WO2019233512A1

WO2019233512A1 - Method for installing a transmission unit, and powertrain

Info

Publication number: WO2019233512A1
Application number: PCT/DE2019/100425
Authority: WO
Inventors: Ivo Agner; Aurelie Keller; Thomas Hurle
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2018-06-04
Filing date: 2019-05-10
Publication date: 2019-12-12
Also published as: DE112019002817A5; DE102019109436A1

Abstract

The invention relates to a method for installing a transmission unit (1) for a hybrid vehicle. A bearing flange unit (2) is secured so as to be fixed to the transmission housing, and a first module (3) is provided which has the bearing flange unit (2) and at least one part (4) of the first clutch component (5) of the separating clutch (6), said part being mounted on the bearing flange unit (2). In order to transfer a second module (13), a central input shaft (7) is mounted on a radially inwards protruding wall (9) of a main housing component (10) via a support bearing (8), an axial force actuator (11a) which is provided for actuating the separating clutch (6) is installed on the main housing component (10), and a second clutch component (12) of the separating clutch (6) is rotationally fixed to the input shaft (7) and/or the provided second module (13) is connected to the first module (3) as a whole such that the main housing component (10) is connected to the bearing flange unit (2), the separating clutch (6) components (5, 12) which can be coupled together are completely installed, and the axial force actuator (11a) is brought into an operative connection with the separating clutch (6); and/or in order to transfer a third module (85), a first clutch component (19) of another clutch (18) is rotationally fixed to the input shaft (7), an auxiliary housing component (21) connected to a part of a second clutch component (20) of the other clutch (18) is secured to the main housing component (10), the clutch (18) components (19, 20) which can be coupled together are completely installed, and a second axial force actuator (11b) is brought into operative connection with the other clutch (18). The invention additionally relates to a powertrain (31).

Description

Method for assembling a gear unit and drive train

The invention relates to methods for mounting a transmission unit for a hybrid vehicle, such as a hybrid-powered passenger car, truck, bus or a hybrid-powered other commercial vehicle. The invention also relates to a drive train for a hybrid vehicle with the transmission unit.

From the state of the art, automatic transmissions for motor vehicles are generally known. Also already known are so-called P3-E machines, which are arranged on a transmission output of the automatic transmission and can be connected and disconnected by means of a disconnect clutch.

As a disadvantage of the known from the prior art embodiments, it has been found that the known systems are relatively expensive mountable. Because often their structure is relatively complex and / or the available space is relatively limited.

It is therefore the object of the present invention to eliminate the disadvantages known from the prior art and to provide an installation method which can be carried out in as few steps as possible.

This is inventively achieved by the subject matter of claim 1. Accordingly, a method of assembling a transmission unit for a hybrid vehicle is proposed. The method is as follows: A method for assembling a transmission unit for a hybrid vehicle, wherein a Lagerflanheitheit fixed gearbox fixed and a first module is provided, the first module Lagerflanseinheit and at least a bearing mounted on the Lagerflanheitheit part of a first coupling component of a separating clutch, and / or for implementing a second module a central input shaft is mounted via a support bearing on a radially inwardly projecting wall of a main housing component and a for actuation of the separating clutch provided Axialkraftaktor is mounted on the Hauptgehäusbe-- part and also a second coupling component of the separating clutch is rotatably mounted on the input shaft and / or the provided second module is integrally connected to the first module, so that the Hauptgehäu- sese part is connected to the Lagerflanheitheit, the separating clutch with its two inter-coupling coupling components is fully assembled and the Axialkraftaktor with the separating clutch in Active connection is brought and / or for implementation of a third module, a first coupling component of another coupling rotation with the input shaft is connected, wherein a connected to a part of a second coupling component of the further coupling secondary housing component is attached to the main housing component, the further coupling is fully assembled with their two coupling components coupled together and a second Axialkraftaktor is brought into operative connection with the other coupling.

By this method, it comes to a modular assembly of the gear unit in as few steps.

Further advantageous embodiments are claimed with the subclaims and explained in more detail below.

According to a particularly preferred embodiment, the method is implemented as follows: Method for assembling a transmission unit for a hybrid vehicle, wherein in a step a) a bearing flange unit is fixed gearbox-fixed, in a step b) a first module is provided, which first Module has the Lagerflanscheinheit and at least one, mounted on the Lagerflanheitheit part of a first clutch component of a clutch, in a step c) a central input shaft is mounted via a support bearing on a radially inwardly projecting wall of a main housing component, in a step d ) a (first) Axialkraftaktor provided for actuating the separating clutch in the Hauptgehäu- is constituent component, in a step e) a second coupling component of the separating clutch on the input shaft is rotatably mounted and in a step f) by the steps c) to e) provided second mod ul is integrally connected to the first module, so that the main housing component is connected to the Lagerflanschscheinheit, the separating coupling with their two mutually coupled The clutch components are fully assembled and the axial force actuator is brought into operative connection with the separating clutch. It is also expedient if, in step e), in addition a first coupling component of the further coupling is non-rotatably connected to the input shaft. This makes assembly even more efficient. In this regard, it is also expedient if, in step e), a secondary housing component connected to a part of a second coupling component of the further coupling is fastened to the main housing component, with the further coupling being completely assembled with its two coupling components which can be coupled together and the second one Axial force actuator is brought into operative connection with the other coupling. For the assembly procedure, it is advantageous if the individual method steps a) to e) are carried out in chronological succession according to their alphabetical sequence.

The assembly work is further reduced if (preferably in step a)) an electric machine is mounted to transmit torque.

