WO2022117138A1 - Module hybride - Google Patents

Module hybride Download PDF

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Publication number
WO2022117138A1
WO2022117138A1 PCT/DE2021/100843 DE2021100843W WO2022117138A1 WO 2022117138 A1 WO2022117138 A1 WO 2022117138A1 DE 2021100843 W DE2021100843 W DE 2021100843W WO 2022117138 A1 WO2022117138 A1 WO 2022117138A1
Authority
WO
WIPO (PCT)
Prior art keywords
hybrid module
pressure plate
rotor
clutch
electric motor
Prior art date
Application number
PCT/DE2021/100843
Other languages
German (de)
English (en)
Inventor
René Daikeler
Olaf Werner
Jens Martin
Radmir ISHMURATOV
Andreas Weigl
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 CN202190000796.4U priority Critical patent/CN220742700U/zh
Publication of WO2022117138A1 publication Critical patent/WO2022117138A1/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
    • B60K6/38—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 driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • 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 present invention relates to a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle.
  • the hybrid module has an electric motor and a separating clutch, which is arranged in the radial direction of the hybrid module inside the electric motor, and which has a counter-pressure plate, a pressure plate that can be displaced to a limited extent in the axial direction of the hybrid module, and a pressure plate that is arranged between the counter-pressure plate and the pressure plate and delimited in the axial direction has movable intermediate pressure plate.
  • the separating clutch has frictionally clampable clutch disks between counter-pressure plate, intermediate pressure plate and pressure plate.
  • a drive train of a hybrid vehicle usually includes a combination of an internal combustion engine and an electric motor, and allows - for example in urban areas - a purely electric mode of operation with simultaneous sufficient range and availability for cross-country trips. In certain operating situations, there is also the option of being driven simultaneously by the internal combustion engine and the electric motor.
  • the electric motor usually replaces the starter motor that used to be used for the internal combustion engine and the alternator that used to be used in the past, in order to reduce the increase in weight of the hybrid vehicle compared to vehicles powered exclusively by internal combustion engines.
  • a separating clutch can be arranged between the internal combustion engine and the electric motor in order to separate the internal combustion engine from the electric motor and from the remaining drive train of the hybrid vehicle.
  • the separating clutch which is also known as the KO clutch, is then opened and the combustion engine is switched off, so that the drive torque of the hybrid vehicle is applied exclusively by the electric motor.
  • Such separating clutches are usually actuated by means of a hydraulic actuating system.
  • a hydraulic actuation system usually has a master cylinder that transmits the pressure generated in the master cylinder to a slave cylinder via a hydraulic pressure line.
  • the slave cylinder transmits the hydraulic pressure to a lifting system by means of a piston that can be displaced in the axial direction, with the interposition of a clutch release bearing.
  • fully hydraulic Actuation systems such as are generally used in hybrid modules, can be equipped with a concentric slave cylinder, for example, which is often also referred to as a concentric slave cylinder (CSC).
  • CSC concentric slave cylinder
  • a hybrid module can be divided into the following categories PO to P5 depending on the arrangement or the point of intervention of the electric motor in the drive train:
  • the electric motor is arranged in the torque path in front of the combustion engine and is coupled to the combustion engine via a belt, for example. With this arrangement of the electric motor, it is also sometimes referred to as a belt starter generator (BSG).
  • BSG belt starter generator
  • the electric motor is located directly behind the combustion engine in the torque path.
  • the electric motor can be arranged, for example, fixed to the crankshaft in the torque path in front of the starting or gear change clutch.
  • the electric motor is located in the torque path between a separating clutch, often referred to as a KO clutch, and the starting or gear-change clutch, but in the torque path in front of the vehicle transmission.
  • a separating clutch often referred to as a KO clutch
  • the electric motor is arranged in the vehicle transmission and/or on the transmission output shaft.
  • the electric motor is arranged on an existing or separate vehicle axle.
  • the electric motor is arranged on or in the driven vehicle wheel, for example as a wheel hub motor.
  • separating clutches required for the hybridization of conventional drive trains have to meet special requirements in terms of size and energy efficiency compared to conventional starting and gear-change clutches.
  • separating clutches for P2 hybrid modules must have particularly low drag torque in the open or disengaged state. If the vehicle is driven by the electric motor and the internal combustion engine is switched off, the disengaged separating clutch often results in high differential speeds between the drive side for a long period of time and the output side of the separating clutch. Even small drag torques that occur in the separating clutch can quickly lead to impermissibly large energy inputs due to the large differential speeds.
  • a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle with an electric motor and a separating clutch, which is arranged in the radial direction of the hybrid module inside the electric motor, and the one counter-pressure plate, one has a pressure plate that can be displaced to a limited extent in the axial direction of the hybrid module and an intermediate pressure plate that is arranged between the counter-pressure plate and the pressure plate and can be displaced to a limited extent in the axial direction, and has clutch disks that can be clamped with frictional engagement between the counter-pressure plate, intermediate pressure plate and pressure plate, the electric motor having a rotor which is connected by a rotor web with respect to a stator of the electric motor is rotatably supported, the rotor web being connected in the radial direction outside the clutch discs to a rotor carrier or merging into a rotor carrier, on the outside of which the rotor is located is rotatably formed with
  • the rotor web is supported by a rotor bearing in a stationary and rotatable manner in the axial direction on a support wall that directly or indirectly supports the stator of the electric motor.
