WO2023116963A1 - Module hybride à amortisseur intégré au rotor, chaîne cinématique comprenant le module hybride et système de construction du module hybride - Google Patents

Module hybride à amortisseur intégré au rotor, chaîne cinématique comprenant le module hybride et système de construction du module hybride Download PDF

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Publication number
WO2023116963A1
WO2023116963A1 PCT/DE2022/100872 DE2022100872W WO2023116963A1 WO 2023116963 A1 WO2023116963 A1 WO 2023116963A1 DE 2022100872 W DE2022100872 W DE 2022100872W WO 2023116963 A1 WO2023116963 A1 WO 2023116963A1
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WO
WIPO (PCT)
Prior art keywords
rotor
torsional vibration
vibration damper
hybrid
hybrid module
Prior art date
Application number
PCT/DE2022/100872
Other languages
German (de)
English (en)
Inventor
Alexander Voit
Steffen Lehmann
Dominik Hans
Original Assignee
Schaeffler Technologies AG & Co. KG
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Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Publication of WO2023116963A1 publication Critical patent/WO2023116963A1/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
    • B60K6/42—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
    • B60K6/22—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
    • B60K6/485—Motor-assist type

Definitions

  • Hybrid module with rotor-integrated damper, drive train comprising the hybrid module and system for constructing the hybrid module
  • the present invention relates to a hybrid module, comprising a first electric machine, a rotor and a rotor-integrated torsional vibration damper.
  • the torsional vibration damper is arranged radially inside the rotor.
  • the torsional vibration damper has both a primary side and a secondary side, the primary side being connected or connectable to an internal combustion engine in a torque-transmitting manner and the secondary side being connected or connectable to an input shaft of a hybrid transmission.
  • the invention further relates to a hybrid transmission with at least one hybrid module, a first electric machine, a rotor and a rotor-integrated torsional vibration damper and a system consisting of a plurality of different slip clutches and at least one torsional vibration damper for use in a corresponding hybrid module or hybrid transmission.
  • EP 2 726 353 B1 discloses a hybrid module and a hybrid drive train with a torsional vibration damper integrated in a rotor of the electric machine.
  • the rotor of the electric machine is arranged on the secondary side of the torsional vibration damper.
  • the present invention is therefore based on the object of proposing a generic hybrid module with which disadvantages from the prior art are at least reduced. This object is achieved according to the invention by a hybrid module according to the features of claim 1, a hybrid transmission according to the features of claim 6 and a system according to the features of claim 10.
  • the rotor of the first electric machine is connected to the primary side of the torsional vibration damper and is at least part of a primary flywheel mass of the torsional vibration damper.
  • the rotor In addition to the electromagnetic coupling of the first electric machine, the rotor also serves as a mass inertia in order to reduce rotational irregularities or torque fluctuations of the internal combustion engine before they are introduced into the torsional vibration damper, so that it can be designed with a lower damper capacity.
  • the primary flywheel mass also includes a slipping clutch.
  • this slipping clutch can be arranged between the rotor and the torsional vibration damper and, in particular, can be located radially inside the rotor. This results in a series connection of the slipping clutch to the rotor of the first electric machine, whereby torque peaks, e.g. from the wheels of a motor vehicle in the first electric machine, are absorbed or reduced. Even peaks in the internal combustion engine can be intercepted in this way before they even reach the torsional vibration damper. In other words, overload impact torques that can come from both the wheel and the internal combustion engine can be effectively reduced with the help of the slipping clutch in order to protect the torsional vibration damper and the other components of the hybrid transmission from damage.
  • the primary flywheel mass can have a flywheel, with which the primary mass inertia can also be adjusted in a targeted manner.
  • the Flywheel is preferably provided between the rotor and the internal combustion engine.
  • the secondary side of the torsional vibration damper has a secondary centrifugal mass.
  • a hub flange of the torsional vibration damper is surrounded at least by the secondary flywheel mass.
  • the hub flange itself is non-rotatably connected to the input shaft of the hybrid transmission.