In this context, it is also expedient if (preferably in step b)) a rotor of the electric machine is connected via a gear stage to a carrier of the first coupling component.

If (preferably in step b)) a carrier of the first coupling component is adjusted in its axial play by means of a shim and / or by means of a deliberately predetermined preload, this can be integrated particularly easily in the respective module.

It is also advantageous if (preferably in step d)) a second axial force actuator provided for actuation of a further clutch is mounted in the main housing component.

For a compact arrangement, it is also beneficial if the second Axialkraftak- gate on one, the actuation of the separating clutch provided, the first Axialkraft- actuator facing away axial side of the wall is attached. The invention further relates to a drive train for a hybrid vehicle, comprising a gear unit mounted / manufactured by the method according to the invention in accordance with one of the embodiments described above and a differential gear rotatably coupled to the second clutch component of the further clutch. This provides a particularly powerful powertrain.

In other words, according to the invention, a hybrid transmission (transmission unit) is provided, which has an (automatic) transmission and an electric machine which is axially offset therefrom and is arranged at an output of the transmission , The electric machine may be coupled / decoupled to / from a powertrain using a disconnect clutch. In addition, optionally, a further (second) clutch can be provided which is designed for coupling / decoupling a drive shaft (output shaft) connected to a differential gear. The electric machine and the at least one clutch or the two clutches together form a module. The assembled system has several subassemblies (modules) to allow adjustment of the subassemblies.

The invention will now be explained in more detail with reference to figures, in which context also different embodiments are shown.

Show it:

1 shows a longitudinal sectional view of a drive train unit according to the invention, integrated in a gear unit, according to a first exemplary embodiment, wherein the drive train unit has two different clutches and, for the sake of clarity, the illustration of an electric machine is omitted;

2 shows a longitudinal section of a drive train unit according to the invention designed for a front drive of a motor vehicle according to a second exemplary embodiment, wherein the drive train unit is provided with only a single separating clutch, Fig. 3 is a detailed longitudinal sectional view of the drive train unit of FIG.

1 in the region of a further coupling provided in addition to the separating clutch, self-reinforcing,

Fig. 4 is a schematic representation of a peripheral region of the other

3, in which region a leaf spring unit can be seen, which has a certain angle of attack in the closed state of the further coupling, FIG.

Fig. 5 is a diagram illustrating a relationship between a

Amplification factor and the angle of attack of the leaf springs of the Blattfederein- unit (leaf spring angle) of the further coupling of FIG. 3,

Fig. 6 is a schematic view of one used in a motor vehicle

Drive train in which the drive train unit according to FIG. 1 is used,

7 shows a schematic representation of a control system which can be used to actuate the separating clutch,

8 is a schematic representation of a control system which can be used to control the two clutches of the drive train unit according to FIG. 1,

9 is a perspective longitudinal sectional view of a drive train unit according to the invention according to a further third embodiment in a standing state, wherein the drive train unit is set to run wet and has a coolant conveying device,

10 is a perspective longitudinal sectional view of the drive train unit of FIG. 9, wherein the input shaft is now moved at a certain speed, so that there is already a certain amount of coolant in the rotating portion of the drive train unit,

Fig. 11 is a perspective longitudinal sectional view of the drive train unit of Fig. 9, wherein now a plate for diverting the hydraulic fluid easily is open, so that compared to FIG. 10 increased proportion of coolant is constructed in the rotating part of the drive train unit,

12 is a perspective longitudinal sectional view of the drive train unit according to FIG. 9 with a completely opened flap, so that in comparison to FIG.

11 again further hydraulic fluid is conveyed into the rotating part of the driving strange unit,

Fig. 13 is a perspective view of a longitudinally cut, in the

Coolant delivery device of FIGS. 9 to 12 used jet pump, wherein the hydraulic medium has a minimum level,

14 shows a perspective view of the region of the jet pump of FIG. 13 cut in the longitudinal direction, with a maximum water level for conveying the hydraulic medium now being reached,

15 is a longitudinal sectional view of a Antriebsstrangein- unit according to the invention according to a fourth embodiment, wherein also a Kühlmit- telfördereinrichtung is provided and a constructed by the separating clutch hydraulic fluid flow is located,

16 is a longitudinal sectional view of the drive train unit according to FIG. 15, wherein now a hydraulic medium flow taking place during operation of the further clutch is shown, as well as FIG

17 shows a schematic view for illustrating a mounting method of the drive train unit according to FIG. 1.

The figures are merely schematic in nature and serve only to understand the invention. The same elements are given the same reference numerals. Also, the different features of the various embodiments can be freely combined with each other. FIG. 1 illustrates a drive-train unit 30 constructed according to a first exemplary embodiment according to the invention. The drive train unit 30 is already operatively connected to a transmission 23, which is merely indicated in FIG. 1 with respect to its position and is further illustrated in FIG. The drive train unit 30 forms a transmission unit 1 with this transmission 23. The transmission 23 is implemented as an automatic transmission. An output 22 (in the form of a transmission output shaft) of the transmission 23 is non-rotatably connected to an input shaft 7 of the drive train unit 30. Preferably, the output 22 is rotatably connected via a toothing with the input shaft 7. The gear unit 1 is preferably used in a drive train 31 of a hybrid four-wheel motor vehicle, as can be seen in FIG. The transmission 23 is operatively connected to an internal combustion engine 33 on the input side in a typical manner. The drive train unit 30 is inserted between the transmission 23 and a cardan shaft 25, which is further connected to a differential gear 32 on a flinter axle of the motor vehicle. The propeller shaft 25 is rotatably connected to an output shaft 26 of the drive train unit 30. The drive train unit 30 has a coupling device 49 with two clutches 6, 18 and an electric machine 14, which in principle is indicated with regard to its position.