  • This type of storage further reduces the space required.
  • the rotor carrier and/or the rotor has or have recesses distributed in the circumferential direction of the hybrid module, through which the hybrid module can be non-rotatably connected, in particular is connected, to a torque converter and/or a converter lockup clutch.
  • the installation space required can also be further reduced by means of these recesses.
  • the pressure plate is in contact with a pressure pot of a concentric hydraulic actuating device rotating with the rotor carrier for engaging and/or disengaging the separating clutch. Since this means that a separate release bearing can be dispensed with, the installation space required can be further reduced.
  • At least one of the clutch disks is connected in a rotationally fixed manner and fixed in the axial direction to an input shaft that can be connected in rotation to the internal combustion engine.
  • the input shaft is rotatably supported on the rotor web of the electric motor by means of an axial and radial bearing. This also further reduces the installation space required by the hybrid module.
  • the input shaft preferably has a flange to which at least one of the clutch disks is non-rotatably connected via at least one spring device and is elastically connected in the axial direction, as a result of which the installation space required by the hybrid module can be further reduced.
  • a first spring plate of a first spring device has openings spaced apart in the circumferential direction of the hybrid module, through which axial sections of a second spring device of the other clutch disk extend in the axial direction.
  • a second Spring plate of the second spring device for elastic connection in the axial direction to the flange of the input shaft is arranged in the axial direction on another side of the first spring plate, whereby the space requirement of the clutch disc assembly or the hybrid module can be further reduced.
  • a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle with an electric motor and a separating clutch which is arranged in the radial direction of the hybrid module inside the electric motor, and which has a counter-pressure plate, a pressure plate that can be displaced to a limited extent in the axial direction of the hybrid module, and at least one clutch disk that can be clamped by friction between the counter-pressure plate and the pressure plate, the clutch disk being located in the axial direction inside a rotor of the electric motor is rotatably connected to an input shaft of the hybrid module.
  • the input shaft is rotatably mounted with respect to a support wall of the electric motor that directly or indirectly supports a stator and is designed without axial and radial bearings in the axial direction within the rotor, the installation space of the hybrid module can be reduced.
  • the input shaft is supported in a rotatable manner on a rotor web of the electric motor by means of an axial and radial bearing, and the rotor web is supported in a rotatable manner on the support wall by means of a rotor bearing.
  • the installation space required by the hybrid module can be further reduced.
  • the axial and radial bearings of the input shaft preferably overlap in the axial direction with the center of gravity of the input shaft.
  • This type of storage means that no additional support bearings are required to prevent the input shaft from tilting, which means that the installation space required by the hybrid module can be further reduced.
  • the counter-pressure plate forms the rotor web, as a result of which the installation space required by the hybrid module can be further reduced.
  • an end of the input shaft on the internal combustion engine side has a pilot bearing, by means of which the input shaft can be mounted in a rotatable manner on a crankshaft of the internal combustion engine.
  • the hybrid module itself can be made more compact by this type of storage.
  • a clutch disc assembly for a multi-disc separating clutch of a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a Proposed motor vehicle with at least a first clutch disc and at least a second clutch disc, both of which are fixed in rotation and in the axial direction of the clutch disc assembly fixed to a flange, and both each have a spring means effective in the axial direction. Since the spring device of the first clutch disc has openings spaced apart in the circumferential direction of the clutch disc assembly, through which axial sections of the spring device of the second clutch disc extend in the axial direction, the clutch disc assembly can be made particularly compact.
  • the openings are spaced evenly apart from one another in the circumferential direction by an angular measure.
  • the axial sections are evenly spaced from one another in the circumferential direction with the same angular dimension, so that both clutch disks can be assembled rotated relative to one another by integer multiples of the angular dimension. This also allows the installation space required by the clutch disc assembly to be reduced.
  • first clutch disc has a first imbalance and the second clutch disc has a second imbalance, and both clutch discs are assembled rotated relative to one another such that the total imbalance formed from the first and second imbalance is minimal.
  • This also enables a particularly compact clutch disk assembly, in particular when no separate balancing weights are provided on the clutch disk assembly.
  • the first clutch disc is preferably non-rotatably connected via at least one first spring plate as the first spring device and is connected elastically to the flange in the axial direction. Since the first spring plate has the openings spaced apart in the circumferential direction, the clutch disk assembly can be made particularly compact.
  • the second spring device as at least spacer bolts
  • the brake pad carrier ring is arranged on one side of the first spring plate
  • the second spring plate is arranged on the other side of the first spring plate
  • the spacer bolts connect an inner area of the brake pad carrier ring to an outer area of the second spring plate through the openings in the first spring plate.
