WO2023143654A1 - Unité d'entraînement et ensemble d'entraînement - Google Patents

Unité d'entraînement et ensemble d'entraînement Download PDF

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Publication number
WO2023143654A1
WO2023143654A1 PCT/DE2022/100922 DE2022100922W WO2023143654A1 WO 2023143654 A1 WO2023143654 A1 WO 2023143654A1 DE 2022100922 W DE2022100922 W DE 2022100922W WO 2023143654 A1 WO2023143654 A1 WO 2023143654A1
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WO
WIPO (PCT)
Prior art keywords
rotor
drive
drive unit
friction
damper
Prior art date
Application number
PCT/DE2022/100922
Other languages
German (de)
English (en)
Inventor
Alexander Voit
Steffen Lehmann
Dominik Hans
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Publication of WO2023143654A1 publication Critical patent/WO2023143654A1/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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft

Definitions

  • the invention relates to a drive unit for a drive train of an electrically driven motor vehicle, in particular a hybrid motor vehicle, and a drive arrangement.
  • Integrating a drive unit with several electric rotating machines in a drive arrangement that is intended for a hybrid motor vehicle is subject to strict installation space requirements, particularly in the axial direction.
  • hybrid transmissions with two electrical machines which enable switching between serial operation and parallel operation.
  • serial operation an internal combustion engine drives a first electric machine that works as a generator. The electrical energy thus generated is used to drive the second electrical machine, the torque of which is transmitted to the wheels of a motor vehicle equipped with the hybrid transmission.
  • the torque of a connected internal combustion engine is directed to the wheels of a motor vehicle equipped with the hybrid transmission, with the second electric machine running idle, supporting the ferry operation or also recuperating.
  • a slipping clutch When a slipping clutch is used, it is often arranged between these two elements in relation to the flow of torque from the crankshaft of the internal combustion engine to the rotor of the rotary electric machine.
  • a hybrid transmission also includes a torsional damper, also generally referred to as a damper below, this is usually arranged downstream of the rotor of the rotary electric machine in the torque transmission path.
  • both the slipping clutch and the damper are connected downstream of the rotor or are arranged between the rotor and a drive shaft.
  • the slip clutch is often arranged between a flywheel, which can be firmly connected to a so-called flexplate and/or a ground ring, and the rotor of the electric rotary machine.
  • a flywheel which can be firmly connected to a so-called flexplate and/or a ground ring
  • the rotor of the electric rotary machine there are two groups of machine elements here, which are separated from one another along the torque transmission path through the slipping clutch are separated, namely on the one hand the flywheel, which can be equipped with a so-called flexplate and/or a mass ring, and which can also be assigned a connected crankshaft of an internal combustion engine.
  • This first group of machine elements has a primary inertia.
  • This arrangement of the slipping clutch between the two groups of machine elements that generate the mass moment of inertia means that the slipping clutch itself must be designed for a higher transmissible torque, since essentially only the proportion of the primary mass inertia, namely that between the combustion engine and the slipping clutch, but not the secondary mass inertia for the dimensioning of the slipping torque of the slipping clutch is important.
  • the slipping clutch is designed for a higher transmissible torque due to this distribution of the mass inertia, then in the event of torque surges, so-called impacts, this means that the slipping clutch only triggers at higher torques and can therefore protect the drive from overload.
  • the consequence of this is that the components of the drive system to be protected must also be designed for this higher triggering torque and the advantage of using an overload protection element in the form of a slipping clutch is therefore reduced. This can lead to space, cost and ultimately competitive disadvantages for the entire system.
  • the object of the present invention is to provide a drive unit and a drive arrangement equipped therewith which ensure efficient operation in a cost-effective design with a long service life and space-saving manner.
  • axial and radial relate to the axis of rotation of the first electric rotary machine.
  • the invention relates to a drive unit for a drive train of an electrically drivable motor vehicle, with a first electric rotary machine and with a gearbox and a slip clutch, with a rotor of the first electric rotary machine being mechanically coupled to an input of the gearbox by means of the slip clutch.
