WO2012149924A1 - Module hybride pour une chaîne cinématique d'un véhicule - Google Patents

Module hybride pour une chaîne cinématique d'un véhicule Download PDF

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Publication number
WO2012149924A1
WO2012149924A1 PCT/DE2012/000420 DE2012000420W WO2012149924A1 WO 2012149924 A1 WO2012149924 A1 WO 2012149924A1 DE 2012000420 W DE2012000420 W DE 2012000420W WO 2012149924 A1 WO2012149924 A1 WO 2012149924A1
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WO
WIPO (PCT)
Prior art keywords
freewheel
hybrid module
clutch
module according
torque
Prior art date
Application number
PCT/DE2012/000420
Other languages
German (de)
English (en)
Inventor
Willi Ruder
Dierk Reitz
Christoph HAJDUK
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to DE112012001979.2T priority Critical patent/DE112012001979A5/de
Publication of WO2012149924A1 publication Critical patent/WO2012149924A1/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
    • B60K6/383—One-way clutches or freewheel devices
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a hybrid module for a drive train of a vehicle with internal combustion engine and transmission.
  • a hybrid drive train of a motor vehicle which comprises an internal combustion engine, a dual mass flywheel, an electric drive and a transmission, wherein a first separating clutch between the internal combustion engine and electric drive and a further separating clutch between the electric drive and transmission are arranged.
  • the motor side arranged first separating clutch is used to decouple the engine from the rest of the drive train to z. B. to drive with the vehicle purely electric.
  • the second separating clutch arranged on the transmission side serves to start the internal combustion engine via the electric drive and decouple the transmission during this starting process.
  • the electric drive and the two separating clutches can be superimposed axially and radially for space reasons, as shown in Figure 2 of DE 100 36 504 A1, by the first separating clutch is integrated into the rotor of the electric drive.
  • this space-technical reasons mostly necessary integration of the motor side arranged separating clutch in the rotor of the electric machine, however, leads to relatively low friction radii. Due to these lower friction radii, however, the transmittable torque decreases.
  • a hybrid module for a drive train of a vehicle with internal combustion engine and transmission wherein the hybrid module between the engine and transmission is effective and has an electric drive, a clutch and a freewheel, and wherein the separating clutch and the freewheel parallel to each other for Torque transmission from the engine are provided in the direction of the transmission, the freewheel from the engine torque coming in the direction of the transmission transmits and opens at opposite directed torque, and a freewheel transmitted share of the torque generated by the internal combustion engine by a
  • position of a transferable from the clutch torque is adjustable, so that the vehicle is either by the internal combustion engine or the electric drive or combined simultaneously driven by both.
  • the function of the engine-side separating clutch known from the prior art is divided into two components arranged in parallel in the torque flow, namely a separating clutch and a freewheel.
  • a separating clutch When the clutch is open, the entire torque generated by the engine is transmitted via the freewheel to the transmission.
  • the freewheel should therefore be designed so that its transmissible torque corresponds to the torque generated by the engine.
  • the torque transmission capacity of the separating clutch in the hybrid module according to the invention can be selected to be significantly lower than the torque which can be generated by the internal combustion engine.
  • the separating clutch should be designed for 100 Nm to 130 Nm, whereas the freewheel should also be designed for 700 Nm to 800 Nm. If the disconnect clutch is partially closed, the torque transmitted by the freewheel is reduced in accordance with the torque that can be transmitted by the disconnect clutch. In other words, the total torque generated by the internal combustion engine is divided between the freewheel and the disconnect clutch in accordance with the torque transmitted from the disconnect clutch (which in turn depends on an actuation force of the disconnect clutch).
  • the clutch in the internal combustion engine operation of the present drive train remain closed or kept closed, so that as a rule, a torque split to clutch and freewheel.
  • the hybrid module according to the invention therefore comprises, as described above, parallel to one another disconnected clutch and freewheel, wherein the torque of the combustor in the direction of driveline exclusively by the freewheel, or freewheel and disconnect clutch together, or possibly exclusively via the disconnect clutch can be transmitted.
  • torques directed by the drive train in the direction of the internal combustion engine are transmitted exclusively via the separating clutch.