  • the two spring plates are preferably connected, preferably riveted, to the flange on different sides of the flange. As a result, the space requirement for the clutch disc assembly can be further reduced.
  • a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle with an electric motor and a separating clutch, which is arranged in the radial direction of the hybrid module inside the electric motor, and which has a counter-pressure plate, one in the axial direction of the Hybrid module has a pressure plate that can be displaced to a limited extent and an intermediate pressure plate that is arranged between the counter-pressure plate and the pressure plate and that can be displaced to a limited extent in the axial direction, and a clutch disc assembly according to one of the preceding exemplary embodiments, the first clutch disc between the counter-pressure plate and the intermediate pressure plate, and the second clutch disc between the intermediate pressure plate and the pressure plate can be frictionally clamped.
  • Such a hybrid module can be made particularly compact.
  • the electric motor preferably has a rotor which is supported by a rotor bar so that it can rotate with respect to a stator of the electric motor, the counter-pressure plate forming the rotor bar.
  • the flange is preferably formed on an input shaft that can be connected in rotation to the internal combustion engine, as a result of which the installation space of the hybrid module is further reduced.
  • a method for assembling a clutch disc assembly for a multi-disc separating clutch of a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle is proposed, with at least one first clutch disc which has a first imbalance , and at least one second clutch disc, which has a second unbalance, wherein both clutch discs are twisted relative to one another in such a way that the total imbalance formed by the first and second imbalance is minimal, and the two clutch discs rotate with minimal total imbalance and are firmly fastened to a flange in the axial direction of the clutch disc assembly.
  • This method enables the assembly of a particularly compact clutch disc assembly.
  • a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle with an electric motor and a separating clutch, which is arranged in the radial direction of the hybrid module within the electric motor, and the one counter-pressure plate, a pressure plate that can be displaced to a limited extent in the axial direction of the hybrid module, and an intermediate pressure plate that is arranged between the counter-pressure plate and the pressure plate and can be displaced to a limited extent in the axial direction has, and between counter-pressure plate, intermediate pressure plate and pressure plate has frictionally clampable clutch disks, wherein the electric motor has a rotor which is rotatably supported by a rotor web with respect to a stator of the electric motor. Since the counter-pressure plate forms the rotor web, the hybrid module can be made particularly compact.
  • the rotor web designed as a counter-pressure plate is connected to a rotor carrier in the radial direction outside the clutch disk or merges into a rotor carrier on the outside of which the rotor is designed to be non-rotatable with the rotor carrier.
  • the pressure plate and/or the intermediate pressure plate is/are connected non-rotatably to the rotor carrier or to the rotor web with leaf springs on the inside of the rotor carrier. This also allows the installation space required by the hybrid module to be further reduced.
  • the wear limit of the clutch disk is preferably reached when a friction lining of the clutch disk has the same height as a head of a rivet with which the friction lining is riveted to a spring device of the clutch disk.
  • a head of the riveted connection of the leaf spring can be brought into contact with the other pressure plate or with an element which is fixed with respect to the rotor carrier, in order to limit the engagement path of one pressure plate.
  • one pressure plate is designed as a pressure plate and the other pressure plate as a counter-pressure plate, which is fixed in the axial direction, of the single-disc or multi-disc separating clutch.
  • one pressure plate is designed as a pressure plate and the other pressure plate as an intermediate pressure plate of the multi-disc separating clutch.
  • one pressure plate is designed as an intermediate pressure plate and the other pressure plate is designed as a counter-pressure plate, which is fixed in the axial direction, of the multi-disc separating clutch.
  • FIG. 1 shows a half sectional view through a first embodiment of a hybrid module
  • FIG. 2 shows a half sectional view through a second exemplary embodiment of a hybrid module
  • FIG. 3 shows a half sectional view through a third exemplary embodiment of a hybrid module
  • FIG. 4 shows a detailed view of a disconnect clutch of a fourth exemplary embodiment of a hybrid module
  • FIG. 5 shows a detailed view of a separating clutch of a fifth exemplary embodiment of a hybrid module when new
  • FIG. 6 shows a detailed view of the separating clutch from FIG. 5 in the worn state
  • FIGS. 7a to 7c show a schematic view of a method for assembling a clutch disc assembly for a multi-disc separating clutch of a hybrid module.
  • FIGS. 1 to 7c show exemplary embodiments of a hybrid module 1, more precisely a P2 hybrid module, a clutch disk assembly 33 for a multi-disc separating clutch 7 of the hybrid module 1 and a method for assembling the clutch disk assembly 33.
  • a hybrid module 1 more precisely a P2 hybrid module
  • a clutch disk assembly 33 for a multi-disc separating clutch 7 of the hybrid module 1 and a method for assembling the clutch disk assembly 33.
  • the hybrid module 1 which is shown in Figure 1 in a half sectional view, has an input side 2 and an output side 3.
  • the hybrid module 1 can be connected directly or indirectly to an internal combustion engine 4 via the input side 2 .
