WO2022238076A1 - Chaîne cinématique pour véhicule à moteur, plus particulièrement pour une automobile - Google Patents

Chaîne cinématique pour véhicule à moteur, plus particulièrement pour une automobile Download PDF

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Publication number
WO2022238076A1
WO2022238076A1 PCT/EP2022/059776 EP2022059776W WO2022238076A1 WO 2022238076 A1 WO2022238076 A1 WO 2022238076A1 EP 2022059776 W EP2022059776 W EP 2022059776W WO 2022238076 A1 WO2022238076 A1 WO 2022238076A1
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WO
WIPO (PCT)
Prior art keywords
separating clutch
input shaft
transmission
vibration damping
damping device
Prior art date
Application number
PCT/EP2022/059776
Other languages
German (de)
English (en)
Inventor
Tobias Haerter
Original Assignee
Mercedes-Benz Group AG
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 Mercedes-Benz Group AG filed Critical Mercedes-Benz Group AG
Publication of WO2022238076A1 publication Critical patent/WO2022238076A1/fr

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    • 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
    • B60K6/405—Housings
    • 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
    • B60K6/30—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 chargeable mechanical accumulators, e.g. flywheels
    • 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
    • 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
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/60—Clutching elements
    • F16D13/64—Clutch-plates; Clutch-lamellae
    • F16D13/68—Attachments of plates or lamellae to their supports
    • F16D13/683—Attachments of plates or lamellae to their supports for clutches with multiple lamellae
    • 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
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0676—Engine temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • 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
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
    • F16F15/13121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses characterised by clutch arrangements, e.g. for activation; integrated with clutch members, e.g. pressure member

Definitions

  • the invention relates to a drive train for a motor vehicle, in particular for a motor vehicle, according to the preamble of patent claim 1.
  • DE 102016206 854 A1 discloses a torsional vibration damper with an input part and an output part with a common axis of rotation about which the input part and the output part can rotate together and can be rotated to a limited extent relative to one another.
  • DE 102014 014669 A1 shows a drive train with an internal combustion engine with a crankcase and a transmission with a transmission housing, a vibration damping device also being arranged between an input shaft and a separating clutch of the transmission.
  • one of the two housings has a recess for forming a sealed shaft bushing.
  • the object of the present invention is to create a drive train for a motor vehicle so that the drive train can have a particularly short axial length.
  • the invention relates to a drive train for a motor vehicle, in particular for a motor vehicle designed, for example, as a passenger car.
  • the motor vehicle which is preferably designed as a motor vehicle, in particular as a passenger car, has the drive train in its fully manufactured state and can be driven by means of the drive train.
  • the drive train has an internal combustion engine, also referred to as an internal combustion engine or internal combustion engine 2, which is preferably designed as a reciprocating engine.
  • the internal combustion engine has a crankcase.
  • the powertrain has an input shaft.
  • the input shaft is, for example, an output shaft of the internal combustion engine, which can provide torque for driving the motor vehicle via its output shaft.
  • the input shaft that is, for example, the output shaft
  • the crankshaft is at least partially, in particular at least predominantly and thus at least more than half, arranged in the crankcase, in particular in a crankcase of the crankcase, wherein the crankcase can be delimited, for example, in particular directly by the crankcase.
  • the input shaft is rotatable about an axis of rotation relative to the crankcase, the axis of rotation running in the axial direction of the input shaft, ie coinciding with the axial direction of the input shaft. It is particularly conceivable that the input shaft is rotatably mounted on the crankcase.
  • the drive train also includes a vibration damping device, by means of which, for example, torsional vibrations, also referred to as torsional vibrations, can be damped of at least one shaft of the drive train, in particular the input shaft.
  • the vibration damping device is thus, for example, a torsional vibration damper, which is also referred to as a torsional vibration damper.
  • the vibration damping device can be a dual mass flywheel (DMF).
  • the drive train also has a transmission, which has a transmission housing, a separating clutch and at least one wheel set.
  • the transmission has, for example, several and thus at least two gears, which differ from one another in particular with regard to their translations.
  • the respective gear can be engaged and disengaged, that is to say can be activated and deactivated.
  • the wheelset forms a gear of the transmission or one of the named gears of the transmission.
  • the wheel set comprises, for example, at least two gears which, in particular via their respective toothings, can be in, in particular direct, engagement with one another. In other words, it is conceivable that the gears mesh with one another, in particular directly.
  • the separating clutch can be designed as a friction or non-positive clutch, ie as a friction clutch and in particular as a multi-plate clutch, or the separating clutch can be a positive clutch such as a claw clutch, also known simply as a claw clutch.
  • the separating clutch is designed to 3
  • Transmission in particular a transmission shaft of the transmission, optionally to be separated from the internal combustion engine, in particular the input shaft, or to be connected to the internal combustion engine, in particular the input shaft, in a torque-transmitting manner.
  • the separating clutch can be switched or adjusted between at least one decoupling state and at least one coupling state. In the coupled state, at most one first clutch element can be transmitted between the transmission and the internal combustion engine, in particular between the transmission shaft and the input shaft, via the separating clutch, with the first clutch torque, in particular its absolute value, being greater than zero.
