the internal combustion engine 18.
  • the torque of the electric machine 2 is introduced from the connected rotor carrier 9 to the sun gear 14 of the planetary set 16. This torque is translated in the planetary gearset 16 and forwarded to the planet carrier 15 connected to outer disk carrier 6 of the clutch 7.
  • the boost torque is in turn forwarded via the output flange (connecting element 33) to the transmission 19 of the vehicle (FIG. 4).
  • the separating clutch 7 is opened and the internal combustion engine 18 is decoupled from the output or the vehicle transmission 19.
  • the torque flow of the electric machine 2 takes place as in the boost mode (FIG. 5).
  • recuperation mode the separating clutch 7 is opened.
  • the torque from the transmission 19 of the vehicle is received in the reverse direction as in the electric mode of the electric machine 2 (Fig. 6).

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un module d'entraînement hybride (1) pour une chaîne cinématique d'un véhicule automobile. Le module comprend une unité d'entraînement (2) électromotrice comportant un stator (3) et un rotor (4), un embrayage de coupure (7) comportant deux composants (5, 6) pouvant être reliés l'un à l'autre de manière solidaire en rotation. Un premier composant (5) de l'embrayage est en liaison rotative avec un arbre de liaison (8), qui est destiné à être en accouplement rotatif avec un arbre de sortie d'un moteur à combustion interne, et un deuxième composant d'embrayage (6) est d'une part accouplé à un support (9) de rotor relié au rotor (4) et d'autre part destiné à être en accouplement rotatif avec un arbre de transmission d'une transmission. Le module comprend également un actionneur (10) permettant le déplacement de l'embrayage de coupure (7) entre une position embrayée et une position désembrayée. L'embrayage de coupure (7) ainsi que l'actionneur (10) sont agencés axialement à l'extérieur du rotor (4) et un dispositif de transmission (11) accouplant en rotation le support (9) de rotor au deuxième composant (6) d'embrayage est agencé axialement entre l'embrayage de coupure (7) et l'unité d'entraînement électromotrice (2). L'invention concerne également une chaîne cinématique (20) pour un véhicule automobile comprenant un module d'entraînement hybride (1).
PCT/DE2017/100402 2016-05-23 2017-05-12 Module d'entraînement hybride à transmission intégrée dans un agencement axial WO2017202413A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112017002616.4T DE112017002616A5 (de) 2016-05-23 2017-05-12 Hybridantriebsmodul mit integrierter Übersetzung in axialer Anordnung

Applications Claiming Priority (2)

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DE102016208830.0 2016-05-23
DE102016208830.0A DE102016208830A1 (de) 2016-05-23 2016-05-23 Hybridantriebsmodul mit integrierter Übersetzung in axialer Anordnung

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WO2017202413A1 true WO2017202413A1 (fr) 2017-11-30

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111771071A (zh) * 2018-02-27 2020-10-13 舍弗勒技术股份两合公司 具有附加的支撑轴承的离合器装置以及驱动单元
CN113039083A (zh) * 2018-11-12 2021-06-25 戴姆勒股份公司 混动双离合变速器
CN114174094A (zh) * 2019-12-05 2022-03-11 舍弗勒技术股份两合公司 混合动力系统用传动机构及混合动力系统

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018205460A1 (de) * 2018-04-11 2019-10-17 Zf Friedrichshafen Ag Hybridantriebsmodul für ein Kraftfahrzeug
DE102021200819A1 (de) 2021-01-29 2022-08-04 Zf Friedrichshafen Ag Torsionsschwingungsdämpfer für einen Fahrzeugantriebsstrang

Citations (3)

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Publication number Priority date Publication date Assignee Title
WO2007138353A2 (fr) * 2006-05-25 2007-12-06 Kestrel Powertrains Ltd Système de freinage régénérateur
EP1946955A1 (fr) * 2005-10-28 2008-07-23 Toyota Jidosha Kabushiki Kaisha Unite de commande pour vehicule hybride
WO2015172784A2 (fr) 2014-05-16 2015-11-19 Schaeffler Technologies AG & Co. KG Dispositif de transmission de couple pour véhicule hybride

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1946955A1 (fr) * 2005-10-28 2008-07-23 Toyota Jidosha Kabushiki Kaisha Unite de commande pour vehicule hybride
WO2007138353A2 (fr) * 2006-05-25 2007-12-06 Kestrel Powertrains Ltd Système de freinage régénérateur
WO2015172784A2 (fr) 2014-05-16 2015-11-19 Schaeffler Technologies AG & Co. KG Dispositif de transmission de couple pour véhicule hybride

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111771071A (zh) * 2018-02-27 2020-10-13 舍弗勒技术股份两合公司 具有附加的支撑轴承的离合器装置以及驱动单元
CN111771071B (zh) * 2018-02-27 2022-09-27 舍弗勒技术股份两合公司 具有附加的支撑轴承的离合器装置以及驱动单元
CN113039083A (zh) * 2018-11-12 2021-06-25 戴姆勒股份公司 混动双离合变速器
CN114174094A (zh) * 2019-12-05 2022-03-11 舍弗勒技术股份两合公司 混合动力系统用传动机构及混合动力系统
CN114174094B (zh) * 2019-12-05 2024-04-05 舍弗勒技术股份两合公司 混合动力系统用传动机构及混合动力系统

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DE102016208830A1 (de) 2017-11-23

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