1, it can also be seen that the drive train unit 30 has a housing 27, which essentially forms two housing areas 28a, 28b, which are separated from one another by a housing wall 9 / intermediate wall. In a first housing portion 28a of the housing 27 is radially outside the centrally arranged input shaft 7, whose axis of rotation / longitudinal axis is provided with the reference numeral 34, a first clutch 6, which is hereinafter referred to as the disconnect clutch 6 housed. The separating clutch 6 is realized as a friction disk clutch. The input shaft 7 is supported on a radial inner side of the housing wall 9 via a support bearing 8 designed here as a double-ball bearing / double-row deep groove ball bearing. The separating clutch 6 is rotationally coupled with its first coupling component 5 with a rotor 15 of the electric machine 14. The first coupling component 5 has a plurality of first friction plates 29, which are typically for training as Reiblamellenkupplung optionally with a plurality of second Friction blades 35 of a second coupling component 12 of the separating clutch 6 are rotatably connected (closed position) or decoupled from these rotationally (open position). The first and second friction plates 29, 35 are arranged alternately to one another in the axial direction. The separating clutch 6 is moved back and forth between its closed position and its opened position by a first actuating unit 42a. Each of the friction plates 29, 35 is to be understood as meaning a unit which has a friction lining on one carrier element either on one side or on both sides.

The first actuating unit 42a is, as explained in more detail below, equipped with a (first) Axialkraftaktor 11a, which acts to adjust a first actuating bearing 56a. The first actuating bearing 56a in turn serves for displacement of the first and second friction plates 29, 35. The first Axialkraftaktor 11 a, as well as the below-described second Axialkraftaktor 11 b are respectively implemented in a known manner. In this connection, reference is made by way of example to the release system of DE 10 2004 009 832 A1, the design and function of which is considered to be integrated herein for the respective axial force actuator 11 a, 11 b. Accordingly, the respective axial force actuator 11 a, 11 b, which is preferably implemented as a lever actuator, always has an electric motor 58 which, for example, interacts with a ramp member via a spindle drive. The ramp member is axially adjustable by means of a pivot point which can be moved along its radial ramp contour and which is adjustable by the spindle drive. Due to the axial coupling of the ramp member with the actuating bearing 56a, 56b, the respective actuating bearing 56a, 56b shifts and the corresponding clutch is actuated. In a further embodiment according to the invention, the respective axial force actuator is alternatively implemented as a hinge actuator. Reference is made in this connection to DE 10 2012 211 487 A1, which describes such a hinge actuator, the design of which for the respective axial force actuator being considered integrated herein. Accordingly, in the further embodiment, the first axial force actuator is implemented as a first hinge actuator and / or the second axial force actuator is implemented as a second hinge actuator. The first coupling component 5 further has a (first) carrier 4 which is relative to the housing 27, namely to a connected to the housing 27 as well as the housing 27 with forming Lagerflanheitheit 2, hereinafter simply referred to as bearing flange 2, is rotatably mounted. For this purpose, the first carrier 4 has on its radially inner side a bearing pedestal 36 which is supported on the bearing flange 2 via a plurality of roller bearings 37a, 37b, 37c in the axial direction and in the radial direction. From this bearing pedestal 36, the first carrier 4 extends in a substantially disc-shaped manner radially outwardly in relation to the axis of rotation 34. On a radial outer side, the first carrier 4 forms a toothing 46 (outer toothing), which serves for the rotationally fixed coupling with the rotor 15, as described in more detail below.

Radially inside the toothing 46, a (first) receiving region 38 projecting in the axial direction is provided on the first carrier 4, which first receiving region 38 serves directly for the rotationally fixed reception of the first friction plates 29. The receiving region 38 is likewise a component of the first coupling component 5. In addition, the first friction plates 29 are accommodated on the first receiving region 38 so as to be displaceable relative to one another in the axial direction. The first friction plates 29 are arranged towards a radially inner side of the first receiving region 38, so that the first carrier 4 forms an outer disk carrier of the separating clutch 6. The first carrier 4 extends such that the first friction plates 29 are arranged in a radial direction outside the bearing pedestal 36 and radially inside the toothing 46.

The second coupling component 12 is permanently coupled to the input shaft 7 in a manner fixed against rotation. For this purpose, the second coupling component 12 has a (second) carrier 39. The second carrier 39 is non-rotatably connected via a serration 40 with the input shaft 7. The second carrier 39 has a first sleeve region 41 which extends in the axial direction, to the radial outer side of which the second friction plates 35 are arranged in a rotationally fixed manner and are displaceable relative to one another in the axial direction. The second carrier 39 thus forms an inner disk carrier of the separating clutch 6. In this embodiment, the electric machine 14 with its rotor 15, which in turn is rotatable about a rotor axis of rotation 24, disposed radially outside of the input shaft 7. A rotor shaft 43 (FIG. 6) of the rotor 15 is offset radially, in this case substantially parallel to the axis of rotation 34. For coupling the rotor 15 with the first carrier 4, a gear stage 10 is provided. A dashed line in Fig. 1 illustrated gear 45 is permanently with the toothing 46 in Zahnein- handle. The gear 45 is connected directly to the rotor shaft 43 (FIG. 6) in a rotationally fixed manner and thus arranged coaxially with the rotor 15. If the separating clutch 6 is in an open position, it is possible to let the electric machine 14 / the rotor 15 stand still. In a closed position of the separating clutch 6, operation of the electric machine 14 is possible in a typical manner. In further embodiments, instead of the gear stage 10, a coupling of the rotor 15 via an endless traction means, such as belt or chain, is provided with the toothing 46, which is then adapted to the endless traction means.