  • the internal combustion engine 4 is connected to an input-side torsional vibration damper 5, for example a dual-mass flywheel with arc springs or straight compression springs, in particular in conjunction with a centrifugal pendulum.
  • the torsional vibration damper 5 on the input side is non-rotatably connected to the input side 2 of the hybrid module 1 via its output side, preferably by means of a spline 9.
  • the hybrid module 1 On its output side 3, the hybrid module 1 is rotationally connected to a torque converter and/or a converter lockup clutch 50.
  • a transmission shaft 49 which is arranged coaxially with an input shaft 8 of the hybrid module 1 can extend through the torque converter and/or the converter lock-up clutch 50 .
  • the input shaft 8 of the hybrid module 1 extends in the axial direction A of the hybrid module 1 and defines an axis of rotation D of the hybrid module 1.
  • the hybrid module 1 has an electric motor 6 and the separating clutch 7 .
  • the electric motor 6 is an electric machine that can be operated both as a motor drive and as a generator as a generator.
  • the separating clutch 7 is a so-called KO clutch, which is designed for coupling and decoupling the internal combustion engine 4 to and from a drive train of a motor vehicle in which the hybrid module 1 is arranged.
  • the separating clutch 7 is arranged inside the electric motor 6 in the radial direction R of the hybrid module 1 .
  • the separating clutch 7 is designed as a dry multi-plate clutch, but it can also be designed as a dry multi-plate clutch or a dry single-plate clutch. A design as a wet multi-plate clutch is also possible.
  • the torque of the internal combustion engine 4 can be transmitted to the input shaft 8 of the hybrid module 1 either directly or indirectly via the torsional vibration damper 5 on the input side.
  • the input shaft 8 can also be referred to as an intermediate shaft or hybrid shaft.
  • the input shaft 8 can also be the crankshaft itself or an extension of the crankshaft of the internal combustion engine 4.
  • the input shaft 8 is rotatably mounted with respect to the electric motor 6 by a bearing on the input side, which is designed as an axial and radial bearing 11 .
  • the axial and radial bearing 11 is arranged between the input shaft 8 lying on the inside in the radial direction R and a rotor web 20 of the electric motor 6 lying on the outside in the radial direction R.
  • the input shaft 8 has an end 13 on the internal combustion engine side and an end 14 on the transmission side.
  • the transmission-side end 14 defines the end of the input shaft 8 facing away from the internal combustion engine 4. While in the illustrated embodiment the splines 9 are formed on the internal combustion engine-side end 13 of the input shaft 8, the transmission-side end 14 of the input shaft 8 points in the illustrated embodiment, a transmission shaft bearing 19, via which the input shaft 8 is supported on the transmission shaft 49 and centered.
  • the axial and radial bearings 11 and a flange 10 of the input shaft 8 are arranged in the axial direction A between the end 13 on the internal combustion engine side and the end 14 on the transmission side.
  • the flange 10 of the input shaft 8 is formed inside the separating clutch 7 .
  • the flange 10 of the input shaft 8 is formed in the radial direction R within the separating clutch 7 .
  • the flange 10 is part of the clutch disc assembly 33 which includes a first clutch disc 34 and a second clutch disc 35 in the embodiment shown in FIG.
  • the clutch disks 34, 35 is non-rotatably and firmly connected in the axial direction A to the input shaft 8, which can be connected in rotation to the internal combustion engine 4.
  • the separating clutch 7 has a stationary counter-pressure plate 24 in the axial direction A, a pressure plate 27 that can be displaced to a limited extent in the axial direction A, and an intermediate pressure plate 26 that is arranged between the counter-pressure plate 24 and the pressure plate 27 and can be displaced to a limited extent in the axial direction A. Furthermore, the separating clutch 7 has the clutch disk assembly 33 that can be clamped with a friction fit between the counter-pressure plate 24, the intermediate pressure plate 26 and the pressure plate 27, the first clutch disk 34 being frictionally engaged between the counter-pressure plate 24 and the intermediate pressure plate 26, and the second clutch disc 35 being frictionally engaged between the intermediate pressure plate 26 and the pressure plate 27 can be clamped.
  • the electric motor 6 has a rotor 16 which is rotatably supported by the rotor bar 20 with respect to a stator 15 of the electric motor.
  • the rotor web 20 is connected to a rotor carrier 21 in the radial direction R outside the clutch disks 34, 35 or in the radial direction R outside the clutch disk assembly 33 or merges into a rotor carrier 21.
  • the rotor 16 is configured in a rotationally fixed manner with the rotor carrier 21 .
  • the pressure plate 27 and/or the intermediate pressure plate 26 is/are connected to the rotor carrier 21 or to the rotor web 20 or to the counter-pressure plate 24 in a torque-proof manner via leaf springs 30 on the inside of the rotor carrier 21 .
  • the leaf springs 30 to which the pressure plate 27 is attached and the leaf springs 30 to which the intermediate pressure plate 26 is attached are distributed in the circumferential direction U of the hybrid module 1 .
  • the leaf springs 30 are spaced apart from the counter-pressure plate 24 in the axial direction A by an intermediate element 25, for example an intermediate ring.