  • the separating clutch is designed as a "normally open” clutch, that is designed to be open in the ground state, and is closed or pressed by a closing force.
  • This is advantageous insofar as the coupling in the present drive train is 70% open in the normal mode of operation of a vehicle equipped with such a hybrid module.
  • the efficiency of the actuator is accordingly more favorable under such boundary conditions with a "normally open” clutch than with a "normally closed” clutch.
  • the separating clutch is designed as a "normally closed” clutch, that is designed to be closed in the ground state, and is opened, preferably mounted or pressed on an opening force.
  • a disconnect clutch is used in particular for the drive train of a vehicle when, in the normal mode of operation of the vehicle equipped with this hybrid module, the disconnect clutch is normally closed, preferably closed more than 50% of the time during operation, preferably more than 60%.
  • the efficiency of the actuator is accordingly more favorable under such boundary conditions with a "normally closed” clutch than with a "normally open” clutch.
  • the freewheel is designed as a roller freewheel, preferably as a sprag freewheel.
  • the freewheel has a freewheel input part, a freewheel output part and at least one, preferably a plurality, between this freewheel input and this freewheel output part arranged locking parts.
  • a freewheel has a designed as an inner ring freewheel input part and designed as an outer ring freewheel output part, or vice versa.
  • torque is transmitted from the crankshaft of the internal combustion engine directly to the freewheel input part.
  • the alternating torques occurring during operation of the internal combustion engine can be intercepted via a damping device, such as a dual-mass flywheel, which is arranged between the internal combustion engine and the hybrid module.
  • a damping device such as a dual-mass flywheel
  • the freewheel is arranged axially, in the direction from the internal combustion engine to the transmission device, behind a vibration damper device, preferably behind this dual mass flywheel.
  • this freewheel is arranged in the same axial direction in front of a central storage facility.
  • a central storage facility means a central warehouse.
  • a central storage facility is provided to at least part of the disconnect clutch and / or at least a part of an electromechanical energy converter, preferably an electromechanical energy converter which serves the drive of the vehicle and particularly preferably a rotor of this electromechanical energy converter to store.
  • this freewheel is disposed axially between this dual mass flywheel and this central warehouse facility.
  • this freewheel is disposed axially between this dual mass flywheel and this central warehouse facility.
  • the actuating device is arranged in a region of the hybrid module, which is adjacent to this internal combustion engine, preferably the crankshaft of the internal combustion engine.
  • the actuating device is arranged in a region of the hybrid module, which is adjacent to this transmission, preferably a transmission input shaft of this transmission.
  • the actuating device is arranged in a region of the hybrid module, which lies substantially symmetrically between this internal combustion engine and this transmission.
  • the separating clutch is actuated by means of a hydraulic actuator.
  • this hydraulic actuating device has a hydraulic cylinder, preferably with a circular ring surface.
  • the separating clutch is actuated by means of an electromechanical actuating device.
  • such an electromechanical actuating device has at least one electromechanical energy converter, preferably an electric motor.
  • the actuators can be used independently of the type of separating clutch ("normal opend / closed"). Further preferred embodiments of the present invention are the subject of the dependent claims.
  • Fig. 1 is a schematic representation of a drive train of a vehicle with the
  • FIG. 2 shows an embodiment of the present hybrid module in which the freewheel is arranged axially next to the central bearing and in which an inner ring of the freewheel simultaneously takes over the connection to the clutch disc and the dual mass flywheel, and in which an outer cage of the freewheel is connected to the transmission input.
  • Fig. 3 shows a further embodiment of the present hybrid module, wherein the
  • FIG. 4 shows an embodiment of the hybrid module, in which the central warehouse and the freewheel are combined to form an axial unit
  • FIG. 5 shows another embodiment of the hybrid module with a first type of radial nesting of central bearings and freewheel, in which the central warehouse and the freewheel are combined to form a radial unit,
  • FIG. 6 shows another embodiment of the hybrid module with a further type of radial nesting of freewheel and central warehouse
  • FIG. 7 shows a further embodiment of the hybrid module with a further type of radial nesting and summary of freewheel and central warehouse
  • 8 shows a further exemplary embodiment of the hybrid module, shown between crankshaft and connecting part to a further coupling device arranged on the transmission side, which is based on the exemplary embodiment shown in FIG. 6,
  • 15 shows a further embodiment of the spatial arrangement of the components of a hybrid module with an increased level of detail of the representation.