With regard to the bearing flange 2, which supports the first carrier 4, it must furthermore be recognized that this is essentially realized in two parts, wherein a one-part design according to further embodiments according to the invention is also possible. A disk-shaped main body 53 of the bearing flange 2 is further connected to a main housing component 10 of the housing 27 which forms the housing wall 9. The main body 53 in this embodiment, as well as the main housing component 10, made of an aluminum material (an aluminum casting material) and forms a crank from.

With the main body 53, a support member 54 of the bearing flange 2 is connected.

The support element 54 is fastened to the base body 53 (in the region of its crown) by a plurality of fastening means 48, in this case screws, distributed in the circumferential direction. For easier attachment of the fastening means 48 axial through holes 47 are introduced in the first carrier 4 at the radial height of the fastening means 48. Each of these through-holes 47 is aligned axially aligned with a fastening means 48 in a starting position / assembly position. The support element 54 is preferably made of a formed steel material. The support element 54 has a bearing area 55 forming a crank. The bearing area 55 represents an axial projection on which the first carrier 4 is supported radially from the outside. The first carrier 4 is mounted on the bearing area 55 via a first roller bearing 37a serving as a radial bearing. For a side of the first carrier 4 facing the main body 53 in the axial direction, a second rolling bearing 37b is arranged between the supporting element 54 and the first carrier 4, forming a thrust bearing. A third roller bearing 37 c, which also forms a thrust bearing, is arranged on a side of the first carrier 4 which is axially remote from the main body 53. This third roller bearing 37c is arranged in the axial direction between the first carrier 4 and a compensating disc 17 in the form of a shim disk accommodated axially fixedly on the support element 54. The shim 17 is fixed by means of a retaining ring 44 directly to the storage area 55. The input shaft 7 is mounted radially from the inside on the bearing area 55 via a fourth roller bearing 37d relative to the housing 27. With regard to the first to fourth roller bearings 37a to 37d, it should be noted that although these are realized in this embodiment as a needle bearing, in further preferred embodiments but also in other ways, for example. As a ball bearing, can be performed.

The housing wall 9 divides the housing 27 into the first housing area 28a and into the second housing area 28b. The second housing portion 28b is bounded by a bell-forming sub-housing component 21 fixed to the main housing component 10. In the second housing portion 28b, a further second clutch 18 is arranged. The second clutch 18, which is simply referred to below as a clutch, is likewise realized as a friction clutch, namely friction disk clutch. In particular, as explained in more detail below, this clutch 18 is implemented as a self-energizing clutch 18. A first clutch constituent 19 of the clutch 18 is connected in a rotationally fixed manner to the input shaft 7. A second clutch component 20 of the clutch 18 is rotatably connected to the output shaft 26, which output shaft 26, as already described, further connected to the propeller shaft 25. The first coupling component 19 of the coupling 18 has a first carrier 50a (the coupling 18) and a plurality of axially displaceable relative to each other, rotating on the first carrier 50a recorded first friction plates 51 a (the clutch 18). The first friction plates 51 a alternate with second friction plates 51 b of the second coupling component 20 of the coupling 18 in the axial direction. The second friction plates 51b are in turn rotatable and in the axial direction relative to each other slidably on a second carrier 50b (the coupling 18) arranged. The second carrier 50b is directly connected to the output shaft 26 (here via a weld). For adjusting the clutch 18 between its open position and its closed position, a second actuating unit 42b is provided in the second housing portion 28b.

The second actuating unit 42b is, as explained in more detail below, equipped with a (second) Axialkraftaktor 1 1 b, which acts as an adjusting bearing on a second actuating bearing 56b. The second actuating bearing 56b in turn serves to displace the first and second friction plates 51a, 51b.

In conjunction with Figs. 1 and 17, reference is also made to an inventive mounting method of the drive train unit 30 or the gear unit 1. In a first step a), the bearing flange 2 is fixed to the transmission housing, namely screwed to this transmission housing 79. Also, in this first step a), the electric machine 14 is mounted gearbox fixed.

In a further second step b), a first module 3 is provided. In this case, the bearing flange 2 forms the common first module 3 together with the first carrier 4 of the separating clutch 6 mounted thereon. The first carrier 4 is mounted together with the first to third roller bearings 37a, 37b, 37c on the support member 54 fixed to the main body 53. In addition, in the second step b) the rotor 15 of the electric machine 14 is connected via the gear stage 16 to the first carrier 4 of the separating clutch 6. The gear stage 16, that is to say the gear 45 together with its mounting, and the electric machine 14 are already pre-assembled in step a). In addition, the first carrier 4 of the separating clutch 6 is adjusted in its axial play by means of the shim 17. It should be noted that according to In a particularly preferred further embodiment, first the first module 3 is separately mounted (in accordance with step b)) and then attached (according to step a)) to the transmission housing 79 by fastening the bearing flange 2.

In a third step c), the central input shaft 7 is mounted on the support bearing 8 on the radially inwardly projecting housing wall 9. The support bearing 8 is thus biased between the main housing component 10 and the input shaft 7. The support bearing 8 is thus firmly fixed between the housing 27 and the input shaft 7. In this third step c), the main housing component 10 is still detached / dismantled from the bearing flange 2 and the remaining components of the housing 27. Also, the input shaft 7 is still arranged separately from the separating clutch 6.