  • a second clutch torque can be transmitted between the transmission and the internal combustion engine, in particular between the transmission shaft and the input shaft, via the separating clutch, it being possible for the second clutch torque, in particular its absolute value, to be greater than zero and smaller than the first clutch torque , or the second clutch torque, in particular its absolute value, is zero, so that, for example, in the decoupling state, the transmission is decoupled from the internal combustion engine, in particular the transmission shaft from the input shaft, so that between the transmission and the internal combustion engine, in particular between the transmission shaft and the input shaft, no torque can be transmitted.
  • the respective clutch torque is a respective torque.
  • a torque flow particularly in the coupled state of the separating clutch, which is also referred to as KO, and proceeding to the separating clutch and, for example, via the separating clutch to the transmission shaft, via which, for example, a torque provided by the input shaft, in particular the respective torque from the Torque provided by the internal combustion engine via the input shaft, which can be transmitted from the input shaft to the separating clutch, is the input shaft
  • the input shaft, the vibration damping device and the separating clutch are arranged in the torque flow in such a way that the vibration damping device is arranged downstream of the input shaft and upstream of the separating clutch, so that the separating clutch is downstream of the input shaft and downstream of the 4
  • Vibration damping device is arranged. It is particularly conceivable that the transmission shaft is arranged in the torque flow in such a way that the transmission shaft is arranged downstream of the separating clutch and thus also downstream of the input shaft and downstream of the vibration damping device, so that the separating clutch is preferably arranged downstream of the vibration damping device and upstream of the transmission shaft.
  • the torque provided by the input shaft runs along the torque flow and from the input shaft to the vibration damping device, via the vibration damping device to the separating clutch and, for example, via the separating clutch to the transmission shaft, particularly when the separating clutch is in the engaged state.
  • the vibration damping device and the separating clutch are arranged in a transmission wet space of the transmission
  • the transmission wet space is also simply referred to as a wet space.
  • the wet space in the transmission is limited, for example, in particular directly, by the transmission housing.
  • the transmission wet space is designed to receive a liquid lubricant, for example in the form of oil, for lubricating the transmission, in particular the wheel set.
  • the liquid lubricant is held in the transmission wet area at least during operation of the drive train, with the internal combustion engine driving the transmission, in particular the transmission shaft, in particular during operation via the input shaft, the vibration damping device and the separating clutch, in particular when it is closed, so that it is preferably provided that the input shaft, the vibration damping device, the separating clutch and also preferably the transmission shaft rotate during operation.
  • Spinning the disconnect clutch is also referred to as running the disconnect clutch.
  • the separating clutch is a clutch that runs or rotates during operation or during operation in the liquid lubricant contained in the wet space, so that the separating clutch is designed as a wet-running clutch, which can also be used as a wet clutch or Wet clutch is called.
  • the liquid lubricant is transmission oil for lubricating the transmission, in particular the wheel set. 5
  • the input shaft is also rotatable about said axis of rotation relative to the transmission housing, so that during operation the input shaft rotates about the axis of rotation relative to the transmission housing and relative to the crankcase.
  • the transmission housing and the crankcase are formed separately from one another and are connected to one another.
  • the crankcase is a first housing of the drive train or the crankcase is also referred to as the first housing.
  • the gearbox housing is a second housing of the drive train or the gearbox housing is also referred to as the second housing.
  • one of the housings has a cutout designed, for example, as a through-opening and also referred to as a cutout for forming a sealed shaft bushing, through which the input shaft passes, according to the invention.
  • the shaft bushing is arranged or formed in the recess, or the recess is part of the shaft bushing, with the input shaft penetrating the shaft bushing and thus the recess, ie penetrating the input shaft in the axial direction.
  • the feature that the shaft passage is sealed means that the input shaft penetrating or passing through the shaft passage and thus the recess is sealed against the housing, in particular when the input shaft rotates about the axis of rotation relative to the housing.
  • the one housing that has the recess has a wall in which the recess is formed.
  • the recess per se that is to say considered on its own, is delimited, in particular directly, by an inner peripheral lateral surface of the wall. Due to the fact that the shaft passage is sealed, the input shaft, in particular an outer peripheral lateral surface of the input shaft, is sealed against the wall, in particular against the inner peripheral lateral surface of the wall, for example by means of a sealing element made in particular of rubber, for example by means of a radial shaft sealing ring.
  • the sealing element is held, for example, on the one housing, in particular on the wall, and the sealing element rests, for example, directly on the input shaft, in particular on the outer peripheral lateral surface. If the input shaft is rotated about the axis of rotation relative to the one housing and thus relative to the sealing element, the sealing element runs or slides off the input shaft, in particular on the outer peripheral lateral surface of the input shaft. So that's it 6
  • Sealing element in particular a rotary seal.
  • the sealing element is held on the one housing, for example, in such a way that the sealing element is secured against rotations about the axis of rotation relative to the one housing, so that the input shaft can be rotated about the axis of rotation relative to the one housing and relative to the sealing element.
  • One housing can be the transmission housing, so that the aforementioned wall is a wall of the transmission housing, and therefore a transmission housing wall.
  • one housing is the crankcase, which is also referred to as the engine housing.
  • the wall is, for example, a wall of the crankcase, consequently a crankcase wall or a drive machine housing wall.
  • the wall is assigned both to the internal combustion engine (drive machine) and to the transmission, since, for example, the wall covers at least part of the wet space in the transmission on the one hand and at least part of the crankcase on the other hand, in particular in the axial direction in each case Can limit direction of the input shaft and / or each directly.
  • the invention makes it possible to keep the drive train extremely short along its axial direction, which coincides with the axial direction of the input shaft.