  • the secondary inertia of the secondary flywheel is lower than the primary inertia of the primary flywheel.
  • the secondary mass inertia is particularly preferably significantly lower than the primary mass inertia.
  • the mass inertia can be distributed particularly effectively on the input and output side of the torsional vibration damper in such a way that the damping and/or the NVH behavior is particularly effectively improved in special drive trains.
  • the slipping clutch includes a driver plate on the output side
  • the torsional vibration damper includes a driver disk on the input side.
  • the driver plate and driver disks can then be coupled to one another in a rotationally fixed manner in a particularly favorable manner via a toothing.
  • Such a connection is particularly easy to produce, for example, by pushing the toothed side of one part into the toothed side of the other part during an assembly step.
  • a modular system can be constructed in which different slip clutches and torsional vibration dampers can be coupled to one another as required. Only the interface of the components involved must comply with a specified standard.
  • a hybrid transmission in which at least one hybrid module is provided with a first electric machine that includes a rotor-integrated torsional vibration damper and the torsional vibration damper is non-rotatably connected to an input shaft of the hybrid transmission.
  • a first sub-assembly is provided, which comprises at least the torsional vibration damper connected in a rotationally fixed manner to the input shaft.
  • a second sub-assembly is provided which at least the rotor of the first Electric machine, and a crankshaft of an internal combustion engine includes. The rotor should be non-rotatably connected to the crankshaft within the second subassembly.
  • the first sub-assembly thus includes the torsional vibration damper to be arranged radially inside the rotor and can then be pushed into the second sub-assembly in such a way that the input side of the torsional vibration damper is connected in a torque-proof manner to an output side of the rotor and, in a corresponding joining step, the hybrid module, at least consisting of the electric machine, is connected the rotor and the torsional vibration damper radially integrated into it.
  • the non-rotatable connection between the hybrid transmission and the internal combustion engine is then also produced in the same joining step.
  • a hybrid module is included, which is constructed according to a combination of features described above.
  • a slipping clutch is also part of the first sub-assembly.
  • the slip clutch is non-rotatably connected to the torsional vibration damper and is also part of the hybrid module, which is assembled in the assembly step described.
  • a particularly preferred embodiment of the hybrid transmission provides that gear ratio stages arranged in a wet area of the hybrid transmission are separated from a dry area by a gear housing, the hybrid module is arranged in the dry area and the input shaft is mounted in the gear housing, preferably directly.
  • the gear housing preferably directly.
  • at least one or more gears of the transmission stages are arranged on the input shaft.
  • the hybrid transmission can in particular be a hybrid transmission with at least two electric machines.
  • the first electric machine is connected in series with the internal combustion engine and can be operated as a generator. It can also be used to start the internal combustion engine.
  • the internal combustion engine can therefore be used on the one hand via the first electric machine to generate electricity and on the other hand via the further hybrid transmission to drive wheels.
  • a connection with a differential is provided for this purpose.
  • the second electric machine is then preferably arranged parallel to the first electric machine or to the internal combustion engine in the transmission and can also be used as a drive machine for a motor vehicle or the wheels of a motor vehicle.
  • a corresponding connection to a differential is also provided for this. Both the torque path of the second electric machine and of the internal combustion engine can be routed via an intermediate shaft to an output shaft in connection with the differential.
  • a first separating clutch can be provided in order to separate the first partial drive train with the internal combustion engine and the first electric machine from the rest of the hybrid transmission.
  • the purely electric drive is only possible via the second electric machine.
  • a second disconnect clutch may be provided to disconnect the second electric machine from the differential. Then a drive is possible at least via the internal combustion engine. By connecting it in series with the first electric machine, it can then either generate additional electricity as a generator or be used as a booster to increase torque.
  • the object of the invention is also achieved by a system which consists of a number of different slip clutches and at least one torsional vibration damper and can be used to construct a hybrid module or a hybrid transmission, as described above.
  • a slip clutch that is particularly preferable in this system can be selected in order to work with the torsional vibration damper or with a torsional vibration damper that is itself particularly preferable to be connected.