  • the slipping clutch is arranged at least in some areas radially and axially within a space delimited radially by the rotor of the first electric rotary machine and in a wet space of the transmission.
  • the space delimited radially by the rotor of the first rotary electric machine is located in the wet space of the transmission.
  • the slipping clutch can be arranged completely radially and axially within the space delimited radially by the rotor of the first electric rotary machine and in a wet space of the transmission.
  • the first electrical rotary machine is used in particular to generate electrical energy and to generate a torque, depending on the application.
  • the drive unit is designed in an advantageous manner for a hybrid vehicle with a transmission with two integrated rotary electric machines, namely for the described serial drive and parallel drive.
  • the use of the drive unit in a transmission with only one electric rotary machine or in one electric axis should not be ruled out.
  • Due to the arrangement of the slipping clutch in the wet area, the gearbox in which the drive unit is designed therefore has a gearbox-integrated sealing concept, with the simultaneous advantage of the optimal design of the torque that can be transmitted by the slipping clutch.
  • an input side of the slipping clutch is firmly connected to the rotor. The effect of this arrangement is a large moment of inertia of the assembly, which includes the input side of the slip clutch and the rotor.
  • the input side of the slip clutch is an element of the slip clutch into which torque can be introduced from the rotor and from which the torque can be transmitted via friction or slip elements of the slip clutch to an output side of the slip clutch and thus to the transmission.
  • the drive unit can have a damper, which is arranged at least in regions radially and axially inside the space radially delimited by the rotor of the first electric rotary machine.
  • the mentioned damper is to be understood as meaning a torsion damper. Due to the fact that the damper is also located in the space delimited by the rotor, the damper is also arranged in the wet space of the transmission. The damper can also be arranged completely within this space. Due to the fact that the slipping clutch is located in the wet area of the transmission, additional friction points are required radially inside the rotor to compensate for the lower coefficient of friction due to the lower coefficient of friction of the friction pairing of the plates of the slipping clutch compared to a dry friction system in order to maintain the radial installation space.
  • the slipping clutch has two friction packs, each of which includes friction disks and counter-plates, with one friction pack being arranged on each of the two axial sides of the damper.
  • all elements of the slipping clutch can also be arranged on one side of the damper.
  • Further components of a respective friction pack can be pressure plates, intermediate layers and/or cup springs.
  • the design of the slipping clutch with two friction packs on both sides of the damper leads to the desired increase in the number of friction points, and on the other hand it reduces the required axial force of a spring accumulator used, such as a plate spring per friction pack, which in turn leads to lower surface pressures on the contact surfaces of the friction partners leads.
  • the friction packs can be configured symmetrically in relation to each other. Depending on However, given the available space, an asymmetrical design is also possible, for example by varying the number of friction surfaces between the left and right units of the slipping clutch.
  • One embodiment of the drive unit provides that the two friction packs of the slipping clutch include identical parts. Identical parts are components of the slipping clutch that are found in the same design in both friction packs.
  • the friction disks and counter disks of the two friction packs can be arranged axially symmetrically on both sides of the damper.
  • the electric drive unit according to the invention can at a
  • Machine transmissions with only one electric machine or with two electric machines are used, e.g. for a hybrid vehicle or for an electric axle, or can be used as the sole drive for a purely electrically driven vehicle.
  • a further aspect of the present invention is a drive arrangement with a drive unit according to the invention and with an internal combustion engine which is coupled or can be coupled to the rotor of the first electric rotary machine by means of a crankshaft of the internal combustion engine.
  • the drive arrangement according to the invention can be designed in particular within a two-electric machine transmission for the serial and/or parallel drive of a hybrid vehicle.
  • the rotor of the first electric rotary machine is coupled in a torque-proof manner to the crankshaft of the internal combustion engine.
  • the transmission reliability of the slipping clutch can be reduced accordingly, so that it can have a relatively small installation space requirement and/or a reduced number of friction points.
  • the rotor of the first electric rotating machine can be coupled to a first shaft by means of the slipping clutch, the drive arrangement comprising an intermediate hub and the first shaft being mounted in a housing of the drive arrangement and via the intermediate hub in the crankshaft of the internal combustion engine. A seal between the dry room and the wet room takes place at the intermediate hub.