In a fourth step d), a first axial force actuator 11 a of the first actuating unit 42 a provided for actuating the separating clutch 6 is mounted in the main housing component 10, namely in the first housing region 28 a. In this fourth step d), a second axial force actuator 11b, which is provided for actuating the second clutch 18, is also preferably mounted in the main housing component 10, namely in the second housing region 28b. This produces an assembly in which the second axial force actuator 11b is mounted on an axial side of the housing wall 9 facing away from the first axial force actuator 11a. In a fifth step e), the second coupling component 12 of the separating clutch 6 is mounted on the input shaft 7 in a rotationally fixed manner. This creates a second module 13.

Furthermore, the first coupling component 19 of the second clutch 18 is non-rotatably connected to the input shaft 7. This is preferably also done in step e). Furthermore, a first bulkhead element 68, which is described in more detail below with regard to its function, is mounted in the first housing region 28a.

For implementing a third module 85, the secondary housing part 21 connected to a part of the second coupling component 20 of the second coupling 18 is also provided. The third module 85 is finally fastened to the main housing component 10, wherein the second coupling 18 with their two together coupling the clutch components 19, 20 is fully assembled and the second axial force actuator 11 b is brought into operative connection with this second clutch 18. With the second coupling component 20 of the second clutch 18, the output shaft 26 is already connected in rotation in this step. Also, a second bulkhead element 70, which is described in detail below with regard to its function, is preferably mounted in the second housing region 28b.

Finally, in a sixth step f), a second module 13 provided by steps c) to e) is connected in its entirety to the first module 3 so that the main housing component 10 is connected to the bearing flange 2, the separating coupling 6 with its two coupled coupling components 5, 12 is fully assembled and the first axial force actuator 11 a is brought into operative connection with the separating clutch 6. Finally, the drive train unit 30 is mounted on the gear housing 79. The individual method steps a) to f) are preferably carried out in chronological order according to their alphabetical sequence. Subsequent to step f), the third module 85 is then preferably attached to the second module 13.

In this context, it should be noted that the various modules 3, 13, 85 are independently mountable in any order. It is also possible to provide only two of the three modules 3, 15, 85 and to connect them to one another.

With the Fign. 3 to 5, the self-reinforcing structure of the second clutch 18 described in detail below is further described. In the Fign. 7 and 8 are also illustrated in principle implementable control systems 52, which are designed for driving the drive train unit 30. In Fig. 7, the control system 52 is shown only on the part of a cooperating with the separating clutch 6 area. In Fig. 8, the entire control system 52 is also shown with an area which controls the second clutch 18 and the differential gear 32 designed as a rear axle. In connection with FIG. 2, a further second exemplary embodiment of the drive strange unit 30 is illustrated, this corresponding in structure and function to the first exemplary embodiment. The drive train unit 30 of this second embodiment is realized with respect to the first housing portion 28a and the components received by this first housing portion 28a like the first embodiment. In this connection, it should in particular be pointed out that, in principle, the further optional second clutch 18 is dispensed with in order to provide a hybrid transmission unit 1 preferably purely for a front drive. The drive train unit 30 therefore has in this embodiment only the function of coupling and uncoupling the electric machine 14 of front wheels of the motor vehicle. The assembly takes place in accordance with the method described above, with the sub-steps relating to the second coupling 18 being omitted.

With regard to a further aspect according to the invention, reference should again be made to FIG. As can be seen in FIG. 1, both the first clutch 6 and the second clutch 18 have an associated actuating unit 42a, 42b.

The first operating unit 42a acting on the first clutch 6 is accommodated together with the first clutch 6 in the first housing area 28a. The first actuating unit 42a and the first clutch 6 are arranged on a first axial side of the central housing wall 9. On a second axial side of the housing wall 9 remote from this first axial side, the second clutch 18 and the second actuating unit 42b acting on it are arranged. It should be pointed out here that the two actuating units 42a, 42b are in principle arranged mirror-invertedly relative to the housing wall 9, but are of essentially identical construction and function in the same way. The function of the two actuating units 42a, 42b is thus described below by way of example with reference to the first actuating unit 42a, this function also being true for the second actuating unit 42b.

The first actuating unit 42a has the first Axialkraftaktor 11 a partially shown in Fig. 1, preferably designed as a Fleebelaktor. As already mentioned, the first Axialkraftaktor 11 a according to the release system of DE 10 2004 009 832 A1 built up. Furthermore, it can be seen that the first actuation bearing 56a, which is realized here as a ball bearing, continues to act on a first actuation force introduction mechanism 57a, which is further accommodated on the first support 4 of the first clutch 6 and displacing the friction plates 29 , 35 acts. In this way, the entirety of friction plates 29, 35 can be acted upon in the axial direction with an actuating force / axial force and bring the first clutch 6 into its closed position.

In order to support the actuation force, the first actuating force introduction mechanism 57a is received directly on the first support 4, which is further connected directly to the input shaft 7, such that the actuation force is introduced directly into the input shaft 7 via the first support 4 and from there via the central support bearing 8 is further passed to the housing wall 9 / is supported relative to this.

The first Betätigungskrafteinleitmechanismus 57 a has a lever member 60, which is designated by the reference numeral 33. The lever element 60 is, for example, realized as a plate spring. The lever member 60 is pivotally received on a pivot bearing 61 which is fixedly connected to the first carrier 4. Radially inside the pivot bearing 61, the lever element 60 acts on an actuator 62 forming a pressure pot, which, in turn, acts directly on the entirety of the friction plates 29, 35 in a displaceable manner. Alternatively, the first actuating force introduction mechanism 57a can also be implemented only with the actuator 62, and consequently the first actuating bearing 56a acts directly on the actuator 62 in an adjusting manner. On a side facing away from the actuator 62 of the entirety of friction plates 29, 35, a counter-support portion 64 is arranged, which Gegenstützbereich 64 is also directly connected to the first carrier 4, to achieve a closed force curve in the first carrier 4 and the actuating force as completely as possible via the first carrier 4 in the input shaft 7 initiate.