  • the slip clutches and the torsional vibration damper have the interface described above in the form of teeth.
  • the requirement can, for example, consist of a limit torque specified for a special drive train, which should still be allowed to pass through the slipping clutch to the first electric machine (from the wheels) or to the torsional vibration damper (from the internal combustion engine).
  • slip clutches can be kept available that differ in the number of friction plates and/or their radial extent.
  • FIG. 2 a structure of the hybrid module of the hybrid transmission according to FIG. 1,
  • Fig. 3 an alternative hybrid module with an alternative slip clutch
  • FIG. 4 a section of the hybrid transmission according to FIG. 1,
  • Fig. 5 the torque flow from the internal combustion engine to the output shaft within the hybrid transmission
  • Fig. 6 the torque flow within the hybrid module.
  • FIG. 1 shows an embodiment of a hybrid transmission 1 according to the invention for a hybrid vehicle.
  • the hybrid transmission 1 has a first partial drive train 60 which has an input shaft 3 which can be connected to an internal combustion engine 2 and a first electric machine 4 which can be connected or is connected to the input shaft 3 in a torque-transmitting manner.
  • the first electric machine 4 is part of a hybrid module 40, ie the hybrid module 40 can be used to deliver torque to the hybrid transmission 1 both via the first electric machine 4 and via the internal combustion engine 2.
  • First electric machine 4 and internal combustion engine 2 are constructed in series here.
  • the hybrid transmission 1 has a second partial drive train 61 , which has a second electric machine 5 that is different from the first electric machine 4 .
  • the two electric machines 4, 5 are arranged parallel to one another, or the internal combustion engine 2 and the second electric machine 5 are also arranged parallel to one another.
  • the second electric machine 5 is coupled to a rotor shaft 13 via a rotor 12 .
  • the rotor shaft 13 is arranged parallel to the input shaft 3 in the hybrid transmission 1 .
  • the hybrid module 40 is arranged in a drying room 54 .
  • the hybrid transmission 1 has an output shaft 6 which can be or is connected to the first drive train part 60 and/or to the second drive train part 61 in a torque-transmitting manner.
  • the hybrid transmission 1 has a first separating clutch 7 .
  • the first separating clutch 7 connects the first drive train 60 in a first switching state/in a closed state in a torque-transmitting/mechanical manner to the output shaft 6 and separates the first drive train 60 in a second switching state/in an open state in a torque-transmitting/mechanical manner from the output shaft 6.
  • the first Separating clutch 7 is in the torque flow between the internal combustion engine 2 and the first electric machine 4 on the one hand and the output shaft
  • Both the input shaft 3 of the first partial drive train 60 and the rotor shaft 13 of the second partial drive train 61 are connected to the output shaft 6 via an intermediate shaft 10 .
  • the first separating clutch 7 is arranged here between the intermediate shaft 10 and the input shaft 3 .
  • the hybrid transmission 1 has a second separating clutch 8 .
  • the second separating clutch 8 connects the second partial drive train 61 to the output shaft 6.
  • a first switching state/in a closed state the rotor shaft 13 is connected to the output shaft 6 in a torque-transmitting/mechanical manner.
  • a second switching state/in an open state the rotor shaft 13 is separated from the output shaft 6 in a torque-transmitting manner/mechanically.
  • the second electric machine 5 can thus be decoupled by the second separating clutch 8, in particular in the parallel hybrid mode, i.e. when the first separating clutch 7 is engaged.
  • the second separating clutch 8 is arranged analogously to the first separating clutch 7 between the intermediate shaft 10 and the rotor shaft 13 .
  • the first separating clutch 7 and the second separating clutch 8 can have a common actuating actuator (not shown) for mutual actuation.
  • the first separating clutch 7 and the second separating clutch 8 are designed as two separate clutches, preferably as claw clutches, which can be closed alternately via a common actuating element/a common actuating actuator, such as a shift fork.
  • a common actuating element/a common actuating actuator such as a shift fork.