  • the drive train can be used, for example, for transverse installation, i.e. installed transversely, so that, for example, in the fully manufactured state of the motor vehicle, the axial direction of the drive train, i.e. the axial direction of the input shaft, is inclined or preferably perpendicular to the longitudinal direction of the vehicle, i.e. in the vehicle transverse direction or runs parallel to the vehicle transverse direction.
  • an output side of the vibration damping device is connected to an input side of the separating clutch, in particular permanently, in a rotationally fixed manner and not in a non-destructive manner.
  • the axial length of the drive train can be kept particularly short.
  • the output side of the vibration damping device and the input side of the separating clutch are arranged in the torque flow such that the output side of the vibration damping device is arranged upstream of the input side of the separating clutch.
  • Input side of the clutch no other, further, additional shaft is arranged. Provision is preferably also made for no splines, in particular no teeth, to be arranged in the torque flow between the output side of the vibration damping device and the input side of the separating clutch, as a result of which the axial length of the drive train can be kept particularly short.
  • the output side of the vibration damping device is integrally connected, in particular welded, to the input side of the separating clutch.
  • the input side of the separating clutch is formed by an outer disk carrier of the separating clutch designed as a multi-plate clutch, with an output side of the separating clutch being formed by an inner disk carrier of the separating clutch.
  • the output side of the separating clutch is arranged in the torque flow, with the output side of the separating clutch being arranged downstream of the input side of the separating clutch and thus downstream of the output side of the vibration damping device.
  • an input element of the vibration damping device designed as an input plate, for example, whose input element is arranged on an input side of the vibration damping device, is screwed directly and thus directly to a flange of the input shaft by means of at least one screw and is therefore preferably connected in a rotationally fixed manner.
  • the input side of the vibration damping device is arranged in the flow of torque, the input side of the vibration damping device being arranged upstream of the output side of the vibration damping device.
  • a first centrifugal mass of the vibration damping device is arranged on the input side of the vibration damping device, wherein the input element can be the primary mass or the input element can be non-rotatably connected to the primary mass, in particular permanently.
  • a second centrifugal mass, also referred to as a secondary mass, of the vibration damping device is arranged on the output side of the vibration damping device.
  • the centrifugal masses of the vibration damping device and thus the vibration damping device as a whole are one in common 8th
  • Vibration damping device in particular relative to the respective housing, rotatable. It is preferably provided that the
  • Vibration damping device is arranged coaxially to the input shaft, so that the axis of rotation can coincide with the vibration damping device axis of rotation.
  • Vibration damping device axis of rotation can coincide.
  • the centrifugal masses can be rotated relative to one another to a limited extent about the axis of rotation of the vibration damping device.
  • the vibration damping device comprises at least one damping element, via which the centrifugal masses can be or are supported on one another in the circumferential direction of the vibration damping device running around the axis of rotation of the vibration damping device.
  • the damping element permits a limited relative rotation between the oscillating masses around the axis of rotation of the vibration damping device, such that the damping element is deformed, in particular elastically, during such a relative rotation between the oscillating masses, also known as rotating masses, around the axis of rotation of the vibration damping device.
  • the screw connects the input element to the input shaft in a rotationally fixed manner from the transmission wet area, in particular in the axial direction of the input shaft.
  • This is to be understood in particular as meaning that the screw is screwed in and in particular tightened from the gear wet area.
  • a tool engagement of the screw is arranged on a side of the flange pointing in the axial direction of the input shaft toward the transmission wet chamber and, for example, toward the separating clutch and, for example, toward the transmission shaft.
  • a screwing tool for turning and, in particular, tightening and thus for screwing the screw can interact positively with the screw via the tool attachment, the tool attachment being, for example, an external polygon such as an external hexagon or external square, or the tool attachment being an external non-round, or the tool attachment being an internal polygon such as a square socket or a hexagon socket or the tool attack is an internal non-round.
  • the axial length of the drive train can be kept particularly low, since the 9
  • Drive train can be mounted without having to provide excessive space, for example, in the crankcase.
  • the screw is arranged at least partially in the gear wet area.
  • a further embodiment is characterized in that, viewed in the axial direction of the input shaft, the separating clutch, a screw head of the screw, the input element and the flange are arranged one after the other in the following order: the separating clutch—the screw head—the input element—the flange.
  • the screw head follows the separating clutch in the axial direction of the input shaft
  • the input element follows the screw head
  • the flange follows the input element, in particular in the axial direction of the input shaft and viewed from the separating clutch towards the input shaft.
  • one housing ie the housing having the cutout, has a housing wall which extends in the radial direction of the input shaft and is, for example, the aforementioned wall.
  • the housing wall delimits the transmission wet space on a first side of the housing wall, in particular directly, and on a second side of the housing wall facing away from the first side in the axial direction of the input shaft, the housing wall delimits the crank space, in particular directly.
  • the housing wall is therefore assigned to both the transmission and the internal combustion engine, since the housing wall at least partially and/or directly delimits the wet space in the transmission on its first side or through its first side and the crank space on its second side or through its second side. It is conceivable that the transmission wet space is at least partially, in particular at least predominantly or completely, delimited outwards in the radial direction of the input shaft by the transmission housing. As a result, the axial length of the drive train can be kept particularly short.
  • the housing wall is one or the wall of the transmission housing.
  • the housing wall is one or the wall of the crankcase, whereby the 10 axial length of the drive train can be kept in a particularly small frame.
