WO2020169144A1 - Module hybride comprenant un ensemble de couplage pour une transmission à variation continue - Google Patents

Module hybride comprenant un ensemble de couplage pour une transmission à variation continue Download PDF

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Publication number
WO2020169144A1
WO2020169144A1 PCT/DE2020/100066 DE2020100066W WO2020169144A1 WO 2020169144 A1 WO2020169144 A1 WO 2020169144A1 DE 2020100066 W DE2020100066 W DE 2020100066W WO 2020169144 A1 WO2020169144 A1 WO 2020169144A1
Authority
WO
WIPO (PCT)
Prior art keywords
hybrid module
output
rotation
clutch
torque
Prior art date
Application number
PCT/DE2020/100066
Other languages
German (de)
English (en)
Inventor
Jonathan Laigo
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
Publication of WO2020169144A1 publication Critical patent/WO2020169144A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • 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 module with a clutch arrangement for a
  • Continuously variable transmission of a motor vehicle such as a car, truck, bus or other commercial vehicle.
  • a previously known hybrid module comprises at least one separating clutch, at least one further drive clutch and an electrical machine.
  • the separating clutch is usually actuated by an electromechanical central release device which actuates a clutch arrangement directly mechanically via a ball screw drive, that is to say without a hydraulic transmission path. This means outside of the
  • Hybrid module does not require any installation space for the actuators.
  • the torque is guided depending on its direction.
  • a freewheel is used to transmit the tensile torque while
  • the object of the present invention is to create a hybrid module that is as compact as possible.
  • the object is achieved according to the invention by a hybrid module with the features of claim 1.
  • Preferred embodiments of the invention are specified in the subclaims and the following description, which can each represent an aspect of the invention individually or in combination.
  • the invention thus relates to a hybrid module with a clutch arrangement for a continuously variable transmission of a motor vehicle with an internal combustion engine and with an electric machine, the hybrid module having an axis of rotation that extends from an engine side to a transmission side, further comprising: one that extends along the axis of rotation Drive body,
  • the drive body is rotatably connected at its end facing the gearbox side to the output body, and wherein the drive body and the
  • Output bodies are formed coaxially to one another,
  • the drive body is designed at its end facing the engine side for a rotationally fixed connection to a damper unit for damping
  • the damper unit being rotatably connectable to an input shaft of the internal combustion engine, the drive body having a drive disk carrier of the clutch arrangement at its end facing the transmission side, which is radially spaced from the axis of rotation,
  • a disk pack for torque transmission is arranged between the drive disk carrier and the output disk carrier in order to generate a torque of the internal combustion engine via the in the actuated state of the disk pack
  • a clutch housing to which the drive body and the output body are rotatably arranged about the axis of rotation
  • stator system having a stator system and a rotor system, the stator system and the rotor system being designed such that they can be rotated coaxially to one another about the axis of rotation to generate a torque
  • stator system being non-rotatably connected to the clutch housing
  • the rotor system being non-rotatable is connected to the output disk carrier, so that the torque generated by the electric machine via the
  • Output disk carrier is passed on, wherein the output body is formed, a torque to a
  • the clutch arrangement serves both as a separating clutch and as
  • a compact hybrid module can be created in combination with the electric machine.
  • the hybrid module is in particular a plug-in module.
  • the input shaft is in particular a crankshaft of the internal combustion engine.
  • a hydraulic fluid in particular oil
  • the rising pressure in the pressure chamber can act as the spring force of the outside of the pressure chamber on the pressure pot
  • the friction clutch can, in particular, be designed as a multi-disc clutch, in which the outer discs are non-rotatably connected to an outer disc carrier but axially displaceable, in particular designed as friction linings or steel plates, and the outer discs are non-rotatably connected to an inner disc carrier but are axially movable,
  • inner disks are provided alternately one behind the other, which can be frictionally pressed between the counter plate and the pressure plate in order to bring about a torque flow between the outer disk carrier and the inner disk carrier.
  • traction operation this can be done in an internal combustion engine and / or an electric one
  • the spring force of the spring element can move the pressure pot back into its, in particular the open position of the friction clutch corresponding, axial starting position, whereby the hydraulic fluid previously pumped into the pressure chamber can be displaced to an outlet.
  • the clutch can also be operated via