  • the internal combustion engine 2 can be used to drive the first electric machine 4 as a generator. It is also possible to use two actuating actuators for actuating the two separating clutches 7 and 8 separately. In this case, the second electric machine 5 could transmit torque to the output shaft 6 in addition to the internal combustion engine 2, while for example the first electric machine 4 is simultaneously driven by the internal combustion engine 2 as a generator.
  • the second separating clutch 8 is arranged on the intermediate shaft 10 and the first separating clutch 7 on the input shaft 3.
  • the two separating clutches 7, 8 are arranged on different shafts, here on offset shafts and preferably are actuated alternately via the common actuating actuator, not shown. This can be done in a particularly space-efficient manner, since corresponding angularly offset arrangements of the input shaft 3, intermediate shaft 10 and rotor shaft 13 can be selected with respect to one another.
  • the 3 waves are not in a common plane.
  • the second electric machine 5 has a stator 11 and a rotor 12 rotatably mounted within the stator 11 . Furthermore, the rotor 12 of the second electric machine 5 is mounted on a rotor shaft 13 in a rotationally fixed manner.
  • the rotor shaft 13 is arranged coaxially with the input shaft 3 . Alternatively, the rotor shaft 13 can also be arranged axially parallel to the input shaft 3, even if this is not shown.
  • the rotor shaft 13 is connected to the intermediate shaft 10 in a torque-transmitting manner via a first transmission stage 14 .
  • the first transmission stage 14 includes a first loose wheel 55 on the intermediate shaft 10, which can be switched via the second separating clutch 8, i.e. can be synchronized with the intermediate shaft 10.
  • At least the intermediate shaft 10, the first and second separating clutches 7 and 8, and the gear ratios 14, 17 and 18 are arranged in a wet space 52 of the hybrid transmission 1.
  • the input shaft 3 is located at least partially in the wet space 52 and in the dry space 54.
  • the wet space 52 is separated from the dry space 54 by a transmission housing 53. This is shown more clearly in FIG.
  • the first electric machine 4 has a stator 15 and a rotor 16 rotatably mounted within the stator 15 . Furthermore, the rotor 16 of the first electric machine 4 is non-rotatably connected to the input shaft 3 via a slip clutch 23 and a torsional vibration damper 19 .
  • the input shaft 3 is closed when first separating clutch 7 via a second transmission stage 17 with the intermediate shaft 10 in a torque-transmitting manner. This connection can be switched by means of the first separating clutch 7 .
  • the second transmission step 17 comprises a second loose wheel 56 on the input shaft 3 , which can be switched via the first partial clutch 7 , ie can be synchronized with the input shaft 3 .
  • intermediate shaft 10 can be connected to the output shaft 6 or a differential 24 via a third transmission stage 18 .
  • the first gear stage 14 can have a smaller gear ratio than the second gear stage 17 . This means that the drive power via the second drive train part 61 (with the second electric machine 5) is translated to the output shaft 6 at higher speeds compared to the first drive train part 60 (with the internal combustion engine 2 or the first electric machine 4).
  • the first electric machine 4 can function essentially as a generator.
  • the second electric machine 5 can function essentially as a drive motor.
  • the first electric machine 4 preferably serves as a generator for supplying the second electric machine 5 with electricity. This means that the first electric machine 4 is preferably electrically connected to the second electric machine 5 .
  • the first electric machine 4 can also serve as a generator for charging a rechargeable battery (for the second electric machine 5), which is not shown.
  • the first electric machine 4 can serve as a drive motor/traction motor.
  • the hybrid transmission 1 has a torsional vibration damper 19 in the first partial drive train 60 which is arranged on the input shaft 3 .
  • the input shaft 3 is connected to the first electric machine 4 or the internal combustion engine 2 via two sections that can be rotated relative to one another, a primary side 20 and a secondary side 21 of the torsional vibration damper 19 .
  • the primary side 20 of the torsional vibration damper 19 is connected both to the internal combustion engine 2 and to the first electric machine 4 .