  • FIG. 1 schematically shows a drive train of a vehicle with an internal combustion engine 1, a vibration damper (in this case a dual-mass flywheel) connected to a crankshaft 2 of the internal combustion engine 1, a hybrid module 4 with free-wheeling 5 and separating clutch 6, as well as rotor 7 and stator 8 of an electric drive. a gear 9, a differential 10 and not shown in detail driven wheels.
  • a vibration damper in this case a dual-mass flywheel
  • FIG. 1 is to be understood only as an example. 1, the internal combustion engine 1 comprises "only" two cylinders, but the present invention is not limited to such a specific number of cylinders. Linder for the internal combustion engine 1 or a parallel and series connection of several internal combustion engines conceivable.
  • Figure 1 shows a dual mass flywheel. Alternatively, a single-mass flywheel or another type of vibration damping, such as a mass or centrifugal pendulum or a combination of such damping elements could be used, depending on the smoothness of the combustion engine or could possibly also be dispensed with such a damping unit.
  • Fig. 1 also as an (automated) six-speed manual transmission is shown, without the present invention would be limited thereto.
  • the formation of the transmission as an automatic transmission / multi-step transmission / CVT transmission or other types of transmission such as sliding gear possibly also in conjunction with another separation unit between the transmission and electric drive 7, 8 (such as a torque converter, another disconnect clutch or similar assemblies) conceivable.
  • Fig. 1 is the present hybrid module in particular removable that between
  • Combustion engine 1 and gear 9 are provided two parallel torque transmission trains, a first with the clutch 6 and a second with the freewheel 5, so that the functions of the known from the prior art engine-side clutch are divided into two different components.
  • the torque generated by the internal combustion engine 1 is divided depending on a voltage applied to the clutch operating force on separating clutch and freewheel.
  • the freewheel transmits as Figure 1 removably in torque transmission from the engine 1 to the transmission 9 and opens at torque flow direction of the transmission 9 to internal combustion engine 1. Torques from the transmission 9 in the direction of the internal combustion engine 1 are transferable with the clutch closed. This applies in particular to the towing of the burner from the electric driving and the transmission of the thrust torque in the case of a full battery.
  • the disconnect clutch In internal combustion engine operation of the drive train, however, the disconnect clutch normally remains closed so that, in accordance with its applied torque transmission capacity, it transmits the torque that can be transmitted by the internal combustion engine, in any event, along with the freewheel.
  • FIG. 2 A first structural embodiment of the scheme shown in Figure 1 is shown in Figure 2, which the hybrid module 4 between the dual mass flywheel ("ZMS"). 3 and a transmission input shaft 11 of the transmission 9 as a half-section, wherein an output side 12 of the ZMS 3 with a central component 13, in this case via an axial spline M2, is connected.
  • the entire torque generated by the internal combustion engine 1 is accordingly transmitted to the central component 13 of the hybrid module by means of the DMF 3 and intermediate shaft 12.
  • the central component 13 is connected to an inner ring 14 of the freewheel 5 or a part of the central component 13 (for example, a sleeve-like extension) is designed directly as an inner ring 14 of the freewheel.
  • An outer ring of the freewheel 5 is connected to a coupling housing 15 of the separating clutch 4 or a part of the coupling housing 15 is formed directly as an outer ring or as an outer cage of the raceway.
  • the clutch housing 15 is, preferably via a further axial splines M3, connected to a transmission input shaft 11 of the transmission 9, wherein between the clutch housing and transmission input shaft, a further disconnect clutch (for example, a converter or another friction clutch) can be arranged.
  • the clutch housing 15 further comprises a cylindrical part 15a, which is at the same time part of the rotor 7 of the electric drive 7, 8.
  • the permanent magnets of the rotor are attached directly to the cylindrical part 15a of the coupling housing.
  • the clutch housing 15 further comprises a radially extending portion 15 b which is connected at a radially outer portion with the cylindrical portion 15 a, and which has in a radially inner region a sleeve-like portion which is supported on a central bearing 16.