  • the drive arrangement can have a mass ring which is connected in a torque-proof manner to an output side of the crankshaft and to the input side of the slipping clutch.
  • the drive arrangement according to the invention can have a second electric rotary machine, wherein the first electric rotary machine can be used as a generator, for boosting and for starting the internal combustion engine.
  • the other, second rotary electric machine can be designed as the main driving machine, which can be decoupled in certain driving states to increase the transmission efficiency.
  • FIG. 2 a partial area of the drive arrangement shown in FIG. 1 in a sectional view
  • FIG. 3 a representation of the drive arrangement with a torque transmission path in a sectional view
  • 4 a partial area of the drive arrangement shown in FIG. 3 with a torque transmission path in a sectional view
  • Fig. 6 one side of the slipping clutch in sectional view
  • Fig. 7 the drive unit in sectional view
  • FIGS 1 and 2 show a drive unit 10 with a rotor-integrated damper 140 including a slipping clutch 150 of a first electric rotary machine 30 and a seal 210 integrated in the housing within a drive assembly 400 according to the invention with the following structure:
  • Internal combustion engine 20 is connected in a torque-locking manner to first electric rotary machine 30, which is designed as an internal rotor machine.
  • first electric rotary machine 30 which is designed as an internal rotor machine.
  • a slipping clutch 150 as an overload protection element and a damper 140 for vibration isolation are interposed.
  • the rotor 31 of the first electric rotary machine 30 serves as the primary flywheel mass inertia in order to reduce the rotational irregularities / torque fluctuations of the internal combustion engine 20 before they are introduced into the slip clutch 150 and the damper 140, so that the slip clutch 150 engages lower torque to be transmitted and the damper 140 may have a lower damping capacity.
  • Overload or impulse-like torques which can come both from a drive wheel of a motor vehicle equipped with drive unit 10 and from internal combustion engine 20, are effectively reduced with the aid of slip clutch 150 in order to displace damper 140 and the other components of transmission 90, which is the embodiment shown here is a differential gear to protect against damage.
  • the intermediate shaft 80 is coupled via a second separating clutch 170 to a drive shaft 70 which is connected to a rotor 41 of a second rotary electric machine 40 is rotationally coupled.
  • Another component of the second rotary electric machine 40 is a stator 42 which surrounds the rotor 41 of the second rotary electric machine 40 .
  • FIG. 2 shows in an enlarged illustration how advantageously a slipping clutch 150 and the damper 140 can be arranged with regard to the best possible use of installation space.
  • the first electric rotary machine 30 is located with a stator 32 of the first electric rotary machine 30 and a stator carrier 34 and rotor 31 of the first electric rotary machine 30 and rotor carrier 33 in the wet space 130 of the housing 230, which is also referred to as the oil space.
  • the transmitter wheel 180 of a rotor bearing sensor 181 can be arranged next to the rotor 31, which is connected to the housing 230, for example, via a screw connection.
  • the dry space 120 and the wet space 130 of the housing 230 are sealed off from one another.
  • a sealing plate 200 axially between the first electric rotary machine 30 and the internal combustion engine 20 and the components associated with the first electric rotary machine 30 and the internal combustion engine 20 .
  • This sealing plate 200 divides the housing space into a dry space 120 and a wet space 130 .
  • a seal 210 e.g. made of an elastomeric material between the sealing plate 200 and the stator carrier 34 in a position arranged radially above the first electric rotary machine 30 in relation to the seal 210 to the outside.
  • the seal 210 contributes to the fact that, on the one hand, no water can enter the housing 230 and, on the other hand, no oil can escape from the housing 230 .
  • another sealing element e.g. a radial shaft sealing ring 190, which seals the inside.
  • Sealing plate 200 and stator support 34 are connected to housing 230 in a rotationally fixed manner by means of a suitable connection, e.g. a screw 390.