  • a rotary feedthrough enables fluids such as pressure and cooling oils
  • rotating body in this case the rotor, or between bodies rotating against one another.
  • the aforementioned design enables a particularly compact flybridge module.
  • the flybridge module is connected to the internal combustion engine via a transmission bell housing. This enables easy interchangeability of the flybridge module as
  • the bell housing has at least one recess which is provided for the hydraulic actuation of the clutch arrangement via the output body designed as a rotary leadthrough.
  • the access to the rotary feedthrough integrated in the bell housing enables a reduced number of components and thus a compact design.
  • Extends pressure oil channel system of the rotatable output body This is a special one preferred option to make the design more compact.
  • the recess is particularly preferably a bore.
  • the hybrid module is connected to the transmission bell housing by means of fastening screws with fastening straps arranged on the coupling partition.
  • a busbar system is arranged as a connection interface between the coupling partition and the stator support.
  • stator carrier is attached circumferentially to the coupling partition wall via several screw means.
  • the transmission input shaft is designed for connection to a continuously variable transmission.
  • the minimum and maximum transmission ratio of the continuously variable transmission are determined by the minimum and maximum effective diameter of the
  • the shaft of the input-side cone pulley set can be coupled to a drive shaft of a motor vehicle engine or form the drive shaft.
  • the shaft of the conical disk set on the output side can be coupled to an output shaft for driving a drive wheel of a motor vehicle, or it can form the output shaft.
  • the stator system has a cooling system, in particular water cooling.
  • damper unit is rotatably connectable to an input shaft of the
  • the damper unit can be attached to the input shaft of the internal combustion engine, which is designed as a crankshaft.
  • the damper unit can particularly preferably be a dual-mass flywheel. This technically means that the primary mass and that of the particular as
  • Arc spring designed energy storage element to the primary mass limited rotatably coupled secondary mass can form a mass-spring system that can dampen rotational irregularities in the speed and in the torque of the drive power generated by a motor vehicle engine in a certain frequency range.
  • Energy storage element be selected such that vibrations in the
  • Frequency range of the dominant engine orders of the motor vehicle engine can be damped.
  • the mass moment of inertia of the primary mass and / or the secondary mass can in particular be influenced by an attached additional mass.
  • the primary mass can have a disk, to which a cover can be connected, whereby a substantially annular
  • Receiving space for the energy storage element can be limited.
  • the primary mass can, for example, tangentially strike the energy storage element via impressions protruding into the receiving space.
  • An output flange of the secondary mass can protrude into the receiving space, which flange is attached to the
  • the torsional vibration damper is part of a two-mass flywheel, the primary mass can be one that can be coupled to a drive shaft of a motor vehicle engine Have flywheel. If the torsional vibration damper, as a pulley decoupler, is part of a pulley arrangement for driving ancillary units of a motor vehicle with the aid of a traction device, the
  • the primary mass a belt pulley, on whose radially outer lateral surface the traction means, in particular a V-belt, can act for torque transmission.
  • the torsional vibration damper is used as a disk damper, in particular a clutch disk of a friction clutch, the primary mass can be coupled to a disk area bearing friction linings, while the secondary mass can be coupled to a transmission input shaft of a motor vehicle transmission.
  • Centrifugal pendulum provided with at least one pendulum mass. Under the influence of centrifugal force, the at least one pendulum mass of the centrifugal pendulum strives to assume a position as far away as possible from the center of rotation.
  • the “zero position” is the position furthest radially from the center of rotation, which the pendulum mass can assume in the radially outer position. With a constant drive speed and constant drive torque, the pendulum mass will assume this radially outer position. In the event of speed fluctuations, the pendulum mass deflects due to its inertia along its pendulum path. The pendulum mass can thereby be shifted towards the center of rotation.
  • the centrifugal force acting on the pendulum mass is divided into a tangential component and a further component normal to the pendulum path.
  • the tangential force component provides the restoring force that wants to bring the pendulum mass back into its "zero position", while the normal force component acts on and acts on a force introduction element that initiates the speed fluctuations, in particular a flywheel connected to the drive shaft of the motor vehicle engine
  • the carrier flange and / or the tracks provided in the pendulum mass have suitable curvatures in which a coupling element, in particular designed as a roller, can be guided.