As already mentioned, the second actuating unit 42b is constructed and functioning in accordance with the first actuating unit 42a. Accordingly, the second actuation unit 42b again serves to apply force to the entirety of friction disks 51 a, 51 b of the second clutch 18 by means of a second Betätigungskrafteinleitmecha- mechanism 57 b. It can be seen here that, due to the self-reinforcing formation of the second clutch 18, a first carrier part 75 of the first carrier 50a of the second clutch 18 receiving the second actuating force introduction mechanism 57b has a second carrier part 76 mounted directly on the input shaft 7 via a plurality of leaf spring units 65 consisting of a plurality of leaf springs 78 is coupled. The mating support portion 64 of the second clutch 18 is directly coupled to the second support member 76.

Another aspect of the invention is shown in FIGS. 9 to 16 illustrated. With the Fign. 9 to 16, two further embodiments of the drive train unit 30 are illustrated, which embodiments, however, in principle according to the first and second embodiments are constructed and work. For the sake of brevity, therefore, only the differences of these exemplary embodiments will be explained below.

The drive train unit 30 according to FIGS. 9 to 14 is constructed substantially in accordance with the second embodiment of FIG. The drive train unit 30 of the third embodiment now additionally has a coolant delivery device 66, which is illustrated in its basic structure. The coolant delivery device 66 is in the fourth embodiment of FIGS. 15 and 16 for each of the two clutches 6, 18 once provided, wherein the coolant conveyors 66 are similar in function. The function and structure of the coolant delivery devices 66 of FIGS. 15 and 16 is thus below by way of example on the coolant delivery device 66 of FIGS. 9 to 14 explained.

The coolant conveyor 66 has a in the Fign. 9 to 14 easily recognizable jet pump 73, which is arranged in a hydraulic medium sump, which is located in the installed position in a lower half of the housing 27 to a part. The coolant conveying device 66 is designed overall in such a way that it generates or supports a first coolant circuit 67a by means of the jet pump 73 when the input shaft 7 is rotating in the first housing region 28a. The first housing region 28a accommodating the separating clutch 6 and the first actuating unit 42a is in FIG Operation acted upon by the first coolant circuit 67a. A first bulkhead element 68 projects into the first housing region 28a in such a way that it divides it into two subspaces 69a, 69b. Through the first partition element 68, which is realized as a bulkhead plate, a flow is generated by the hydraulic medium accommodated in a second partial space 69b accommodating the first actuating unit 42a. The first coolant circuit 67a is thus directed towards a first subspace 69a, which receives the separating clutch 6.

As further shown in FIGS. 10 to 12, a valve element 74 is additionally arranged in the coolant conveying device 66, which allows a flow regulation of the coolant in the first coolant circuit 67a when the input shaft 7 rotates.

The coolant delivery devices 66 of FIGS. 15 and 16 are designed in such a way that they produce a coolant circuit 67a, 67b with rotating input shaft 7 and thus rotating couplings 6, 18 both in the first housing region 28a and in the second housing region 28b. The jet pump 73 / the jet pumps 73 is / are at least partially integrated with the housing wall 9.

As also shown in FIGS. 15 and 16, the respective coolant delivery device 66 has a schematically illustrated discharge element 86a, 86b. The discharge element 86a, 86b is designed such that it allows a deflection of the coolant flowing in the circumferential direction into a channel in the direction radially inward. The discharge element 86a has, for example, a blade contour. The channel is, for example, realized by a bore and initially extends axially to the housing wall 9 and from there in the radial direction to the input shaft 7 inwards. A first discharge element 86a is accommodated in the first subspace 69a.

In the same way as the first housing portion 28a, the second housing portion 28b is divided. For this purpose, a second bulkhead element 70 (also designed as a partition plate) is provided, which divides the second housing region 28b into two subspaces 71a, 71b. According to FIG. 16, a fluid flow from a second subspace 71b accommodating the second actuation unit 11b is thereby likewise introduced into one first subspace 71a allows. In the first subspace 71 a, the second coolant circuit 67 b is formed, which flows around the friction disks 51 a, 51 b of the second clutch 18 in the radial direction and thus cools during operation. Each coupling 6, 18 is a valve element

74, which allows the flow regulation of the coolant in the coolant circuits 67a, 67b. A second discharge element 86b is accommodated in the first subspace 71a.

As a result, a total of two hydraulic subsystems 72a, 72b which can be controlled independently of one another are provided, each with a coolant delivery device 66 or as an alternative to a coolant delivery device 66, each of which can control the corresponding coolant circuit 67a, 67b on the part of the respective clutch 6, 18 power. As a result, effective cooling of the respective clutch 6, 18 is made possible.