  • the solution according to the invention enables the damper 140 and slip clutch 150 arranged on both sides to be placed in the wet space 130 of the housing 230 , highly integrated radially within the space surrounded by the rotor 31 of the first electric rotary machine 30 .
  • the arrangement in the wet space 130 of the housing 230 is advantageous in terms of damper service life, since the contact elements within the damper 140 are supplied with lubricant and wear can thus be reduced.
  • the bearing of the rotor carrier 33 together with the highly integrated damper slip clutch unit takes place on the transmission side by means of a rotor bearing 35 of the first electric rotary machine 30 in the housing 230.
  • the first shaft 110 is mounted axially next to the described rotor bearing 35 in the transmission housing 230 on the first bearing 112 of the first shaft 110 and on the other hand on a second bearing 113 of the first shaft 113 radially inside the damper slip clutch unit, e.g. by means of a needle bearing.
  • the first shaft 110 is supported at a bearing point 270 in the crankshaft 60 via the intermediate hub 144, which also carries the second bearing 113 of the first shaft 110.
  • the crankshaft 60 is here an output element of the internal combustion engine 20. In the embodiment described here, this bearing point 270 does not experience any relative movement between the crankshaft 60 and the intermediate hub 144 during normal operation.
  • the needle bearing of the second bearing 113 of the first shaft 110 in turn, always experiences a relative movement between the intermediate hub 144 and the first shaft 110 when the damper 140 is twisted within its defined torsion characteristic on the push and pull side, or when the slip clutch 150 is triggered. Otherwise, the needle bearing of the second bearing 113 rotates at the absolute speed of the intermediate hub 144 and the first shaft 110 and thus ultimately of the internal combustion engine 20 and the rotor 31 of the first electric rotary machine 30 .
  • the relative movement when the slip clutch 150 is triggered occurs in the event of an overload between the input side 151 of the slip clutch 150 and a support element 154 of the slip clutch 150 and a carrier 156 of the slip clutch 150, which is fixed to the damper 140 and this in turn is connected to the first shaft 110 in a torque-transmitting manner.
  • FIGS. 3 and 4 illustrate the force/torque flow from the internal combustion engine 20 or the first electric rotary machine 30 to the vehicle drive 50, which can be implemented by cardan shafts or vehicle wheels.
  • the torque of the internal combustion engine 20 is introduced into a driver plate 157 in the flywheel 100 or a so-called flexplate via a mass ring 101, which is used or can be omitted as required for the relevant application.
  • Flywheel 100 and mass ring 101 are advantageously connected via a detachable connection, e.g. a flexplate screw 102, and in continuation the mass ring 101 and the driver plate 157 via suitable connecting elements, e.g. a rivet mass ring 310, as shown in Figure 7, or screws, torque-locked together.
  • the detachable connection is to be made directly between the flywheel 100 and driver plate 157 (not shown here).
  • a detachable connection is required at this point in order to be able to assemble the internal combustion engine 20 and the housing 230 at the customer's site or disassemble it for servicing.
  • the torque is transmitted from driver plate 157 via intermediate hub 144 to driver plate 280.
  • Intermediate hub 144 and driver plate 157 are connected to one another in a torque-locking manner using suitable connecting elements, eg blind rivets 250 or screws.
  • Intermediate hub 144 and driving plate 280 are connected to one another in a torque-locking manner via suitable connecting elements, for example blind rivets 250 or screws, and are arranged at a different point on the circumference than the screws.
  • driver plate 280 The torque is transferred between driver plate 280 and rotor carrier 33 via a suitable connection, e.g. driving rivet 290 or screws.
  • the torque of the first electric rotary machine 30 and the internal combustion engine 20 is introduced (in the radially outer area) from the rotor carrier 33 into the input side 151 of the slipping clutch 150 in a torque-locking manner, e.g. via toothing 158 on the input side.
  • the torque is transmitted via the at least two friction plates 152 of the slip clutch 150 to at least one counter plate 153 and support elements 154 of the slip clutch 150, e.g. via toothing 159 on the output side to the carrier 156 of the slip clutch 150.
  • the torque on the rotor carrier 33 is reduced to this divided between the two units, so that each unit only has to transmit half the torque for a symmetrical design.