  • a coupling element in particular designed as a roller
  • more than one pendulum mass is provided.
  • a plurality of pendulum masses are preferably guided on the carrier flange in a uniformly distributed manner in the circumferential direction.
  • the inertial mass of the pendulum mass and / or the relative movement of the pendulum mass to the carrier flange is designed in particular to dampen a certain frequency range of rotational irregularities, in particular an engine order of the motor vehicle engine.
  • more than one pendulum mass and / or more than one carrier flange is provided.
  • two pendulum masses connected to one another via bolts or rivets designed in particular as spacer bolts are provided, between which the carrier flange is positioned in the axial direction of the torsional vibration damper.
  • two flange parts of the carrier flange, in particular connected to one another in a substantially Y-shape, can be provided, between which the pendulum mass is positioned.
  • FIG. 2 a perspective transmission side view of the hybrid module according to FIG. 1,
  • Fig. 3 a section of the hybrid module according to Fig. 2 and
  • FIG. 4 a perspective motor side view of the hybrid module according to FIG. 1.
  • Figure 1 shows an exemplary hybrid module 10 with a clutch arrangement 12 for a continuously variable transmission of a motor vehicle with an internal combustion engine 14 and with an electric machine 16, the hybrid module 10 having an axis of rotation D that extends from an engine side M to a transmission side G, furthermore having: a drive body 18 extending along the axis of rotation D, an output body 20 extending along the axis of rotation D,
  • the drive body 18 is rotatably connected at its end facing the transmission side G to the output body 20, and wherein the drive body 18 and the
  • Output bodies 20 are formed coaxially to one another,
  • the drive body 18, at its end facing the engine side M, is designed for a rotationally fixed connection with a damper unit 22 for damping
  • a disk set 30 for torque transmission being arranged between the drive disk carrier 26 and the output disk carrier 28, in order to transmit a torque of the internal combustion engine 14 via the drive body 18 to the output body 20 in the actuated state of the disk set 30,
  • a clutch housing 32 to which the drive body 18 and the output body 20 are rotatably arranged about the axis of rotation D,
  • an electrical machine 16 which has a stator system 34 and a rotor system 36, the stator system 34 and the rotor system 36 being designed in such a way that they can be rotated coaxially to one another about the axis of rotation D in order to generate a torque,
  • stator system 34 being non-rotatably connected to the clutch housing 32
  • rotor system 36 being non-rotatably connected to the output disk carrier 28, so that the torque generated by the electric machine 16 is via the
  • Output disk carrier 28 is forwarded
  • the clutch arrangement 12 comprises at least the drive disk carrier 26, the output disk carrier 28 and the disk pack 30. This is a friction clutch.
  • a disk pack 30 of the clutch arrangement 12 can be in the actuated and in the non-actuated state.
  • the formulation of the actuated state of the disk set 30 means here that the inner disks and outer disks of the disk set 30 are in operative connection along the axis of rotation D in such a way that torque is transmitted.
  • Inactivated state means that
  • the disk pack 30 and thus the clutch arrangement 12 are idling with regard to a transmission of the torque of the internal combustion engine 14, that is to say in no operative connection.
  • the hybrid module 10 thus comprises the output body 20 designed as a rotary feedthrough and for the hydraulic actuation of the clutch arrangement 12
  • Clutch assembly 12 serves both as a disconnect clutch and as
  • the hybrid module 10 is in particular a slide-in module. As shown in FIG. 1, the damper unit 22 is attached to the input shaft 24 of the internal combustion engine 14, which is designed as a crankshaft.
  • the hybrid module 10 also includes, in particular, a shaft of a hydraulic pump 44 and an associated roller bearing 46, which is in particular a ball bearing.
  • the structure includes, in particular, a bell housing 40 and a
  • the bell housing 40 preferably has a recess 48 which is provided for the hydraulic actuation of the clutch arrangement 12 via the output body 20.
  • the at least one static extends
  • stator system 34 is on a stator carrier 52
  • Clutch housing 32 arranged.
  • the rotor system 36 is preferably on the output disk carrier 28
  • a clutch counter plate 54 On the engine side M is a clutch counter plate 54 radially on the outside
  • a central bearing 56 is arranged radially inward, which thus forms a bearing on the engine side.
  • a rotor flange 58 is arranged between the output disk carrier 28 and the output body 20.
  • At least one releasable connecting means 60 for example a screw connection, preferably connects the
  • a thermal joint connection 62a in particular a welded connection, also preferably connects the output body 20 to the rotor flange 58.
  • the output body 20 is coaxial with the shaft 44 of a hydraulic pump
  • Components are preferably connected to one another in a form-fitting manner.
  • the torque of the output body 28 is preferably via a