  • a rivet connection 31 is preferably formed, which extends in the axial direction A through the counter-pressure plate 24, the intermediate element 25 and the leaf springs 30, more precisely through the ends of the leaf springs 30 that are stationary in the axial direction A.
  • the riveted connection 31 connects all three components or groups of components, namely the counter-pressure plate 24, the intermediate element 25 and the leaf springs 30 to one another.
  • the rotor carrier 21 is arranged in the radial direction R outside the counter-pressure plate 24 or outside the intermediate element 25 .
  • the rotor support 21 is connected to the counter-pressure plate 24 and/or the intermediate element 25 in a rotationally fixed and axially fixed manner on its end facing the input side 2 of the hybrid module 1 .
  • the rotor carrier 21 it is also possible for the rotor carrier 21 to be formed in one piece with the counter-pressure plate 24 or in one piece with the intermediate element 25 , in which case the rotationally fixed and axially fixed connection to the counter-pressure plate 24 is provided by the riveted connection 31 .
  • the rotor carrier 21 On its end facing the output side 3 of the hybrid module 1, the rotor carrier 21 has a rotor carrier flange 22 that is flared outwards in the radial direction R.
  • the rotor carrier flange 22 is arranged in the axial direction between the rotor 16 on the one hand and the torque converter and/or the converter lockup clutch 50 on the other hand.
  • the rotor carrier flange 22 has cutouts 23 distributed in the circumferential direction U, which correspond to corresponding cutouts extending in the axial direction A in the rotor 16 and in a housing of the torque converter or the converter lockup clutch 50, in order to ensure a non-rotatable connection of the hybrid module 1 to to enable the torque converter or the converter lock-up clutch 50 .
  • a screw connection takes place by means of bolts which extend from the input side 2 through the rotor 16 and the rotor carrier flange 22 into the housing of the torque converter or the converter lockup clutch 50 .
  • the rotor web 20 is connected to the counter-pressure plate 24 in a rotationally fixed manner in the region of the input-side end of the rotor carrier 21 . Furthermore, the rotor web 20 is connected by a rotor bearing 18 stationary and rotatable in the axial direction A on a support wall 17 directly or indirectly supporting the stator 15 of the electric motor 6 .
  • the rotor web 20 has a collar section in the region of the bearing, on the inside of which the axial and radial bearing 11 is arranged and on the outside of which the rotor bearing 18 is arranged.
  • the stator 15 is either connected directly to the support wall 17 or is connected to a housing component which in turn is connected to the support wall 17 .
  • the pressure plate 27 is in contact with a pressure pot 28 of a concentric hydraulic actuating device 29 rotating with the rotor carrier 21 for engaging and/or disengaging the separating clutch 7 .
  • the actuating device 29 can be supported on the torque converter or the converter lockup clutch 50 . Alternatively or additionally, the actuating device 29 can be supported on the transmission shaft 49 . In any case, it is advantageous if the oil supply to the actuating device 29 takes place via the transmission shaft 49 .
  • the input side clutch disk assembly 33 includes at least the first clutch disk 34 and the second clutch disk 35 . Both clutch discs 34, 35 are non-rotatable and fixed to the flange 10 in the axial direction A of the clutch disc assembly 33 or of the hybrid module 1.
  • the first clutch disk 34 can be frictionally clamped between the counter-pressure plate 24 and the intermediate pressure plate 26 .
  • the second clutch disk 35 can be frictionally clamped between the intermediate pressure plate 26 and the pressure plate 27 .
  • Both clutch discs 34, 35 each have a spring device 36, 37 acting in the axial direction A.
  • the spring device 36 of the first clutch disk 34 has openings 40 spaced apart in the circumferential direction U of the clutch disk assembly 33 or of the hybrid module 1 .
  • Axial sections of the spring device 37 of the second clutch disk 35 extend in the axial direction A through the openings 40 .
  • the first clutch disk 34 is non-rotatably connected via at least one first spring plate 38 as the first spring device 36 and is connected elastically in the axial direction A to the flange 10 .
  • Friction linings 43 are connected in a torque-proof manner on both sides of the first spring plate 38 in order to be able to come into frictional contact with the friction surfaces of the counter-pressure plate 24 and the intermediate pressure plate 26 .
  • the first spring plate 38 has the openings 40 spaced apart in the circumferential direction U.
  • the second spring device 37 has at least spacer bolts 42 as axial sections, a pad carrier ring 41 and a second spring plate 39 .
  • the lining carrier ring 41 is arranged on one side of the first spring plate 38 , while the second spring plate 39 is arranged on the other side of the first spring plate 38 .
  • the spacer bolts 42 connect an inner area of the lining carrier ring 41 to an outer area of the second spring plate 39 through the openings 40 in the first spring plate 38 .
  • friction linings 43 are attached in a rotationally fixed manner on both sides of the lining carrier ring 41 in order to be able to come into frictional contact with the friction surfaces of the intermediate pressure plate 26 and the pressure plate 27 .