  • the aforementioned screw head is supported, for example, in the axial direction of the input shaft, in particular directly on the input element, whereby the input element is clamped against the flange by means of the screw and is thereby screwed and connected to the flange in a torque-proof manner.
  • the screw head is arranged on the side of the flange that faces the wet area and in particular the transmission shaft and/or the separating clutch.
  • the screw head, the input element and the housing wall are arranged one after the other in the following order, viewed in the axial direction of the input shaft: The screw head - the Input element - the housing wall.
  • a force transmission area of the separating clutch is arranged inside and at least partially overlapping a vibration damping area of the vibration damping device when viewed in the radial direction of the separating clutch and viewed in the axial direction of the separating clutch.
  • the power transmission area of the separating clutch is in the radial direction of the separating clutch, the radial direction of which coincides with the radial direction of the input shaft or runs parallel to the radial direction of the input shaft, at least partially, in particular at least predominantly or completely, arranged further inside than the vibration damping area of the vibration damping device, in the vibration damping area the torsional vibrations and thereby the previously described to the
  • Vibration damping device axis of rotation occurring relative rotation between the centrifugal masses is to be damped or is damped, in particular by means of the damping element, so that it is particularly conceivable that the damping element is arranged in the vibration damping area, or the vibration damping area is formed by the damping element.
  • the power transmission range of the separating clutch is to be understood as meaning that the respective aforementioned clutch torque can be or is being transmitted in the power transmission range. It is particularly conceivable that clutch elements such as disks are arranged in the power transmission area 11, which can be moved relative to one another, for example, in particular in the axial direction of the separating clutch, in order to adjust the separating clutch between the coupled state and the uncoupled state.
  • the power transmission area in the axial direction of the separating clutch whose axial direction coincides with the axial direction of the input shaft or runs parallel to the axial direction of the input shaft, is arranged at least partially overlapping the vibration damping area, is to be understood in particular that the power transmission area of the separating clutch in the radial direction of the separating clutch towards the outside at least partially, in particular at least predominantly or completely, is overlapped or covered by the vibration damping area of the vibration damping device, also referred to simply as the damping area.
  • Fig. 1 is a schematic representation of a drive train for a
  • FIG. 1 serves to explain the background of the invention
  • FIG. 2 shows a schematic representation of a first embodiment of a drive train according to the invention for a motor vehicle
  • FIG. 3 shows a detail of a schematic and sectional side view of a second embodiment of the drive train according to the invention.
  • FIG. 1 shows a schematic representation of a detail of a drive train 10 for a motor vehicle which is preferably designed as a motor vehicle, in particular a passenger car.
  • the drive train 10 includes an internal combustion engine 12, which can be seen in detail in FIG.
  • the internal combustion engine 12 has a crankcase 14 which can be seen in detail in FIG. 1 and a first wall 16 of which can be seen in detail in FIG. 1 .
  • the first wall 16 is also referred to as a crankcase wall or engine housing wall.
  • the internal combustion engine 12 also has an input shaft 18, which is also referred to as the output shaft.
  • the input shaft 18 is designed as a crankshaft, via which the internal combustion engine 12 can provide torques for driving the motor vehicle.
  • the input shaft 18 is rotatable about an axis of rotation 20 relative to the crankcase 14 and thus relative to the wall 16 .
  • the drive train 10 also includes a vibration damping device 22, which is also referred to as a torsional vibration damper or torsional vibration damper. Torsional vibrations, also referred to as torsional vibrations, of the input shaft 18 are to be damped by means of the vibration damping device 22 . Furthermore, the drive train 10 includes a transmission 24, via which the motor vehicle can be driven by the internal combustion engine 12.
  • the gear 24 has a gear housing 26 which can be seen in detail in FIG. 1 and a second wall 28 of which can be seen in detail in FIG. 1 .
  • the second wall 28 is also referred to as the gearbox housing wall.
  • the drive train 10 includes a separating clutch 30, also referred to as K0, via which the transmission 24, in particular a transmission shaft 32 of the transmission 24, can be driven by the internal combustion engine 12, that is to say by the input shaft 18.
  • the separating clutch 30 is part of the transmission 24 and, in the case of the drive train 10, is arranged, in particular completely, in the transmission housing 26.
  • the transmission 24 has at least one wheel set, not shown in FIG. 1 .
  • the input shaft 18, the vibration damping device 22 and the separating clutch 30 are arranged in the torque flow in the following order one after the other, i.e. consecutively:
  • Vibration damping device 22 - the separating clutch 30 Vibration damping device 22 - the separating clutch 30. In this case, via the torque flow mentioned, the respective from the internal combustion engine 13
  • Vibration damping device 22 are transmitted from the vibration damping device 22 to the separating clutch 30 and are thus transmitted from the input shaft 18 via the vibration damping device 22 to the separating clutch 30.
  • a transmission wet space 34 of the transmission 24, also referred to simply as a wet space, is at least partially directly through the wall in the axial direction of the transmission shaft 32, the axial direction of which coincides with the axial direction of the input shaft 18, towards the internal combustion engine 12 28 limited.
  • a liquid lubricant designed in particular as oil for lubricating the transmission 24 is arranged in the transmission wet chamber 34, so that during operation the separating clutch 30 runs in the oil contained in the transmission wet chamber 34, i.e. rotates.
  • the transmission wet space 34 is delimited at least partially and directly by the wall 28 in the axial direction of the transmission shaft 32 towards the internal combustion engine 12 .