  • the torsional vibration damper 19 is thus used for vibration isolation between the internal combustion engine 2 or the first electric machine 4 and the unit input shaft 3.
  • the torsional vibration damper 19 is integrated into the rotor 16 of the first electric machine 4.
  • the torsional vibration damper 19 is non-rotatably connected to a flywheel 22 of the internal combustion engine 2 via the first electric machine 4 or via the rotor 16 .
  • the flywheel 22 and the rotor 16 of the first electric machine 4 thus serve as a (total) flywheel mass or primary flywheel mass 41 of the internal combustion engine 2, via which a large primary mass moment of inertia can be represented.
  • the arrangement described here is suitable and effective in keeping oscillations and vibrations away from the drive train of the vehicle if a significantly smaller secondary mass inertia than the primary mass inertia is required.
  • the secondary mass inertia is reduced since the rotor 16 does not have to be added here and the arrangement essentially corresponds to a drive train with a large mass inertia individual flywheel of an internal combustion engine, a damper and a lower mass inertia of the secondary side, as would be the case, for example, in a conventional drive train with a clutch disc damper.
  • the torsional vibration damper 19 in addition to the rotor-integrated arrangement of the torsional vibration damper 19 that is optimal in terms of installation space, there is also the advantage of a favorable distribution of the mass moments of inertia to reduce oscillations and vibrations. In this respect, it is also justified to designate the system made up of the first electric machine 4 and torsional vibration damper 19 as a hybrid module 4, even if no separating clutch is integrated.
  • the arrangement of the rotor 16 on the primary side 20 of the torsional vibration damper 19 is similar to a structure with a closed separating clutch within the rotor 16 and clutch disc damper within the friction slide of the separating clutch and without further torsional vibration dampers.
  • the structure of the hybrid module 4 is shown in more detail in FIG.
  • a primary mass inertia is formed here by a primary flywheel mass 41 .
  • the primary flywheel 41 includes at least the rotor 16 of the first electric machine 4 and the rotor carrier 26 of the rotor 16.
  • the primary flywheel mass 41 can also include a flywheel 22 between the rotor 16 and the crankshaft 46 of the internal combustion engine 2, as shown in FIG. In principle, this flywheel 22 can also be omitted. in figure
  • the primary flywheel 41 can also include a slipping clutch 23 between the rotor 16 and the torsional vibration damper 19 .
  • the slip clutch 23 is assigned to the primary side 20 of the torsional vibration damper 19 and serves as an overload element between the input shaft 3 and the first electric machine 4. It is also accommodated radially inside the rotor 16.
  • the rotor 16 as part of the primary flywheel mass 41 is used in addition to the electromagnetic coupling of the first electric machine 4 as a mass inertia in order to reduce the rotational irregularities or torque fluctuations of the internal combustion engine 2 before they are introduced into the torsional vibration damper 19, so that the damper can have a low damping capacity.
  • the slip clutch 23 is accommodated radially on the outside via internal teeth 30 in the rotor carrier 26 of the rotor 16 .
  • the slipping clutch 23 is constructed as a multi-disk clutch with outer discs 31 , the outer discs 31 being accommodated directly and immediately in the teeth 30 of the rotor carrier 26 , which thus acts as the outer disc carrier of the slipping clutch 23 .
  • an independent outer disk carrier can also be provided, which then engages in the inner teeth of the rotor carrier 26 via a corresponding outer toothing.
  • the inner discs 33 pass, together with the introduction of torque via a counterplate 34, the torque via a suitable connection, here a toothing 35, to a radially inner and axially extending spacer element 36 and consequently to the driver plate 43 of the slip clutch 23.
  • the Carrier plate 43 is connected radially on the inside to the spacer element 36 and radially on the outside to an input element of the torsional vibration damper 19 .
  • An axially between the driver plate 43 and the axially next to the driver plate 43 inner Disc spring 37 arranged in plate 33 serves as an axial energy store in order to apply the required normal force to the friction surfaces of friction linings 32 and thus to generate the necessary friction torque so that slip clutch 23 remains in frictional engagement up to a specified torque limit value or a limit value of the torque fluctuation and beyond out then slipped through.