  • the central warehouse 16 in turn is arranged on a housing 17 of the actuating device 18 of the separating clutch 6 or on a sleeve-like component 17 on which the actuating device can be supported.
  • the actuating device 18 comprises a hydraulic actuating unit with a hydraulic cylinder arranged concentrically to the intermediate shaft 12, which actuates a lever spring 19 which is supported on a further radially extended region 15c of the clutch housing 15 of the separating clutch 6 and which has a pressure plate 20 in the axial direction Actuating force can act according to the position of the actuating cylinder. According to an axial displacement of the pressure plate 20, a clutch disc 21 is clamped between the pressure plate 20 and clutch housing of the separating clutch 6, whereby the separating clutch 6 can be closed.
  • the clutch disc 21 of the separating clutch 6 is rotatably connected via the axial spline M1 with the central component 13.
  • the actuator unit 18 is attached to the transmission housing 22.
  • the central warehouse 16 (which is presently designed as a fixed bearing) substantially axially next to (ie on a comparable diameter) to the freewheel 5 are arranged, wherein an inner ring of the freewheel the connection to the clutch disc and the dual mass flywheel (on the Central component 13) takes over and wherein an outer cage of the freewheel 5 is connected via the clutch housing 15 with the transmission input.
  • FIG. 3 shows a further exemplary embodiment of the hybrid module, which differs from the exemplary embodiment according to FIG. 2 only with regard to the arrangement of the freewheel and the design of coupling housing 15 and central component 13 necessary for this purpose.
  • the connection of inner and outer ring is reversed on the freewheel, wherein also the outer ring of the freewheel 5 is part of the central component 13 and the inner ring of the freewheel fifth Part of the coupling housing 15 are.
  • a selection of the arrangement according to FIG. 2 or according to FIG. 3 can be selected depending on a drag torque optimization as well as on a blocking function at high rotational speeds.
  • Central warehouse 16 are arranged substantially on a comparable diameter.
  • these two components can also be combined to form a unit.
  • FIG. 4 schematically illustrates such a design with a structural unit consisting of a central warehouse and freewheel, wherein the points to be sealed are shown by the arrows shown in FIG. Compared to the embodiments of Figures 2 and 3 so a seal can be omitted. There are only 3 seals necessary.
  • the embodiment of the central component 14 can be simplified in the embodiment of Figure 4 in comparison to the embodiments of Figure 2 and 3.
  • FIG. 5 shows a further embodiment of the hybrid module 4 is shown, in which the central warehouse 16 and the freewheel 5 are arranged radially nested.
  • the central component 13 is designed such that it also forms an outer ring of the central bearing 16 and an inner ring of the freewheel 5, again to form a structural unit of central warehouse and freewheel. Again, one of the necessary in Figure 2 and 3 seals omitted.
  • Central bearing shown wherein in the present case an inner ring of the freewheel 5 is formed integrally with the central component 13, and wherein the coupling housing 15 comprises a sleeve-like portion 15d, on which an outer ring of the freewheel 5 is arranged or formed.
  • a bearing outer ring of the central bearing 16 can be arranged or formed on a further sleeve-like section 15e of the coupling housing 15.
  • FIG 7 a further embodiment of the hybrid module is shown, with freewheel 5 and central warehouse 16 are in turn arranged nested, and wherein the coupling housing 15 has a sleeve-like portion 15f, arranged on which a bearing outer ring of the bearing 16 and an inner ring of the freewheel 5 or formed are.
  • the sealed areas are indicated by the arrows.
  • Nested central warehouse and freewheel radially with a further summary of these modules can be done by the bearing outer ring and freewheel inner ring or vice versa are combined to form a component, with correspondingly only 3 seals are necessary, compared to 4 seals with separate training.
  • FIG 8 shows a further embodiment of the hybrid module 4 is shown, wherein the torque coming from the crankshaft 2 via the DMF 3 (in this case with an internal Centrifugal pendulum formed) to the intermediate shaft 12 (which is attached to the secondary flange of the ZMS or is formed integrally therewith) is transmitted.
  • the intermediate shaft 12 is rotatably supported via a radial bearing on a housing component 17 or on a flange component 17.
  • the central warehouse 16 is arranged, which is designed as a fixed bearing between flange 17 and coupling housing 15.