  • a crank chamber 36 of the crankcase 14 is delimited at least partially and preferably directly by the wall 16 in the axial direction of the input shaft 18 towards the transmission 24 .
  • the input shaft 18 is at least partially, in particular at least predominantly, arranged in the crank chamber 36 .
  • Crank space 36 is also a wet space, in which another liquid lubricant is received, at least during the aforementioned operation, in which the input shaft 18 runs or rotates.
  • the further liquid lubricant is, for example, an internal combustion engine oil, with the first liquid lubricant being, for example, a gear oil.
  • the input shaft 18 is or is to be lubricated or is lubricated by means of the additional liquid lubricant.
  • drying space 38 is arranged between the walls 16 and 28 in the axial direction of the input shaft 18 or the transmission shaft 32 .
  • Drying space 38 is delimited at least partially and preferably directly by wall 16 in the axial direction of input shaft 18 towards crank space 36 .
  • the dry space 38 is delimited at least partially and preferably directly by the wall 28 in the axial direction of the transmission shaft 32 toward the transmission wet space 34 .
  • no liquid is specifically included during operation, the 14
  • Vibration damping device 22 in particular at least predominantly or completely, is accommodated in the drying chamber 38.
  • the vibration damping device 22 does not intentionally rotate or run in a liquid during operation.
  • the drive train 10 comprises an intermediate shaft 40 provided in addition to the input shaft 18 and in addition to the transmission shaft 32 .
  • the transmission shaft 32 is provided in addition to the input shaft 18 .
  • the transmission shaft 32 is rotatable about a transmission shaft axis of rotation 42 relative to the transmission housing 26 and relative to the crankcase 14
  • the input shaft 18 is rotatable about the axis of rotation 20 relative to the transmission housing 26
  • the intermediate shaft 40 is rotatable about an intermediate shaft axis of rotation 44 relative to the transmission housing 26 and relative to the crankcase 14 .
  • the vibration damping device 22 is a
  • Vibration damping device axis of rotation 46 rotatable relative to the transmission housing 26 and relative to the crankcase 14 . It can be seen that the axis of rotation 20, the axis of rotation of the transmission shaft 42, the axis of rotation of the intermediate shaft 44 and the axis of rotation of the vibration damping device 46 coincide, so that the input shaft 18, the transmission shaft 32, the intermediate shaft 40 and the vibration damping device 22 are arranged coaxially with one another.
  • the separating clutch 30 can also be rotated about a clutch axis of rotation 48 relative to the transmission housing 26 and relative to the crankcase 14 , the axis of rotation of the clutch 48 coinciding with the axis of rotation 20 .
  • the separating clutch 30 is also arranged coaxially with the input shaft 18 , with the transmission shaft 32 , with the intermediate shaft 40 and with the vibration damping device 22 .
  • the vibration damping device 22, in particular an input side 50 of the vibration damping device 22, is connected to the input shaft 18, in particular to a flange 51 of the input shaft 18, in a torque-proof manner.
  • the input side 50 is screwed to the input shaft 18, in particular the flange 51, by means of at least one screw 54 and is thereby connected to the input shaft 18, in particular the flange 51, in a torque-proof manner.
  • Vibration damping device 22, in particular an output side 52 of the vibration damping device 22, is non-rotatably connected to the intermediate shaft 40. In the present case, this is realized via a spline 56 . 15
  • the intermediate shaft 40 is rotationally connected to a first disk carrier 58 of the separating clutch 30
  • the transmission shaft 32 is rotationally connected to a second disk carrier 60 of the separating clutch 30
  • disk carrier 58 is an outer disk carrier
  • disk carrier 60 is an inner disk carrier of separating clutch 30
  • the respective disks of separating clutch 30 can be or are supported on disk carriers 58 and 60 in the circumferential direction running around axis of rotation 20, so that between the respective disks and the respective disk carrier 58 or 60 can be transmitted in torques running around the axis of rotation 20 .
  • the separating clutch 30 according to FIG. 1 is designed as a multi-plate clutch.
  • the separating clutch 30 could be designed as a claw clutch. Then, for example, instead of the disk carrier 58 an input claw side would be provided, and instead of the disk carrier 60 an output claw side of the claw clutch would be provided.
  • the wall 16 and thus the crankcase 14 has a first cutout designed as a first passage opening 62, through which a first sealed shaft passage 64 is formed.
  • the input shaft 18 penetrates the shaft bushing 64 and thus the passage opening 62.
  • the shaft bushing 64 comprises a first sealing element 66, by means of which the input shaft 18 is sealed against the wall 16. In this case, the input shaft 18 can be rotated about its axis of rotation 20 relative to the sealing element 66 .
  • the sealing element 66 is, for example, a first shaft seal, in particular a first Simmering or a first radial shaft seal.
  • the wall 28 and thus the transmission housing 26 has a second cutout designed as a second passage opening 68, through which or by means of which a second sealed shaft bushing 70 is formed.
  • the intermediate shaft 40 penetrates the shaft bushing 70 and thus the through-opening 68.
  • the shaft bushing 64 and thus the through-opening 62 are passed through the input shaft 18, and the shaft bushing 70 and thus the through-opening 68 are passed through the intermediate shaft 40.
  • the shaft bushing 70 includes a second sealing element 72, by means of which the intermediate shaft 40 is sealed against the wall 28.
  • the previous and following statements regarding the sealing element 66 can also be applied to the sealing element 72 without further ado and vice versa.