  • the components of the slipping clutch 23 are axially enclosed by the counter-plate 34 and the driver plate 43 and held in position axially by the spacer element 36 .
  • the result is a compact slip clutch 23 with a corresponding friction torque capacity, which can be adapted to the corresponding application via the number of friction surfaces/friction linings 32, the plate spring force of the plate spring 37 and other design criteria.
  • the connection between the slipping clutch 23 and the torsional vibration damper 19 is via a suitable interface, here the toothing 45.
  • the toothing 45 is formed here between the radially outer end of the driver plate 43 and an axial end area of the driver disk 44 of the torsional vibration damper 19.
  • the driver disk 44 represents the primary-side input of the torsional vibration damper 19.
  • the components of the torsional vibration damper 19 are axially enclosed on the one hand by the driver disk 44 and on the other hand by a counter disk 47 and held in position.
  • Driver disk 44 and counter disk 47 are spaced apart from one another by a spacer element 48 .
  • the output element of the torsional vibration damper 19 is the hub 74, which is connected to the input shaft 3 in a torque-locking manner, e.g. via splines 75 with or without play.
  • the hub 74 has at least one area for receiving a friction sleeve 76 in order to center the drive disk 44 and/or the counter disk 47 with respect to the hub 74 and to hold it in an axial position.
  • the hub 74 is positioned axially on the input shaft 3 on one side via an axial stop 77 and on the other side via a securing element 78 .
  • the securing element 78 and/or the axial stop 77 can also be omitted if a secure axial fit of the hub 74 on the input shaft 3 (e.g. by means of a press fit) is ensured.
  • the driver plate 43 of the slipping clutch 23 is guided at its radially inner end on the hub 74 of the torsional vibration damper 19 and placed axially between the friction sleeve 76 on the driver disk side and a spacer disk 79 and secured axially by means of the securing element 80 .
  • the securing elements 78 and 80 can be designed as securing rings, in particular snap rings.
  • the spacer disk 79 and the securing element 80 can also be dispensed with.
  • both the slipping clutch 23 and the torsional vibration damper 19 can be set up separately, that is to say independently of one another, during assembly and connected to one another in final assembly.
  • Fig. 3 shows an alternative embodiment of the slip clutch 23, only two friction linings 32 are used here. Such a solution is conceivable for applications with reduced torque. Conversely, an embodiment with more than 4 friction linings 32 is also conceivable if the torque to be transmitted is increased.
  • the 4 shows a section of the hybrid transmission 1 with the dry space 54 and part of the wet space 52.
  • the dry space 54 accommodates the hybrid module 40, while the transmission stages 14, 17 and 18 are arranged in the wet space 52.
  • the wet space 52 is separated from the dry space 54 by the transmission housing 53 .
  • the first electric machine 4 is located with the stator 15 and stator carrier 25 as well as the rotor 16 and rotor carrier 26 in the dry space 54 of the hybrid transmission 1 .
  • a transmitter wheel 85 of a rotor bearing sensor 86 is arranged axially next to the rotor 16 and is connected to the transmission housing 53, for example, via a screw connection.
  • the dry space 54 is sealed off from the wet space 52 of the hybrid transmission 1 by means of a seal, here a radial shaft sealing ring 87 .
  • the input shaft 3 is mounted in the transmission housing 53 axially next to the radial shaft sealing ring 87.
  • a special nut 88 is provided radially inside the radial shaft sealing ring 87, which on the one hand forms the radial contact surface to the radial shaft sealing ring 87 and on the other hand axially fixes the bearing 89 on the input shaft 3.
  • the input shaft 3 is mounted in the transmission housing 53 via the bearing 89 and the wet space 52 of the hybrid transmission 1 is simultaneously supported by the transmission housing 53 separated from the drying room 54 with the hybrid module 40, or the first electric machine 4.