  • the friction linings 43 of the second clutch disc 35 are arranged on one side of the first spring plate 38, while the second spring plate 39 of the second spring device 37 for elastic connection in the axial direction A to the flange 10 of the input shaft 8 is on the other side of the first spring plate 38 is arranged.
  • the two spring plates 38, 39 are connected to the flange 10 on different sides of the flange 10 in the axial direction A.
  • the connection is preferably made by riveting.
  • the separating clutch 7 can also be designed as a single-plate clutch, so that at least one of the clutch plates 34 or at least one spring device 36, 37 is non-rotatably and elastically connected to the flange 10 of the input shaft 8 in the axial direction A.
  • the exemplary embodiment of the hybrid module 1 illustrated in FIG. 2 differs from the exemplary embodiment of the hybrid module 1 illustrated in FIG. 1 in that the input shaft 8 is designed to be shorter overall.
  • the flange 10 of the input shaft 8 forms the transmission-side end 14 of the input shaft 8.
  • the input shaft 8 is rotatably mounted with respect to the support wall 17 of the electric motor 6, which directly or indirectly supports the stator 15, and is designed without axial and radial bearings in the axial direction A within the rotor 16 . This means that the end 14 of the input shaft 8 on the transmission side does not extend into the transmission shaft 49 in contrast to the exemplary embodiment of the hybrid module 1 illustrated in FIG.
  • the input shaft 8 is rotatably supported on the rotor web 20 of the electric motor 6 exclusively by means of an axial and radial bearing 11 .
  • the rotor web 20 is supported on the supporting wall 17 by means of the rotor bearing 18 in a rotatable manner.
  • the axial and radial bearing 11 of the input shaft 8 overlaps in the axial direction A with the center of gravity of the input shaft 8.
  • the separating clutch 7 of the hybrid module 1 shown in Figure 2 is designed as a two-disc or multiple-disk clutch, but the separating clutch 7 is also a single-disc clutch with a counter-pressure plate 24 that is stationary in the axial direction A and a counter-pressure plate 24 that can be displaced to a limited extent in the axial direction A Pressure plate 27 and a single between the counter-pressure plate 24 and the pressure plate 27 arranged in the axial direction A clutch disc can be formed.
  • the exemplary embodiment of the hybrid module 1 shown in FIG. 3 can also be constructed in the same way.
  • the embodiment of the hybrid module 1 shown in Figure 3 differs from the embodiment of the hybrid module 1 shown in Figure 2 in that the input shaft 8 is extended in the direction of the input side 2 of the hybrid module 1, i.e. in the direction of the internal combustion engine 4, and on its internal combustion engine side End 13 has a pilot bearing 12, preferably on the outer circumference of the input shaft 8.
  • the input shaft 8 can be rotatably supported, for example, on an input flange of the input-side torsional vibration damper 5 or on another component that is non-rotatably connected to the crankshaft of the internal combustion engine 4 .
  • the input shaft 8 can be rotatably mounted on the crankshaft of the internal combustion engine 4 by means of the pilot bearing 12 .
  • the pilot bearing 12 it may be that the axial and radial bearing 11 of the input shaft 8 no longer overlaps with the center of gravity of the input shaft 8 in the axial direction A.
  • the counter-pressure plate 24 of the separating clutch 7 forms the rotor web 20, through which the rotor 16 of the electric motor 6 is rotatably supported with respect to the stator 15 of the electric motor 6. More precisely, the counter-pressure plate 24 forming the rotor web 20 is supported on the support wall 17 by means of the rotor bearing 18 so that it can rotate.
  • the rotor web designed as a counter-pressure plate 24 is connected in the radial direction R outside the clutch disks 34, 35 to the rotor carrier 21 or, as shown in Figure 4, merges into the rotor carrier 21, i.e. it is preferably in one piece with the rotor carrier 21 educated.
  • the rotor 16 of the electric motor 6 is formed on the outside of the rotor carrier 21 in a rotationally fixed manner with the rotor carrier 21 .
  • the pressure plate 27 and/or the intermediate pressure plate 26 is/are connected to the rotor carrier 21 or to the rotor web 20 in a rotationally fixed manner via leaf springs 30 on the inside of the rotor carrier 21 .
  • the separating clutch 7 of the hybrid module 1 shown in FIG. 4 can be designed both as a single-disk clutch and as a two- or multi-disk clutch, even if only a single clutch disk 34 is shown in FIG. The same applies to the exemplary embodiment of the separating clutch 7 of the hybrid module 1 shown in FIGS. 5 and 6.
  • the separating clutch 7 of the hybrid module 1 shown in Figures 5 and 6 has at least two pressure plates 24, 26, 27, of which at least one pressure plate 26, 27 is connected non-rotatably by leaf springs 30 within the rotor carrier 21 by means of rivet connections 31 and in the axial direction A of the hybrid module 1 on the other pressure plate 24,
  • the rivet connections 31 limit an engagement path of the pressure plate 26, 27 before a wear limit of the clutch disc 34, 35 is reached.