  • the disk pack 30, having multi-part clutch linings and steel disks, enables the torque of the internal combustion engine 14 to be transmitted to the transmission input shaft 38.
  • pressurized oil is fed from a clutch actuation unit into the output body 28 designed as a rotary feedthrough.
  • 28 seals 66 are in the output body
  • the pressure oil is fed into a pressure chamber via the pressure oil channel system 50 68, which arises from at least a pressure piston 70 and a sealing plate 72. This results in an axial movement of the pressure piston 70 along the axis of rotation D. The axial movement in the direction of the motor side M leads to an actuated state of the disk set 30 in order to generate a torque of the
  • a plurality of compression springs 74 are arranged circumferentially on a mounting piston 76 on the engine side M of the pressure piston 70 and generate a counterforce to the pressure oil along the axis of rotation D in order to generate enough lift in the clutch arrangement 12.
  • a plate spring which is not shown, can also be used.
  • Drive body 18 preferably via a thermal joint 62b, in particular a welded connection, to drive disk carrier 26
  • a radial shaft seal 78 arranged between the clutch partition wall 42 and the drive body 18 is provided.
  • the drive disk carrier 26 is preferably supported by at least two radial 80 and two axial needle bearings 82.
  • the central bearing 56 is in particular a deep groove ball bearing or 4-point bearing.
  • the central bearing 56 is preferably arranged on the coupling partition 42, which is made of steel, and is in particular fastened by means of a threaded ring.
  • a disc spring is preferably provided to compensate for tolerances and to generate a defined preload in the axial needle bearings 82.
  • a resolver stator is preferably arranged on the coupling partition 42 and an RLS rotor is preferably fastened to the output disk carrier 28.
  • the hybrid module 10 is thus a complete unit that can be removed separately before it is installed in the bell housing 40.
  • the stator system 34 has at least one busbar system 84 as
  • connection interface In particular, this connection interface must also be sealed off from the bell housing 40.
  • FIGS. 2 and 4 show the hybrid module 10 in a perspective view, FIG. 2 showing the transmission side G and FIG. 4 the engine side M of the hybrid module 10.
  • FIG. 3 shows how the stator carrier 52 can be arranged on the coupling partition 42.
  • the hybrid module 10 can be attached to the clutch partition wall 42 with or without
  • fastening tabs 86 can be arranged in the bell housing 40 by means of fastening screws 88.
  • an external toothing on the drive body 18 is a
  • the stator carrier 52 can, for example, be centered on the coupling partition 42 via at least two pins 90 and attached to the coupling partition 42 circumferentially via a plurality of screw means 92. Between the coupling partition wall 42 and the stator support 52 is a
  • Busbar system 84 arranged.
  • the sealing concept for the hybrid module 10 can provide O-rings or flat seals.
  • the hybrid module 10 is particularly suitable for a coaxial one for 48 volts
  • the hybrid module 10, the stator system 34 of the electrical machine 16 can be designed with or without water cooling.
  • the hybrid module 10 is provided for a CVT transmission, that is to say a continuously variable transmission, with a converter interface and rotary feedthrough.
  • the hybrid module 10 is also particularly suitable for an A / T transmission with a converter interface and rotary feedthrough.
  • an additional starting clutch should be provided.
  • Hybrid module 10 then only serves as a separating clutch.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un module hybride (10) comprenant un ensemble de couplage (12) pour une transmission à variation continue. Le module hybride comporte : un corps d'entraînement (18) ; un corps de sortie (20) ; un paquet de lamelles (30) servant à la transmission de couple de rotation étant disposé entre un support de lamelles d'entraînement (26) et un support de lamelles de sortie (28) afin de transmettre, dans l'état actionné du paquet de lamelles (30), un couple de rotation du moteur à combustion interne (14) par l'intermédiaire du corps d'entraînement (18) sur le corps de sortie (20) ; une machine électrique (16), qui comporte un système de stator (34) et un système de rotor (36), le système de stator (34) et le système de rotor (36) étant réalisés de telle manière qu'ils peuvent tourner de manière coaxiale l'un par rapport à l'autre autour de l'axe de rotation (D) pour générer un couple de rotation. Le système de stator (34) est relié de manière solidaire en rotation à un boîtier de couplage (32). Le système de rotor (36) est relié de manière solidaire en rotation au support de lamelles de sortie (28) de sorte qu'un couple de rotation généré par la machine électrique (16) est transféré par l'intermédiaire du support de lamelles de sortie (28).
PCT/DE2020/100066 2019-02-22 2020-02-03 Module hybride comprenant un ensemble de couplage pour une transmission à variation continue WO2020169144A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019104535.5A DE102019104535A1 (de) 2019-02-22 2019-02-22 Hybridmodul mit einer Kupplungsanordnung für ein Stufenlosgetriebe
DE102019104535.5 2019-02-22