  • Sealing element 66 or 72 formed from a rubber.
  • the respective sealing element 66 or 72 can be held in the respective wall 16 or 28, so that the input shaft 18 can be rotated about the axis of rotation 20 or the intermediate shaft 40 can be rotated about the intermediate shaft axis of rotation 44 or about the axis of rotation 20 relative to the wall 16 or relative to the wall 28 is.
  • FIG. 2 shows a detail of a first embodiment of a drive train 10 ′ for a motor vehicle such as the aforementioned motor vehicle in a schematic illustration, in particular in a schematic side view.
  • the vibration damping device 22 and the separating clutch 30 are, in particular, each completely, in the transmission wet chamber 34 of the Gear 24 arranged.
  • the transmission wet chamber 34 is at least partially, in particular at least predominantly or completely, in particular directly, through the Transmission housing 26 limited. Since, during operation of the drive train 10', the separating clutch 30, which rotates during operation about the clutch axis of rotation 48 relative to the transmission housing 26 and relative to the crankcase 14, and the separating clutch 30, during operation, about the
  • the crankcase 14 is also referred to as the first housing, and the transmission housing 26, which is not shown in FIG. 2, is also referred to as the second housing.
  • the transmission housing 26 which is not shown in FIG. 2
  • the second housing In the case of the drive train 10′, it is provided that one of the housings, the crankcase 14 according to FIG.
  • the wall 16 of the crankcase 14 is assigned to the transmission 24 and to the internal combustion engine 12 at the same time. 17
  • the crank chamber 36 is delimited in the axial direction of the input shaft 18 and thus in the axial direction of the transmission shaft 32 towards the transmission wet chamber 34, at least partially and directly by the wall 16, in particular by a second side 76 of the wall 16, with the side 76 in the axial Direction of the input shaft 18 or the transmission shaft 32 is turned away from the page 74 or vice versa.
  • the wall 16 is a housing wall, which extends in the radial direction of the input shaft 18 , of the housing having the through-opening 62 , which according to FIG. 2 is the crankcase 14 .
  • the wall 16 is thus, so to speak, a housing wall of the crankcase 14 and at the same time a transmission housing wall, since it partially delimits the transmission wet space 34 .
  • the vibration damping device 22 has an input element 78 on its input side 50 . On its starting side, the
  • Vibration damping device 22 an output element 80 on.
  • vibration damping device 22 is designed as a dual-mass flywheel, so that input element 78 is a first flywheel mass, also known as a first mass or primary mass, with output element 80, for example, being a second flywheel mass, also known as a second mass or secondary mass.
  • the vibration damping device 22 has at least one damping element 84 which is arranged in a damping region 82 of the vibration damping device 22 and is designed, for example, as a mechanical spring, in particular as a compression spring.
  • Damping element 84 allows limited relative rotations between the centrifugal masses of vibration damping device 22 about axis of rotation 46 and thus about axis of rotation 20, so that input element 78 and output element 80 can rotate together about axis of rotation 46 of the vibration damping device relative to the housings, and input element 78 and the output element 80 can be rotated relative to one another to a limited extent about the axis of rotation 20 .
  • the damping element 84 is deformed, in particular elastically, whereby the relative rotation between the input element 78 and the output element 80 is damped.
  • the damping area 82 is also referred to as the vibration damping area of the vibration damping device 22 .
  • the output element 80 of the vibration damping device 22 and thus the output side 52 of the vibration damping device 22 are connected to an input side 86 of the separating clutch 30 in a rotationally fixed manner and cannot be detached without being destroyed, ie cannot be removed.
  • An input element of the separating clutch 30 is arranged on the input side 86 of the separating clutch 30 .
  • the input element of the separating clutch 30 is the disk carrier 58.
  • the separating clutch 30 also has an output side 88, on which an output element of the separating clutch 30 is arranged.
  • the output element of the separating clutch 30 is the disk carrier 60.
  • the output element 80 or the output side 52 is cohesively connected to the input side 86, in particular to the input element of the separating clutch 30.
  • the output side 52, in particular the output element 80 can be welded to the input side 86, in particular to the input element of the separating clutch 30, and thus connected in a materially bonded manner.
  • the drive train 10' is further characterized in that the separating clutch 30 is a hydraulically actuable clutch.
  • the output side 88 of the separating clutch 30, in particular the output element of the separating clutch 30, is connected, in particular permanently, in a rotationally fixed manner to the transmission shaft 32, so that torques between the vibration damping device 22 and the transmission shaft 32, in particular between the output side 52 or the output element 80 and the transmission shaft 32 can be transmitted.
  • the separating clutch 30 can be adjusted between at least one coupling state and at least one decoupling state.
  • first clutch torque In the coupled state, at most a first clutch torque can be transmitted between the transmission shaft 32 and the output element 80, ie the output side 52, via the separating clutch 30, the first clutch torque, in particular its absolute value, being greater than zero.
  • the first clutch torque is a first torque.
  • second clutch torque between the separating clutch 30 can 19
  • the second clutch torque in particular its absolute value, is greater than zero and less than the first clutch torque, or the second clutch torque is zero.
  • the second clutch torque is a second torque. Shifting the separating clutch 30 from the coupled state into the decoupled state is also referred to as opening the separating clutch 30 , and shifting the separating clutch 30 from the decoupled state into the coupled state is also referred to as closing the separating clutch 30 .
  • an actuating element 90 in the present case designed as a piston, is provided.