  • the wear limit of the clutch disk 34, 35 is reached when the friction lining 43 of the clutch disk 34, 35 has the same height H as a head 45 of a rivet 44 with which the friction lining 43 is riveted to the spring device 36, 37 of the clutch disk 34, 35 .
  • a head 32 of the riveted connection 31 of the leaf spring 30 can be brought into contact with the other pressure plate 24, 26 or with an element that is fixed with respect to the rotor carrier 21 in order to limit the engagement path of the one pressure plate 26, 27.
  • One pressure plate 26, 27 can be designed as a pressure plate 27 and the other pressure plate 24, 26 as a counter-pressure plate 24, which is fixed in the axial direction A, of the single- or multi-disc separating clutch 7.
  • one pressure plate 26 , 27 can be designed as a pressure plate 27 and the other pressure plate 24 , 26 can be designed as an intermediate pressure plate 26 of the multi-disc separating clutch 7 .
  • FIGS. 7a to 7c A method for assembling the clutch disk assembly 33 for the multi-disc separating clutch 7 of the hybrid module 1 is shown in FIGS. 7a to 7c.
  • the first clutch disc 34 has a first imbalance 46 .
  • the second clutch disk 35 has a second imbalance 47 .
  • the two clutch discs 34, 35 are twisted relative to one another in such a way that the total imbalance 48 formed from the first and second imbalance 46, 47 is minimal.
  • the two clutch discs 34, 35 with a minimal total imbalance 48 are fixed in a rotationally fixed manner and in the axial direction A of the clutch disc assembly 33 or of the hybrid module 1 on the flange 10.
  • the openings 40 which are provided in the spring device 36 of the first clutch disk 34, are evenly spaced from one another in the circumferential direction U by an angular dimension and the axial sections of the spring device 37 of the second clutch disk 35 are aligned with one another in the circumferential direction U with the are evenly spaced by the same angle, so that both clutch discs 34, 35 can be assembled rotated relative to one another by integer multiples of the angle when they are assembled. Then the first clutch disc 34 with its first imbalance 46 and the second clutch disc 35 with its second imbalance 47 are assembled twisted relative to one another in such a way that the total imbalance 48 formed from the first and second imbalance 46, 47 is minimal, as shown in FIG. 7c.
  • the previous exemplary embodiments relate to a hybrid module 1 for coupling and decoupling an internal combustion engine 4 to and from a drive train of a motor vehicle, with an electric motor 6 and a separating clutch 7, which is arranged in the radial direction R of the hybrid module 1 within the electric motor 6, and the a counter-pressure plate 24, a pressure plate 27 which can be displaced to a limited extent in the axial direction A of the hybrid module 1 and an intermediate pressure plate 26 which is arranged between the counter-pressure plate 24 and the pressure plate 27 and can be displaced to a limited extent in the axial direction A, and which can be clamped with a friction fit between the counter-pressure plate 24, intermediate pressure plate 26 and pressure plate 27 Has clutch discs 34, 35, the electric motor 6 having a rotor 16 which is rotatably supported by a rotor bar 20 with respect to a stator 15 of the electric motor 6, the rotor bar 20 in the radial direction R outside the clutch discs 34, 35 having a rotor carrier 21 or merges into a
  • the previous exemplary embodiments relate to a hybrid module 1 for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle, with an electric motor 6 and a separating clutch 7, which is arranged in the radial direction R of the hybrid module 1 within the electric motor 6, and which has a counter-pressure plate 24, a pressure plate 27 that can be displaced to a limited extent in the axial direction A of the hybrid module 1, and at least one clutch disk 34, 35 that can be frictionally clamped between the counter-pressure plate 24 and the pressure plate 27, the clutch disk 34, 35 in the axial direction A within a rotor 16 of the electric motor 6 is rotatably connected to an input shaft 8 of the hybrid module 1, and the input shaft 8 is rotatably mounted with respect to a support wall 17 of the electric motor 6 that directly or indirectly carries a stator 15 and is mounted in the axial direction A is formed within the rotor 16 without axial and radial bearings.
  • the preceding exemplary embodiments relate to a clutch disk assembly 33 for a multi-disc separating clutch 7 of a hybrid module 1 for coupling and decoupling an internal combustion engine 4 to and from a drive train of a motor vehicle, with at least one first clutch disk 34 and at least one second clutch disk 35, both of which are non-rotatable and are firmly attached to a flange 10 in the axial direction A of the clutch disc assembly 33, and both of which have a spring device 36, 37 that is effective in the axial direction A, the spring device 36 of the first clutch disc 34 having openings 40 spaced apart in the circumferential direction U of the clutch disc assembly 33 , through which axial sections of the spring device 37 of the second clutch disc 35 extend in the axial direction A.
  • the previous exemplary embodiments relate to a method for assembling a clutch disk assembly 33 for a multi-disc separating clutch 7 of a hybrid module 1 for coupling and decoupling an internal combustion engine 4 to and from a drive train of a motor vehicle, with at least one first clutch disk 34 having a first imbalance 46 and at least one second clutch disc 35, which has a two imbalance 47, the two clutch discs 34, 35 being twisted relative to one another in such a way that the total imbalance 48 formed from the first and second imbalance 46, 47 is minimal, and the two clutch discs 34, 35 with a minimum total unbalance 48 in a rotationally fixed manner and in the axial direction A of the clutch disc assembly 33 are fixed to a flange 10 .