Publications (1)

Publication Number Publication Date
WO2020169144A1 true WO2020169144A1 (fr) 2020-08-27

Family

ID=69770320

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2020/100066 WO2020169144A1 (fr) 2019-02-22 2020-02-03 Module hybride comprenant un ensemble de couplage pour une transmission à variation continue

Country Status (2)

Country Link
DE (1) DE102019104535A1 (fr)
WO (1) WO2020169144A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113062933A (zh) * 2021-04-22 2021-07-02 合肥工业大学 一种用于并联混动汽车的磁流变离合器

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021208817A1 (de) 2021-08-12 2023-02-16 Zf Friedrichshafen Ag Gehäusekörper für ein Fahrzeughybridmodul

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120175212A1 (en) * 2011-01-12 2012-07-12 GM Global Technology Operations LLC Launch / disconnect clutch for p2 hybrid powertrain
DE102017121636A1 (de) * 2017-05-29 2018-11-29 Schaeffler Technologies AG & Co. KG Hybridmodul und Antriebsanordnung für ein Kraftfahrzeug

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120175212A1 (en) * 2011-01-12 2012-07-12 GM Global Technology Operations LLC Launch / disconnect clutch for p2 hybrid powertrain
DE102017121636A1 (de) * 2017-05-29 2018-11-29 Schaeffler Technologies AG & Co. KG Hybridmodul und Antriebsanordnung für ein Kraftfahrzeug

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113062933A (zh) * 2021-04-22 2021-07-02 合肥工业大学 一种用于并联混动汽车的磁流变离合器

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