  • the first friction pack 150a and the second friction pack 150b of the slipping clutch 150 each introduce the torque into the left and right part of the damper 140 via their own rotor carrier 156 .
  • the partial torques from the first friction assembly 150a and the second friction assembly 150b of the slipping clutch 150b add up again to form the total torque.
  • damper teeth 220 on the first shaft 10 which here represents an input 231 of the transmission 90 .
  • this damper toothing 220 particularly advantageously ensures the clearance angle required on the tension and thrust side to ensure the damper function.
  • a transition element between hub flange 148 and first shaft 110 in the form of a damper hub is not shown here, but is possible in principle and can also be used with other damper types.
  • the torque of the first rotary electric machine 30 is further transferred from the first shaft 10 to an intermediate shaft 80 via a first disconnect clutch 160 and a gear wheel 111 .
  • the torque is transferred from the intermediate shaft 80 to the differential gear 90 and finally to a vehicle drive 50, as can be seen from FIG.
  • FIG. 5 once again shows an enlarged view of the relevant elements of the drive unit 10 involved in the transmission of torque, without a torque transmission path shown, in particular the installation location of the first electric rotary machine 30 according to the invention as an example in a drive unit 10.
  • This is essentially the installation space from the highly integrated damper 140 including the slip clutch 150, arranged radially inside the space surrounded by the rotor 31 of the rotary electric machine 31, as well as its main components and interfaces and the axially arranged sealing plate 200 with the seal 210.
  • FIG. 6 shows a section of slip clutch 150.
  • the mode of operation of slip clutch 150 is explained by looking at FIGS. 5 and 6 together.
  • the respective input side 151 of the illustrated second friction pack 150b of the slip clutch 150 accepts the torque from the rotor carrier 33 via a suitable connection, e.g. input-side toothing 158, and forwards it to the at least two friction disks 152 and these in turn to a counter disk 153 and the support elements 154.
  • the counter disk 153 and the support elements 154 transfer the torque to the damper 140 via a suitable connection, e.g. a toothing 159 on the output side, by introducing it into the counter disk 142 on the left and into the driver disk 141 on the right.
  • each first and second friction pack 150a, 150b of the slipping clutch 150 serves as an axial energy store in order to apply the required normal force to the friction surfaces of the friction plates 152 and thus to generate the friction torque.
  • the components of the slipping clutch 150 are surrounded by the carrier 156 and the counter disk 142 or driver disk 141 of the damper and are held in position axially.
  • More or fewer than the six friction plates 152 shown here per first and second friction assembly 150a, 150b of the slip clutch 150 are also possible, with the number of input sides 151 of the slip clutch 150 and the counter-plates 153 increasing or decreasing accordingly.
  • the result is a compact slip clutch 150 with a corresponding frictional torque capacity, which can be adapted to the corresponding application via the number of friction surfaces, the disk spring force and other design criteria.
  • the interface between the slipping clutch 150 and the damper 140 is established via a suitable connection, eg riveting, which is realized by means of the spacer element 149 .
  • This spacer element 149 separates and connects the components of the damper 140 and connects the first friction assembly 150a and 150a the second friction pack 150b of the slipping clutch 150 with the counter disk 142 and the driver disk 141 of the damper 140.
  • the contact surface to the radial shaft sealing ring 190 which fulfills the sealing of the housing 230 to the inside.
  • the radial shaft sealing ring 190 is arranged on a relatively small diameter.
  • the input sides of the damper 140 are designed as a drive disk 141 and a counter disk 142, which are spaced together by at least one spacer element 149, enclose the components of the damper 140 and hold them in position axially.
  • damper components known from the prior art, e.g.
  • Hub flange 148, compression spring 143, friction rings 145 and disk spring 147 are arranged.
  • the output element of the damper 140 is the hub flange 148, which is connected to the first shaft 110 in a torque-locking manner via damper teeth 220 with or without play, depending on the damper variant.
  • the centering area 240 of the driver disk 141 and/or counter disk 142 centers the damper 140 in the rotor carrier 33.