  • the piston is also referred to as the actuating piston.
  • actuating element 90 can be moved in the axial direction of transmission shaft 32 and thus in the axial direction of separating clutch 30 relative to transmission shaft 32, in particular relative to the input element of separating clutch 30 and relative to the output element of separating clutch 30.
  • the actuating element 90 can be actuated hydraulically, that is to say by means of a hydraulic fluid, and can be moved as a result, in order to thereby close the initially opened separating clutch 30 .
  • hydraulic actuation of actuating element 90 compresses a disk pack formed by the disks of separating clutch 30 , in particular in the axial direction of separating clutch 30 , as a result of which separating clutch 30 is closed.
  • the hydraulic fluid for operating the operating member 90 the aforementioned first liquid lubricant (gear oil) is used.
  • the input side 86 of the separating clutch 30 is formed by the first disk carrier 58 designed as an outer disk carrier
  • the output side 88 of the separating clutch 30 is formed by the present disk carrier 60 designed as an inner disk carrier.
  • the disks of separating clutch 30 that can be supported on disk carrier 58 in the circumferential direction running around axis of rotation 20 are outer disks of separating clutch 30, and the disks of separating clutch 30 that can be supported or supported on disk carrier 60 in the circumferential direction running around axis of rotation 20 are therefore inner disks of the Disconnect clutch 30.
  • the input element 78 of the vibration damping device 22 is connected directly to the flange 51 of the input shaft 18 by means of the screw 54 20 screwed and thus connected to a rotary test.
  • the screw 54 has a shank 92 and a screw head 94 which is connected to the shank 92, in particular formed in one piece.
  • the shaft 92 has a thread, preferably designed as an external thread, by means of which the screw 54 is screwed, whereby the input element 78 is clamped against the flange 51, whereby the input element 78 is rotationally connected to the flange 51 and thus rotationally connected to the input shaft 18.
  • Screw head 94 is supported at least indirectly, in particular directly, in a direction running parallel to axis of rotation 20 or parallel to the axial direction of input shaft 18 and pointing away from separating clutch 30 on input element 78, which in the axial direction of input shaft 18 is between the screw head 94 and the flange 51 is arranged.
  • the screw head 94 has a tool attachment, which cannot be seen in more detail in the figures, via which the screw 54 can be connected in a form-fitting manner and thus in a torque-transmitting manner to a screwing tool for screwing and tightening the screw 54 .
  • the screw head 94 and thus the tool attachment are arranged on a side 96 of the flange 51, the side 96 of which points in the axial direction of the input shaft 18 to the gear wet chamber 34 and thereby to the separating clutch 30.
  • the screw 54 thus connects the input element 78 from the transmission wet chamber 34 to the input shaft 18 in a torque-proof manner.
  • the transmission 24 is designed as a hybrid transmission.
  • the transmission 24 includes an electric machine 100 which can be arranged, for example, in the transmission wet space 34 and/or in the transmission housing 26 .
  • the electric machine 100 can be operated as a motor and thus as an electric motor.
  • the wheel set of the transmission 24 mentioned with reference to FIG. 1 is shown particularly schematically in FIG.
  • the wheel set 98 and in particular the wheel set 98 can be used to drive the motor vehicle by means of the electric motor.
  • electric machine 100 can be used to drive motor vehicle, in particular purely, electrically, for example via wheel set 98.
  • electric machine 100 in particular in its motor mode, can drive transmission shaft 32 via wheel set 98 and, via this, the motor vehicle, in particular purely electric, to drive.
  • the screw 54 is arranged at least partially in the wet space 34 of the transmission. According to Fig. 21
  • At least the screw head 94 is arranged in the gear wet space 34.
  • the screw 54 is also partially arranged in the crank chamber 36 .
  • the separating clutch 30 In the axial direction of the input shaft 18 and thus viewed along the axis of rotation 20, the separating clutch 30, the screw head 94, the input element 78 and the flange 51 are arranged one after the other in the following order:
  • the separating clutch 30 - the screw head 94 - the input element 78 - the flange 51 It can be seen that the wall 16 is a housing wall that extends in the radial direction of the input shaft 18 and that directly and partially delimits the gear wet chamber 34 on its first side 74 and the crank chamber 36 on its second side 78 .
  • the wall 16 (housing wall) has the through opening 62 which is thus formed in the wall 16 .
  • the wall 16 In the first embodiment shown in Fig. 2, the wall 16 is a wall of the crankcase 14.
  • the screw head 94, the input element 78 and the wall 16 (housing wall) viewed in the axial direction of the input shaft 18 are arranged one after the other in the following order:
  • the disks of the separating clutch 30 are arranged in a power transmission area 102 of the separating clutch 30 or form the power transmission area in which the respective torque can be transmitted via the separating clutch 30 from the output element 80 to the transmission shaft 32 .
  • the power transmission area 102 or the separating clutch 30 can be adjusted in the power transmission area 102 between the coupled state and the decoupled state.
  • clutch elements such as the aforementioned disks of separating clutch 30 are arranged in force transmission region 102, the clutch elements arranged in force transmission region 102 being movable relative to one another in force transmission region 102 in order to thereby open and close separating clutch 30 , that is, to thereby move the disconnect clutch 30 between the uncoupled state and the coupled state.
  • Vibration damping device 22 and the transmission shaft 32 are no splines and preferably no additional shaft.