  • the previous exemplary embodiments relate to a hybrid module 1 for coupling and decoupling an internal combustion engine 4 to and from a drive train of a motor vehicle, with an electric motor 6 and a separating clutch 7, which is arranged in the radial direction R of the hybrid module 1 within the electric motor 6.
  • the previous exemplary embodiments relate to a hybrid module 1 for coupling and decoupling an internal combustion engine 4 to and from a drive train of a motor vehicle, with an electric motor 6 and a separating clutch 7, which is arranged in the radial direction R of the hybrid module 1 within the electric motor 6.

Abstract

L'invention concerne un module hybride (1) pour coupler et découpler un moteur à combustion interne (4) à et à partir d'un groupe motopropulseur d'un véhicule à moteur, ledit module hybride (1) comprenant un moteur électrique (6) et un embrayage de déconnexion (7) qui est situé à l'intérieur du moteur électrique (6) dans une direction radiale (R) du module hybride (1) et qui comprend : - une plaque de contre-pression (24), - une plaque de pression (27) qui est mobile dans une mesure limitée dans une direction axiale (A) du module hybride (1), et - au moins un disque d'embrayage (34, 35) qui peut être serré par friction entre la plaque de contre-pression (24) et la plaque de pression (27) ; le disque d'embrayage (34, 35) est relié solidaire en rotation à un arbre d'entrée (8) du module hybride (1) à l'intérieur d'un rotor (16) du moteur électrique (6) dans la direction axiale (A), et l'arbre d'entrée (8) est monté de manière rotative par rapport à une paroi de support (17) du moteur électrique (6) et n'a pas de palier axial et radial à l'intérieur du rotor (16) dans la direction axiale (A), la paroi de support (17) supportant directement ou indirectement un stator (15).
PCT/DE2021/100843 2020-12-01 2021-10-20 Module hybride WO2022117138A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202190000796.4U CN220742700U (zh) 2020-12-01 2021-10-20 混动模块

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020131760.3A DE102020131760A1 (de) 2020-12-01 2020-12-01 Hybridmodul
DE102020131760.3 2020-12-01

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Publication Number Publication Date
WO2022117138A1 true WO2022117138A1 (fr) 2022-06-09

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PCT/DE2021/100843 WO2022117138A1 (fr) 2020-12-01 2021-10-20 Module hybride

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CN (1) CN220742700U (fr)
DE (1) DE102020131760A1 (fr)
WO (1) WO2022117138A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019001959B4 (de) * 2019-03-20 2021-04-08 Daimler Ag Hybridantriebsystem

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0773127A2 (fr) 1995-11-13 1997-05-14 Toyota Jidosha Kabushiki Kaisha Dispositif d'entraînement hybride pour véhicule, avec embrayage pour contrÔler un train planétaire lié au moteur générateur
WO2011072653A1 (fr) * 2009-12-17 2011-06-23 Schaeffler Technologies Gmbh & Co. Kg Dispositif de transmission de couple de rotation
DE102014203785A1 (de) * 2013-03-07 2014-09-11 Schaeffler Technologies Gmbh & Co. Kg Übertragungseinrichtung und Hybridmodul
DE102014206330A1 (de) * 2013-04-29 2014-10-30 Schaeffler Technologies Gmbh & Co. Kg Drehmomentübertragungsvorrichtung für Hybridfahrzeuge mit Trennkupplung und Fliehkraftpendel
DE102015214985A1 (de) * 2014-08-21 2016-02-25 Schaeffler Technologies AG & Co. KG Hybridantriebsmodul und ein dieses enthaltender Antriebsstrang für Automobile

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0773127A2 (fr) 1995-11-13 1997-05-14 Toyota Jidosha Kabushiki Kaisha Dispositif d'entraînement hybride pour véhicule, avec embrayage pour contrÔler un train planétaire lié au moteur générateur
WO2011072653A1 (fr) * 2009-12-17 2011-06-23 Schaeffler Technologies Gmbh & Co. Kg Dispositif de transmission de couple de rotation
DE102014203785A1 (de) * 2013-03-07 2014-09-11 Schaeffler Technologies Gmbh & Co. Kg Übertragungseinrichtung und Hybridmodul
DE102014206330A1 (de) * 2013-04-29 2014-10-30 Schaeffler Technologies Gmbh & Co. Kg Drehmomentübertragungsvorrichtung für Hybridfahrzeuge mit Trennkupplung und Fliehkraftpendel
DE102015214985A1 (de) * 2014-08-21 2016-02-25 Schaeffler Technologies AG & Co. KG Hybridantriebsmodul und ein dieses enthaltender Antriebsstrang für Automobile

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CN220742700U (zh) 2024-04-09

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