  • a bearing inner ring of the central bearing 16 is fixed via a ring element 16a and a securing ring 16b and a bearing outer ring of the central bearing 16 is fixed via a flange section 15g of the coupling housing 15 in conjunction with a cover plate 23.
  • the flange 17 is connected to the transmission housing 22 and may be part of the housing 18 of the actuator.
  • the actuator 18 is presently designed as a hydraulic actuator unit with a central coaxial with the intermediate shaft 12 arranged cylinder and a presently semi-connected actuating piston.
  • Half-connected means in this case that an axial clearance between the actuating piston and actuating bearing 24 is provided in order to avoid shocks during the actuation of the clutch.
  • FIG. 8 also contains the two extreme positions of a lever spring 19, ie a rear position of the actuating bearing 24 and a front position of the actuating bearing 24th
  • the clutch housing in turn carries the rotor 7 of the electric drive unit or is in any case rotatably connected thereto.
  • the clutch housing 15 is also connected via a radial portion 15h with another intermediate shaft 25, wherein at the portion 15h also a contact surface for the clutch disc 21 is provided, which can be clamped between this portion 15h and the pressure plate 20.
  • the hub of the clutch disc 21 is connected via an axial spline with the central component 13.
  • the central component 13 is also connected to an inner ring of the freewheel 5, wherein an outer ring of the freewheel 5 is connected via an intermediate member 26 on the clutch housing 15.
  • an axial spline is provided between the clutch housing 15 and intermediate shaft 25, in turn, an axial spline is provided.
  • the intermediate shaft 25 may be connected via a further coupling unit or directly to the transmission.
  • FIG. 9 Various variants of a combination of freewheel and central warehouse are shown in FIG. 9, wherein a radial nesting according to FIG. 5 is depicted as example A and wherein the seals D1, D2 and D3 used for sealing are depicted.
  • FIG 10 shows the hybrid module 4 between the dual mass flywheel (“ZMS") 3 and a transmission input shaft 11 of the transmission 9 (not shown) as a half section, wherein an output side 12 of the ZMS
  • the entire torque generated by the internal combustion engine 1 (not shown) is correspondingly transmitted to the central component 13 of the hybrid module 4 through the intermediary of the DMF 3 and the intermediate shaft 12 13 is connected to an inner ring 14 of the freewheel 5 or a part of the central component 13 (for example a sleeve-like extension) is designed directly as an inner ring 14 of the freewheel 5.
  • An outer ring of the freewheel 5 is connected to a clutch housing 15 and thus to the separating clutch 6 or is a part of the clutch housing 15 directly as out enring or as an outer cage of the race of the freewheel 5 forms.
  • the clutch housing 15 is, preferably via a further axial splines M3, connected to a transmission input shaft 1 1 of the transmission 9 (not shown), between clutch housing 15 and transmission input shaft 11, a further disconnect clutch (for example, a converter or another friction clutch) can be arranged.
  • the clutch housing 15 further comprises a cylindrical part 15a, which is at the same time part of the rotor 7 of the electric drive 7, 8.
  • the permanent magnets of the rotor are fastened directly on the cylindrical part 15a of the coupling housing 15.
  • the clutch housing 15 further comprises a radially extending portion 15 b which is connected at a radially outer portion with the cylindrical portion 15 a, and which has in a radially inner region a sleeve-like portion which is supported on a central bearing 16.
  • the central warehouse 16 in turn is arranged on a housing 17 of the actuating device 18 of the separating clutch 6 or on a sleeve-like component 17 on which the actuating device can be supported.
  • the actuating device 18 comprises a hydraulic actuating unit 18 with a hydraulic cylinder arranged concentrically to the intermediate shaft 12, which actuates a lever spring 19 which is supported on a further radially extended region 15c of the coupling housing 15 of the separating clutch 6 and which bears a pressure plate 20 in the axial direction an actuating force can act according to the position of the actuating cylinder.
  • a clutch disc 21 is clamped between the pressure plate 20 and clutch housing of the separating clutch 6, whereby the separating clutch 6 can be closed.
  • the clutch disc 21 of the separating clutch 6 is rotatably connected via the axial spline M1 with the central component 13.
  • the actuator unit 18 is attached to the transmission housing 22.