  • a chamfer or rounding in the centering area 240 which is applied at least on one side and in the joining direction, facilitates assembly.
  • the design moment of the slipping clutch 150 can be scaled very easily by increasing or reducing the number of friction points, which, including a lengthening or shortening of the carrier 156, underlines the modular concept of the concept.
  • the slip clutch 150 arranged on both sides can be combined with any other type of damper.
  • FIG. 8 shows an enlarged section of the exemplary drive unit 10, which essentially shows the area where the first shaft 110 and the rotor support 33 are supported.
  • the rotor bearing 35 is held axially in position on the outer ring, on the housing 230 side, via the axial stop area 370 and a first housing-side securing element 330 .
  • the axial support takes place on the one hand on the rotor carrier 33 and on the opposite side on the rotor carrier side Securing element 340.
  • the first bearing 112 of the first shaft 110 is on the side of the housing 230 on the outer ring via the axial stop area 370 and a second housing-side securing element 350.
  • axial support is provided on the one hand on the axial stop 380 of the first shaft 110 and on the opposite side on the drive shaft-side securing element 360. This results in a fixed bearing for the first bearing 112.
  • the second bearing 113 of the first shaft 110 takes place on the internal combustion engine side via the needle bearing described above.
  • This needle bearing is held in position axially in the intermediate hub 144 on the combustion engine side via an axial stop 380 and on the transmission side via a snap ring 114 .
  • the outer area of the first shaft 110 can be crowned in the contact area with the rolling elements of the needle bearing in order to compensate for axial offset and misalignments between the crankshaft 60 and the first shaft 110, so that no impermissible additional loads are placed on the components of the transmission 90.
  • a radial clearance of the order of 0.05...0.3 mm can be provided nominally in this contact area.
  • a floating bearing results for the second bearing 113 .
  • Components of the transmission 90 which are to be protected by the use of the slip clutch 150 in the event of an overload, are adapted.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne une unité d'entraînement pour une chaîne cinématique d'un véhicule à moteur électrique, en particulier un véhicule à moteur hybride, ainsi qu'un ensemble d'entraînement. L'unité d'entraînement (10) est conçue pour une chaîne cinématique d'un véhicule à moteur électrique et comprend une première machine rotative électrique (30), une transmission (90) et un embrayage à friction (150), un rotor (31) de la première machine rotative électrique (30) étant accouplé mécaniquement à une entrée (231) de la transmission (90) au moyen de l'embrayage à friction (150), et au moins des parties de l'embrayage à friction (150) étant situées radialement et axialement à l'intérieur d'un espace qui est délimité radialement par le rotor (31) de la première machine rotative électrique (30) et étant situées dans un espace humide (130) de la transmission (90). L'unité d'entraînement selon l'invention offre donc une solution très compacte pour des entraînements de moteurs électriques.
PCT/DE2022/100922 2022-01-25 2022-12-08 Unité d'entraînement et ensemble d'entraînement WO2023143654A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022101666.8A DE102022101666A1 (de) 2022-01-25 2022-01-25 Antriebseinheit und Antriebsanordnung
DE102022101666.8 2022-01-25

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WO2023143654A1 true WO2023143654A1 (fr) 2023-08-03

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Citations (4)

* 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
DE10160884A1 (de) * 2001-12-12 2003-06-26 Volkswagen Ag Automatikgetriebe
DE102005040770A1 (de) * 2005-08-29 2007-03-08 Zf Friedrichshafen Ag Antriebsstrang eines Hybridfahrzeuges
EP1777426A1 (fr) * 2005-10-20 2007-04-25 Getrag Ford Transmissions GmbH Embrayage double

Patent Citations (4)

* 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
DE10160884A1 (de) * 2001-12-12 2003-06-26 Volkswagen Ag Automatikgetriebe
DE102005040770A1 (de) * 2005-08-29 2007-03-08 Zf Friedrichshafen Ag Antriebsstrang eines Hybridfahrzeuges
EP1777426A1 (fr) * 2005-10-20 2007-04-25 Getrag Ford Transmissions GmbH Embrayage double

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