According to another aspect of the invention, as shown in FIGS. 1 and 3 and in conjunction with FIGS. As can be seen in FIGS. 4 and 5, the second clutch 18 realized as a friction clutch, which in other embodiments is also to be regarded as a unit detached from the first clutch 6 and the electric machine 14, is implemented as a self-energizing clutch. This second clutch 18 according to the invention has the first clutch component 19 equipped with the two-part (first) carrier 50a. The first carrier part 75 of this first carrier 50a is that component which directly the plurality of first friction plates 51 a rotatably and axially relative to each other slidably receives. To this end, the first carrier part 75 typically has a sleeve-shaped (second) receiving region 83, to the radial outer side of which the first friction plates 51 a are attached. The first carrier part

75 also has a pressure plate 63, which can be displaced in the axial direction, and which acts on the end side to adjust the entirety of friction plates 51 a, 51 b of the second clutch 18. In this case, the pressure plate 63 is formed by a plate element accommodated separately on the second receiving region 83, but in other embodiments it can, in principle, also be designed as one of the friction plates 51 a, 51 b. The second carrier part 76 is connected to the first carrier part 75, which second carrier part 76 is that part of the first carrier 50a which is plugged directly onto the input shaft 7 (by means of serration). The second carrier part 76 forms a counter support region 64 on an axial side of the entirety of friction plates 51 a, 51 b facing away from the pressure plate 63. The counter-support portion 64 serves for the direct support of the friction plates 51 a, 51 b in a closed position of the second clutch 18 compressive axial force / actuating force. The actuating force is introduced in the closed position in a typical manner via the second Betätigungskrafteinleitmechanismus 57b on the entirety of the friction plates 51 a, 51 b (via the pressure plate 63).

The second Betätigungskrafteinleitmechanismus 57 b is fixed to the second support member 76. Here, a plurality of circumferentially distributed studs 80 are used to fix one formed from a separate sheet storage portion 81 of the second Betätigungskrafteinleitmechanismus 57b fixed to the second support member 76 and execute as part of this second support member 76. At the storage portion 81, the lever member 60 is pivotally mounted. The lever element 60 is realized, for example, as a plate spring. A second actuating bearing 56b acts on the lever element 60, and the second axial force actuator 11b of the second actuating unit 42b, which is likewise preferably a lever actuator, acts on this second actuating bearing 56b.

Along a circumference of an imaginary circular line extending around the central axis of rotation 34, a plurality of leaf spring units 65 are provided distributed between the two carrier parts 75, 76. Each leaf spring unit 65 has a plurality, here exemplarily five leaf springs 78, which are arranged to form a leaf spring package. Accordingly, the leaf springs 78 are formed substantially equal within a leaf spring unit 65 and lie flat on each other. Each leaf spring 78 of the leaf spring unit 65, as can be seen particularly clearly in connection with FIG. 4, is provided with a pitch angle a. The angle of attack a is selected so that in the closed position of the second clutch 18, a torque transmitted through the clutch 18 in a drive rotational direction (tension) increases the axial force / actuating force of the second clutch 18 in a self-reinforcing manner. Accordingly, the force F _z is additionally applied, to increase the existing axial operating force F. In one of these drive rotational direction opposite direction of rotation (thrust), however, the axial force is lowered by a corresponding amount. As can also be seen in connection with FIG. 5, in principle the amplification factor increases with an increasing angle of incidence a of the respective leaf spring 78. It becomes clear here that the angle of incidence a is preferably between 6 ° and 10 °, particularly preferably between 6, 5 ° and 9.5 ° is selected. This represents a particularly suitable compromise between an increase in the axial force and a stability of the leaf springs 78.

3, two of the leaf spring units 65 can be seen in section, wherein a first leaf spring unit 65 can be seen from its first end fixed to the first carrier part 75 (via a rivet 82) and a second leaf spring unit 65 from the side. res, on the second carrier part 76 (via a rivet 82) fixed second end is to be recognized.

The second carrier 50b further has a second sleeve region 77, to the radial inner side of which the plurality of second friction plates 51b are received in a rotationally fixed manner and axially displaceable relative to one another.

In other words, according to the invention is an automatic transmission 1 with P3-E engine 14 arranged on the transmission output 22, which can be coupled and uncoupled by means of a disconnect clutch 6 and optionally an all-wheel drive clutch 18 (so-called Quattro clutch) for closing or closing Switching off the propeller shaft 25, which leads to the transfer case 32, provided. The system thus consists of a hybridization of the transmission 23, which can realize the classic hybrid functions (electric driving,

Braking and thrust energy recovery, sailing, boost) consisting of E-machine 14 with separating clutch 6 and four-wheel clutch 18, which can switch cardan shaft 25 if necessary. The system is modular so hybridization can be built into both front-wheel drive and four-wheel drive (with or without a Quattro unit), meaning that the four-wheel drive can be eliminated in front-wheel drive applications. For reasons of space, the E-machine 14 via a gear stage 16 is axially parallel to the drive train 31 and the separating clutch 6 connectable. The separating clutch 6 is in the power flow after the gear stage 16 and before the drive train 31. As a result, the gear losses and Lagschleppmomentverluste be avoided with open disconnect clutch 6.

An integrated passive Umfördermechanismus 66 including Schott element 68, 70 prevents the splashing of the clutches 6, 18 in the oil sump and realized the clutch cooling. Both clutches 6, 18 are actuated by a mechanical actuator 11 a, 11 b, which are mounted on a central housing wall 9. The separating clutch 6 is thus actuated from the rear side and the Quattro clutch 18 from the front side. This allows a simple way of modularization.