  • the central warehouse 16 (which in the present case is designed as a fixed bearing) is arranged radially inside the actuating device 18.
  • the inner ring of the freewheel 5 serves to connect the dual mass flywheel by means of the output side 12 of the dual mass flywheel 3 and to connect the clutch disc 21 by means of the central component 13.
  • the freewheel 5 is arranged axially, in the direction of the crankshaft 2 of the internal combustion engine to the transmission input shaft 11, behind the dual-mass flywheel 3 and in front of the central warehouse 16.
  • the actuating device 18 is arranged in a region of the hybrid module which lies on the side of the hybrid module 4, which is opposite the crankshaft 2, or in the immediate vicinity of the transmission input shaft 11. In the radial direction the actuator 18 is disposed outside the central warehouse 16. Due to the radial arrangement of central warehouse 16 and actuator 18 to each other, the use of a central bearing 16 is made possible with a small diameter, thus in particular the suitability for high speeds is improved.
  • FIG. 11 shows a further exemplary embodiment of the hybrid module 4, with this exemplary embodiment differing from the exemplary embodiment described in FIG. 10 only in the arrangement of the central bearing 16 and the actuating device 18.
  • the actuator 18 is disposed radially within the central bearing 16. Due to the radial arrangement of central warehouse 16 and actuator 18 to each other, the use of a central warehouse 16 is made possible with a larger diameter, thus in particular a storage with increased rigidity and load capacity is possible.
  • FIG. 12 shows the hybrid module 4 between the dual mass flywheel (“ZMS") 3 and a transmission input shaft 11 of the transmission 9 (not shown) as a half section, wherein an output side 12 of the ZMS
  • the entire torque generated by the internal combustion engine 1 (not shown) is transmitted to the intermediate shaft 12 through the intermediary of the DMF 3.
  • part of the intermediate shaft 12 (FIG.
  • a sleeve-like extension) is designed directly as an outer ring of the freewheel 5.
  • a section of the intermediate shaft 12 is connected to the separating clutch 6, in the present case to the clutch disc 21.
  • the clutch housing 15 is, preferably via a further axial Spline M3, with a transmission input shaft le 11 of the transmission 9 (not shown), wherein between the clutch housing 15 and the transmission input shaft 11, a further disconnect clutch (for example, a converter or another friction clutch) may be arranged.
  • a further disconnect clutch for example, a converter or another friction clutch
  • the clutch housing 15 further comprises a cylindrical part 15a, which is at the same time part of the rotor 7 of the electric drive 7, 8.
  • the permanent magnets of the rotor are fastened directly to the cylindrical part 15a of the coupling housing 15.
  • the clutch housing 15 further comprises a radially extending portion 15 b which is connected at a radially outer portion with the cylindrical portion 15 a, and which has in a radially inner region a sleeve-like portion which is supported on a central bearing 16.
  • the central warehouse 16 in turn is arranged on a housing 17 of the actuating device 18 of the separating clutch 6 or on a sleeve-like component 17 on which the actuating device 18 can be supported.
  • the actuating device 18 comprises a hydraulic actuating unit with a hydraulic cylinder arranged concentrically to the intermediate shaft 12, which actuates a lever spring 19 which is supported on a further radially extended region 15c of the clutch housing 15 of the separating clutch 6 and which has a pressure plate 20 in the axial direction Actuating force can act according to the position of the actuating cylinder.
  • a clutch disc 21 is clamped between the pressure plate 20 and clutch housing of the separating clutch 6, whereby the separating clutch 6 can be closed.
  • the actuator unit 18 is attached to the transmission housing 22.
  • the central warehouse 16 (which in the present case is designed as a fixed bearing) is arranged radially inside the actuating device 18.
  • the freewheel 5 is arranged axially, in the direction of the crankshaft 2 of the internal combustion engine to the transmission input shaft 11, behind the dual-mass flywheel 3 and in front of the central warehouse 16.
  • the actuating device 18 is arranged in a region of the hybrid module which lies on the side of the hybrid module 4, which is opposite the crankshaft 2, or in the immediate vicinity of the transmission input shaft 1 1. In the radial direction, the actuating device 18 is arranged outside the central bearing 16.