  • the intermediate shaft 40 which acts as the transmission input shaft in the drive train 10, can also be omitted, with the disk carrier 58 acting as the input disk carrier and designed as an outer disk carrier in accordance with FIGS. 2 and 3 being the transmission input shaft or assuming its function in the respective drive train 10'.
  • disk carrier 58 is an input element of separating clutch 30
  • disk carrier 60 is an output element of separating clutch 30, with the input element of separating clutch 30 being on the input side 86 of separating clutch 30, with the output element being arranged on the outside 88 of separating clutch 30 is.
  • the input side 50 of the vibration damping device 22 is screwed from the transmission wet chamber 34 to the flange 51 and thus to the input shaft 18, which is designed as a crankshaft, for example.
  • the power transmission area 102 of the separating clutch 30 is viewed in the radial direction of the separating clutch 30 and thus in the radial direction of the input shaft 18 and the transmission shaft 32, inside and in the axial direction of the separating clutch 30 and thus in the axial direction of the input shaft 18 and the transmission shaft 32 viewed at least partially overlapping the vibration damping area 82 of the vibration damping device 22 .
  • force transmission area 102 is arranged further inward in the radial direction of transmission shaft 32, which is arranged coaxially with input shaft 18, or in the radial direction of separating clutch 30, than the vibration damping area (damping area 82) of vibration damping device 22, in whose damping area 82 damping elements 84 are located are arranged to dampen the torsional vibrations.
  • the power transmission area 102 is at least partially covered by the damping area 82 towards the outside in the radial direction of the transmission shaft 32 or the separating clutch 30 .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • General Details Of Gearings (AREA)

Abstract

La présente invention concerne une chaîne cinématique (10') pour un véhicule à moteur, comprenant : un moteur à combustion interne (12) qui comporte un carter de moteur (14) en tant que premier logement ; un arbre d'entrée (18) ; un dispositif d'amortissement de vibrations (22) ; une transmission (24) qui présente un carter de transmission (26) en tant que second logement, un embrayage de déconnexion (30) et au moins un train d'engrenages (98) ; par rapport à un flux de couple allant de l'arbre d'entrée (18) jusqu'à l'embrayage de déconnexion (30), l'arbre d'entrée (18), le dispositif d'amortissement des vibrations (22) et l'embrayage de déconnexion (30) sont disposés l'un en aval de l'autre dans le flux de couple dans l'ordre suivant : l'arbre d'entrée (18), le dispositif d'amortissement de vibrations (22), l'embrayage de déconnexion (30). Le dispositif d'amortissement de vibrations (22) et l'embrayage de déconnexion (30) sont disposés dans un espace humide de transmission (34) de la transmission (24), et l'un des logements présente une découpe (62) pour former une traversée d'arbre étanche (64) à travers laquelle s'étend l'arbre d'entrée (18).
PCT/EP2022/059776 2021-05-14 2022-04-12 Chaîne cinématique pour véhicule à moteur, plus particulièrement pour une automobile WO2022238076A1 (fr)

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Application Number Priority Date Filing Date Title
DE102021002536.9 2021-05-14
DE102021002536.9A DE102021002536A1 (de) 2021-05-14 2021-05-14 Antriebsstrang für ein Kraftfahrzeug, insbesondere für einen Kraftwagen

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WO2022238076A1 true WO2022238076A1 (fr) 2022-11-17

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6332521B1 (en) * 1999-03-10 2001-12-25 Nsk-Warner K.K. Starting clutch
DE10154147C1 (de) * 2001-11-03 2003-07-24 Daimler Chrysler Ag Hybridantrieb
DE102014014669A1 (de) 2014-10-02 2016-04-07 Borgwarner Inc. Drehmomentübertragungsvorrichtung und Antriebsstrang mit einer solchen Drehmomentübertragungsvorrichtung für ein Kraftfahrzeug
DE102016206854A1 (de) 2015-05-20 2016-11-24 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer und Hybrid-Antriebsstrang
DE102017130267A1 (de) * 2017-07-17 2019-01-17 Schaeffler Technologies AG & Co. KG Hybridmodul
FR3073785A1 (fr) * 2017-11-22 2019-05-24 Valeo Embrayages Dispositif de transmission pour vehicule hybride
DE102018131680A1 (de) * 2018-12-11 2020-06-18 Schaeffler Technologies AG & Co. KG Antriebsanordnung mit an Motorgehäuserückwand befestigtem Nehmerzylinder

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6332521B1 (en) * 1999-03-10 2001-12-25 Nsk-Warner K.K. Starting clutch
DE10154147C1 (de) * 2001-11-03 2003-07-24 Daimler Chrysler Ag Hybridantrieb
DE102014014669A1 (de) 2014-10-02 2016-04-07 Borgwarner Inc. Drehmomentübertragungsvorrichtung und Antriebsstrang mit einer solchen Drehmomentübertragungsvorrichtung für ein Kraftfahrzeug
DE102016206854A1 (de) 2015-05-20 2016-11-24 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer und Hybrid-Antriebsstrang
DE102017130267A1 (de) * 2017-07-17 2019-01-17 Schaeffler Technologies AG & Co. KG Hybridmodul
FR3073785A1 (fr) * 2017-11-22 2019-05-24 Valeo Embrayages Dispositif de transmission pour vehicule hybride
DE102018131680A1 (de) * 2018-12-11 2020-06-18 Schaeffler Technologies AG & Co. KG Antriebsanordnung mit an Motorgehäuserückwand befestigtem Nehmerzylinder

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