According to the embodiment of the invention, the system 1 is subdivided into subassemblies / modules 3, 13 and allows a separate setting of the subsystems. First, the left housing wall (bearing flange 2) is bolted to a preferably mounted on a bearing bridge electric motor 14 and the gear housing 79. Then the gear stage 16 and its mounting is mounted as Vormontageein- unit including axial clearance adjustment. The double-row deep groove ball bearing (support bracket 8) is installed in the intermediate wall 9 and prestressed by a clamping nut on the gear shaft (input shaft 7). Thereafter, the actuating actuators (lever actuators 11 a, 11 b) are screwed on both sides of the intermediate wall 9. In this state, the axial positions of the actuation actuators 11a, 11b are measured and adjusted with measured couplings 6, 18 in such a way that the air movement tolerances are reduced. The couplings 6, 18 are placed on the transmission shaft toothings and axially secured with locking ring 44. After assembly of the bulkhead elements 68, 70, the complete unit is fastened with the four-wheel bell 21 with a preassembled output shaft 26 and inner disk carrier. The EC motors 58 for the Actuate actuators 11 a, 11 b are now inserted from the outside through the housing 27 and screwed. Thereafter, the complete unit is added to the gear housing 79 of the automatic transmission 23 with preassembled gear stage 16 and fixed. The intermediate gear 45 serves for the radial spacing of the electric motor 14 from the separating and all-wheel module. This gear 45 can be mounted on both sides of the left housing wall 2 and the housing 79 or with a bearing bridge on the housing part 2. Due to the optimal housing separation unit can also without the Quattro module be built (Fig. 2). The mechanical part can also be disassembled in the event of servicing, without having to remove the electric motor 14, including high-voltage cabling, etc., and the gear unit.

Reference number list Transmission unit

Lagerflansch

first module

first carrier of the clutch

first clutch component of the disconnect clutch first clutch / disconnect clutch

input shaft

support bearings

housing wall

Main housing component

a first axial force actuator

b second axial force actuator

second clutch component of T rennkupplung second module

electric machine

rotor

gear stage

shim

second clutch

first clutch component of the second clutch second clutch component of the second clutch secondary housing component

exit

transmission

Rotor axis of rotation

propeller shaft

output shaft

casing

a first housing area

b second housing area

first friction plate of the separating clutch Powertrain unit

powertrain

differential gear

internal combustion engine

axis of rotation

second friction plate of the separating clutch bearing base

a first rolling bearing

b second rolling bearing

c third rolling bearing

d fourth rolling bearing

first recording area

second carrier of the drive coupling serration

first sleeve area

a first actuating unit

b second operating unit

rotor shaft

circlip

gear

gearing

Through Hole

fastener

coupling device

a first carrier of the second Kupplungsb second T carrier of the second Kupplunga first friction plate of the second clutch b second friction plate of the second clutch control system

body

support element

storage area

a first actuation bearing b second actuator bearing

a first Betätigungskrafteinleitmechanismusb second Betätigungskrafteinleitmechanismus electric motor

lever mechanism

lever member

pivot bearing

actuator

pressure plate

Against supporting area

Leaf spring unit

Coolant conveyor

a first coolant circuit

b second coolant circuit

first bulkhead element

a first subspace of the first Gehäuseabereichb second subspace of the first housing portion second bulkhead element

a first subspace of the second Gehäusebereichb second subspace of the second Gehäuseabereichesa first subsystem

b second subsystem

jet pump

valve element

first carrier part

second carrier part

second sleeve area

leaf spring

gearbox

studs

storage section

rivet

second recording area Opening third module

a first Ausförderelementb second Ausförderelement

Claims

claims

A method of assembling a transmission unit (1) for a hybrid vehicle, wherein a bearing flange unit (2) is fixed gearbox fixed and a first module (3) is provided, said first module (3) the bearing flange unit (2) and at least one on the bearing flange unit (2) mounted part (4) of a first coupling component (5) of a separating clutch (6), and / or for implementing a second module (13) a central input shaft (7) via a support bearing (8) at a radially inwardly projecting Wall (9) of a main housing component (10) is mounted and a for actuating the Trennkupp- (6) provided Axial kraftaktor (11 a) to the main housing component (10) is mounted and also a second coupling component (12) of the separating clutch (6) on the input shaft (7) is mounted rotationally fixed and / or the provided second module (13) integral with the first module (3) is connected, so that the main housing component (10) is connected to the Lagerflaneinheit- (2), the separating clutch (6) with its two intercoupled coupling components (5, 12) is fully assembled and the Axialkraft- actuator (11 a) with the separating clutch (6) in A first coupling component (19) of a further coupling (18) is non-rotatably connected to the input shaft (7) for implementing a third module (85), one with a part of a second coupling component (20) Another coupling (18) connected to the secondary housing component (21) is attached to the main housing component (10), the further coupling (18) with its two mutually coupling coupling components (19, 20) is fully assembled and a second axial force actuator (11 b) is brought into operative connection with the further coupling (18).

2. The method according to claim 1, characterized in that an electric machine (14) is mounted torque transmitting.

3. The method according to claim 1 or 2, characterized in that a rotor (15) of the electric machine (14) via a gear stage (16) with a carrier (4) of the first coupling component (5) is connected.

4. The method according to any one of claims 1 to 3, characterized in that a carrier (4) of the first coupling component (5) is adjusted in its axial play by means of a shim (17) and / or by means of a predetermined predetermined bias voltage.

5. The method according to any one of claims 1 to 4, characterized in that the further, for the actuation of the further coupling (18) provided, the second axial force actuator (11 b) in the main housing component (10) is mounted.

6. The method according to claim 5, characterized in that the second axial force actuator (11 b) on a, the operation of the separating clutch (6) vorgesehe- nen, first Axialkraftaktor (11 a) facing away axial side of the wall (9) - is brought.

7. powertrain (31) for a hybrid vehicle, with a mounted according to the method according to one of claims 1 to 6 gear unit (1) and one with the second coupling component (20) of the further clutch (18) rotatably coupled differential gear (32) ,