  • the radial arrangement of central warehouse 16 and actuator 18 to each other, the use of a central warehouse 16 is made possible with a small diameter, thus in particular the suitability for high speeds is improved.
  • the central component as well as it is used in the embodiments described above, can be simplified or eliminated altogether with a corresponding design of the intermediate shaft 12.
  • FIG. 13 shows a further exemplary embodiment of the hybrid module 4, this embodiment being conceptually different from the embodiment described in FIG. 11 only in the arrangement of the torque damper, in this case the dual mass flywheel 3.
  • the dual mass flywheel 3 compared to the previously described embodiments, not disposed within the rotor 7, but outside.
  • This arrangement of the dual mass flywheel on the one hand increase the space requirement in the axial direction, on the other hand, the space available for the separating clutch 6 and the freewheel 5 and for the central warehouse 16 space within the rotor is increased.
  • FIG. 14 shows a further exemplary embodiment of the hybrid module 4, wherein the torque coming from the crankshaft 2 is transmitted via the DMF 3 to the intermediate shaft 12 (which is attached to the secondary flange of the DMF or is integrally formed therewith).
  • the central warehouse 16 is arranged on housing component 17, while the central warehouse 16 may be formed as a fixed bearing or floating bearing between the housing member 17 and the clutch housing 15. A bearing outer ring of the central bearing 16 is axially fixed via a flange portion of the housing member 17 in one direction.
  • the housing component 17 is connected to the transmission housing 22 or is formed integrally therewith.
  • the actuating device 18 is supported on the housing component 17.
  • the actuator 18 is presently designed as a hydraulic actuator unit with a central coaxial with the intermediate shaft 12 arranged cylinder and a presently semi-connected actuating piston.
  • Half-connected means in this case that an axial clearance between the actuating piston and actuating bearing 24 is provided in order to avoid shocks during the actuation of the clutch.
  • the clutch housing 15 in turn carries the rotor 7 of the electric drive unit or is at least rotatably connected thereto.
  • the clutch housing 15 is also connected via a radial portion 5h with the freewheel 5, wherein at the portion 15h and a contact surface, preferably a pressure plate for the clutch disc 21 is provided.
  • the Clutch disc 21 is clamped for torque transmission between this clutch housing 15 and the pressure plate 20.
  • the hub of the clutch disc 21 is connected via an axial spline with the intermediate shaft 12.
  • the intermediate shaft 12 is also connected to an inner ring of the freewheel 5, wherein an outer ring of the freewheel 5 is connected directly or by means of an intermediate component on the clutch housing 15.
  • the clutch housing 15 is connected by means of an axial spline with an intermediate shaft 25 or directly to a transmission input shaft.
  • the intermediate shaft 25 may be connected via a further coupling unit or directly to the transmission, in particular to the transmission input shaft.
  • the intermediate shaft 25 is rotatably supported directly in the transmission housing 22.
  • FIG. 15 shows a further exemplary embodiment of the hybrid module 4.
  • the exemplary embodiment of the hybrid module 4 illustrated in FIG. 15 essentially corresponds to the exemplary embodiment illustrated in FIG.
  • the intermediate shaft 25 is mounted in a housing section 17 of the hybrid module 4. Due to the direct mounting of the intermediate shaft 25 in the housing portion 17 of the hybrid module 4, this is independent of the storage of the transmission device or not charged by additional forces from the hybrid module. 4

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

Abstract

L'invention concerne un module hybride pour une chaîne cinématique d'un véhicule, présentant un moteur à combustion interne et une transmission, le module hybride étant opérationnel entre le moteur à combustion interne et la transmission, et un entraînement électrique, un embrayage de séparation et une roue libre, l'embrayage de séparation et la roue libre étant montés en parallèle, pour le transfert du couple du moteur à combustion interne en direction de la transmission, la roue libre transmettant le couple provenant du moteur à combustion interne en direction de la transmission, et s'ouvrant lorsque le couple est dirigé en sens opposé, et une partie du couple généré par le moteur à combustion interne, qui est transmise par la roue libre, pouvant être réglée par ajustement d'un couple transmissible par l'embrayage de séparation, de telle façon que le véhicule puisse être entraîné, au choix, par le moteur à combustion interne ou par l'entraînement électrique ou, de manière combinée simultanément, par les deux.