  • FIG. 5 and 6 show the torque flow 90 from the internal combustion engine 2 to the output shaft 6, or the vehicle wheels connected to it.
  • torque flow 90 is shown enlarged within hybrid module 40 .
  • the torque of the internal combustion engine 2 is introduced into the flywheel 22 and the rotor 16 of the first electric machine 4 via the crankshaft 46 .
  • the torque is transmitted via the rotor carrier 26 of the first electric machine 4 by means of the internal teeth 30 to the slipping clutch 23 and by means of the teeth 45 to the torsional vibration damper 19.
  • the torsional vibration damper 19 is shown in the illustrations as a 2-flange design with a double flange as the hub flange 70 with a low-wear compression spring guide to achieve a long service life for the drive system. Any other known, state-of-the-art damper technology is also conceivable at this point, e.g.
  • the torque is introduced into the input shaft 3 via the splines 75 and from there it is passed on to the intermediate shaft 10 via the first separating clutch 7 and the second gear ratio 17 .

Abstract

L'invention concerne un module hybride (40) comprenant une première machine électrique (4) comprenant un rotor (16) ainsi qu'un amortisseur de vibrations de torsion (19) intégré au rotor. Le rotor (16) est relié au côté primaire (20) de l'amortisseur de vibrations de torsion (19) et forme au moins une partie d'une masse tournante primaire (41) de l'amortisseur de vibrations de torsion (19).
PCT/DE2022/100872 2021-12-21 2022-11-22 Module hybride à amortisseur intégré au rotor, chaîne cinématique comprenant le module hybride et système de construction du module hybride WO2023116963A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021134007.1A DE102021134007A1 (de) 2021-12-21 2021-12-21 Hybridmodul mit rotorintegriertem Dämpfer, Antriebsstrang umfassend das Hybridmodul und System zum Aufbau des Hybridmoduls
DE102021134007.1 2021-12-21

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WO2023116963A1 true WO2023116963A1 (fr) 2023-06-29

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WO (1) WO2023116963A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19631384C1 (de) * 1996-08-02 1997-10-16 Clouth Gummiwerke Ag Elektrische Maschine in einem Antriebsstrang, z. B. eines Kraftfahrzeuges
DE19943036A1 (de) * 1999-09-09 2001-03-15 Mannesmann Sachs Ag Antriebssystem
EP2726353B1 (fr) 2011-06-28 2020-10-07 Schaeffler Technologies AG & Co. KG Chaîne cinématique hybride dotée d'un amortissement actif de vibrations de torsion et procédé d'amortissement actif de vibrations de torsion
DE102020105982A1 (de) * 2019-11-21 2021-05-27 Schaeffler Technologies AG & Co. KG Antriebseinheit
DE102020132895A1 (de) * 2020-04-16 2021-10-21 Hyundai Transys Inc. Leistungsübertragungsvorrichtung für ein hybridfahrzeug

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10005996A1 (de) 1999-03-02 2000-09-07 Mannesmann Sachs Ag Drehmomentübertragungseinheit
DE10154147C1 (de) 2001-11-03 2003-07-24 Daimler Chrysler Ag Hybridantrieb

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19631384C1 (de) * 1996-08-02 1997-10-16 Clouth Gummiwerke Ag Elektrische Maschine in einem Antriebsstrang, z. B. eines Kraftfahrzeuges
DE19943036A1 (de) * 1999-09-09 2001-03-15 Mannesmann Sachs Ag Antriebssystem
EP2726353B1 (fr) 2011-06-28 2020-10-07 Schaeffler Technologies AG & Co. KG Chaîne cinématique hybride dotée d'un amortissement actif de vibrations de torsion et procédé d'amortissement actif de vibrations de torsion
DE102020105982A1 (de) * 2019-11-21 2021-05-27 Schaeffler Technologies AG & Co. KG Antriebseinheit
DE102020132895A1 (de) * 2020-04-16 2021-10-21 Hyundai Transys Inc. Leistungsübertragungsvorrichtung für ein hybridfahrzeug

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