PCT/DE2012/000420 2011-05-05 2012-04-24 Module hybride pour une chaîne cinématique d'un véhicule WO2012149924A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112012001979.2T DE112012001979A5 (de) 2011-05-05 2012-04-24 Hybridmodul für einen Triebstrang eines Fahrzeuges

Applications Claiming Priority (2)

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DE102011100693.5 2011-05-05
DE102011100693 2011-05-05

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WO2012149924A1 true WO2012149924A1 (fr) 2012-11-08

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KR20160060048A (ko) * 2013-09-25 2016-05-27 섀플러 테크놀로지스 아게 운트 코. 카게 자동차의 파워 트레인의 하이브리드 모듈 내에서 분리형 클러치의 안전 임계 활성화의 방지 방법
WO2018219385A1 (fr) * 2017-05-31 2018-12-06 Schaeffler Technologies AG & Co. KG Module hybride et dispositif d'entraînement pour véhicule automobile
CN113165497A (zh) * 2019-03-15 2021-07-23 舍弗勒技术股份两合公司 具有分离离合器的混动模块

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DE102014206330A1 (de) 2013-04-29 2014-10-30 Schaeffler Technologies Gmbh & Co. Kg Drehmomentübertragungsvorrichtung für Hybridfahrzeuge mit Trennkupplung und Fliehkraftpendel
DE112014005642A5 (de) * 2013-12-11 2016-09-29 Schaeffler Technologies AG & Co. KG Verfahren zur Vermeidung einer sicherheitskritischen Betätigung einer Trennkupplung in einem Hybridmodul eines Antriebsstranges eines Kraftfahrzeuges
DE102014224850B4 (de) 2014-12-04 2018-04-05 Schaeffler Technologies AG & Co. KG Verfahren zur Erkennung von sicherheitskritischen Betätigungen einer Trennkupplung in einem Hybridmodul eines Antriebsstranges eines Kraftfahrzeuges
FR3060083B1 (fr) * 2016-12-09 2019-11-01 Valeo Embrayages Dispositif de transmission de couple, notamment pour vehicule automobile

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WO2012083912A2 (fr) * 2010-12-21 2012-06-28 Schaeffler Technologies AG & Co. KG Module hybride pour un groupe motopropulseur d'un véhicule

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DE10036504A1 (de) 1999-08-02 2001-02-08 Luk Lamellen & Kupplungsbau Antriebsstrang
JP2008126703A (ja) * 2006-11-16 2008-06-05 Mazda Motor Corp 車両用駆動装置
EP2050608A1 (fr) * 2007-10-20 2009-04-22 ZF Friedrichshafen AG Dispositif d'entrainement pour véhicule
US20090166109A1 (en) * 2007-12-28 2009-07-02 Zhihui Duan Hybrid electric vehicle
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Publication number Priority date Publication date Assignee Title
KR20160060048A (ko) * 2013-09-25 2016-05-27 섀플러 테크놀로지스 아게 운트 코. 카게 자동차의 파워 트레인의 하이브리드 모듈 내에서 분리형 클러치의 안전 임계 활성화의 방지 방법
KR102269777B1 (ko) 2013-09-25 2021-06-28 섀플러 테크놀로지스 아게 운트 코. 카게 자동차의 파워 트레인의 하이브리드 모듈 내에서 분리형 클러치의 안전 임계 활성화의 방지 방법
WO2018219385A1 (fr) * 2017-05-31 2018-12-06 Schaeffler Technologies AG & Co. KG Module hybride et dispositif d'entraînement pour véhicule automobile
CN110678350A (zh) * 2017-05-31 2020-01-10 舍弗勒技术股份两合公司 用于机动车的混动模块和驱动装置
CN110678350B (zh) * 2017-05-31 2023-01-24 舍弗勒技术股份两合公司 用于机动车的混动模块和驱动装置
CN113165497A (zh) * 2019-03-15 2021-07-23 舍弗勒技术股份两合公司 具有分离离合器的混动模块
CN113165497B (zh) * 2019-03-15 2024-06-04 舍弗勒技术股份两合公司 具有分离离合器的混动模块

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DE112012001979A5 (de) 2014-01-23

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